A collaborative appraisal framework to evaluate transport policies for improving air quality in city centres

Soria-Lara, Julio A.; Tarriño-Ortiz, Javier; Bueno, Paola Carolina; Ortega, Alejandro; Vassallo, José Manuel

doi:10.1016/j.cities.2019.03.017

Cited by 18 publications

(9 citation statements)

References 22 publications

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“…The study can provide planners and policy makers with a better understanding about the characteristics of the people who feel harmed by LEZs, as well as re-orient the negative impacts and maximize social benefits of car restriction policies. Furthermore, the obtained results could feed participatory planning processes, in which different citizens profiles regarding LEZ acceptability can be selected and engaged (May and Isson, 2008;Whitmarsh et al, 2009; Soria-Lara et al, 2019) [7,36,37].…”

Section: Discussionmentioning

confidence: 99%

“…Specific emissions standards for road pollutants have been established at the European context (e.g., PM and NOX), triggering urban transit restrictions implemented by local authorities according to the type of vehicle (from Euro I to Euro VI). Those car traffic restrictions seem suitable tools to achieve livable, walkable, and healthy cities, but their effectiveness and feasibility is also linked to high social controversy generated when they are implemented (Soria-Lara et al, 2019) [7]. The adoption of LEZs depends on cultural norms, legal systems, and air quality objectives (Alduán, 2014;Holman et al, 2015) [8,9].…”

Section: Introductionmentioning

confidence: 99%

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Public Acceptability of Low Emission Zones: The Case of “Madrid Central”

et al. 2021

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Cities have intensified the adoption of Low Emission Zones (LEZs) to improve urban livability. Despite the high social controversy caused by LEZs in many cities, the scientific literature has paid little attention to study their public acceptability. This paper conducts a modelling approach exploring the impact of four groups of variables on the public acceptability of LEZs: (i) socio-economic and demographic characteristics; (ii) personal attitudes; (iii) travel-related variables; and (iv) perceptions and mobility habits linked to LEZs. The city of Madrid, Spain, is a case study of great interest because a LEZ called “Madrid Central” has been recently implemented. A total of 799 individual questionnaires were used to calibrate an ordered logit model. Results indicate that socio-economic and demographic variables are weakly related to the level of public acceptability towards the LEZ. On the contrary, the political ideology of individuals, their environmental awareness, their primary transport mode, the use of shared mobility systems, and the frequency of access to “Madrid Central” have a higher explanatory power. The results may be useful for policy-makers to understand the factors that increase the public acceptability of LEZs.

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Section: Discussionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Public Acceptability of Low Emission Zones: The Case of “Madrid Central”

et al. 2021

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“…Source apportionment can also be conducted using chemical transport models (CTMs), which link the emissions of pollutants to their ambient distributions; whereas results from the models are unstable and account for the sensitive to analytical specifications, such as the number of resolved factors and pollutant input species [16,17]. Other researches has been conducted from the perspectives of the relationship between public policies and air quality improvement [18,19], air quality modelling [20], and remote sensing inversion of air pollution source intensity [21].…”

Section: Introductionmentioning

confidence: 99%

Understanding the Spatial-Temporal Patterns and Influential Factors on Air Quality Index: The Case of North China

Tian

Zhao

et al. 2019

IJERPH

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North China has become one of the worst air quality regions in China and the world. Based on the daily air quality index (AQI) monitoring data in 96 cities from 2014–2016, the spatiotemporal patterns of AQI in North China were investigated, then the influence of meteorological and socio-economic factors on AQI was discussed by statistical analysis and ESDA-GWR (exploratory spatial data analysis-geographically weighted regression) model. The principal results are as follows: (1) The average annual AQI from 2014–2016 exceeded or were close to the Grade II standard of Chinese Ambient Air Quality (CAAQ), although the area experiencing heavy pollution decreased. Meanwhile, the positive spatial autocorrelation of AQI was enhanced in the sample period. (2) The occurrence of a distinct seasonal cycle in air pollution which exhibit a sinusoidal pattern of fluctuations and can be described as “heavy winter and light summer.” Although the AQI generally decreased in other seasons, the air pollution intensity increased in winter with the rapid expansion of higher AQI value in the southern of Hebei and Shanxi. (3) The correlation analysis of daily meteorological factors and AQI shows that air quality can be significantly improved when daily precipitation exceeds 10 mm. In addition, except for O3, wind speed has a negative correlation with AQI and major pollutants, which was most significant in winter. Meanwhile, pollutants are transmitted dynamically under the influence of the prevailing wind direction, which can result in the relocation of AQI. (4) According to ESDA-GWR analysis, on an annual scale, car ownership and industrial production are positively correlated with air pollution; whereas increase of wind speed, per capita gross domestic product (GDP), and forest coverage are conducive to reducing pollution. Local coefficients show spatial differences in the effects of different factors on the AQI. Empirical results of this study are helpful for the government departments to formulate regionally differentiated governance policies regarding air pollution.

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“…The current literature points out some recommendations for public authorities to improve cycling or scooting use for shopping, such as: (i) incite active modes by means of street design interventions (Barbarossa, 2020;De Vos, 2020); (ii) reduce the number of lanes on multi-lane streets to homogeneously expand the walking and cycling (or scooting) infrastructure in central business districts (Soria-Lara et al, 2019); (iii) define the total traffic restriction on selected streets with high retail activity in order to build an infrastructure for walking and cycling (or scooting) covering the entire traffic space (Soria-Lara et al, 2019); (iv) limit (free) car parking, as it is associated with a lower likelihood for cycling (Bueno et al, 2017) or scooting; and (v) provision of showers, lockers and parking for bikes (Bueno et al, 2017) and kick-scooters.…”

Section: Background and Literature Reviewmentioning

confidence: 99%

“…The reasons for using the car include convenience, time constraints, transporting heavy goods, picking up or bringing people, needing the car for the following trip and facing bad weather (Beckx et al, 2013;Mackett, 2001). The high car ownership rates, combined with a high percentage of short trips by car, has a negative influence not only on air quality, but also on living conditions in several cities (Soria-Lara et al, 2019).…”

Section: Introductionmentioning

confidence: 99%

Predicting the willingness to carry lightweight goods by bike and kick-scooter: A descriptive analysis

Santos¹

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The social transformation caused by the COVID-19 pandemic may contribute to make cities healthier and more sustainable, with more space available for active modes of transport. This paper addresses people's willingness to go shopping by bike or kick-scooter and to transport lightweight goods in cities with low maturity for cycling and scooting. Data collection was based on a survey, applied in the two main urban areas of Brazil (São Paulo and Rio de Janeiro) and Portugal (Lisbon and Porto). The dataset was processed considering only two categories of respondents, that is, potential users and regular users. The results indicate that people are willing to transport lightweight goods by bike or kick-scooter, as long as the infrastructure is safe and comfortable. This research contributes to understanding mobility behavior changes and to identifying barriers to shopping by bike or kick-scooter. It also presents some recommendations for improving cycling and scooting use for shopping, which can be carried out by public authorities.

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A collaborative appraisal framework to evaluate transport policies for improving air quality in city centres

Cited by 18 publications

References 22 publications

Public Acceptability of Low Emission Zones: The Case of “Madrid Central”

Public Acceptability of Low Emission Zones: The Case of “Madrid Central”

Understanding the Spatial-Temporal Patterns and Influential Factors on Air Quality Index: The Case of North China

Predicting the willingness to carry lightweight goods by bike and kick-scooter: A descriptive analysis

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