Transportation Research Part A-Policy and Practice最新文献

{"title":"How does carbon trading price uncertainty affect intermodal transportation network? Insights from a hub seaport","authors":"Zi-Ang Zhang ,&nbsp;Xuezong Tao ,&nbsp;Chuanzhong Yin ,&nbsp;Shiyuan Zheng","doi":"10.1016/j.tra.2025.104621","DOIUrl":"10.1016/j.tra.2025.104621","url":null,"abstract":"<div><div>This study addresses the current structural ineffectiveness of freight transportation systems, by focusing on the design of a hub seaport intermodal freight transportation network (IFTN) and considering uncertainties in the carbon trading price. The fuzzy credibility function of the carbon trading price is established based on a triangular fuzzy number, and the fuzzy carbon trading price is clarified using different values associated with an enterprise’s risk preference level. A multi-objective 0–1 programming model is constructed, considering transportation cost, carbon trading cost, and transportation time. An improved NSGA-II based on the ideal point method is designed to solve the model. The effectiveness and efficiency of the modeling and solving methods are demonstrated through numerical experiments for the real-world case of a Chinese hub seaport. Managerial implications and recommendations are presented based on extensive sensitivity analyses. The results highlight the following. (<em>i</em>) Under the influence of carbon trading policy, transport enterprises adopt direct rail or rail-water intermodal transportation. (<em>ii</em>) The objective value of carbon trading cost is inversely proportional to an enterprise’s risk preference level with respect to the carbon trading price. This indicates that an enterprise’s decision-making behavior related to emissions reduction under different risk attitudes is prompted by costs or benefits. (<em>iii</em>) Carbon quotas are unlikely to effectively affect transportation schemes from a modeling perspective, but it is useful to emphasize their effectiveness as an emissions reduction policy instrument. These findings can be applied to accelerate the sustainable transformation and decarbonization efforts of the transport and logistics industry.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"200 ","pages":"Article 104621"},"PeriodicalIF":6.8,"publicationDate":"2025-08-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144772858","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Mode-choice modelling of a sustainable mobility transition considering different bicycle types","authors":"Lucas Meyer de Freitas ,&nbsp;Shlomo Bekhor ,&nbsp;Kay W. Axhausen","doi":"10.1016/j.tra.2025.104628","DOIUrl":"10.1016/j.tra.2025.104628","url":null,"abstract":"<div><div>This paper investigates the mode-shift potentials of a road-space reallocation policy to reduce car use, improve liveability, and reduce transport-related emissions in urban areas. We show the mode-choice effects of repurposing 46 % of Zürich road surface area from cars to bicycles, e-bikes (25 km/h) and s-pedelecs (45 km/h) as well as internalizing external transport costs. The preferences for the different modes are analysed and discussed through the estimation of an Integrated Choice and Latent Variable mode-choice model. The model results show how s-pedelecs and e-bikes have a substantially higher demand potential than conventional bicycles among car drivers. At the same time, latent preferences are not only defined through car ownership in a binary way, namely owning a car or not, but also vary substantially when comparing owners of different car types. Besides considering individual-specific cycling travel times for the three different bicycle types, we also advance mode-choice modelling for cycling by introducing a new cycling infrastructure interaction parameter that includes route-specific cycling infrastructure information. Findings show that reallocating road space is more effective in promoting sustainable mobility than pricing mechanisms alone, highlighting the need for integrated policy measures to facilitate behavioral change.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"200 ","pages":"Article 104628"},"PeriodicalIF":6.8,"publicationDate":"2025-08-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144772860","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Mandatory speed limits and crash frequency on motorways — A causal machine learning approach","authors":"Maike Metz-Peeters","doi":"10.1016/j.tra.2025.104616","DOIUrl":"10.1016/j.tra.2025.104616","url":null,"abstract":"<div><div>This study analyzes the effects of binding segment-level speed limits on injury crash frequencies on German motorways. Various geo-spatial data sources are merged to a rich novel data set, providing detailed information on 500-meter segments of large parts of the network. A causal forest is applied to estimate effects under fairly weak assumptions about the underlying data generating process and to offer insights into effect heterogeneity. Furthermore, the study explores potential biases through a phenomenon called spatial overfitting and examines potential solutions. Substantial negative effects of three levels of speed limits on crash frequencies are found, particularly for crashes involving severe or fatal injuries, while effects on crashes involving light injuries are comparably small. The heterogeneity analysis suggests larger crash rate reductions on roads with less traffic, as well as on roads with entrance and exit ramps, while heterogeneity regarding shares of heavy vehicle traffic is inconclusive.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"200 ","pages":"Article 104616"},"PeriodicalIF":6.8,"publicationDate":"2025-08-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144772859","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Travel time reliability, psychological choice mechanisms, sustainable transport decisions and smart urban development","authors":"Zheng Li ,&nbsp;Jingjing Zeng ,&nbsp;David A. Hensher ,&nbsp;Chenyang Wu","doi":"10.1016/j.tra.2025.104624","DOIUrl":"10.1016/j.tra.2025.104624","url":null,"abstract":"<div><div>Existing land use-transportation interaction (LUTI) models largely overlooked important choice mechanisms that shape travel decision making under uncertainty, such as risk attitude and ambiguity attitude. Within a LUTI model, this study embeds a behavioral framework which accommodates the two behavioral elements into a spatial general equilibrium model. In this improved LUTI model, endogenous commuting costs are influenced by commuters’ choice behaviors in the presence of travel time variability inherent in transport systems, and, more importantly, choice outcomes are jointly determined by their taste preferences and ambiguity/risk attitudes. We then apply the model system to an Australian city, where our baseline results, compared to a conventional model that omits risk and ambiguity attitudes, align closely with observed market evidence. This alignment reinforces the validity of our behaviorally realistic modeling approach. Furthermore, simulations of improved travel time reliability reveal the potential to smart development by promoting sustainable travel and urban growth. Our findings underscore the critical role of psychological choice mechanisms in deepening the understanding of travel behavior dynamics and land use patterns. Based on the study evidence, we offer both case-specific suggestions and broader policy implications.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"200 ","pages":"Article 104624"},"PeriodicalIF":6.8,"publicationDate":"2025-08-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144772861","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Investigating willingness to pay towards shared e-bikes: A comparison of methods","authors":"Hauke Reckermann,&nbsp;Sebastian L. Grüner,&nbsp;Matthias Kowald","doi":"10.1016/j.tra.2025.104592","DOIUrl":"10.1016/j.tra.2025.104592","url":null,"abstract":"<div><h3>Background</h3><div>Bike-sharing systems (BSSs) are essential for mitigating carbon emissions associated with individual transportation and for enhancing spatial and mobility efficiency. Nonetheless, the full potential of BSSs remains untapped. The introduction of new services, such as rental e-bikes, presents the challenge of establishing optimal pricing strategies that balance revenue generation and market penetration. Different measurement approaches to find optimal prices exist. Our research addresses the willingness to pay (WTP) towards shared e-bikes among users and non-users of BSSs in order to address user and non-users of BSSs. Furthermore, two separate measurement approaches are utilized for the purpose of a methodological comparison.</div></div><div><h3>Methods</h3><div>Our research uses quantitative data from three surveys (n = 968) to calculate WTP of users and non-users of BSSs towards shared e-bikes. We employ van Westendorp’s Price Sensitivity Meter (PSM) and a multinomial logit (MNL) model based on discrete choice experiments (DCEs) to measure WTP and compare results.</div></div><div><h3>Results</h3><div>We find a strong price sensitivity towards e-bike rentals among users and non-users of BSSs. WTPs for a 30-minute e-bike rental measured with PSM range from €1.98 to €2.95 for users and from €1.40 to €2.85 for non-users. Comparing users only, MNL measurements broadly correspond to the PSM results, offering revenue-maximizing prices from €2.08 to €2.65 and competitiveness-oriented prices from €1.52 to €2.76 depending on the choice scenario. However, MNL results start to diverge from PSM results when considering more variance in the modal choice share for BSS.</div></div><div><h3>Conclusion</h3><div>Our findings suggest that users and non-users of BSSs derive utility from e-bike rental and can be addressed at comparable prices. However, pricing depends on strategic goals. Our comparison of methods when measuring WTP suggests an overall comparability of PSM and MNL and highlights possible synergies. We also highlight the need for future research considering alternative choice modelling approaches, optimizing PSM data collection and subgroup comparisons.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"200 ","pages":"Article 104592"},"PeriodicalIF":6.8,"publicationDate":"2025-07-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144750818","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"The impact of the ultra-low emission zone on high streets economy and social equality in Outer London","authors":"Xinyu Wu,&nbsp;Chen Zhong,&nbsp;Yikang Wang","doi":"10.1016/j.tra.2025.104612","DOIUrl":"10.1016/j.tra.2025.104612","url":null,"abstract":"<div><div>Many cities are adopting transport policies that regulate vehicle emissions, informed by policy impact assessments primarily focused on traffic, air pollution, and public health. However, few studies have explored the broader economic effects of such restrictions, particularly their impact on travel behaviour and local commerce. Understanding these dynamics is crucial for balancing economic development with sustainable urban planning. This study introduces a novel Spatially Robust Interrupted Time Series (SRITS) model to assess the causal impact of the ULEZ expansion on visitation to local high streets in Outer London. Specifically, we quantify the policy’s effects on social equity by incorporating local socio-economic factors. Our findings reveal that the ULEZ expansion led to increased footfall on local high streets, particularly in deprived areas, where the policy may have heightened reliance on nearby commercial hubs. Additionally, we found that the composition and scale of high streets may have significantly influenced their resilience and economic vitality. These insights contribute to a deeper understanding of how sustainable transport policies intersect with urban economic development.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"200 ","pages":"Article 104612"},"PeriodicalIF":6.8,"publicationDate":"2025-07-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144723685","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Group-based railway seat allocation policies considering the risk of virus transmission","authors":"Guangming Xu ,&nbsp;Xinyi Liu ,&nbsp;Linhuan Zhong ,&nbsp;Wei Liu","doi":"10.1016/j.tra.2025.104615","DOIUrl":"10.1016/j.tra.2025.104615","url":null,"abstract":"<div><div>To mitigate the transmission risk of infectious diseases (e.g., COVID-19) on trains while maintaining a certain level of railway service and improving railway operation revenue, this study proposes a passenger group-based railway seat allocation policy. First, the shedding rate is used to estimate the risk of virus transmission among passenger groups (different infectious diseases can be treated in a similar manner). Then, a mixed integer programming model is established, which minimizes the summation of shedding rates and maximizes the railway operation revenue. In the proposed policy, both virus diffusion between cities associated with different risk levels and virus transmission among different passenger groups in train carriages are considered. A tailored heuristic algorithm based on the multi-start variable neighborhood search (M-VNS) algorithm is then designed to quickly produce a high-quality solution for practical large-scale applications. A series of numerical studies are conducted, demonstrating the efficacy of the proposed policy in enhancing railway revenue and mitigating the (estimated) transmission risk of infectious disease.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"199 ","pages":"Article 104615"},"PeriodicalIF":6.3,"publicationDate":"2025-07-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144711740","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"The effect of battery-electric vehicle ownership on transport demand and substitution between modes","authors":"Colin Green ,&nbsp;Vegard Østli","doi":"10.1016/j.tra.2025.104614","DOIUrl":"10.1016/j.tra.2025.104614","url":null,"abstract":"<div><div>Transport decarbonization is a key part of moves to reduce global greenhouse gas emissions. A major component of this involves shifting private car use from internal combustion internal engine vehicles (ICEVs) to battery-electric engine vehicles (BEVs). This has led to the introduction of a range of incentives that influence the relative desirability of car types, but also have the potential to influence wider transportation decisions through their effects on vehicle use in general. We examine this in the context of Norway which has pursued BEV ownership through a range of incentives, most notably purchase tax exemptions, and has experienced dramatic increases in BEV ownership. Based on highly detailed individual level travel survey data collected between 2016 and 2019 we estimate the effect of BEV ownership on transport demand patterns. We do so using a selection on observables approaches that seeks to reduce selection bias. We demonstrate that BEV ownership leads to an overall increase in car trip demand in the order of 10–20%. This reflects shifts from ICEV to BEV use, but also sizeable shifts away from public transport use, cycling and walking. These effects are increased by additional policies that incentivize BEV usage such as toll road exemptions. Together this suggests that while BEV usage reduces emission-based externalities, it may exacerbate others such as congestion externalities. Our results suggest a need for caution when using transportation incentives that make BEVs cheaper, but additionally make private motor vehicle use in general less expensive.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"199 ","pages":"Article 104614"},"PeriodicalIF":6.3,"publicationDate":"2025-07-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144711741","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Understanding user preferences regarding vehicle-to-grid (V2G): A latent class choice analysis","authors":"Jerico Bakhuis ,&nbsp;Natalia Barbour ,&nbsp;Eric Molin ,&nbsp;Émile J.L. Chappin","doi":"10.1016/j.tra.2025.104610","DOIUrl":"10.1016/j.tra.2025.104610","url":null,"abstract":"<div><div>The vehicle-to-grid (V2G) innovation—which enables electric vehicles to return stored electricity to the grid—holds significant potential to facilitate the integration of intermittent renewable energy and support climate goals. However, user preferences and how they vary across different user groups remain poorly understood, even though V2G’s success depends on driver participation. This study addresses this gap by conducting a stated choice experiment with 1,018 participants in the Netherlands. Participants chose between hypothetical V2G contracts based on four key attributes: financial compensation, guaranteed driving range, minimum plug-in time, and battery degradation—each varied at three levels. Using a latent class choice model, the analysis identified four distinct user preference profiles (or classes). Overall, guaranteed range and plug-in time were found to outweigh financial incentives for most users. The largest class (43% of users) prioritizes guaranteed range and shows the lowest sensitivity to financial incentives. The second-largest class (29%) also prioritizes guaranteed range, while assigning the least importance to plug-in time. The third class (18%) places the greatest importance on reducing plug-in time, followed by increasing guaranteed range. The smallest class (10%) is primarily motivated by financial compensation. The study further examines how user characteristics—such as socio-demographic, household, car use, and attitude factors—relate to class membership. The analysis provides a comprehensive overview of how these characteristics influence user preferences. These findings offer valuable insights into the diversity of V2G user preferences and inform targeted policy recommendations.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"199 ","pages":"Article 104610"},"PeriodicalIF":6.3,"publicationDate":"2025-07-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144696907","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"The direct and indirect effect of time use on subjective well-being: gender differences at different life stages","authors":"Ziyue Davia Dong,&nbsp;Eric J. Miller","doi":"10.1016/j.tra.2025.104598","DOIUrl":"10.1016/j.tra.2025.104598","url":null,"abstract":"<div><div>Time is heterogeneously perceived in its meaning and value depending on things and beings involved. How people allocate their 24 hours per day reflects personal needs and is a fundamental question in activity-based travel demand analysis. This study aims to explore the inherent heterogeneity of time by investigating different time use patterns among population subgroups, and how time allocation contributes to subjective well-being (SWB) across these groups. To achieve this, the study uses data from the 2015 Canadian General Social Survey (GSG) on Time Use and stratifies the sample based on gender and age to reveal differences in time use and SWB between males and females within each age group, with parenthood further amplifying the differences. Then, the study employs multi-group structural equation models (SEM) to examine the direct and indirect effects of time use on SWB, while accounting for variations between genders and age groups. The analysis identifies seven notable activity types, including non-discretionary and leisure categories, which directly impact SWB or indirectly influence it through mediation by four factors: time crunch, stress, health, and mental health. The mediation analysis explains the mechanisms by which time use on different activities affects SWB. The results shed light on critical gender differences at different life stages regarding the role of time use for different aspects of well-being. The heterogenous time use-SWB connections provide valuable insights into comprehending diverse decisions made in activity-based travel demand.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"199 ","pages":"Article 104598"},"PeriodicalIF":6.3,"publicationDate":"2025-07-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144703238","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}