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Based on China’s latest national railway network planning proposal, the connectivity and accessibility indices of China’s high-speed railway network (CHSRN) in different time periods are computed to evaluate the implications of high-speed rail (HSR) for Chinese cities. An overall index for measuring the connectivity-accessibility of cities on the HSR network is proposed based on three indicators: (a) the Beta index, to reflect the connectivity of the HSR, (b) the number of reachable counties by HSR within the 500-km domain of a city, to reflect the location-based accessibility of the HSR, and (c) the population of the reachable places by HSR within the 500-km domain of a city, to reflect the potential-based accessibility of the HSR. Finally, the differences in the normalized connectivity-accessibility levels of different categories of cities are qualified to measure the impact of China’s future national HSR network on the potential development of cities. It is found that “Mid-to-Long-Term Railway Network Plan (Revised in 2016)”, if fully realized, would profoundly change the HSR connectivity/accessibility of different cities. Most notably, cities in the Yangtze River Delta would suffer the most whereas cities of the central and western regions would gain the most. This could potentially contribute to, or bring about new changes in, the socioeconomic landscapes in China. The methodological contribution of this paper is twofold. Firstly, an overall index to evaluate the comprehensive connectivity and accessibility levels of the HSR network is designed. Secondly, this paper investigates how to qualify the impact of the future HSR network on different tiers of cities in different time periods according to the change of the overall connectivity/accessibility index. [ABSTRACT FROM AUTHOR]

In the United States, millions of university students drive alone to school. Therefore, decreasing driving alone and related car dependence among university students is as important as doing that among the general population. But how can we prioritize resources allocated to different possible and alternative actions? This article completes a case study to systematically single out different factors that influence university students' mode choice and quantify their marginal effects, which are regarded as important references for prioritizing actions. Los Angeles, a place notorious for its car dominance, is chosen as the site of the case study. It is argued that if we could succeed in promoting non-driving-alone (NDA) modes there, we should be able to do it elsewhere, at least in the US context. Based on statistical analyses and multinomial logit models, we find that (a) access to bus services and a subsidized transit pass can boost the usage of NDA modes; (b) commute time is significantly associated with the probability of using transit and a long commute time by transit does not necessarily reduce transit's utilities or intrinsic values; (c) male and/or undergraduate students are more likely to bike or walk to the campus than other students; (d) the top three factors that have the greatest marginal effects on mode choice are ownership of a subsidized transit pass, status (graduate vs. undergraduate), and gender. These results have important policy implications for designing and prioritizing mode-sensitive programs to promote the usage of NDA modes among university students. [ABSTRACT FROM PUBLISHER]

Abstract: This paper reviews the research, policy proposals and recommendations, implemented policies, and programs on sustainable transportation since 2000, with regional focus on the US, using the UK (related to the European Union if appropriate), and Canada as references. The paper finds that the concept of sustainable transportation has been given increased attention in all places. There are significant variances between the research, policy proposal, and implementation. Efforts made towards sustainable transportation, and the focus of the efforts at entities within and outside the US also vary notably. As a whole, the US did more research on sustainable transportation than the reference countries and it even undertook several studies of sustainable transportation practices in West Europe. The US federal government is less aggressive than its foreign counterparts in marketing and implementing sustainable transportation. This is evidenced by a lack of overarching federal policy (mandate) on and a universal working definition for sustainable transportation, and absence of a gateway and dedicated website to market and disseminate the idea of sustainable development in general and sustainable transportation in particular. [Copyright &y& Elsevier]

Problem: Recently, public health researchers have argued that infill development and sprawl reduction may improve respiratory outcomes for urban residents, largely by reducing vehicle travel and its attendant mobile-source emissions. But infill can also increase the number of residents exposed to poor air quality within central cities. Aside from emissions studies, planners have little information on the connections between urban form, ambient pollutant levels, and human exposures or how infill changes these. Purpose: We examined neighborhood exposures in 80 metropolitan areas in the United States to address whether neighborhood-level air quality outcomes are better in compact regions than in sprawled regions. Methods: We used multilevel regression models to find the empirical relationship between a measure of regional urban form and neighborhood air quality outcomes. Results and conclusions: Ozone concentrations are significantly lower in compact regions, but ozone exposures in neighborhoods are higher in compact regions. Fine particulate concentrations do not correlate significantly with regional compactness, but fine particulate exposures in neighborhoods are also higher in compact regions. Exposures to both ozone and fine particulates are also higher in neighborhoods with high proportions of African Americans, Asian ethnic minorities, and poor households. Takeaway for practice: Compact development and infill do not solve air quality problems in all regions or for all residents of a given region. Planners should take differences in neighborhood air quality and human exposure into account when planning for new compact developments rather than just focusing on emissions reductions. Research support: This project was supported by a grant from the ShenAir Institute at James Madison University and by the National Oceanographic and Atmospheric Administration. [ABSTRACT FROM AUTHOR]