Highway Spending and Induced Vehicle Emissions: Evidence from the US states

This paper investigates the impact of state and local government highway spending on vehicle emissions. A theoretical framework is constructed to show the effect of government highway spending on passenger and freight vehicle emissions and decompose the effect into a rebound effect, an induced demand effect and an interaction effect. We then develop an empirical strategy and combine state-level data in the US to test the induced CO2 emissions by government highway spending. We find that there are positive and significant total effects of government highway spending on passenger and freight vehicle emissions. The magnitude of these effects, however, significantly differs from one another as the elasticity of freight vehicle emissions with respect to government highway spending is four times larger than that in the passenger sector. The difference can be plausibly explained by the rebound effect and the interaction effect. We argue that policies regarding government spending on highway projects, especially those relying on cost-benefit analysis, should account for the potential difference in induced environmental impacts between passenger and freight vehicles.     

Trade liberalization,consumption shifting and pollution: Evidence from Mexico's used vehicle imports

This paper develops a model of used vehicle trade between the United States and Mexico, countries with different environmental regulations regarding vehicle emissions. We demonstrate that the United States, with its strict environmental regulations, has a motive to export used vehicles to Mexico, which impacts air pollution emissions from vehicle driving in Mexico. Using unique data on the import and registration of vehicles in Mexico after NAFTA, we find that Mexico's used vehicle imports reduce pollution emissions generated from vehicle driving mainly because of the technique effect, that is, model–age‐comparable vehicles imported from the United States emit less than those originally operated in Mexico.     

高速公路施工作业区交通组织方案的探析

高速公路施工作业区交通组织方案中,总结高速公路施工作业区的具体划分、车道封闭方式和上游过渡区限速标志的布设等。在Vissim仿真下,对采取不同交通组织方案的施工作业区的平均延误时间、平均最大排队长度、仿真通过量三个指标进行比对,表明不同的交通组织方案对作业区行车安全水平和服务水平具有不同的影响程度。     

基于运输价格弹性的高速公路拥挤收费有效性研究

拥挤收费的目的是缓解交通拥堵。由于运输需求特性差异导致的交通流受通行费标准调整的影响不同,高速公路拥挤收费的有效性会受到影响。在分析交通量产生机理的基础上,根据运输需求的运输价格弹性差异,探讨拥挤收费对交通流的影响,并分析高速公路拥挤收费的有效性。对于缓解高速公路交通拥堵有良好的指导意义。     

中国电动汽车技术演进分析：行动者网络视角

从专利、车型和销量着手，将中国电动汽车发展进程大体划分为3个阶段，即纯电动汽车阶段、混合动力汽车和燃料电池汽车同步发展中纯、电动汽车和混合动力汽车竞相发展阶段、以纯电动汽车为主导的发展阶段。每一阶段行动者网络不同，关键行动者也不尽相同。基于行动者网络理论对中国电动汽车技术创新演进过程进行研究，得到以下结论：①中国电动汽车技术创新行动者网络主体和结构的改变影响着电动汽车相关技术创新的选择与发展；②非人类行动者在电动汽车技术创新演进过程中发挥着重要作用；③中国电动汽车技术创新演进是不同时期行动者网络成员共同作用的结果。     

Driving restrictions that work? Quito's Pico y Placa Program

Programs to reduce traffic congestion and air pollution by restricting use of motor vehicles on working days have generally not met with success, given existing studies of such programs. We conduct the first study of Quito, Ecuador's four‐year‐old Pico y Placa program and find that it has reduced ambient concentrations of carbon monoxide (CO), a pollutant primarily emitted by vehicles, by 9% to 11% during peak traffic hours. Given that ambient concentrations of CO generally track the spatial and temporal distributions of traffic, these reductions in pollution suggest similar reductions in vehicle flows. We find no significant evidence that traffic has shifted to other times of the day or week, or to other locations.     

新技术进步会阻碍传统技术创新吗——来自汽车产业的实证检验

在新旧技术竞争过程中,传统企业会适时调整研发策略,以应对新技术进步对传统技术造成的冲击。然而,新技术对传统技术的影响究竟表现为创新替代效应还是创新互补效应,至今依然没有得到确切结论。以汽车产业为研究对象,比较传统燃油汽车和电动汽车两种新旧技术的发展路径,并结合产业生命周期理论提出汽车产业的三阶段演化模型。进一步基于1995—2021年省级专利数据和面板向量自回归模型,从产品创新和工艺创新两个维度实证检验各阶段电动汽车技术进步对传统汽车企业创新的影响。结果表明,在电动汽车产业的范式导入期(1995—2008年),新技术通过产品创新和工艺创新两方面促进传统技术发展;在电动汽车产业的范式构建期(2009—2021年),新技术依然对传统技术有显著推动作用,但仅通过工艺创新促进传统技术发展。     

高速公路车辆严重超载的博弈分析及其治理

高速公路超载问题是困扰我国公路建设的难点问题。本文运用主观博弈模型和动态博弈模型,分析了交通管理部门、稽查工作人员和运输业主之间的复杂博弈关系。研究了造成交通秩序混乱的原因在于各利益相关方的激励悖论和共谋行为,讨论了为什么交通管理部门整治后仍出现短期内良好秩序和长期屡禁不止的混乱秩序,提出了高速公路超载现象的综合治理方案。     

乌鲁木齐市BRT公交运营管理现状分析

面对乌鲁木齐市客流量大、人口密度集中的现状,BRT以投资少、建设周期短、运量大、运行灵活等特点迅速成为居民出行的首选,并已成为乌鲁木齐市公共交通系统的重要组成部分。运行实践表明,BRT能够极大地减轻交通压力,有效缓解拥堵,但还存在车辆调度不完善、运营管理不够规范等问题。今后可从完善车辆配备、优化线路组织、增强工作人员的服务意识、加大宣传力度等方面提高BRT运营效率。     

沥青路面平整度控制措施研究

路面平整度是衡量高等级公路使用性能的一项重要指标。通过控制路基施工质量和基层平整度、处理好施工接缝和桥梁伸缩缝、改善摊铺和碾压等施工工艺、控制施工材料质量等措施来提高沥青路面的初始平整度;开放交通后在道路管理方面,通过加强超载车辆的控制、提高道路养护水平等,来减缓沥青路面平整度的衰减。以此来提高沥青路面的平整度,解决行车颠簸问题、提高行车的速度。     

RACIAL PROFILING OR RACIST POLICING? BOUNDS TESTS IN AGGREGATE DATA*

State‐wide reports on police traffic stops and searches summarize very large populations, making them potentially powerful tools for identifying racial bias, particularly when statistics on search outcomes are included. But when the reported statistics conflate searches involving different levels of police discretion, standard tests for racial bias are not applicable. This article develops a model of police search decisions that allows for nondiscretionary searches and derives tests for racial bias in data that mix different search types. Our tests reject unbiased policing as an explanation of the disparate impact of motor‐vehicle searches on minorities in Missouri.     

Inequality of opportunity and mass incidents: Evidence from China

This paper is one of the first to quantitatively analyse the relationship between inequality of opportunity and social stability in the context of China. Utilizing Census data of 2005 and the data of recorded mass incidents, we find a positive and robust correlation between inequality of opportunity and the outbreak of mass incidents. Amongst different types of mass incidents, inequality of opportunity displays the most significant correlation with those involving the government and the public. We also identify the lack of trust and higher unemployment as two potential channels through which inequality of opportunity exerts impacts on the happening of mass incidents.     

Price transmission and local market power: empirical evidence from the Austrian gasoline market

We analyse the impact of local market power on price margins and different dimensions of price adjustment dynamics (speed and asymmetry of price transmission) using data for a large number of individual gasoline stations in Austria. Specific attention is paid to threshold effects in price adjustment. Our results clearly suggest that the speed of price transmission between the Brent crude oil index and retail diesel prices is higher in a more competitive environment. While evidence on the relationship between local market power and asymmetries in the speed of price adjustment is mixed, our findings regarding asymmetries in price thresholds are clear: in regions where competition from neighbouring rivals is weak and/or consumers’ price elasticity of demand is low (stations located on the highway), positive thresholds significantly exceed negative ones, which corresponds to the ‘rockets and feathers phenomenon’. As expected, we observe that prices are lower in more competitive local markets.     

电动汽车的全寿命周期环境影响分析

本文以全寿命周期理论为基础,对电动汽车在全寿命周期过程内对环境造成的影响进行了全面分析,并将电动汽车与燃油汽车对环境造成的影响进行比较。结果表明,电动汽车在全寿命周期过程内对环境造成的污染小于内燃汽车,在可持续发展的理念下,政府应大力推动电动汽车产业的发展。     

Duration and competing-risks determinants of terrorist hostage-taking incidents

This paper applies survival analysis to ascertain the key empirical determinants of the duration of terrorist hostage-taking incidents during 1978–2018. Our theoretical hypotheses are primarily based on John Cross’s bargaining model where negotiation duration depends on initial negotiation spread, bargaining costs, and perceived uncertainty. For hostage events, greater initial demands of the terrorists increase incident length by augmenting the negotiation spread. Sequential release of hostages, demanding the release of imprisoned comrades, changing demands during negotiations, capturing of protected persons, and engaging in kidnappings lengthen hostage incidents by affecting bargaining costs and perceived uncertainty. The number of nonterrorists wounded and the heterogeneity of the hostage-taking squad generally reduce incident length. Based on a competing-risk analysis, we identify factors, consistent with Nash bargaining, affecting three alternative outcomes for hostage incidents.     

Regional and environmental impacts of expanding the heavy duty vehicle charge to the secondary road network in Austria

In road freight transport a particularly large share of the total social costs generated is not borne by road users. To correct for this, many European countries use pricing instruments specifically targeted at heavy duty vehicles, so far targeted almost exclusively at the primary road network. In line with the overall EU objective of greening the transport sector, we discuss the possibility of expanding the road charging system to a more comprehensive, area-wide one. The degree to which peripheral or disadvantaged regions are hit over-proportionally by such a measure remains an open question in the literature on heavy duty vehicle road pricing. We combine an input–output and a computable general equilibrium approach to analyse the case for Austria. We find that while it is not the sectors of highest economic importance in the periphery regions that are hit by the charge, those sectors that are hit are those which are relatively more important in peripheral regions (with up to a twofold share in value added) and for whom production price impacts tend to be relatively strong. The short term consumer price effect of extending the current primary road network charges to the secondary network is found not to exceed 0.15%. In terms of the principles of sustainable transport we find that extending charge coverage is compatible with most core principles, the exception being the principle of regional need. In terms of environmental impact, for example, expanding heavy duty vehicle charges to the secondary road network reduces heavy duty vehicle kilometres in the overall network (and related emissions) by roughly 2%. However, in order to comply with the needs principle, suitable complementary transfer policies need to be designed and implemented for peripheral regions.     

智能网联汽车跨国技术合作网络结构特征与驱动机制研究

智能网联汽车技术研发具有高度复杂性和不确定性，跨国技术合作创新成为各国实现技术突破与引领的战略选择。运用社会网络分析方法和二次指派程序模型，以33023项专利为基础，探讨2006—2018年全球智能网联汽车跨国技术合作网络结构特征与驱动机制。结果表明，从技术发展萌芽期到成长期，参与智能网联汽车技术合作的国家数呈快速增长态势，但整体合作网络还不够完整和规范。美国是智能网联汽车跨国技术合作网络的集线器和枢纽，以美国、德国为首的传统科技强国在网络中占据绝对中心地位，网络具有明显的核心—边缘结构。块模型结果表明，智能网联汽车技术合作模式以核心国为中心，由核心国和强半边缘国主导。技术邻近性、社会邻近性、政策强度是智能网联汽车跨国技术合作网络演化的主要驱动力，正向影响跨国技术合作关系演化。地理距离与制度距离在智能网联汽车技术合作中的作用随时间推移变得不显著。智能网联汽车跨国技术合作网络驱动因素存在发展阶段、区域以及不同政策强度组合的“三维”异质性特征。各国应以更加开放的态度参与智能网联汽车技术研发合作，高度重视相关法规政策设计与实施，以实现国际技术合作创新与突破，推动全球传统汽车产业向智能化转型。     

北京城市边缘交通事故地理研究

本文在探讨城市交通环境结构和交通事故潜育模型的基础上，分析了北京城市边缘带交通事故的时间变化和空间分布的特点和规律，并阐明北京城市边缘带事故频发性的主要原因是其交通环境的城乡过渡特点以及由此导致的行人和驾驶员的心理失衡。     

Impact of the dedicated infrastructure on bus service quality: an empirical analysis

An econometric analysis is conducted to quantify the impact of different variables on the service quality of the Santiago, Chile bus system. The indicators tested as measures of service quality are the average bus speed, the bus trip time coefficient of variation and the bus headway coefficient of variation. The analysis uses peak hour data obtained for all the routes served by the system’s various concessionaire operators. A separate multiple linear regression model is estimated for each indicator, with the latter as the explained variable. The main explanatory variables are a series of design factors representing different types of dedicated route infrastructure and the incorporation in some routes of segments of urban motorway. The results of the models show that the existence of dedicated bus route infrastructure positively impacts all three service quality indicators. The use of motorway segments in particular has a major positive effect on average speed. The model estimates also reveal that the main explanatory factor in headway variability at the end of a route is the headway variability at the start of it, the latter factor determined by operator management decisions regarding bus despatches.     

成都市中心城区绿色空间格局演变与 道路网络耦合分析

路网密度的提升会导致斑块破碎、栖息地减少等 现象。以成都市中心城区为研究对象,基于遥感影像获取 1995、2005、2015年的绿色空间数据,运用形态学空间 分析等方法明确了绿色空间格局演变特征及划分出绿地斑块 等级,同时针对包含高速公路在内的5种道路类型分别按照 100、500、1 000、2 000m的宽度建立缓冲区,分析出不 同道路类型在不同缓冲区下绿地斑块级别、面积和破碎化指数 的变化情况,总结了绿色空间破碎化与道路网络耦合的图谱关 系。1)土地利用变化以绿色空间面积转化为建设用地为主, 1995—2005年绿地斑块破碎呈穿孔状,2005—2015年进一 步向东北和西南向破碎。2)不同缓冲区范围内斑块级别呈低级 别斑块数量增加、整体面积占比小、高级别斑块数量增加、面 积下降明显的特点,同时绿地斑块面积有减小趋势,高速公路 对斑块面积的影响最大。各道路类型均呈缓冲区宽度越大对斑 块影响越弱的规律。3)1995—2015年,不同道路类型的破碎 化强弱不同,总体上景观结构进一步多样化,斑块破碎化现象 明显加剧,斑块形状呈单一化发展趋势,不同道路类型两侧的 绿地斑块形状复杂程度趋于相同。4)1995—2005年,斑块图 谱类型以零散为主,还包括中空、切割、分散类型;2005— 2015年,斑块图谱类型进一步演化,零散型增加明显。研究 结果能为道路网络规划和生态空间保护提供依据。