Transportation Research Part A-Policy and Practice最新文献

{"title":"Willingness to change compulsory trips to bicycle: Role of habit, perceptions and the built environment","authors":"Margareth Gutiérrez ,&nbsp;Ricardo Hurtubia ,&nbsp;Juan de Dios Ortúzar","doi":"10.1016/j.tra.2025.104395","DOIUrl":"10.1016/j.tra.2025.104395","url":null,"abstract":"<div><div>We study the roles of habit, the perception of insecurity, and the built environment in the willingness to change to cycling for compulsory trips in Santiago, Chile. Data from an innovative stated choice survey to current non-users of the bicycle (who had previously declared that they might change to bicycle on their regular trips) allowed us to estimate a hybrid latent class discrete choice model incorporating <em>habit</em>, <em>insecurity</em> and having a <em>pro-environment attitude</em> as latent constructs. The approach allowed us to detect significant heterogeneity in behaviour depending on the city’s location and the participant’s income level. Our results confirm that trip distance plays a preponderant role in potential bicycle choice but also affects the perception of insecurity and the habit strength; in the case of shorter trips, it seems more feasible to break the habit associated with the current mode used, increasing the willingness to switch to bicycle for regular trips. Our results also confirm the importance of having cycleways available to increase the potential switch to bicycles and show the importance of having a <em>pro</em>-<em>environmental</em> attitude. Unlike previous studies, we succeeded in associating trip attributes and built environment variables among the factors explaining <em>habit</em> and <em>insecurity</em>, allowing us to examine the effects of these intangible attributes in mode switching. Finally, we estimate subjective values of time (SVT), finding significant variations by class and type of infrastructure. In particular, there is a consistently higher perceived disutility of cycling time for higher-income individuals. However, having cycling infrastructure available reduces the SVT for both classes significantly.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"193 ","pages":"Article 104395"},"PeriodicalIF":6.3,"publicationDate":"2025-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143152900","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":"Promoting the adoption of electric vehicles through private charging infrastructure: Should subsidies be for the builder or non-builder?","authors":"Yi Yu ,&nbsp;Donglan Zha ,&nbsp;Dequn Zhou ,&nbsp;Qunwei Wang","doi":"10.1016/j.tra.2024.104368","DOIUrl":"10.1016/j.tra.2024.104368","url":null,"abstract":"<div><div>To increase electric vehicle (EV) adoption, many governments subsidize EV buyers who build private charging infrastructure (PCI). However, this subsidy scheme is controversial because it is only available for the conditional consumer segment (CCS) that can build PCI, except for the unconditional consumer segment (UCS), which has a lower willingness-to-pay for EV. This raises the question as to, whether subsidizing the UCS could be more effective. In this study, we propose a Stackelberg game model to determine the government’s optimal subsidy scheme, for PCI builders or non-builders, when one EV automaker competes with one fuel vehicle (FV) automaker. The analysis finds that both subsidy schemes can increase EV adoption and consumer welfare, but have opposite effects on the pricing of EV and PCI. The government should subsidize the PCI non-builder when the CCS rate is lower than one threshold and the EV adoption target is higher than a second threshold. Otherwise, a subsidy scheme for PCI builder is optimal. When the fixed cost of EV is relatively high, the government should set the EV adoption target higher than one threshold to avoid a “Backbiting Effect” that lowers both profits of EV and FV automakers. In addition, in both subsidy schemes, when the CCS rate increases or the complementary performance of PCI improves, the government should counter-intuitively increase subsidies to achieve the EV adoption target in some cases. Our results highlight recommendations for governments on methods for implementing PCI subsidy schemes and provide pricing insights for automakers.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"192 ","pages":"Article 104368"},"PeriodicalIF":6.3,"publicationDate":"2025-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143378484","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":"Who doesn’t like a battery electric truck? Heterogeneous motivations in the uptake of low-emissions trucks in Australia","authors":"Magnus Moglia ,&nbsp;Sorada Tapsuwan ,&nbsp;Hadi Ghaderi ,&nbsp;Christian A Nygaard ,&nbsp;Hussein Dia ,&nbsp;Dia Adhikari Smith","doi":"10.1016/j.tra.2025.104396","DOIUrl":"10.1016/j.tra.2025.104396","url":null,"abstract":"<div><div>Reducing greenhouse gas emissions in the freight sector requires greater use of Battery Electric Trucks (BETs) and/or Hydrogen Fuel Cell Trucks (HFCTs). There is limited evidence on freight operator willingness to pay (WTP) for such trucks, or which factors may influence preferences. This study addresses this by reporting on a Choice Experiment survey of 199 decision-makers across Australia in various freight services sectors during mid-2023. Results show high WTP, but more so for HFCTs compared to BETs. Reasons for these preferences appear to be linked to a combination of business context, perceived performance for the transport task, including misconceptions that are confounded by limited experience with and exposure to these types of vehicles. The greatest influence on preferences remains purchase price and ongoing costs. Using Latent Class analysis, we identify three clusters of respondents. One group prefer to buy diesel trucks. A second group prefer HFCTs but is less positive about BETs. A third group prefer anything but diesel trucks. An implication of these findings is that BET/HFCTs transitions requires both financial and non-financial policies.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"193 ","pages":"Article 104396"},"PeriodicalIF":6.3,"publicationDate":"2025-01-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143152898","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"An autoregressive spatial stochastic frontier analysis for quantifying the sales efficiency of the electric vehicle market: An application to 88 pilot cities in China","authors":"Andrea Pellegrini ,&nbsp;Xusheng Yao ,&nbsp;John M. Rose ,&nbsp;Shoufeng Ma","doi":"10.1016/j.tra.2025.104388","DOIUrl":"10.1016/j.tra.2025.104388","url":null,"abstract":"<div><div>This paper proposes the use of an autoregressive spatial stochastic frontier model to measure the sales efficiency of the electric vehicle (EV) market in 88 Chinese cities for the period 2016 to 2023. In contrast to previous research on this topic, the adoption of a stochastic frontier model allows for computing the maximum level of EV sales (i.e., frontier) that each city could have potentially achieved in the timeframe under assessment given a certain set of inputs (e.g., central and local purchase subsidies, subsidies for the construction/operation of electric vehicle chargers, average petrol prices, purchase restrictions on conventional vehicles, among others). Further, the spatial-based structure of the model proposed enables the evaluation of the impact of similar policy interventions implemented in neighbouring cities on EV sales frontier estimated within the city. The empirical evidence suggests that as the provision of EV charging stations around and within the city increases, so does the maximum number of sellable electric cars. A further interesting finding is that the frontier for EV sales is positively influenced by the electric cars purchased in the previous month in neighbouring areas, revealing the presence of a strong spatial dependency. Finally, this study conducts a simulation exercise wherein three hypothetical scenarios are explored: (1) the implementation of a ten percent tax on petrol, (2) a ten percent increase in the number of public chargers available, and (3) the introduction of policies to improve the air quality of all 88 cities. The results from the simulation analysis suggests that improving the number of public charging stations by 10 percent would have resulted in the sales of nearly 41,000 EVs more across the 88 cities over eight years.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"193 ","pages":"Article 104388"},"PeriodicalIF":6.3,"publicationDate":"2025-01-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143152896","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"An optimal capacity-constrained fast charging network for battery electric trucks in Germany","authors":"Daniel Speth,&nbsp;Patrick Plötz,&nbsp;Martin Wietschel","doi":"10.1016/j.tra.2025.104383","DOIUrl":"10.1016/j.tra.2025.104383","url":null,"abstract":"<div><div>Battery electric trucks (BET) reduce greenhouse gas emissions in the transport sector but require public charging infrastructure. Truck fast charging networks have been planned in various studies and countries. However, existing charging infrastructure optimization studies ignore relevant actual constraints, such as the size of parking areas or available grid power, leading to unrealistic results. Here, we derive a minimal public fast charging network for BET in Germany with actual real-world capacity limitations. We add capacity constraints to a flow refueling location model (FRLM) which makes the optimization more challenging as it is no longer sufficient to ensure that every path can be travelled but it must be determined which vehicle uses which charging location. The constraint is implemented as hourly maximum number of vehicles that can be served at each location and obtained via queuing theory from local traffic flows. We apply the model to 236,000 origin–destination traffic flows. For 300 km BET range, we identify 124 optimal charging locations. For 15 % BET in stock, e.g. by 2030, this would require 2 to 30 charging points per location with an average of 16 charging points using 17 % of the available truck parking lots per location. Our findings provide input for governments and public charging infrastructure planners. These results indicate that well positioned large initial charging locations can already cover significant shares of BET traffic.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"193 ","pages":"Article 104383"},"PeriodicalIF":6.3,"publicationDate":"2025-01-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143152899","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Novel analytical approaches to impact assessment of transportation infrastructure","authors":"Zhenhua Chen ,&nbsp;Changmin Jiang","doi":"10.1016/j.tra.2024.104305","DOIUrl":"10.1016/j.tra.2024.104305","url":null,"abstract":"","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"191 ","pages":"Article 104305"},"PeriodicalIF":6.3,"publicationDate":"2025-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143176336","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":"Resilience of transportation systems under uncertainty","authors":"Wen-Long Shang,&nbsp;Washington Ochieng,&nbsp;Yanyan Chen,&nbsp;Chi Xie","doi":"10.1016/j.tra.2024.104306","DOIUrl":"10.1016/j.tra.2024.104306","url":null,"abstract":"","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"191 ","pages":"Article 104306"},"PeriodicalIF":6.3,"publicationDate":"2025-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143176337","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":"Social norms at crosswalks: Impact on pedestrian-yielding behavior and nudge intervention effectiveness","authors":"Xiuying Xin ,&nbsp;Ning Jia ,&nbsp;Shuai Ling","doi":"10.1016/j.tra.2024.104342","DOIUrl":"10.1016/j.tra.2024.104342","url":null,"abstract":"<div><div>We conduct two surveys to investigate the underlying mechanism of drivers’ pedestrian-yielding behavior (DPYB) from a social norms perspective (Study 1), and design a norm-based intervention to assess its potential to alter DPYB (Study 2). In Study 1, we compare the normative expectations of DPYB between Zhejiang Province, which has a high pedestrian-yielding rate (PYR), and Hubei Province, which has a low PYR. The social norms in these two provinces differ significantly. Respondents from Zhejiang perceive others yielding for pedestrians more frequently (descriptive norm, DN), and are more likely to consider non-yielding behavior inappropriate (injunctive norm, IN). Both DN and IN significantly influence DPYB, indicating the causal effect of social norms on DPYB. In Study 2, to enhance the generalization of Study 1′s results, we expand the target provinces from two to nine, confirming the results from Study 1. Additionally, we design a norm-based ’nudge’ intervention aimed at promoting DPYB. This intervention would be implemented within a ride-hailing platform, which is widely used in China and could potentially provide a cost-effective means of supervising DPYB compared to other interventions like surveillance camera, as ride-hailing cars can access any street while the number of intersections with cameras is limited. Through a survey experiment, we compare the acceptance and perceived effectiveness of the nudge intervention with three other interventions: scrolls, ground paint and surveillance cameras. The nudge intervention and the introduction of surveillance cameras were found to be particularly effective. Interestingly, although there were no significant differences in acceptance among the four tested interventions, respondents from high PYR provinces had significantly higher acceptance and perceived effectiveness of the nudge intervention than those from the low PYR provinces. Our findings suggest that social norms play a crucial role in intervention design and a reliable measure for assessing an intervention’s effectiveness. The results encourage the policymakers to implement norm-based nudge intervention but highlight the need to consider existing social norms in shaping the effectiveness and receptivity of nudge-based strategies. This research underscores the significance of leveraging social norm as a focal point for designing interventions to enhance driver behavior towards increased pedestrian safety.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"192 ","pages":"Article 104342"},"PeriodicalIF":6.3,"publicationDate":"2024-12-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142759452","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":"Commuter choice of UAM-friendly neighborhoods","authors":"Ying Zhao,&nbsp;Tao Feng","doi":"10.1016/j.tra.2024.104338","DOIUrl":"10.1016/j.tra.2024.104338","url":null,"abstract":"<div><div>Urban Air Mobility (UAM) which provides swift intra- and intercity transportation services has the potential to induce shifts in individuals’ commuting and residential decisions. It is anticipated that, in residential areas, UAM services would enhance accessibility for residents. An UAM-friendly neighborhood represents a novel, integrated neighborhood concept that provides the infrastructure and travel environment required to facilitate UAM services, thereby promoting sustainable neighborhood development and improving accessibility. To gain a deeper understanding of commuters’ choice behavior in UAM-friendly neighborhoods, we designed a stated choice experiment. Using data collected in Beijing city, we estimated a mixed logit model with interaction effects to identify the choice preferences of different people while capturing the unobserved preference heterogeneity. We found that individuals generally prefer to reside in such neighborhoods where the access distance to UAM vertiports is within one kilometer, the parking fee is either low (5 yuan/day) or free, the commuting time by UAT is 15 min, and drone window-docking delivery services are available. Households with high incomes (&gt;400,000 yuan/year) and those owning a car are likely to adopt these novel neighborhoods. There is a varying degree of heterogeneity observed regarding residential location and distance to UAM vertiports among individuals in different age groups. Results of the elasticity analysis indicate that UAT commuting cost has the greatest impact on the likelihood of residing in UAM-friendly neighborhoods.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"192 ","pages":"Article 104338"},"PeriodicalIF":6.3,"publicationDate":"2024-11-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142743879","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Revealing accessibility disparities: A latent class analysis linking objective and subjective accessibility measures","authors":"Milan L. Moleman,&nbsp;Maarten Kroesen","doi":"10.1016/j.tra.2024.104341","DOIUrl":"10.1016/j.tra.2024.104341","url":null,"abstract":"<div><div>The last decade denoted a growing interest in perceived accessibility, yet the link between perceived and objective accessibility measures is understudied. This paper aims to address accessibility poverty by identifying groups with different levels of perceived accessibility. To achieve this aim, we develop a latent class model that relates perceived accessibility patterns to social, transport, and geographical conditions encountered by individuals. To support the specification of the latent class model, we develop a theoretical framework that links transport, social, and geographical conditions with perceived inaccessibility. Data is obtained from the Dutch National Travel Survey, which includes information on travel patterns and preferences. In total, 20,020 participants are included in the analysis. The latent class model identified six social groups with varying levels of perceived accessibility. Notably, while 89% of the individuals perceive excellent accessibility, a minority of 11% experiences different forms of inaccessibility. In addition, the latent class model showed that social rather than transport or spatial conditions encountered by individuals determine perceived inaccessibility. The results lend support to tailored policies aimed at reducing accessibility poverty and social exclusion for specific segments of the population.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"192 ","pages":"Article 104341"},"PeriodicalIF":6.3,"publicationDate":"2024-11-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142743883","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}