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Dynamic ride-sharing services, including ride-pooling offered by ride-hailing platforms and demand-responsive buses, have become an essential part of urban mobility systems. These services cater to personalized and on-demand mobility requirements while simultaneously improving efficiency and sustainability by accommodating several trip requests within a single ride. However, quantifying the advantages and disadvantages of dynamic ride-sharing, particularly high-capacity ride-sharing, remains a challenge due to the complex dynamics that depend on several factors, including matching algorithms, vehicle capacity, transportation network topology, and spatiotemporal demand and supply distribution. In this study, we conduct extensive experiments on an agent-based simulation platform calibrated by real-world mobility data from Chengdu, Hong Kong, and Manhattan. Our findings reveal a few scaling laws that can effectively measure how key performance metrics such as passenger service rate and vehicle occupancy rate change with a dimensionless system loading factor that reflects the relative magnitude of demand versus supply. Moreover, our results indicate that these scaling laws are universal for different network topologies and supply-demand situations. As a result, these scaling laws offer a means for urban planners, city managers, and ride-hailing platforms to quantify the potential benefits and drawbacks of dynamic ride-sharing under different circumstances and to design better operational and regulatory strategies.

The adjustment of urban spatial structure in the process of urbanization and suburbanization leads to the separation of work and residence, which further leads to long-distance commuting. While there has been a lot of research on long-distance commuting in Western countries, the relevant studies in China are not enough. In the Chinese context, some factors deserve special attention, namely the hukou system and occupation. However, few studies have focused on the individual and interaction effects of these two factors on long-distance commuting. This paper explores the commuting behavior of different socioeconomic groups in Xiamen, China. Heckman's sample selection model was applied to data from the 2015 Xiamen household travel survey to separate the effect of socioeconomic factors and that of residential selection. Results show that the continued suburbanization of the industry attracted substantial numbers of blue-collar workers to live in the outer districts (Haicang, Jimei, Tong'an, and Xiang'an), and thus blue-collar workers are less likely than pink- and white-collar workers to be long-distance commuters in the outer districts. Among residents of the outer district, pink-collar migrants and white-collar migrants are more likely to be long-distance commuters than their local counterparts, while blue-collar migrants (a coefficient of −0.153) are less likely to be long-distance commuters than blue-collar locals (a coefficient of −0.046). For people who live in the inner districts, blue-collar locals (a coefficient of 0.256) are more likely to be long-distance commuters than blue-collar migrants (a coefficient of −0.029). These results have practical significance for providing alternative housing for migrants in urban renewal.

Ridesplitting, which is a form of pooled ridesourcing service, has great potential to alleviate the negative impacts of ridesourcing on the environment. However, most existing studies only explored its theoretical environmental benefits based on optimization models and simulations. By contrast, this study aims to reveal the real-world emission reduction of ridesplitting and its determinants based on the observed data of ridesourcing in Chengdu, China. Integrating the trip data with the COPERT model, this study calculates the CO2 emissions of shared rides (ridesplitting) and their substituted single rides (regular ridesourcing) to estimate the CO2 emission reduction of each ridesplitting trip. The results show that not all ridesplitting trips reduce emissions from ridesourcing in the real world. The CO2 emission reduction rate of ridesplitting varies from trip to trip, averaging at 43.15g/km. Then, interpretable machine learning models, gradient boosting machines, are applied to explore the relationship between the CO2 emission reduction rate of ridesplitting and its determinants. Based on the SHapley Additive exPlanations (SHAP) method, the overlap rate and detour rate of shared rides are identified to be the most important factors that determine the CO2 emission reduction rate of ridesplitting. Increasing the overlap rate, the number of shared rides, average speed, and ride distance ratio while decreasing the detour rate, actual trip distance, and ride distance gap can increase the CO2 emission reduction rate of ridesplitting. In addition, nonlinear effects and interactions of the determinants are examined through the partial dependence plots. To sum up, this study provides a scientific method for the government and ridesourcing companies to better assess and optimize the environmental benefits of ridesplitting., Comment: 35 pages, 13 figures

The coronavirus disease 2019 pandemic has stimulated intensive research interest in its transmission pathways and infection factors, e.g., socioeconomic and demographic characteristics, climatology, baseline health conditions or pre-existing diseases, and government policies. Meanwhile, some empirical studies suggested that built environment attributes may be associated with the transmission mechanism and infection risk of severe acute respiratory syndrome coronavirus 2 (SARS-CoV-2). However, no review has been conducted to explore the effect of built environment characteristics on the infection risk. This research gap prevents government officials and urban planners from creating effective urban design guidelines to contain SARS-CoV-2 infections and face future pandemic challenges. This review summarizes evidence from 25 empirical studies and provides an overview of the effect of built environment on SARS-CoV-2 infection risk. Virus infection risk was positively associated with the density of commercial facilities, roads, and schools and with public transit accessibility, whereas it was negatively associated with the availability of green spaces. This review recommends several directions for future studies, namely using longitudinal research design and individual-level data, considering multilevel factors and extending to diversified geographic areas.