Neighborhood density and travel mode: new survey findings for high densities

At high densities, land uses get close enough to each other to support walk, bike, and transit modes above 60% of total trips. The San Francisco Bay Area census was used to define five density levels: rural, exurban, suburban, central city, and urban core. The urban core definition, over 50 persons per neighborhood acre, is much denser than in other research. The California Household Transportation Survey supplied new data on block group area, population, trip stages, trip distances, trip time, and travel mode by density. The National Household Transportation Survey supplied block group population, density, travel mode, and income data. Both sources show a strong nonlinear relationship going from rural to urban core: auto miles and trips decrease as walk and transit miles and trips increase. With density, people travel fewer miles and spend less time traveling. High-income households in dense areas travel far fewer miles than those living at higher densities. With sufficient density, complementary features play a role in furthering mode shift. For planning purposes, the need for parking greatly declines. The findings are a basis for similar research elsewhere on high densities and complementary features.     

Appraisal of coastal recreational resources in Qingdao by travel cost method

This paper serves to appraise the monetary cost of coastal recreational resources in Qingdao using the travel cost method (TCM), which is typically used in developed countries. The total revenue produced by Qingdao’s coastal recreational resources is about RMB 5.51×10¹⁰ annually, based on questionnaires given at Qingdao’s major tourist destinations. These questionnaires establish correlation functions that factor in the number of tourists, travel expenses, etc. The data processing software named Eviews was used to determine the tourist demand regression curve and to calculate their residual and actual travel expenses. The results of this study can provide a scientific basis for applicable industries interested in development and management decision-making. Therefore, this study assesses the reasonable usage of coastal recreational resources.     

Continued trends in older driver crash involvement rates in the United States: Data through 2017–2018

Introduction: With the growing older adult population due to the aging baby-boom cohort, there was concern that increases in fatal motor-vehicle crashes would follow. Yet, previous analyses showed this to be untrue. The purpose of this study was to examine current trends to determine if previous declines have persisted or risen with the recent increase in fatalities nationwide. Methods: Trends among drivers ages 70 and older were compared with drivers 35–54 for U.S. passenger vehicle fatal crash involvements per 100,000 licensed drivers from 1997 to 2018, fatal and all police-reported crash involvements per vehicle miles traveled using the 1995, 2001, 2009, and 2017 National Household Travel Surveys, and driver deaths per 1,000 crashes. Results: Since the mid-1990s, fatal crashes per licensed driver trended downward, with greater declines for drivers ages 70 and older than for middle-aged drivers (43% vs. 21%). Fatal crash rates per 100,000 licensed drivers and police-reported crash rates per mile traveled for drivers ages 70–79 are now less than those for drivers ages 35–54, but their fatal crash rates per mile traveled and risk of dying in a crash remain higher as they drive fewer miles. As the economy improved over the past decade, fatal crash rates increased substantially for middle-aged drivers but decreased or remained stable among older driver age groups. Conclusions: Fatal crash involvements for adults ages 70 and older has recently increased, but they remain down from their 1997 peak, even as the number of licensed older drivers and the miles they drive have increased. Health improvements likely contributed to long-term reductions in fatal crash rates. As older drivers adopt vehicles with improved crashworthiness and safety features, crash survivability will improve. Practical Application: Older adults should feel confident that their independent mobility needs pose less risk than previously expected.     

A demonstration of how virtual meetings can enhance sustainability in a corporate context

Video conferencing (VC) offers benefits to businesses and organizations. A three‐month trial was undertaken across a telecommunications company in Australia to evaluate the use of VC benefits monitoring software to capture data and calculate utilization and business travel savings from air and car travel for individual VC end points across the company. The results from the trial were used by the finance and administration department of the company to promote VC usage and, at the same time, to introduce a nonessential air travel ban, which led to annualized cost savings of up to 40% on business as usual.     

中国不同交通模式的可达性空间格局研究

交通运输网络是经济发展的重要保障,分析可达性空间格局差异对引导人口分布和交通设施合理建设具有重要意义。以中国2 317个县级行政区域为研究对象,采用加权平均旅行时间法,通过构建可达性指标分析了公路、铁路、机场、港口及综合交通的空间格局。结果表明:公路可达性形成了以郑州、武汉、合肥为中心的"核心-外围"模式;铁路形成了以京沪线为轴线,沿铁路干线分布的带状结构,最优区已南移至合肥及南京;机场可达性形成了以各个枢纽机场为核心的"轴-辐"结构;港口可达性由沿海向内陆降低;综合交通可达性由东向西降低,具有反自然梯度特征。4种交通方式的可达性总体水平较高,约有70%的县域超过平均水平,与人口分布具有一定的相似性,东部城市高于西部城市,但存在区域内的不均衡现象。最后对各交通方式出现的问题提出了一些针对性建议。     

衡阳市住宅产业化现状与对策探讨

随着我国城镇化、工业化进一步快速推进,在发展低碳循环经济,加快建设两型社会背景下,变革传统住宅生产方式显得更加迫切.以衡阳市为例,介绍其住宅产业化现状基础上,指出了住宅产业化过程中存在的问题,并提出相关解决对策.     

节俭还是低碳——我国语境下居民低碳行为探讨

为了解低碳在我国居民中的推广程度,通过问卷法对南京市某社区居民进行实地调查。结果发现:大部分居民由于受节俭文化的影响往往将低碳当作节俭进行理解,表现在行为上就是节俭行为与低碳行为混杂。但从社会文化角度分析,节俭与低碳并不等同,两者既有区别又有联系。因此,在我国语境下推行低碳既要注意到节俭与低碳的区别,又要充分挖掘节俭文化中蕴含的低碳内容,促进低碳社会的构建。     

基于中国电网结构及一线典型城市车辆出行特征的PHEV二氧化碳排放分析

中国电网火电比例的空间差异与插电式混合动力汽车（PHEV）驱动能源的二元性增加了研究PHEV二氧化碳排放的复杂性.使用上海市50辆PHEV汽车13万km的数据,研究了基于PHEV实际运行数据的二氧化碳排放评估方法,分析了PHEV纯电驱动里程比例及其影响因素,获得了纯电续驶里程、充电频率、电网构成对PHEV二氧化碳排放强度的影响,展望了2020年PHEV技术水平的二氧化碳减排效果.结果表明,我国一线城市PHEV乘用车出行主要集中在50 km以内的范围,占日常出行频次的70%;在2016年全国平均电网结构下,续驶里程超过50 km的PHEV比传统燃油车少排放15%以上的二氧化碳;在高比例可再生能源电网结构的地区,PHEV碳排放可降至100.0 g·km^-1以下,相比平均电网结构下碳排放水平降低幅度在28%以上;在2016年平均电网结构及技术水平下,纯电续驶里程增加（50~100 km）、充电频率增加（0.5~2次·d^-1）对碳排放的改善幅度不明显;与2016年相比,2020年PHEV燃油经济性和电耗水平的改善可降低32%的碳排放.     

Public Attitudes Towards Policy Instruments for Congestion Mitigation in Shanghai

Abstract

Congestion causes many externalities for the society, including time delays, excessive fuel consumption, air pollution, noise and safety concerns. In Shanghai, various policy options have been explored, piloted or applied; however, not all of them may be understood and accepted by the public. A survey was conducted to investigate people’s attitudes towards several policy options. The main findings reveal that Shanghai residents are resistant to certain policies, such as congestion charges, higher parking charges in congested areas and car restrictions. Instead, they favor public transport provisions. The paper suggests that there is a case for promoting public transport and more efficient trips when the car ownership is still low, and for investing in a policy of educating the public on the ‘true’ costs and causes of congestion before embarking on an intensive policy of congestion charges or restrictions.