Pub Date : 2026-02-07DOI: 10.1016/j.trd.2026.105256
Nicole S. Ngo , Chandra Kiran B. Krishnamurthy
We conduct the first U.S.-wide analysis, which includes over 100 cities, of the relationship between the number of micromobility systems and public transit ridership, which we proxy for using unlinked passenger trips (UPT) per capita. Our main study period is 2015 to 2019, during which we find that an additional micromobility system is associated with a statistically significant increase in UPT per capita of 0.026 (p < 0.01), which represents 1.2% of mean UPT per capita. Evaluating these effects by type of micromobility system, we find that only e-scooter systems exert a consistently statistically significant positive association. We also find: 1) that the effect is larger in less populated urban areas and; 2) when examining this effect after the COVID-19 pandemic (2022 to 2023), effects are insignificant or marginally significant. This implies micromobility systems complemented public transit before the pandemic, but the effect afterwards is less clear.
{"title":"Do micromobility systems promote public transit usage? Evidence from U.S. Cities","authors":"Nicole S. Ngo , Chandra Kiran B. Krishnamurthy","doi":"10.1016/j.trd.2026.105256","DOIUrl":"10.1016/j.trd.2026.105256","url":null,"abstract":"<div><div>We conduct the first U.S.-wide analysis, which includes over 100 cities, of the relationship between the number of micromobility systems and public transit ridership, which we proxy for using unlinked passenger trips (UPT) per capita. Our main study period is 2015 to 2019, during which we find that an additional micromobility system is associated with a statistically significant increase in UPT per capita of 0.026 (p < 0.01), which represents 1.2% of mean UPT per capita. Evaluating these effects by type of micromobility system, we find that only e-scooter systems exert a consistently statistically significant positive association. We also find: 1) that the effect is larger in less populated urban areas and; 2) when examining this effect after the COVID-19 pandemic (2022 to 2023), effects are insignificant or marginally significant. This implies micromobility systems complemented public transit before the pandemic, but the effect afterwards is less clear.</div></div>","PeriodicalId":23277,"journal":{"name":"Transportation Research Part D-transport and Environment","volume":"154 ","pages":"Article 105256"},"PeriodicalIF":7.7,"publicationDate":"2026-02-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146135119","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}
Electric vehicles (EVs) play an important role in reducing carbon emissions for logistics companies. This study examines three types of government subsidy policies for EVs: (1) vehicle purchase subsidy (PS); (2) fleet electrification subsidy (FS); and (3) mileage subsidy (MS). For each subsidy policy, a bi-objective optimization model is proposed to minimize the fleet cost and carbon emissions. The model considers the en-route charging decisions of EVs and carbon emissions of internal combustion engine vehicles (ICEVs). This study reveals that among the three policies (i.e., PS, FS, and MS), the policy resulting in the largest number of EVs in the fleet can maximize social welfare only when the per-vehicle environmental impact of EV production is low; When the impact is high, the greatest social welfare could be achieved under the policy yielding the fewest EVs. Varying individual policies has divergent effects: increasing the PS or FS can enhance fleet electrification and reduce emissions, whereas increasing the MS may primarily boost the average EV mileage. Comparing the same total subsidy level and using the PS as a benchmark, both the FS and MS policies can enhance fleet electrification and reduce emissions, but their limitations differ: the MS policy’s environmental benefits may diminish at high subsidy levels, whereas the FS policy may raise the total fleet cost. Any of the three policies can achieve the lowest total fleet cost, highlighting the need to tailor subsidy choice to a specific objective.
{"title":"Impact of electric vehicle subsidies on a mixed urban delivery fleet","authors":"Yongling Gao , Yuan Qiao , Meng Xu , Yupeng Jiang , Taesu Cheong , Chi Xie","doi":"10.1016/j.trd.2026.105237","DOIUrl":"10.1016/j.trd.2026.105237","url":null,"abstract":"<div><div>Electric vehicles (EVs) play an important role in reducing carbon emissions for logistics companies. This study examines three types of government subsidy policies for EVs: (1) vehicle purchase subsidy (<em>PS</em>); (2) fleet electrification subsidy (<em>FS</em>); and (3) mileage subsidy (<em>MS</em>). For each subsidy policy, a bi-objective optimization model is proposed to minimize the fleet cost and carbon emissions. The model considers the en-route charging decisions of EVs and carbon emissions of internal combustion engine vehicles (ICEVs). This study reveals that among the three policies (i.e., <em>PS</em>, <em>FS</em>, and <em>MS</em>), the policy resulting in the largest number of EVs in the fleet can maximize social welfare only when the per-vehicle environmental impact of EV production is low; When the impact is high, the greatest social welfare could be achieved under the policy yielding the fewest EVs. Varying individual policies has divergent effects: increasing the <em>PS</em> or <em>FS</em> can enhance fleet electrification and reduce emissions, whereas increasing the <em>MS</em> may primarily boost the average EV mileage. Comparing the same total subsidy level and using the <em>PS</em> as a benchmark, both the <em>FS</em> and <em>MS</em> policies can enhance fleet electrification and reduce emissions, but their limitations differ: the <em>MS</em> policy’s environmental benefits may diminish at high subsidy levels, whereas the <em>FS</em> policy may raise the total fleet cost. Any of the three policies can achieve the lowest total fleet cost, highlighting the need to tailor subsidy choice to a specific objective.</div></div>","PeriodicalId":23277,"journal":{"name":"Transportation Research Part D-transport and Environment","volume":"154 ","pages":"Article 105237"},"PeriodicalIF":7.7,"publicationDate":"2026-02-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146135142","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}
Pub Date : 2026-02-04DOI: 10.1016/j.trd.2026.105252
Nora Svarstad Ytreberg , Guri Natalie Jordbakke
With the rapid growth of e-commerce and its negative externalities, an emerging literature examines the potential of nudging consumers towards more environmentally friendly delivery options. We contribute by analyzing a quasi-natural experiment of green labeling, investigating revealed preference data from 35,828 Norwegian customers over five weeks in 2024. A green label marks delivery slots that enable route optimization, thereby minimizing driving and related externalities. We exploit the quasi-random assignment of green labels, and a pricing randomized control trial, to estimate the label effect and the willingness to pay for green delivery using a multinomial logit model.
Results show that the probability of choosing a slot more than doubles when labeled as green. Moreover, we find a willingness to pay of €1 for green delivery, ultimately suggesting that consumers value green services and that green labeling is an effective tool for online retailers to minimize delivery costs.
{"title":"Love thy neighbor – reducing driving through green slot labels in e-commerce","authors":"Nora Svarstad Ytreberg , Guri Natalie Jordbakke","doi":"10.1016/j.trd.2026.105252","DOIUrl":"10.1016/j.trd.2026.105252","url":null,"abstract":"<div><div>With the rapid growth of e-commerce and its negative externalities, an emerging literature examines the potential of nudging consumers towards more environmentally friendly delivery options. We contribute by analyzing a quasi-natural experiment of green labeling, investigating revealed preference data from 35,828 Norwegian customers over five weeks in 2024. A green label marks delivery slots that enable route optimization, thereby minimizing driving and related externalities. We exploit the quasi-random assignment of green labels, and a pricing randomized control trial, to estimate the label effect and the willingness to pay for green delivery using a multinomial logit model.</div><div>Results show that the probability of choosing a slot more than doubles when labeled as green. Moreover, we find a willingness to pay of €1 for green delivery, ultimately suggesting that consumers value green services and that green labeling is an effective tool for online retailers to minimize delivery costs.</div></div>","PeriodicalId":23277,"journal":{"name":"Transportation Research Part D-transport and Environment","volume":"154 ","pages":"Article 105252"},"PeriodicalIF":7.7,"publicationDate":"2026-02-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146135151","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}
Pub Date : 2026-02-03DOI: 10.1016/j.trd.2026.105243
Qi Yang , Kai Huang , Moataz Mohamed
The decarbonization of medium- and heavy-duty vehicle (MHDV1) fleets has prompted growing interests in zero-emission and alternative fuel technologies. Despite increasing deployments, the operational suitability of these technologies varies significantly across applications. Using real-world vehicle operational data and representative drive cycles, this paper models and simulates four major powertrain types; battery electric (BEV), fuel cell electric (FCEV), compressed natural gas (CNG), and diesel across vehicle classes 2b to 8, within the Autonomie simulation framework. Energy consumption, CO2 emissions, and total cost of ownership (TCO) are examined based on simulation results. BEVs consistently demonstrate lower energy use and TCO, while FCEVs achieve meaningful emission reductions but remain limited by energy costs. A feasibility assessment, incorporating charging constraints and various operational profiles, highlights the practical challenges of BEV deployment in specific duty cycles. These results provide a quantitative basis to support technology selection and fleet transition planning under diverse operational scenarios.
{"title":"Feasibility assessment of zero-emission medium and heavy-duty vehicles in fleet operations","authors":"Qi Yang , Kai Huang , Moataz Mohamed","doi":"10.1016/j.trd.2026.105243","DOIUrl":"10.1016/j.trd.2026.105243","url":null,"abstract":"<div><div>The decarbonization of medium- and heavy-duty vehicle (MHDV<span><span><sup>1</sup></span></span>) fleets has prompted growing interests in zero-emission and alternative fuel technologies. Despite increasing deployments, the operational suitability of these technologies varies significantly across applications. Using real-world vehicle operational data and representative drive cycles, this paper models and simulates four major powertrain types; battery electric (BEV), fuel cell electric (FCEV), compressed natural gas (CNG), and diesel across vehicle classes 2b to 8, within the Autonomie simulation framework. Energy consumption, CO<sub>2</sub> emissions, and total cost of ownership (TCO) are examined based on simulation results. BEVs consistently demonstrate lower energy use and TCO, while FCEVs achieve meaningful emission reductions but remain limited by energy costs. A feasibility assessment, incorporating charging constraints and various operational profiles, highlights the practical challenges of BEV deployment in specific duty cycles. These results provide a quantitative basis to support technology selection and fleet transition planning under diverse operational scenarios.</div></div>","PeriodicalId":23277,"journal":{"name":"Transportation Research Part D-transport and Environment","volume":"154 ","pages":"Article 105243"},"PeriodicalIF":7.7,"publicationDate":"2026-02-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146110243","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}
Pub Date : 2026-02-03DOI: 10.1016/j.trd.2026.105240
Shao-Chao Ma , Ruoran Ma , Xing Yao , Ying Fan , Hongyu Pu , Bowen Xiao , Chenhao Dai
Charging infrastructure scarcity remains a major barrier to electric vehicle (EV) adoption, with global vehicle-to-charger ratios consistently falling short of policy targets. Private chargers, which are often underutilized, present significant sharing potential to relieve infrastructure shortages. This study explores private charger sharing (PCS) by quantifying Beijing EV owners’ willingness to pay (WTP) through a discrete choice experiment involving 1,209 respondents and by assessing its implications for grid operation. The findings show that WTP for shared chargers exceeds that for private ones across all time periods, with urban residents and private car owners demonstrating stronger preferences. Simulation results indicate that time-of-use pricing can reduce annual grid operating costs by ¥91.59 million by flattening load curves, improving peak-valley balance, and enhancing renewable energy integration. PCS, particularly when combined with smart scheduling and vehicle-to-grid functions, is regarded as a promising solution.
{"title":"Promoting private EV charger sharing: Willingness to pay and grid integration","authors":"Shao-Chao Ma , Ruoran Ma , Xing Yao , Ying Fan , Hongyu Pu , Bowen Xiao , Chenhao Dai","doi":"10.1016/j.trd.2026.105240","DOIUrl":"10.1016/j.trd.2026.105240","url":null,"abstract":"<div><div>Charging infrastructure scarcity remains a major barrier to electric vehicle (EV) adoption, with global vehicle-to-charger ratios consistently falling short of policy targets. Private chargers, which are often underutilized, present significant sharing potential to relieve infrastructure shortages. This study explores private charger sharing (PCS) by quantifying Beijing EV owners’ willingness to pay (WTP) through a discrete choice experiment involving 1,209 respondents and by assessing its implications for grid operation. The findings show that WTP for shared chargers exceeds that for private ones across all time periods, with urban residents and private car owners demonstrating stronger preferences. Simulation results indicate that time-of-use pricing can reduce annual grid operating costs by ¥91.59 million by flattening load curves, improving peak-valley balance, and enhancing renewable energy integration. PCS, particularly when combined with smart scheduling and vehicle-to-grid functions, is regarded as a promising solution.</div></div>","PeriodicalId":23277,"journal":{"name":"Transportation Research Part D-transport and Environment","volume":"154 ","pages":"Article 105240"},"PeriodicalIF":7.7,"publicationDate":"2026-02-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146110244","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}
Hydrogen-fuel-cell vehicles (HFCVs) can deliver near-zero life-cycle emissions with green hydrogen, yet urban uptake remains negligible. Most diffusion studies treat cities as static backdrops. To overcome this, we build a dynamic, spatially explicit agent-based model (SelfSim-HFCV), calibrated to Beijing (2018–2023) and simulating to 2035, which co-evolves demographics, land-use change, and vehicle markets. Under the baseline, almost no HFCVs emerge. Redirecting growth to the Tongzhou Subcenter barely alters HFCV uptake but reallocates charging-station density southeast rather than increasing totals. Introducing demographic heterogeneity boosts HFCV adoption and reveals profiles: owners are typically older, wealthier, and concentrated in child-free, retiree, multi-license households. Only synchronized purchase subsidies with hydrogen-refueling-station (HRS) rollout shift applications to HFCVs and deliver sustained emission reductions, while HRS alone has limited effect due to scaling delays. These findings highlight the importance of coordinating infrastructure timing, urban form, and social composition, suggesting a transferable framework for urban hydrogen transition assessment.
{"title":"The potential uptake and climate impacts of Hydrogen-Fuel-Cell vehicles in Beijing","authors":"Ying Zhang , Xingjun Huang , Junbei Liu , Chengxiang Zhuge","doi":"10.1016/j.trd.2026.105253","DOIUrl":"10.1016/j.trd.2026.105253","url":null,"abstract":"<div><div>Hydrogen-fuel-cell vehicles (HFCVs) can deliver near-zero life-cycle emissions with green hydrogen, yet urban uptake remains negligible. Most diffusion studies treat cities as static backdrops. To overcome this, we build a dynamic, spatially explicit agent-based model (SelfSim-HFCV), calibrated to Beijing (2018–2023) and simulating to 2035, which co-evolves demographics, land-use change, and vehicle markets. Under the baseline, almost no HFCVs emerge. Redirecting growth to the Tongzhou Subcenter barely alters HFCV uptake but reallocates charging-station density southeast rather than increasing totals. Introducing demographic heterogeneity boosts HFCV adoption and reveals profiles: owners are typically older, wealthier, and concentrated in child-free, retiree, multi-license households. Only synchronized purchase subsidies with hydrogen-refueling-station (HRS) rollout shift applications to HFCVs and deliver sustained emission reductions, while HRS alone has limited effect due to scaling delays. These findings highlight the importance of coordinating infrastructure timing, urban form, and social composition, suggesting a transferable framework for urban hydrogen transition assessment.</div></div>","PeriodicalId":23277,"journal":{"name":"Transportation Research Part D-transport and Environment","volume":"154 ","pages":"Article 105253"},"PeriodicalIF":7.7,"publicationDate":"2026-02-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146110845","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}
Pub Date : 2026-02-03DOI: 10.1016/j.trd.2026.105245
Donghwan Ki , Zhenhua Chen
A better understanding of walkability in minority neighborhoods requires close attention to route quality, which includes diverse streetscape features, but comprehensive large-scale assessment remains challenging. This study introduces a novel approach that integrates ChatGPT with Google Street View (GSV) to conduct scalable, fine-grained walkability evaluations in Los Angeles, California. For each GSV image, ChatGPT generates both numeric walkability scores and narrative descriptions of negative aspects. LDA topic modeling is used to uncover latent walkability topics in these narratives. Spatial analyses of both outputs reveal that minority neighborhoods consistently exhibit lower walkability scores and face disproportionate challenges, such as unkempt streetscapes. Validation against human ratings and computer vision models is conducted to assess the reliability of ChatGPT-based evaluations. The findings demonstrate that ChatGPT can capture nuanced microscale features and social cues beyond the capabilities of existing off-the-shelf computer vision methods. This approach provides a context-rich, scalable tool for targeted and equity-focused interventions in minority neighborhoods.
{"title":"From images to insights: ChatGPT and Google Street View for walkability assessments","authors":"Donghwan Ki , Zhenhua Chen","doi":"10.1016/j.trd.2026.105245","DOIUrl":"10.1016/j.trd.2026.105245","url":null,"abstract":"<div><div>A better understanding of walkability in minority neighborhoods requires close attention to <em>route quality</em>, which includes diverse streetscape features, but comprehensive large-scale assessment remains challenging. This study introduces a novel approach that integrates ChatGPT with Google Street View (GSV) to conduct scalable, fine-grained walkability evaluations in Los Angeles, California. For each GSV image, ChatGPT generates both numeric walkability scores and narrative descriptions of negative aspects. LDA topic modeling is used to uncover latent walkability topics in these narratives. Spatial analyses of both outputs reveal that minority neighborhoods consistently exhibit lower walkability scores and face disproportionate challenges, such as unkempt streetscapes. Validation against human ratings and computer vision models is conducted to assess the reliability of ChatGPT-based evaluations. The findings demonstrate that ChatGPT can capture nuanced microscale features and social cues beyond the capabilities of existing off-the-shelf computer vision methods. This approach provides a context-rich, scalable tool for targeted and equity-focused interventions in minority neighborhoods.</div></div>","PeriodicalId":23277,"journal":{"name":"Transportation Research Part D-transport and Environment","volume":"154 ","pages":"Article 105245"},"PeriodicalIF":7.7,"publicationDate":"2026-02-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146110846","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}
Pub Date : 2026-02-02DOI: 10.1016/j.trd.2026.105254
Huazhi Yuan , Tao Dong , Tengwang Ge , Qian Chen , Chaohui Wang
To reduce the emission of asphalt fumes from asphalt pavements, an asphalt emission reduction modifier (TAP) and its modified asphalt were prepared. Its high and low-temperature rheological properties and medium-temperature fatigue resistance were analyzed and evaluated. The influence of different TAP dosages on the emission reduction efficacy of asphalt pollutants was explored. The long-term emission reduction efficacy of long-lasting emission reduction modified asphalt was verified. The emission reduction efficacy of TAP on asphalt VOCs was verified by HS-GC–MS test. This lays a solid foundation for further popularizing low-carbon asphalt in the transportation infrastructure field. The results show that TAP can effectively improve the high-temperature deformation resistance, low-temperature crack resistance, and fatigue resistance of asphalt. Long-lasting emission reduction modified asphalt with different TAP dosages all show significant emission reduction efficacy. Among them, when the TAP content is 20%, the emission reduction rates of gaseous and solid pollutants during the construction period both exceed 55%, and those during the operation period both exceed 45%. The long-term emission reduction efficacy of long-lasting emission reduction modified asphalt is remarkable. The coefficients of variation of the emission reduction rates of gaseous and solid pollutants in asphalt fume before and after long-term aging are both less than 4%.
{"title":"Long-lasting emission reduction modified asphalt: preparation, pavement performances and emission reduction efficacy","authors":"Huazhi Yuan , Tao Dong , Tengwang Ge , Qian Chen , Chaohui Wang","doi":"10.1016/j.trd.2026.105254","DOIUrl":"10.1016/j.trd.2026.105254","url":null,"abstract":"<div><div>To reduce the emission of asphalt fumes from asphalt pavements, an asphalt emission reduction modifier (TAP) and its modified asphalt were prepared. Its high and low-temperature rheological properties and medium-temperature fatigue resistance were analyzed and evaluated. The influence of different TAP dosages on the emission reduction efficacy of asphalt pollutants was explored. The long-term emission reduction efficacy of long-lasting emission reduction modified asphalt was verified. The emission reduction efficacy of TAP on asphalt VOCs was verified by HS-GC–MS test. This lays a solid foundation for further popularizing low-carbon asphalt in the transportation infrastructure field. The results show that TAP can effectively improve the high-temperature deformation resistance, low-temperature crack resistance, and fatigue resistance of asphalt. Long-lasting emission reduction modified asphalt with different TAP dosages all show significant emission reduction efficacy. Among them, when the TAP content is 20%, the emission reduction rates of gaseous and solid pollutants during the construction period both exceed 55%, and those during the operation period both exceed 45%. The long-term emission reduction efficacy of long-lasting emission reduction modified asphalt is remarkable. The coefficients of variation of the emission reduction rates of gaseous and solid pollutants in asphalt fume before and after long-term aging are both less than 4%.</div></div>","PeriodicalId":23277,"journal":{"name":"Transportation Research Part D-transport and Environment","volume":"154 ","pages":"Article 105254"},"PeriodicalIF":7.7,"publicationDate":"2026-02-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146110262","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}
Pub Date : 2026-02-01DOI: 10.1016/j.trd.2026.105250
Itay Dabush, Chen Cohen
Battery electric vehicles (BEVs) are central to transport decarbonization, yet the fiscal and environmental efficiency of government subsidies remains uncertain, particularly when they share the market with plug-in hybrid electric vehicles (PHEVs). This study develops an agent-based model with evolutionary dynamics to examine how PHEVs influence market equilibrium behavioral adaptation and policy effectiveness within different fiscal frameworks. Two subsidy structures, a five-year unlimited budget and a ten-year gradually declining one, are simulated to explore how policy design shapes consumer and investor decisions. PHEVs may act as transitional technologies that support BEV diffusion or as competing alternatives that slow full electrification. At low subsidy levels, emissions remain about 23% higher than in a BEV-only market. Well calibrated fiscal support, however, may reverse this effect, achieving up to a 28% improvement in emission reduction. Predictable front-loaded policy design strengthens environmental performance and fiscal stability, guiding future policy decisions.
{"title":"Hybrids in the middle: PHEVs as bridge or lock-in to policy balance","authors":"Itay Dabush, Chen Cohen","doi":"10.1016/j.trd.2026.105250","DOIUrl":"10.1016/j.trd.2026.105250","url":null,"abstract":"<div><div>Battery electric vehicles (BEVs) are central to transport decarbonization, yet the fiscal and environmental efficiency of government subsidies remains uncertain, particularly when they share the market with plug-in hybrid electric vehicles (PHEVs). This study develops an agent-based model with evolutionary dynamics to examine how PHEVs influence market equilibrium behavioral adaptation and policy effectiveness within different fiscal frameworks. Two subsidy structures, a five-year unlimited budget and a ten-year gradually declining one, are simulated to explore how policy design shapes consumer and investor decisions. PHEVs may act as transitional technologies that support BEV diffusion or as competing alternatives that slow full electrification. At low subsidy levels, emissions remain about 23% higher than in a BEV-only market. Well calibrated fiscal support, however, may reverse this effect, achieving up to a 28% improvement in emission reduction. Predictable front-loaded policy design strengthens environmental performance and fiscal stability, guiding future policy decisions.</div></div>","PeriodicalId":23277,"journal":{"name":"Transportation Research Part D-transport and Environment","volume":"154 ","pages":"Article 105250"},"PeriodicalIF":7.7,"publicationDate":"2026-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146110265","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}
This study explores how perceived streetscape quality and bike lane types—striped and protected—are associated with urban cycling behavior. Using computer vision technology to analyze street view images from Berlin, Germany, we assessed visual safety scores and their association with cycling trips. Our findings reveal that both perceived safety and bike lanes significantly enhance cycling activity; however, the interplay between the two varies by the type of bike lanes. Striped bike lanes are more effective than protected bike lanes on streets perceived as safe, while protected bike lanes provide greater benefits in visually unsafe areas compared to striped bike lanes. These results imply that by enhancing the visual appeal and safety of streetscapes alongside bike lane installations, cities can promote active transportation, fostering more sustainable, healthy, and vibrant urban environments.
{"title":"Perceived streetscape quality and bike lane effectiveness: a computer vision approach","authors":"Uijeong Hwang , Patricia L. Mokhtarian , Bon Woo Koo , Subhrajit Guhathakurta","doi":"10.1016/j.trd.2026.105248","DOIUrl":"10.1016/j.trd.2026.105248","url":null,"abstract":"<div><div>This study explores how perceived streetscape quality and bike lane types—striped and protected—are associated with urban cycling behavior. Using computer vision technology to analyze street view images from Berlin, Germany, we assessed visual safety scores and their association with cycling trips. Our findings reveal that both perceived safety and bike lanes significantly enhance cycling activity; however, the interplay between the two varies by the type of bike lanes. Striped bike lanes are more effective than protected bike lanes on streets perceived as safe, while protected bike lanes provide greater benefits in visually unsafe areas compared to striped bike lanes. These results imply that by enhancing the visual appeal and safety of streetscapes alongside bike lane installations, cities can promote active transportation, fostering more sustainable, healthy, and vibrant urban environments.</div></div>","PeriodicalId":23277,"journal":{"name":"Transportation Research Part D-transport and Environment","volume":"154 ","pages":"Article 105248"},"PeriodicalIF":7.7,"publicationDate":"2026-01-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146070872","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}
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