Search

Ride-hailing Electric Vehicles (EVs) offer a dual benefit by mitigating carbon emissions and providing convenient transportation solutions. Nevertheless, current emissions estimation models for urban-scale lack consideration of the real-world travel behaviors during operational phase. This study extracted the characteristics of ride-hailing EVs in Shanghai and Shenzhen based on 14.77 million real-world driving records, and established an emission estimation model. The emission estimation model delineates the relationship between speed State of Charge (SOC) and operational efficient of ride-hailing EVs in cities. Compared to traditional methods relying on manufacturer-claimed energy consumption rates, the developed model demonstrates a 38.4% increase in accuracy. It reveals that ride-hailing EVs deviate from the optimal speed in approximately 90% of their trips under the current urban transportation system. A 5 km/h increase in ride-hailing EV speed can improve emission reduction potential, cutting annual emissions by 0.89 ktCO 2 in Shanghai and 4.74 ktCO 2 in Shenzhen. Additionally, when a ride-hailing EV operates with SOC between 10 and 30%, emissions are 21.4%–36.0% higher compared to SOC between 70 and 90%. At last, the model derives emission factors for ride-hailing EVs during operational phase in Shanghai and Shenzhen are 0.2635 and 0.1535 10−5MtCO 2 kWh−1km−1 • Estimating carbon emissions of ride-hailing EVs during the operational phase at the urban scale. • The ride-hailing EVs emission factors in Shanghai and Shenzhen are 0.2635 and 0.1535 10-5MtCO2kWh-1km-1. • Increasing operating speed by 5 km/h can reduce annual emissions by 0.89 and 4.74 ktCO2 for both city. • Emissions are 21.4%–36.0% higher when driving with SOC between 10 and 30% compared to SOC between 70 and 90%. [ABSTRACT FROM AUTHOR]

• Develop a two-city model to study the formation of HSR intercity commuting. • Reveal the impacts of IC on urban spatial structure and housing price. • Obtain insights from a case study conducted in China. The rapid growth of a high-speed rail network has stimulated intercity commuting (IC) in large metropolitan areas in China. Motivated by the need to understand the formation and impact of IC, this paper develops a model of an economy that consists of two cities: a metropolis (the main city) and a micropolis (the satellite city). Both social optimum (SO) and competitive equilibrium (CE) of the model are analyzed. We show IC arises only when the housing price at the boundary of the metropolis is no less than that of the micropolis plus the IC cost. Moreover, intercity commuters must live in micropolis, and the area that they reside is identical at both SO and CE. Because the rail station is located at the edge of the city, intercity commuters prefer living on the periphery near the station to the city center. The model is tested by a real-world case study constructed with data collected in Shanghai and Jiaxing. It is found that within our model setting, IC is always welfare-enhancing, albeit it tends to hurt the well-being of the micropolis, Jiaxing. As long as the IC cost is small enough, however, turning Jiaxing into a "sleepers' town" could be both welfare-enhancing and Pareto-improving. [ABSTRACT FROM AUTHOR]

This study uses Contingent Valuation Method surveys to estimate the non-market value of local residents' civic pride generated by the 2009 Shanghai ATP Masters 1000 (2009SAM1000). Using a dataset of 1,800 public intercept surveys, the paper shows that the average individual willingness to pay for the civic pride generated by the 2009SAM1000 was 24.2 yuan, and the total value of local residents' civic pride generated by the event was 110.80 million yuan. The results also indicate that several factors influenced civic pride and willingness to pay for the match, including gender, educational qualifications (EQ), annual household income (AHI), and the aggregative indicator of the product of AHI and EQ. [ABSTRACT FROM AUTHOR]