“金华是少数能够在前沿研究和现实世界政策之间无缝转换的学者之一,” Sarkis 说。 “H 与世界各地的政府和交通机构合作是 MIT的影响力在我们校园之外的典范。”
“Jinhua is one of those rare scholars who moves seamlessly between cutting-edge research and real-world policy,” says Sarkis. “His work with governments and transportation agencies around the world is a model for what MIT的 impact can look like beyond our campus.”
赵接替自 2020 年起担任系主任的 Christopher Zegras, 教授。在他的领导下, DUSP 扩大了学生直接与世界各地社区和政策制定者接触的机会，并继续加强其研究与实践之间的长期联系。 Sarkis 说，“I 希望向 Chris Zegras 表示感谢，感谢他出色且冷静的领导能力,，尤其是在充满挑战的时期,”。
Zhao succeeds Professor Christopher Zegras, who has served as department head since 2020. Under his leadership, DUSP expanded opportunities for students to engage directly with communities and policymakers around the world and continued to strengthen its long-standing connection between research and practice. “I want to extend my gratitude to Chris Zegras for his excellent and level-headed leadership, especially in challenging times,” says Sarkis.
在 MIT, 获得高级学位后，赵加入了 DUSP 教师。他说，他发现该研究所 缺乏传统，其跨学科分享想法的文化令人兴奋。
After earning advanced degrees at MIT, Zhao joined the DUSP faculty. He says he found the Institute的 lack of conventionality and its culture of sharing ideas across disciplines stimulating.
“MIT 是一所名副其实的小型学校,” 赵说。 “我们在智力和身体方面比其他大学— 的界限更少。我们的‘无限走廊’确实将我们与许多学科联系起来。”
“MIT is a small school in the best sense of the word,” says Zhao. “We have fewer boundaries than other universities — intellectually and physically. Our ‘infinite corridor literally connects us to so many disciplines.”
这种连通性对于赵 在麻省理工学院创立的研究和项目至关重要。作为移动领域的全球权威,，他的研究已在世界上一些最复杂的移动挑战中付诸实践。他和他的团队制定了伦敦运输,、香港地下铁路, 和日本铁路的政策。他的研究对美国领先的交通当局产生了积极的影响，包括波士顿的 MBTA,、芝加哥交通局, 和华盛顿的 大都市区交通局。他指导了移动行业关于自动驾驶和数字移动, 未来的战略规划，并在新加坡和中东制定了自动驾驶汽车 (AV) 部署战略。
That connectivity has been key for Zhao的 research and programs he has founded at MIT. Respected as a global authority on mobility, his research has been put into practice across some of the world的 most complex mobility challenges. He and his team have shaped policy for Transport for London, the Mass Transit Railway in Hong Kong, and Japan Railways. His research has positively impacted leading U.S. transit authorities including Boston的 MBTA, the Chicago Transit Authority, and Washington的 Metropolitan Area Transit Authority. He has guided strategic planning for mobility industry on the future of autonomous and digital mobility, and developed autonomous vehicle (AV) deployment strategy in Singapore and the Middle East.
“我’工作过的每个城市都面临着同样的压力:技术的发展速度比旨在管理它的机构更快,”赵说。 “M我的工作就是缩小这一差距。”
“Every city I’ve worked with faces the same tension: The technology is moving faster than the institutions designed to govern it,” says Zhao. “My work has been about closing that gap.”
在 MIT,，赵创立了麻省理工学院移动性计划,，该计划吸引了整个研究所的移动性和交通研究人员以及来自世界各地的这些学科的领导者。赵通过 Zoom, 每周主持麻省理工学院移动论坛，每次讨论都向公众开放。最初只是一小部分内部参与者，现已发展成为一个全球平台,，每周在世界各地吸引超过 200 名从业者, 政策制定者, 和研究人员。赵’对这个主题的巨大兴趣并不感到惊讶。
At MIT, Zhao founded the MIT Mobility Initiative, which engages mobility and transportation researchers across the Institute as well as leaders in these disciplines from around the world. Zhao hosts the weekly MIT Mobility Forum via Zoom, with each discussion open to the public. What began as a small internal list of participants has grown into a global platform, drawing more than 200 practitioners, policymakers, and researchers every week around the world. The sizeable interest in the subject doesn’t surprise Zhao.
“没有单一学科拥有交通,” 赵说。 “AI 和自治系统正在以超出大多数机构适应能力的速度重塑城市生活。问题不再是我们所知道的。而是最需要的人—市政府,交通机构,联邦部委—在做出交通决策时是否可以访问它。这就是论坛存在的原因。”
“No single discipline owns transportation,” says Zhao. “AI and autonomous systems are reshaping urban living faster than most institutions can adapt. The question is no longer what we know. It is whether the people who need it most — municipal governments, transport agencies, federal ministries — can access it when they make decisions on transportation. This is why the forum exists.”
赵指导 JTL 城市交通实验室，该实验室将行为科学和交通技术相结合，以塑造出行行为, 设计交通系统, 并改进交通政策。他还是 Mens, Manus, 和 Machina, 的首席研究员，这是麻省理工学院在人工智能,、未来工作, 和人类学习, 交叉点上的一项计划，开发工具和策略，用于设计城市, 机构, 和经济，以确保人工智能增强, 而不是取代, 中的人们。
Zhao directs the JTL Urban Mobility Lab that unites behavioral science and transportation technology to shape travel behavior, design mobility systems, and improve transportation policies. He is also a lead principal investigator with Mens, Manus, and Machina, an MIT initiative at the intersection of artificial intelligence, the future of work, and human learning, developing the tools and strategies for how cities, institutions, and economies can be designed to ensure AI augments, rather than displaces, the people within them.
“如果你看看全球议程,人们面临的问题是什么?”问赵。 “老龄化社会;人工智能及其对就业的影响;能源危机;交通拥堵。这些只是人们感到与之相关的一些问题，因为它们体现在我们的城市和社区中。我希望 DUSP 与城市领导人互动并分享我们的研究和见解。”
“If you look at the global agenda, what are the issues people are facing?” asks Zhao. “An aging society; AI and its impact on jobs; the energy crisis; traffic congestion. These are just some of the problems people feel connected to because they are embodied in our cities and communities. I want DUSP to engage with the city leaders and share our research and insights.”
当他准备担任部门主管, 时，赵表示，他希望 DUSP 中产生的研究能够更快地惠及那些最需要的人:、规划者, 官员, 和正在城市做出决策的工程师。正在努力解决 AV 集成问题的交通当局; 正在重新考虑老化基础设施的市政府; 正在研究人工智能政策影响的主要交通部门— 这些是赵认为 DUSP 应该积极对话的对象。
As he prepares to step into his role as department head, Zhao says he would like the research generated within DUSP to more quickly reach those who need it most: the planners, officials, and engineers making decisions in cities right now. A transit authority grappling with AV integration; a city government rethinking aging infrastructure; a leading transport ministry navigating the policy implications of AI — these are the constituencies Zhao believes DUSP should be in active conversation with.
“我们非常了解城市如何发展,人们如何移动,以及这将如何变化。问题是市政厅—、交通机构,联邦部委—负责做出这些改变的人员是否可以在需要时访问我们所知道的,。”
“We know a great deal about how cities grow, how people move, and how that will change. The question is whether the people responsible for making these changes — in city halls, transport agencies, federal ministries — can access what we know, when they need it.”