skip to main content


Title: Effectiveness of travel behavior and infrastructure change to mitigate heat exposure
Urban heat exposure is an increasing health risk among urban dwellers. Many cities are considering accommodating active mobility, especially walking and biking, to reduce greenhouse gas emissions. However, promoting active mobility without proper planning and transportation infrastructure to combat extreme heat exposure may cause more heat-related morbidity and mortality, particularly in future with projected climate change. This study estimated the effectiveness of active trip heat exposure mitigation under built environment and travel behavior change. Simulations of the Phoenix metro region's 624,987 active trips were conducted using the activity-based travel model (ABM), mean radiant temperature (T MRT , net human radiation exposure), transportation network, and local climate zones. Two scenarios were designed to reduce traveler exposure: one that focuses on built environment change (making neighborhoods cooler) and the other on travel behavior (switching from shorter travel time but higher exposure routes to longer travel time but cooler routes) change. Travelers experienced T MRT heat exposure ranging from 29°C to 76°C (84°F to 168°F) without environmental or behavioral change. Active trip T MRT exposures were reduced by an average of 1.2–3.7°C when the built environment was changed from a hotter to cooler design. Behavioral changes cooled up to 10 times more trips than changes in built environment changes. The marginal benefit of cooling decreased as the number of cooled corridors transformed increased. When the most traveled 10 km of corridors were cooled, the marginal benefit affected over 1,000 trips/km. However, cooling all corridors results in marginal benefits as low as 1 trip/km. The results reveal that heavily traveled corridors should be prioritized with limited resources, and the best cooling results come from environment and travel behavior change together. The results show how to surgically invest in travel behavior and built environment change to most effectively protect active travelers.  more » « less
Award ID(s):
1942805
NSF-PAR ID:
10416265
Author(s) / Creator(s):
; ; ; ; ; ;
Date Published:
Journal Name:
Frontiers in Sustainable Cities
Volume:
5
ISSN:
2624-9634
Format(s):
Medium: X
Sponsoring Org:
National Science Foundation
More Like this
  1. null (Ed.)
    Abstract Cities increasingly recognize the importance of shade to reduce heat stress and adopt urban forestry plans with ambitious canopy goals. Yet, the implementation of tree and shade plans often faces maintenance, water use, and infrastructure challenges. Understanding the performance of natural and non-natural shade is critical to support active shade management in the built environment. We conducted hourly transects in Tempe, Arizona with the mobile human-biometeorological station MaRTy on hot summer days to quantify the efficacy of various shade types. We sampled sun-exposed reference locations and shade types grouped by urban form, lightweight/engineered shade, and tree species over multiple ground surfaces. We investigated shade performance during the day, at peak incoming solar, peak air temperature, and after sunset using three thermal metrics: the difference between a shaded and sun-exposed location in air temperature ( ΔT a ), surface temperature ( ΔT s ), and mean radiant temperature ( ΔT MRT ). ΔT a did not vary significantly between shade groups, but ΔT MRT spanned a 50°C range across observations. At daytime, shade from urban form most effectively reduced T s and T MRT , followed by trees and lightweight structures. Shade from urban form performed differently with changing orientation. Tree shade performance varied widely; native and palm trees were least effective, while non-native trees were most effective. All shade types exhibited heat retention (positive ΔT MRT ) after sunset. Based on the observations, we developed characteristic shade performance curves that will inform the City of Tempe’s design guidelines towards using “the right shade in the right place” and form the basis for the development of microclimate zones (MCSz). 
    more » « less
  2. Abstract

    Long‐distance migration in whales has historically been described as an annual, round‐trip movement between high‐latitude, summer feeding grounds, and low‐latitude, winter breeding areas, but there is no consensus about why whales travel to the tropics to breed. Between January 2009 and February 2016, we satellite‐tagged 62 antarctic killer whales (Orcinus orca) of four different ecotypes, of which at least three made short‐term (6–8 weeks), long‐distance (maximum 11,000 km, round trip), essentially nonstop, migrations to warm waters (SST 20°C–24°C), and back. We previously suggested that antarctic killer whales could conserve body heat in subfreezing (to −1.9°C) waters by reducing blood flow to their skin, but that this might preclude normal (i.e., continuous) epidermal molt, and necessitate periodic trips to warm waters for routine skin maintenance (“skin molt migration,” SMM). In contrast to the century‐old “feeding/breeding” migration paradigm, but consistent with a “feeding/molting” hypothesis, the current study provides additional evidence that deferred skin molt could be the main driver of long‐distance migration for antarctic killer whales. Furthermore, we argue that for all whales that forage in polar latitudes and migrate to tropical waters, SMM might also allow them to exploit rich prey resources in a physiologically challenging environment and maintain healthy skin.

     
    more » « less
  3. Traffic congestion has become a serious issue around the globe, partly owing to single-occupancy commuter trips. Ridesharing can present a suitable alternative for serving commuter trips. However, there are several important obstacles that impede ridesharing systems from becoming a viable mode of transportation, including the lack of a guarantee for a ride back home as well as the difficulty of obtaining a critical mass of participants. This paper addresses these obstacles by introducing a traveler incentive program (TIP) to promote community-based ridesharing with a ride back home guarantee among commuters. The TIP program allocates incentives to (1) directly subsidize a select set of ridesharing rides and (2) encourage a small, carefully selected set of travelers to change their travel behavior (i.e., departure or arrival times). We formulate the underlying ride-matching problem as a budget-constrained min-cost flow problem and present a Lagrangian relaxation-based algorithm with a worst-case optimality bound to solve large-scale instances of this problem in polynomial time. We further propose a polynomial-time, budget-balanced version of the problem. Numerical experiments suggest that allocating subsidies to change travel behavior is significantly more beneficial than directly subsidizing rides. Furthermore, using a flat tax rate as low as 1% can double the system’s social welfare in the budget-balanced variant of the incentive program. 
    more » « less
  4. Rapid urbanization has posed significant burden on urban transportation infrastructures. In today's cities, both private and public transits have clear limitations to fulfill passengers' needs for quality of experience (QoE): Public transits operate along fixed routes with long wait time and total transit time; Private transits, such as taxis, private shuttles and ride-hailing services, provide point-to-point transits with high trip fare. In this paper, we propose CityLines, a transformative urban transit system, employing hybrid hub-and-spoke transit model with shared shuttles. Analogous to Airlines services, the proposed CityLines system routes urban trips among spokes through a few hubs or direct paths, with travel time as short as private transits and fare as low as public transits. CityLines allows both point-to-point connection to improve the passenger QoE, and hub-and-spoke connection to reduce the system operation cost. To evaluate the performance of CityLines, we conduct extensive data-driven experiments using one-month real-world trip demand data (from taxis, buses and subway trains) collected from Shenzhen, China. The results demonstrate that CityLines reduces 12.5%-44% average travel time, and aggregates 8.5%-32.6% more trips with ride-sharing over other implementation baselines. 
    more » « less
  5. Current free and subscription-based trip planners have heavily focused on providing available transit options to improve the first and last-mile connectivity to the destination. However, those trip planners may not truly be multimodal to vulnerable road users (VRU)s since those selected side walk routes may not be accessible or feasible for people with disability. Depending on the level of availability of digital twin of travelers behaviors and sidewalk inventory, providing the personalized suggestion about the sidewalk with route features coupled with transit service reliability could be useful and happier transit riders may boost public transit demand/funding and reduce rush hour congestion. In this paper, the adaptive trip planner considers the real-time impact of environment changes on pedestrian route choice preferences (e.g., fatigue, weather conditions, unexpected construction, road congestion) and tolerance level in response to transit service uncertainty. Side walk inventory is integrated in directed hypergraph on the General Transit Feed Specification to specify traveler utilities as weights on the hyperedge. A realistic assessment of the effect of the user-defined preferences on a traveler’s path choice is presented for a section of the Boston transit network, with schedule data from the Massachusetts Bay Transportation Authority. Different maximum utility values are presented as a function of varying traveler’s risk-tolerance levels. In response to unprecedented climate change, poverty, and inflation, this new trip planner can be adopted by state agencies to boost their existing public transit demand without extra efforts 
    more » « less