Study on the temporal and spatial relationship between public health events and the development of air transport scale: A case of the Southwest China.

The spread of the COVID-19 had profoundly affected the development of the air transportation. In order to determine the changes in air transportation volume associated with the development of the epidemic, this paper takes Southwest China as the study area. Monthly data and methods, such as the coefficient of variation, rank-size analysis and spatial matching index, were applied. The results found that: (1) during 2020-2022, there was a positive relationship between passenger volume and epidemic development, while freight volume increased for most airports in the first quarter of 2020-2022, particularly in the eastern region; (2) From the perspective of changes in air transportation volume under the development of the COVID-19, among various types of airports, the changes in transportation volume of main trunk airports were more significant than those of regional feeder airports in remote areas; (3) however, under the influence of the epidemic, main trunk airports still exhibited stronger attraction in passenger volume. That is to say, the passengers who chose to travel by air still tended to choose the main trunk airports and formed the agglomeration distribution pattern which around high-level airports in the provincial capital. Whereas the freight volume had a tendency of equalization among airports in Southwest China; (4) Over the course of time, the consistency of the spatial distribution of the number of cases and the passenger or freight volume in southwest China gradually increased. Among them, the spatial matching rate of the passenger volume and the number of COVID-19 cases was always higher than that of the cases and freight volume, which might indicate that there was a stronger correlation relationship. Therefore, it is proposed that the construction of multi-center airport system should be strengthened, the resilience of the route network for passenger transportation should be moderately enhanced, and the risk-resistant capacity of mainline airports and airports in tourist cities should be upgraded, so as to provide references for the orderly recovery of civil aviation and regional development.

An evaluation of fungal contamination and its relationship with PM levels in public transportation systems.

Transmission of fungi in the air and its impact on health are regarded as important public health issues. Bioaerosols play an important role in causing or exacerbating infectious diseases, acute toxic effects, allergies, and cardiopulmonary symptoms. As many people use the public transportation system daily, it is necessary to determine the type and manner of dispersal and abundance of airborne fungi in public transport places. Three public transportation systems including a bus station, a train station, and an airport in Ahvaz city (Iran) were examined. At each of these stations, the air samples were taken from inside and outside the hall stations, and in-vehicle. A bio-stage Anderson sampler was used by suctioning air and passing it over a petri dish containing culture medium Sabouraud Dextrose Agar (SDA). Relative humidity (RH, %), temperature (T, ◦C), and mass concentration of particulate matter (PM1, PM2.5, and PM10, µg/m3) at the sampling points were measured. The highest concentration of airborne fungi was observed in the airport. The concentration of fungi in the ambient air was higher than that in the indoor air of halls and in-vehicle. In all sampling points, the ambient predominant airborne fungi were Cladosporium and Alternaria, while the indoor predominant airborne fungi were Cladosporium, Aspergillus, and Penicillium. The indoor to outdoor ratio showed that the fungi were of an external origin. Due to the influence of the ambient air on indoor air, it is recommended to use proper ventilation and enhance the hygiene level of vehicles in public transportation systems to reduce exposure to environmentally pathogenic bioaerosols.

Building CapaCITY/É for sustainable transportation: protocol for an implementation science research program in healthy cities.

INTRODUCTION: Improving sustainable transportation options will help cities tackle growing challenges related to population health, congestion, climate change and inequity. Interventions supporting active transportation face many practical and political hurdles. Implementation science aims to understand how interventions or policies arise, how they can be translated to new contexts or scales and who benefits. Sustainable transportation interventions are complex, and existing implementation science frameworks may not be suitable. To apply and adapt implementation science for healthy cities, we have launched our mixed-methods research programme, CapaCITY/É. We aim to understand how, why and for whom sustainable transportation interventions are successful and when they are not. METHODS AND ANALYSIS: Across nine Canadian municipalities and the State of Victoria (Australia), our research will focus on two types of sustainable transportation interventions: all ages and abilities bicycle networks and motor vehicle speed management interventions. We will (1) document the implementation process and outcomes of both types of sustainable transportation interventions; (2) examine equity, health and mobility impacts of these interventions; (3) advance implementation science by developing a novel sustainable transportation implementation science framework and (4) develop tools for scaling up and scaling out sustainable transportation interventions. Training activities will develop interdisciplinary scholars and practitioners able to work at the nexus of academia and sustainable cities. ETHICS AND DISSEMINATION: This study received approval from the Simon Fraser University Office of Ethics Research (H22-03469). A Knowledge Mobilization Hub will coordinate dissemination of findings via a website; presentations to academic, community organisations and practitioner audiences; and through peer-reviewed articles.

Feasibility of a capacity building organizational intervention for worker safety and well-being in the transportation industry: Pivoting to address the COVID-19 pandemic and social and political unrest in Chile.

OBJECTIVE: This study developed, implemented, and evaluated the feasibility of executing an organizational capacity building intervention to improve bus driver safety and well-being in a Chilean transportation company. METHOD: Through an implementation science lens and using a pre-experimental mixed methods study design, we assessed the feasibility of implementing a participatory organizational intervention designed to build organizational capacity. RESULT: We identified contextual factors that influenced the intervention mechanisms and intervention implementation and describe how the company adapted the approach for unexpected external factors during the COVID-19 pandemic and social and political unrest experienced in Chile. CONCLUSIONS: The intervention enabled the organization to create an agile organizational infrastructure that provided the organization's leadership with new ways to be nimbler and more responsive to workers' safety and well-being needs and was robust in responding to strong external forces that were undermining worker safety and well-being.

Population Neuroscience: Understanding Concepts of Generalizability and Transportability and Their Application to Improving the Public's Health.

In population neuroscience, samples are not often selected with equal or known probability from an underlying population of interest; in other words, samples are not often formally representative of a specified underlying population. This chapter provides an overview of an epidemiological approach to considering the implications of selective participation on the value of our results for population health. We discuss definitions of generalizability and transportability, given the growing recognition that generalizability and transportability are central for interpreting data that are aiming to be population-based. We provide evidence that differences in the prevalence of effect measure modifiers between a study sample and a target population will lead to a lack of generalizability and transportability. We provide an example of an association between a poly-genetic risk score and depression, showing how an internally valid association can differ based on the prevalence of effect measure modifiers. We show that when estimating associations, inferences from a study sample to a population can depend on clearly defining a target population. Given that representative sampling from explicitly defined target populations may not be feasible or realistic in many situations, especially given the sample sizes needed for statistical power for many exposures of interest (and especially when interactions are being tested), researchers should be well versed in tools available to enhance the interpretability of samples regarding target populations.

Natural Experiment Outcomes Studies in Rotor Wing Air Medical Transport: Systematic Review and Meta-Analysis of Before-and-After and Helicopter-Unavailable Publications From 1970 to 2022.

OBJECTIVE: Helicopter emergency medical services (HEMS) is widely used for prehospital and interfacility transport, but there is a paucity of HEMS outcomes data from studies using randomized controlled trial designs. In the absence of robust randomized controlled trial evidence, judgments regarding HEMS potential benefit must be informed by observational data. Within the study design set of observational analyses, the natural experiment (NE) is notable for its high potential methodologic quality; NE designs are occasionally denoted "quasi-experimental." The aim of this study is to examine all NE outcomes studies in the HEMS literature and to discern what lessons can be learned from these potentially high-quality observational data. METHODS: HEMS NE studies were identified during the development of a new HEMS Outcomes Assessment Research Database (HOARD). HOARD was constructed using a broad-ranging search of published and gray literature resources (eg, PubMed, Embase, and Google Scholar) that used variations of the terms "helicopter EMS," "air ambulance," and "air medical transport." Among the 221 studies ultimately included in HOARD, 16 NE publications describing 13 sets of observational data comprising myriad diagnostic groups were identified. Of these 16 HEMS NEs, 4 HEMS NE studies assessing trauma outcomes were used in a meta-analysis. A meta-analysis was also performed of 4 HEMS NE studies. RESULTS: Although the disparity of studies (in terms of both case mix and end points) precluded the generation of a pooled effect estimate of an adjusted mortality benefit of HEMs versus ground emergency medical services, HEMS was found to be associated with outcomes improvement in 8 of the 13 cohorts. CONCLUSION: The weight of the NE evidence supports a conclusion of some form of HEMS-mediated outcomes improvement in a variety of patient types. Meta-analysis of 4 HEMS NE studies assessing trauma outcomes generated a model with acceptable heterogeneity (I2 = 43%, Q test: P = .16), which significantly (P < .01) favored HEMS use with a pooled HEMS survival odd ratio estimate of 1.66 (95% confidence interval, 1.23-2.22).

How job stressors and economic stressors impact public transport drivers' performance and well-being under the health risk of the COVID-19 pandemic.

INTRODUCTION: During the COVID-19 pandemic, public transport (e.g., bus and taxi) drivers encountered great stress because they needed to work to maintain the operation of the transportation system. This study proposes and empirically investigates the impacts of job stressors and economic stressors of public transport drivers on emotional exhaustion, and subsequent psychological well-being and performance under the health risk of COVID-19. The moderating effects of perceived threat and death anxiety on the relationships between stressors and emotional exhaustion are also examined. METHOD AND RESULTS: Using two survey samples collected from bus and taxi drivers in Taiwan, the results reveal that, except for the effect of time pressure on taxi drivers' exhaustion, job stressors (job overload and time pressure) and economic stressors (job insecurity) positively relate to emotional exhaustion for both bus and taxi drivers. Drivers' emotional exhaustion has negative effects on both job satisfaction and positive effects on risky driving behaviors. Perceived pandemic threat strengthens the positive influence of job insecurity on emotional exhaustion for bus drivers, while perceived pandemic threat and death anxiety weaken the negative influence of job insecurity on emotional exhaustion for taxi drivers. PRACTICAL APPLICATIONS: Effective intervention strategies and policies to mitigate perceived pandemic threat and death anxiety of drivers are recommended.

Reported pushy driving against cyclists in Germany.

BACKGROUND: When cyclists and drivers share the road drivers sometimes try to make the cyclist give way. This study assessed which characteristics and attitudes are related to pushy driving. METHODS: The sample included 695 drivers aged 18 to 85 years who answered a German online questionnaire on pushy driving. They saw a sketch with a cyclist in front of them whom they could not overtake easily. They reported how often they engage in different pushy driving behaviors and how legitimate and effective these are. They provided information about their mobility habits, goals, and attitudes. RESULTS: Correlations between reported frequency, perceived legitimacy, and perceived effectiveness of pushy driving were between r = 0.78 and r = 0.80. Many correlations with pushy driving were of medium size: drivers with the goal to drive safe and friendly reported less pushy driving, drivers with the goal to get the cyclist out of the way reported more. The correlations between reported frequency of pushy driving and attitude toward cyclists, self-justification, victim blaming, and feeling bothered by cyclists in built-up areas were of medium size. SUMMARY: The highest correlations with pushy driving were those with perceived legitimacy and perceived effectiveness of pushy driving. The results show that pushy drivers cannot be identified by demographic characteristics or mobility habits. General attitudes and the perception of pushy behaviors in specific situations and drivers' goals in these situations are more important. DISCUSSION: There will always be roads that cyclists and drivers share. In order to reduce pushy driving, its legitimacy could be addressed by campaigns and its effectiveness by a lower speed limit and enforcement.

What can be done with today's budget and demand? Scenarios of rural public transport automation in Mühlwald (South Tyrol).

Rural public transport is typically limited in its coverage, frequency and service period. This is often linked to a low and dispersed demand, which makes the provision of competitive transport services often financially unsustainable. Autonomous vehicles (AVs) might change this condition, allowing for an upgrade of public transport in rural areas. Nevertheless, current studies are mostly focused on urban areas, while the potential for rural applications remains underexplored. This paper contributes to this research line by developing a set of so-called AV scenarios for a potential upgrade of public transport in the rural study area of Mühlwald (South Tyrol, Italy). These scenarios are designed following three core principles. First, line-based and on-demand applications of AVs are not only individually tested, but even combined over space and time in different manners to exploit their synergy. Second, the performances of the scenarios are quantified by assuming the today´s agency cost budget, public-transport demand and peak-hour system capacity to be fixed parameters to comply with. Third, the uncertainties regarding the impacts of AVs on the agency costs are taken into account by defining optimistic, neutral and pessimistic variants of each scenario. Results indicate that the full replacement of current bus lines with a system of on-demand shared taxis might provide the highest performance improvements with the same budget as today, but only with a much bigger fleet. At the same time, the combination of bus lines and on-demand services over time (and space) might provide similarly competitive results while keeping the needed fleet size, service distance and service time relatively low. With this study, policy makers may get insights into the potential improvements of rural public transport that might be initially obtained with different uses of AVs, given a fixed agency cost budget and demand.

One-year trial evaluating the durability and antimicrobial efficacy of copper in public transportation systems.

Surfaces on transit vehicles are frequently touched and could potentially act as reservoirs for micro-organism transmission. Regular cleaning and disinfection to minimize the spread of micro-organisms is operationally challenging due to the need to keep vehicles in circulation. The application of copper (Cu) alloys to high- touch surfaces could help reduce the risk of cross-contamination, however, little is known about the durability and efficacy of engineered copper surfaces after prolonged use. Three Cu products (decal, thermal fabrication, and alloy covers) were assessed over a 12-month period. These Cu products were randomly installed on 110 stanchions on three buses and four train (SkyTrain) cars in Vancouver and three buses, two subway cars, and two streetcars in Toronto with mirrored control surfaces directly opposite. Bacterial counts (Colony forming units, CFU) and ATP bioluminescence (ATPB) were measured every two months after peak morning routes. Durability of the Cu products were assessed monthly through visual inspection and colorimetry assays or by ex-situ microscopy. Cu products on stanchions reduced the mean colony forming units (CFU) of all vehicles by 42.7% in the mean CFU (0.573 (CI 95% 0.453-0.726), p-value < 0.001) compared to control surfaces. The three Cu products exhibited an overall 87.1% reduction in the mean ATPB readings (0.129 (CI 95% 0.059-0.285, p-value < 0.001) compared to controls. Surface Cu concentration for all three products was consistent throughout the 12-month period. Electron microscopy (SEM) and Energy-dispersive X-ray Spectroscopy (EDS) cross-sectional analysis showed no change in thickness or dealloying of Cu products, however SEM top-down analysis revealed substantial carbon accumulation on all surfaces. Cu products installed on transit vehicles maintained antimicrobial efficacy and durability after 12 months of use.

Air, land, and water pollutants and public health expenditures: Empirical data from selected EU countries in the transport sector.

The increase in economic activity, particularly in transport, leads to a significant increase in emissions of pollutants, such as ammonia, arsenic and cadmium, at the European Union (EU) level. This can seriously impact human health and, consequently, public health spending. Based on data from 15 European Union countries from 1992 to 2020, a panel co-integration approach is used to study these pollutants' short- and long-term co-movements and per capita health expenditure. The results show a long-term relationship between ammonia, arsenic and cadmium emissions and per capita health spending, as they are panel-cointegrated. Ammonia and cadmium emissions exert a statistically significant positive effect on health expenditure in the short run, and arsenic emissions have a statistically significant positive impact in the long run. The forecast assessment of reductions in health spending resulting from policies to reduce emissions of air, land and water pollutants, such as ammonia, arsenic and cadmium, from the transport sector supports investments in its policies that reduce pressure on health spending. The reduction in annual healthcare expenditure is greater when these reductions are made sooner and more severely. Indeed, varying the reduction in emissions for each pollutant by 10% and 100%, respectively, from the first year for all countries over a 3-year period results in an average annual reduction in health spending of 2.05% and 51.02%, respectively. However, if we wait until the third year, the annual reduction is only 0.77% and 17.63% respectively.

Examining road safety impacts of Green Light Optimal Speed Advisory (GLOSA) system.

Mobility and environmental benefits of Green Light Optimal Speed Advisory (GLOSA) systems have been reported by many previous research studies, however, there is insufficient knowledge on the safety implications of such an application. For safe deployment of GLOSA system, it is most critical to identify and address potential safety issues in the design process. It can be argued that implementation of GLOSA system can improve safety by reducing traffic conflicts associated with the interrupted traffic flow at signalised intersections. However, more research findings are needed from field and simulation based studies to evaluate the impacts on safety under a variety of real-world scenarios. As part of the LEVITATE (Societal Level Impacts of Connected and Automated Vehicles) project under European Union's Horizon 2020 Programme, the main objective of this study is to examine the safety impacts of GLOSA under mixed traffic compositions with varying market penetration rates (MPR) of connected and automated vehicles (CAVs). A calibrated and validated microsimulation model (developed in Aimsun) of the greater Manchester area was used for this study where three signalised intersections in a corridor were identified for implementing GLOSA system. An improved algorithm was developed by identifying the potential issues/limitations in some of the GLOSA algorithms found in literature. Behaviours of CAVs were modelled based on the findings of a comprehensive literature review. Safety analysis was performed through processing the simulated vehicular trajectories in the surrogate safety assessment model (SSAM) by the Federal Highway Administration (FHWA). The surrogate safety assessment results showed small improvement in safety with the GLOSA implementation at multiple intersections in the test network only at low MPR (20%) scenarios of CAVs, as compared to the respective without GLOSA scenarios. No or rather slightly lower improvement in safety was observed with GLOSA implementation under mixed fleet scenarios with 40 % or higher 1st Generation or 2nd Generation CAVs, as compared to the respective scenarios without GLOSA. The implementation of GLOSA system was also found to have some impact on the traffic conflict types (although not consistent across all MPR scenarios), where rear-end conflicts were found to decrease while a slight increase was observed in lane-change conflicts.

Leveraging transportation providers to deploy lay first responder (LFR) programs in three sub-Saharan African countries without formal emergency medical services: Evaluating longitudinal impact and cost-effectiveness.

INTRODUCTION: In 2019, the World Health Assembly declared emergency care essential to achieve the 2030 Sustainable Development Goals. Few sub-Saharan African (SSA) countries have developed robust approaches to sustainably deliver emergency medical services (EMS) at scale, as high-income country models are financially impractical. Innovative reassessment of EMS delivery in resource-limited settings is necessary as timely emergency care access can substantially reduce mortality. MATERIALS AND METHODS: We developed the Lay First Responder (LFR) program by training 1,291 pre-existing motorcycle taxi drivers, a predominant form of short-distance transport in sub-Saharan Africa, to provide trauma care and transport for road traffic injuries. Three pilot programs were launched in staggered fashion between 2016 and 2019 in West, Central, and East Africa and a 5.5 h curriculum was iteratively developed to train first responders. Longitudinal data on patient impact (patient demographics, injury characteristics, and treatment rendered), emergency care knowledge acquisition/retention, and social/financial effects of LFR training were collected and pooled across three sites for collective analysis. Novel cost-effectiveness ratios were calculated based on prospective cost data from each site. Previously projected aggregate disability-adjusted life years (DALYs) addressable by LFRs were used to inform cost-effectiveness ratios($USD cost per DALY averted). Cost-effectiveness ratios were then compared against African per capita gross domestic product (GDP), following WHOCHOICE guidelines, which state ratios less than GDP per capita are "very cost-effective." RESULTS: In 2,171 total patient encounters across all three pilot sites, LFRs most frequently provided hemorrhage control in 61 % of patient encounters and patient transport by motorcycle in 98.5 %. Median pre-/post-test scores improved by 34.1 percentage points (39.5% vs.73.6 %, p < 0.0001) with significant knowledge retention at six months. 75 % of initial participants remain voluntarily involved 3 years post-course, reporting increased local stature and customer acquisition(income 32.0 % greater than non-trained counterparts). Locally sourced first-aid materials cost $6.54USD/participant. Cost-effectiveness analysis demonstrated cost per DALY averted=$51.65USD. CONCLUSION: LFR training is highly cost-effective according to WHOCHOICE guidelines and expands emergency care access. The LFR program may be an alternative approach to formal ambulance-reliant EMS that are cost-prohibitive in resource-limited, sub-Saharan African settings. A novel social/financial mechanism appears to incentivize long-term voluntary LFR involvement, which may sustain programs in resource-limited settings.

An overview of the bacterial microbiome of public transportation systems-risks, detection, and countermeasures.

When we humans travel, our microorganisms come along. These can be harmless but also pathogenic, and are spread by touching surfaces or breathing aerosols in the passenger cabins. As the pandemic with SARS-CoV-2 has shown, those environments display a risk for infection transmission. For a risk reduction, countermeasures such as wearing face masks and distancing were applied in many places, yet had a significant social impact. Nevertheless, the next pandemic will come and additional countermeasures that contribute to the risk reduction are needed to keep commuters safe and reduce the spread of microorganisms and pathogens, but also have as little impact as possible on the daily lives of commuters. This review describes the bacterial microbiome of subways around the world, which is mainly characterized by human-associated genera. We emphasize on healthcare-associated ESKAPE pathogens within public transport, introduce state-of-the art methods to detect common microbes and potential pathogens such as LAMP and next-generation sequencing. Further, we describe and discuss possible countermeasures that could be deployed in public transportation systems, as antimicrobial surfaces or air sterilization using plasma. Commuting in public transport can harbor risks of infection. Improving the safety of travelers can be achieved by effective detection methods, microbial reduction systems, but importantly by hand hygiene and common-sense hygiene guidelines.

Portable and Air Conditioner-Based Bio-Protection Devices to Prevent Airborne Infections in Acute and Long-Term Healthcare Facilities, Public Gathering Places, Public Transportation, and Similar Entities.

The nature in which the coronavirus disease 2019 (COVID-19) pandemic started and spread all over the world has surprised and shocked experts and the general population alike. This has brought out a worldwide desire and serious efforts to prevent, or at least reduce, the severity of another airborne viral infection and protect individuals gathering for various reasons. Toward this main purpose, a novel method to disinfect the air, using graded, predictable, safe, and reliable dosage of ultraviolet C (UVC), with specially designed devices, is described here. Individuals exclusively breathing this disinfected air can prevent infection, thus destroying the airborne virus or any other pathogens outside the human body to prevent acute and chronic damage to the organs and provide a sense of security to congregate, use public transport, and be protected in acute and long-term healthcare facilities. The study involved designing and testing a unit with one UVC chamber and another unit with six UVC chambers both enclosed in UVC-opaque housings that could be used to destroy airborne pathogens. Wild-type severe acute respiratory syndrome coronavirus 2 (SARS-CoV-2) was used as a representative pathogen. The virus was fed into these units and in both units, the virus was destroyed to undetectable levels. Such disinfected air can be made available for individuals to breathe at an individual and a community level. The two units that were studied were able to destroy the SARS-CoV-2 virus completely in UVC-opaque housings, making them safe for human use. By employing the air to bring the virus to the UVC, the problem of the virus getting protected behind structures was avoided. The individuals get to breathe totally disinfected air through a mask or a ventilator. To protect individuals who are unable or unwilling to use these units meant for individual use, the same principle can be expanded for use with air conditioners to provide community protection. It is envisaged that this method can prevent airborne infections from turning into pandemics and is a clear example of advocating prevention, rather than treatment. These units are expandable and the UVC dosage to the pathogen can be adjusted and predictable, thereby making it a standard technique to study the dosage needed to inactivate different pathogens.

The impact of public transportation on the transmission of COVID-19 in Rwanda.

Introduction: The onset of the COVID-19 pandemic has placed a significant burden on healthcare systems worldwide, particularly in sub-Saharan regions where healthcare resources are limited. The transmission of SARS-CoV-2 is facilitated by the movement of people from place to place. Therefore, implementing measures that restrict movement of people and contacts is crucial in controlling the spread of the disease. Following the identification of the first COVID-19 case in Rwanda, the government implemented stringent measures, including a complete nationwide lockdown, border closures, curfews, reduced capacity in public transportation and businesses, and mandatory testing. This study aims to assess epidemiological trends in COVID-19 cases in relation to changes in population mobility within the public transportation system. Methods: A descriptive analysis using publicly available data on COVID-19 epidemiological indicators (cases, deaths, vaccinations, and stringency index) and mobility data was conducted. Results: The results reveal a strong correlation between mobility in public transportation and other activities, underscoring Rwanda's reliance on its public transportation system. The study also identifies a pattern where increases in transit station mobility preceded spikes in COVID-19 cases, suggesting that the subsequent rise in public transportation usage may contribute to higher infection rates. Discussion: Therefore, this study emphasizes the importance of ongoing vigilance and regulatory measures regarding public transportation during infectious disease outbreaks.

Temporal-spatial analysis of transportation CO2 emissions in China: Clustering and policy recommendations.

Reducing transportation-related carbon dioxide (CO2) emissions in China poses significant challenges due to the sector's growth potential and variations among provinces and transportation modes. This study utilizes the bottom-up approach and the Logarithmic Mean Divisia Index (LMDI) decomposition method to calculate transportation CO2 emissions and explores the temporal-spatial differences across Chinese provinces. The results reveal that national transportation CO2 emissions increased by 50.14% from 2010 to 2019, and emissions from private cars present the fastest growth among all transportation modes by 254% over the decade. Spatially, higher emissions are found in eastern provinces, and neighboring provinces notably distinguish from each other in terms of the emission proportion of different modes and the factor analysis from LMDI. Regarding the heterogeneity of the spatial emission characteristics, a cluster-based evaluation method is proposed for the 31 provinces according to the emission structure and the LMDI decomposition. Four clusters are derived, each featuring varied emission distribution and driving factors. Correspondingly, policy recommendations are proposed to address the characteristics of each cluster, such as controlling car ownership, promoting integrated transport modes, improving fuel economy, and electrifying urban transportation services. The cluster-based analysis method can provide more specific suggestions to province targeting its emission characteristics rather than its location, which is one of the major contributions of this study.

Comparison of the transportation network for public transit and private vehicles in Shanghai: An accessibility approach.

This study examines the differences in service level and coverage of public transit (PT) and private vehicles (PV) with multi-source data in Shanghai. To construct computable networks and address visual results, the constrained shortest path algorithm and a spatial grid accessibility model are employed to seek the optimal path for travelers to city key points. Travel time ratio of PV and PT is applied to reflect the competitiveness of the two modes over different areas of Shanghai. Results show that for PV, although the average travel time meets the needs of car travel, 51 % of the population cannot get to graded city centers within 45 min. In addition, the PV accessibility gradually weakens from the central city to the outside, highways and expressways may be feasible solutions. For PT, half of the population can't reach any city key points within two transfers, and almost all of these people live in the suburbs. Less than 30 % of the population can reach the city key points within 1 h, of which rail transit contributes more than conventional buses. Furthermore, the travel accessibility of PV is much better than that of PT. The average travel time ratio in all comparable grids is 2.04 for hubs, and 2.10 for graded city centers. For travels to graded city centers, the travel time ratio of suburbs is 35 % higher than that of central city, indicating that the inequity distribution of public transportation resources is worse in the suburbs than in the central city. This study also measures equity performance of groups based on spatial location and income level, and we find out that more core locations and higher income lead to higher accessibility. The gap among groups is significant, with a Gini coefficient over 0.5.

Investigating social inequalities in children's independent mobility, active transportation and outdoor free play in two Canadian cities.

Background: Active transportation (AT) and free play (FP) are the primary ways in which children engage in unstructured physical activity in cities, with independent mobility (IM) gaining increased attention as a potential precursor of AT and FP. However, current trends show that children are engaging in less FP and AT, and have less IM, than previous generations and it is not well understood how these practices, and their interrelatedness, differ by neighbourhood-level socio-economic stats (SES) and municipal contexts. Objectives: This study aims to address the gaps in knowledge by quantifying, comparing, and correlating IM, AT, and FP practices in high and low-SES neighbourhoods within and across the cities of Montreal and Kingston, Canada. Methods: 584 questionnaires were distributed among children in grades 1 to 5, living in low- and high-SES neighbourhoods of these two citiesResultsEngagement in the three practices was low in every study neighbourhood, though all three practices were higher in high-SES compared to low-SES neighbourhoods in both cities. Levels of FP were higher in Kingston compared to Montreal, while AT was higher in Montreal than in Kingston. Conclusion: This study revealed social inequalities in all three of these practices based on socioeconomic status and city. Since IM is likely a precursor to both independent FP and AT, more research is warranted into how our cities can become more conducive to IM in children, particularly in low SES neighbourhoods where children have less freedom of movement independently and otherwise.

Comparative analysis of decarbonization of local public transportation: A real case study.

Climate disruptions have prompted institutions to invest in zero-emissions technologies, in recent years. As a result, the transportation sector has witnessed a shift from internal combustion engines to electric. Several public transport companies have initiated the "Zero-emissions" project to introduce alternatives to diesel in their bus service. This paper delves into the impacts of transitioning from diesel-powered to electric buses. It starts by estimating emissions produced by buses and comparing them. Subsequently, the analysis evaluates the implications of renewing the fleet on the service, considering the change in bus capacity. Additionally, a profitability analysis assesses the Total Cost of Ownership, factoring in helpful life and average distance (kilometres) driven annually. Overall, the findings indicate that switching to electric buses is a promising approach towards achieving environmental objectives. The study shows that investing in electric buses, particularly those measuring 9-m, offers significant economic benefits while aligning with sustainability goals. The research demonstrates that electric buses yield a substantial reduction in global and local emissions when compared to their diesel counterparts. Adopting a comprehensive "well-to-wheel" perspective, electric buses achieve an impressive 68 % reduction in emissions. However, concerning local emissions, certain specific lines recorded values exceeded legal limits. While the initial investment costs for electric buses may surpass diesel buses, the total cost of ownership analysis conducted over 15 years indicates that electric buses can become more cost-effective over time. This cost-effectiveness and their environmental advantages strengthen the case for adopting electric buses to pursue sustainable transportation systems.