Urban travel CO2 emissions and land use: A case study for Quebec City

Barla, Philippe; Miranda-Moreno, Luis F.; Lee‐Gosselin, Martin

doi:10.1016/j.trd.2011.03.005

Cited by 82 publications

(53 citation statements)

References 3 publications

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“…For transit accessibility, this study reported an average weighted elasticity of -0.05. More recently, Barla et al (2011) reported that a 10% higher residential density would result in 2% decrease in emissions. In most of the cases, reported elasticities are slightly lower than those reported in this study.…”

Section: Ols Resultsmentioning

confidence: 99%

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Spatio-temporal analysis of car distance, greenhouse gases and the effect of built environment: A latent class regression analysis

Zahabi

Miranda-Moreno

Patterson

et al. 2015

Transportation Research Part A: Policy and Practice

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Les cahiers de recherche du CREATE ne font pas l'objet d'un processus d'évaluation par les pairs/CREATE working papers do not undergo a peer review process. Abstract:This work examines the temporal-spatial variations of daily automobile distance traveled and greenhouse gas emissions (GHGs) and their association with built environment attributes and household socio-demographics. A GHGs household inventory is determined using link-level average speeds for a large and representative sample of households in three origin-destination surveys (1998, 2003 and 2008) in Montreal, Canada. For the emission inventories, different sources of data are combined including link-level average speeds in the network, vehicle occupancy levels and fuel consumption characteristics of the vehicle fleet. Built environment indicators over time such as population density, land use mix and transit accessibility are generated for each household in each of the three waves. A latent class (LC) regression modeling framework is then implemented to investigate the association of built environment and socio-demographics with GHGs and automobile distance traveled. Among other results, it is found that population density, transit accessibility and land-use mix have small but statistically significant negative impact on GHGs and car usage. Despite that this is in accordance with past studies, the estimated elasticities are greater than those reported in the literature for North American cities. Moreover, different household subpopulations are identified in which the effect of built environment varies significantly. Also, a reduction of the average GHGs at the household level is observed over time. According to our estimates, households produced 15% and 10% more GHGs in 1998 and 2003 respectively, compared to 2008. This reduction is associated to the improvement of the fuel economy of vehicle fleet and the decrease of motorvehicle usage. A strong link is also observed between socio-demographics and the two travel outcomes. While number of workers is positively associated with car distance and GHGs, low and medium income households pollute less than high-income households.

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Section: Ols Resultsmentioning

confidence: 99%

“…This procedure is detailed in Barla, et al (2009) and Barla, et al (2011). Then, emissions for a given trip j departing in a particular hour t is estimated as:…”

Section: Trip-level Ghgsmentioning

confidence: 99%

Spatio-temporal analysis of car distance, greenhouse gases and the effect of built environment: A latent class regression analysis

Zahabi

Miranda-Moreno

Patterson

et al. 2015

Transportation Research Part A: Policy and Practice

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“…De plus, la décision du maire d'arrêter le financement du RTC 16 , ainsi que son aversion à l'égard des autobus vides et de la taxe sur l'essence pour financer le transport en commun (Gaudreau, 2013) laissent penser que la Ville est en train d'emprunter un chemin opposé à celui qui mène vers la mobilité durable 17 . Enfin, sur le plan technique, la mise sur pied d'un système de transport durable dans une ville comme Québec devrait aussi tenir compte de la forme urbaine (Dufaux, Labarthe et Laliberté, 2013) et des caractéristiques des ménages (Barla, Miranda-Moreno et Lee-Gosselin, 2011).…”

Section: La Mobilité Durable à Québec : Vers Un Meilleur Développemenunclassified

La construction sociale de la mobilité durable urbaine : les discours sur les enjeux du transport dans la ville de Québec

Scanu

2014

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En 2011, la Ville de Québec publiait son Plan de mobilité durable dans l’optique d’adapter son système de transport aux principes du développement durable. Quoiqu’il ait été l’objet de plusieurs consultations et audiences publiques, le Plan n’a pas fait l’unanimité auprès du public. Dans cet article, après avoir situé la mobilité durable dans un cadre théorique socioconstructiviste, nous analysons le débat entourant la réalisation de ce Plan. Trois narrations distinctes sur la mobilité durable urbaine ont été repérées, chacune relevant de trois coalitions d’acteurs. À Québec, bien que la mobilité durable soit un projet largement partagé, les acteurs ne s’accordent pas sur les causes et les modalités de sa réalisation, car ils lui associent idées et valeurs divergentes.

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“…The affects of various land use characteristics on travel activity were analyzed in many other publications (e.g. Barla et al 2011;Ewing and Cervero 2010;Kuzmyak et al 2006;Ristimäki and Kalenoja 2011).…”

Section: Introductionmentioning

confidence: 99%