During the outbreak of COVID-19, people’s reliance on social media for pandemic-related information exchange, daily communications, and online professional interactions increased because of self-isolation and lockdown implementation. Most of the published research addresses the performance of nonpharmaceutical interventions (NPIs) and measures on the issues impacted by COVID-19, such as health, education, and public safety; however, not much is known about the interplay between social media use and travel behaviors. This study aims to determine the effect of social media on human mobility before and after the COVID-19 outbreak, and its impact on personal vehicle and public transit use in New York City (NYC). Apple mobility trends and Twitter data are used as two data sources. The results indicate that Twitter volume and mobility trend correlations are negative for both driving and transit categories in general, especially at the beginning of the COVID-19 outbreak in NYC. A significant time lag (13 days) between the online communication rise and mobility drop can be observed, thereby providing evidence of social networks taking quicker reactions to the pandemic than the transportation system. In addition, social media and government policies had different impacts on vehicular traffic and public transit ridership during the pandemic with varied performance. This study provides insights on the complex influence of both anti-pandemic measures and user-generated content, namely social media, on people’s travel decisions during pandemics. The empirical evidence can help decision-makers formulate timely emergency responses, prepare targeted traffic intervention policies, and conduct risk management in similar outbreaks in the future.

This study examines the differences in service level and coverage of public transit (PT) and private vehicles (PV) with multi-source data in Shanghai. To construct computable networks and address visual results, the constrained shortest path algorithm and a spatial grid accessibility model are employed to seek the optimal path for travelers to city key points. Travel time ratio of PV and PT is applied to reflect the competitiveness of the two modes over different areas of Shanghai. Results show that for PV, although the average travel time meets the needs of car travel, 51 % of the population cannot get to graded city centers within 45 min. In addition, the PV accessibility gradually weakens from the central city to the outside, highways and expressways may be feasible solutions. For PT, half of the population can't reach any city key points within two transfers, and almost all of these people live in the suburbs. Less than 30 % of the population can reach the city key points within 1 h, of which rail transit contributes more than conventional buses. Furthermore, the travel accessibility of PV is much better than that of PT. The average travel time ratio in all comparable grids is 2.04 for hubs, and 2.10 for graded city centers. For travels to graded city centers, the travel time ratio of suburbs is 35 % higher than that of central city, indicating that the inequity distribution of public transportation resources is worse in the suburbs than in the central city. This study also measures equity performance of groups based on spatial location and income level, and we find out that more core locations and higher income lead to higher accessibility. The gap among groups is significant, with a Gini coefficient over 0.5.

In Shanghai central city, numerous bicycles are currently used as the most important commuting vehicles. Due to the lack of alternative running-through corridors, many cyclists have commuted along main roads for many years where conflicts between motor vehicles and non-motor vehicles are seriously intensified as a consequence of insufficient road availability and these cyclists are also terribly exposed to traffic pollution with the rapid development of motorization. Therefore, it is necessary to provide more convenient, safer, and continuous bicycle corridor systems for cyclists. This paper proposes the notions of Pedestrian & Cyclist (P&C) Island and P&C Nucleus to remove the division by arterial roads and locate corridors for a main flow of cycling trips. Based on the principles of "Connecting P&C Island", "Passing P&C Nucleus", "Cutting and Straightening", and "Prioritizing then Attracting", the bicycle corridor network planned for Shanghai central city and the tidal management policies designed for different corridors are raised this paper.

With the prevalence of international trade protectionism and transformation and the upgrading of the domestic market structure, the contradiction between the demand for and the competitive development of the port market in the Yangtze River Delta in China has become increasingly prominent. The 19 major ports of the Yangtze River Delta in China were selected for this study, and using the methods of index evaluation, gravitational model, and spatial interpolation, the spatial effects in the hinterland were calculated from three dimensions, central potential, spatial gravity and distribution convenience, and the regional coordination of port services. The results show that the potential of the Shanghai Port and Ningbo Zhoushan Port in China is stronger, and the difference in the distribution of the ports is quite clear. The spatial gravity of each port city can be superimposed over one another to form a clear dense semi-circular zone, and the ability of the marginal ports to participate in this zone is weak. The convenience of their distribution in the hinterland changes from being location-dependent to traffic-dependent. The service gap in the hinterland of the port system is more significant, but the expansion of spatial effects makes the sustainability of regional coordination gradually improve. Finally, several policy suggestions are proposed to ensure ecological responsibility among resource-oriented enterprises.

This paper focuses on the operation changes of taxi systems with the wide-usage of e-hailing apps using the calculated taxi OD pairs data of Shanghai in 2012 and 2015 and applied an evaluation process to analyze the possible impacts from three dimensions, namely, taxi system supply, operation efficiency, and service coverage. The results reveal that the e-hailing apps have partly improved the taxi operation. On the one hand, the supply of later taxi systems has experienced an obvious drop; however, on the other hand, the existing taxi system has overall higher efficiency owing to the decreased percentage of vacant trips. The comparison of taxi trips demonstrates that the taxi system can better satisfy larger-scale and longer-time service demands than before, especially in some low-density areas and during the non-peak hours. The findings provide another perspective for decision-makers to comprehensively understand and management the taxi system or urban transport after e-hailing service.