Pub Date : 2026-02-03DOI: 10.1016/j.tra.2026.104896
Lassi Ahlvik, Anna Sahari
{"title":"Can health information promote active transport?","authors":"Lassi Ahlvik, Anna Sahari","doi":"10.1016/j.tra.2026.104896","DOIUrl":"https://doi.org/10.1016/j.tra.2026.104896","url":null,"abstract":"","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"1 1","pages":""},"PeriodicalIF":6.4,"publicationDate":"2026-02-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146110245","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.tra.2026.104891
Yuanyuan Wu, Han Yu, Zhang Yan, Hong Xu
{"title":"Dissociating ethical dilemma preferences and actions in autonomous driving by survey and driving experiment","authors":"Yuanyuan Wu, Han Yu, Zhang Yan, Hong Xu","doi":"10.1016/j.tra.2026.104891","DOIUrl":"https://doi.org/10.1016/j.tra.2026.104891","url":null,"abstract":"","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"294 1","pages":""},"PeriodicalIF":6.4,"publicationDate":"2026-02-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146110851","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.tra.2026.104892
Milad Mehdizadeh, Jillian Anable
The current study aims to understand the dynamics between the importance people place on different car characteristics when purchasing a car (labelled as car-related attitudes in this study) and their car consumption (car use and the number of cars owned) over time. Using data from the UK Household Longitudinal Study (UKHLS), we conceptualize bidirectional effects between car-related attitudes, the number of cars owned, and car use among those who access at least a car in their households and test how and which element comes first in impacting the other elements over time. Employing a two-wave cross-lagged panel model with a two-year lag on a large-scale sample (n = 17,198), and considering covariates, the results reveal existence of bidirectional but asymmetric effects between these three elements. Interestingly, the number of cars has the greatest effect on the two other elements. Car consumption influences car-related attitudes larger than the reverse effect. In particular, over time, a higher number of cars and higher levels of car use more strongly affect declines in the weight individuals place on environmental considerations when purchasing a car (e.g., engine size, CO2 emissions, or electric propulsion). This effect is larger than that of environmental considerations on shedding cars or reducing car use.
{"title":"Dynamics of car consumption and attitudes towards car characteristics: Insights from a large-scale panel model in the United Kingdom","authors":"Milad Mehdizadeh, Jillian Anable","doi":"10.1016/j.tra.2026.104892","DOIUrl":"10.1016/j.tra.2026.104892","url":null,"abstract":"<div><div>The current study aims to understand the dynamics between the importance people place on different car characteristics when purchasing a car (labelled as <em>car-related attitudes</em> in this study) and their car consumption (car use and the number of cars owned) over time. Using data from the UK Household Longitudinal Study (UKHLS), we conceptualize bidirectional effects between car-related attitudes, the number of cars owned, and car use among those who access at least a car in their households and test how and which element comes first in impacting the other elements over time. Employing a two-wave cross-lagged panel model with a two-year lag on a large-scale sample (n = 17,198), and considering covariates, the results reveal existence of bidirectional but asymmetric effects between these three elements. Interestingly, the number of cars has the greatest effect on the two other elements. Car consumption influences car-related attitudes larger than the reverse effect. In particular, over time, a higher number of cars and higher levels of car use more strongly affect declines in the weight individuals place on environmental considerations when purchasing a car (e.g., engine size, CO<sub>2</sub> emissions, or electric propulsion). This effect is larger than that of environmental considerations on shedding cars or reducing car use.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"206 ","pages":"Article 104892"},"PeriodicalIF":6.8,"publicationDate":"2026-02-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146096090","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.tra.2026.104897
Qiyang Liu, Jiahang Liu, Shixiong Jiang
{"title":"Every step I take: How diverse travel purposes shape social exclusion","authors":"Qiyang Liu, Jiahang Liu, Shixiong Jiang","doi":"10.1016/j.tra.2026.104897","DOIUrl":"https://doi.org/10.1016/j.tra.2026.104897","url":null,"abstract":"","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"41 1","pages":""},"PeriodicalIF":6.4,"publicationDate":"2026-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146110852","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 : 2026-01-31DOI: 10.1016/j.tra.2026.104889
David A. Hensher, John D. Nelson, Camila Balbontin, Chinh Ho, Edward Wei, Corinne Mulley, Thiranjaya Kandanaarachchi
{"title":"Establishing evidence of initiatives undertaken by non-mobility service providers that are aligned with sustainable travel behaviour change as a next generation focus of MaaS as MaaF","authors":"David A. Hensher, John D. Nelson, Camila Balbontin, Chinh Ho, Edward Wei, Corinne Mulley, Thiranjaya Kandanaarachchi","doi":"10.1016/j.tra.2026.104889","DOIUrl":"https://doi.org/10.1016/j.tra.2026.104889","url":null,"abstract":"","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"66 1","pages":""},"PeriodicalIF":6.4,"publicationDate":"2026-01-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146095875","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}
Trust in autonomous vehicles (AVs) plays a critical role in shaping public policy and fostering their public acceptance. As AV technology advances, measuring trust becomes increasingly important for informing government strategies. Trials currently undertaken in North America, Europe and Asia highlight the need for urban planning and transport policy departments to actively enhance public trust in AVs. This study applies prototype analysis, a technique widely used in psychology, though yet to become part of the standard toolkit in transport research, to investigate the features of trust in AVs. Prototype analysis is a novel ground-up methodology to investigate the cognitive structure of an abstract concept, here, trust in AVs. Rather than transferring human–human trust measures to trust in AVs, this study elicits context-specific constructs that may inform scale development processes through a series of five studies undertaken in Australia: feature generation, ranking/rating, best-worst, reaction time, and vignette analysis. A key outcome is a set of policy recommendations for how government departments can implement practices that can build trust in this future technology, ensuring public confidence keeps pace with technological advancements in autonomous transport.
{"title":"A prototype analysis of trust in autonomous vehicles (AVs)","authors":"Sandra Kiffin-Petersen, Sharon Purchase, Brett Smith, Doina Olaru","doi":"10.1016/j.tra.2026.104886","DOIUrl":"10.1016/j.tra.2026.104886","url":null,"abstract":"<div><div>Trust in autonomous vehicles (AVs) plays a critical role in shaping public policy and fostering their public acceptance. As AV technology advances, measuring trust becomes increasingly important for informing government strategies. Trials currently undertaken in North America, Europe and Asia highlight the need for urban planning and transport policy departments to actively enhance public trust in AVs. This study applies prototype analysis, a technique widely used in psychology, though yet to become part of the standard toolkit in transport research, to investigate the features of trust in AVs. Prototype analysis is a novel ground-up methodology to investigate the cognitive structure of an abstract concept, here, trust in AVs. Rather than transferring human–human trust measures to trust in AVs, this study elicits context-specific constructs that may inform scale development processes through a series of five studies undertaken in Australia: feature generation, ranking/rating, best-worst, reaction time, and vignette analysis. A key outcome is a set of policy recommendations for how government departments can implement practices that can build trust in this future technology, ensuring public confidence keeps pace with technological advancements in autonomous transport.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"205 ","pages":"Article 104886"},"PeriodicalIF":6.8,"publicationDate":"2026-01-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146078615","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 : 2026-01-30DOI: 10.1016/j.tra.2026.104887
Huiyu Zhou , Yanping Wang , Thomas Hancock , Charisma Choudhury , David Palma Araneda , MingHui Hou , Yacan Wang
There is considerable heterogeneity in the travel behavior of subway passengers. The growing availability of large-scale smart card data offers the valuable opportunity to observe the major share of the passengers over a long period of time to uncover this heterogeneity in travel behavior and devise targeted policies for peak spreading. This study analyzes 7.92 million trip records from Beijing’s subway system—spanning 24 lines and 331 stations—to identify distinct passenger groups based on travel frequency, temporal patterns, and spatial characteristics. Four distinct passenger clusters are identified, and class-specific mode choice models (between subway and bus) are estimated to derive each group’s value of travel time (VOT) and value of travel time reliability (VOR). Results indicate that commuters who take the subway frequently have a higher willingness to pay to improve trip reliability. This indicates that measures like low fare incentives may not be effective in changing the travel behavior of this group, while they are the main target group for alleviating the subway congestion during peak-hours. Therefore, targeted incentives based on the travel characteristics and transport preferences of different passengers could better improve the effectiveness of subway congestion management.
{"title":"Modelling the heterogeneity in preferences of subway passengers utilizing smart card data from Beijing","authors":"Huiyu Zhou , Yanping Wang , Thomas Hancock , Charisma Choudhury , David Palma Araneda , MingHui Hou , Yacan Wang","doi":"10.1016/j.tra.2026.104887","DOIUrl":"10.1016/j.tra.2026.104887","url":null,"abstract":"<div><div>There is considerable heterogeneity in the travel behavior of subway passengers. The growing availability of large-scale smart card data offers the valuable opportunity to observe the major share of the passengers over a long period of time to uncover this heterogeneity in travel behavior and devise targeted policies for peak spreading. This study analyzes 7.92 million trip records from Beijing’s subway system—spanning 24 lines and 331 stations—to identify distinct passenger groups based on travel frequency, temporal patterns, and spatial characteristics. Four distinct passenger clusters are identified, and class-specific mode choice models (between subway and bus) are estimated to derive each group’s value of travel time (VOT) and value of travel time reliability (VOR). Results indicate that commuters who take the subway frequently have a higher willingness to pay to improve trip reliability. This indicates that measures like low fare incentives may not be effective in changing the travel behavior of this group, while they are the main target group for alleviating the subway congestion during peak-hours. Therefore, targeted incentives based on the travel characteristics and transport preferences of different passengers could better improve the effectiveness of subway congestion management.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"205 ","pages":"Article 104887"},"PeriodicalIF":6.8,"publicationDate":"2026-01-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146078614","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 : 2026-01-29DOI: 10.1016/j.tra.2026.104888
Kaili Wang , Khandker Nurul Habib
This paper investigates the day-to-day variability in the trade-offs between online activities (telecommuting and e-shopping) and out-of-home travel behaviours using a seven-day travel diaries dataset collected in the Greater Toronto and Hamilton Area, Canada. This investigation is particularly relevant, given the shifts towards telecommuting and the influence of Information and communication technology (ICT) on daily life. The analysis of variance results confirmed that day-to-day intrapersonal variability dominates the total variability in the number of trips, travel time expenditure, and distance travelled during a week. The Box-Cox regression results show that regular commuters are associated with more stable trip rates. Adopting telecommuting and online cooked meal delivery (CMD) are correlated with increased trip rate variability. However, frequent CMD users and workers with hybrid workplace arrangements are correlated with consistent travel distances during the weekdays. This study’s findings warrant a multi-day approach to evaluate ICT-related impact on travel demand.
{"title":"The new rhythm of travel: an empirical investigation of intrapersonal day-to-day variability in the era of tele-activities","authors":"Kaili Wang , Khandker Nurul Habib","doi":"10.1016/j.tra.2026.104888","DOIUrl":"10.1016/j.tra.2026.104888","url":null,"abstract":"<div><div>This paper investigates the day-to-day variability in the trade-offs between online activities (telecommuting and e-shopping) and out-of-home travel behaviours using a seven-day travel diaries dataset collected in the Greater Toronto and Hamilton Area, Canada. This investigation is particularly relevant, given the shifts towards telecommuting and the influence of Information and communication technology (ICT) on daily life. The analysis of variance results confirmed that day-to-day intrapersonal variability dominates the total variability in the number of trips, travel time expenditure, and distance travelled during a week. The Box-Cox regression results show that regular commuters are associated with more stable trip rates. Adopting telecommuting and online cooked meal delivery (CMD) are correlated with increased trip rate variability. However, frequent CMD users and workers with hybrid workplace arrangements are correlated with consistent travel distances during the weekdays. This study’s findings warrant a multi-day approach to evaluate ICT-related impact on travel demand.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"205 ","pages":"Article 104888"},"PeriodicalIF":6.8,"publicationDate":"2026-01-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146072504","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 : 2026-01-25DOI: 10.1016/j.tra.2026.104885
Qiyuan Zhang , Victoria Marcinkiewicz , Louise Bowen , Theodor Kozlowski , Tatsuhiko Inatani , Yoshiyuki Ueda , Hirofumi Katsuno , Minoru Asada , Phillip L. Morgan
Many countries are on the verge of introducing highly autonomous vehicles (AVs) into current traffic networks dominated by human-driven vehicles. The complex and dynamic nature of road traffic situations requires AVs to exhibit human-like, discretionary behaviours that may fall outside the scope of formal Rules of the Road (e.g., straddling solid lines to let an emergency-services vehicle pass). It is important to understand public attitudes towards these behaviours especially when they may lead to negative outcomes. The current paper presents three experiments in which participants’ judgements of blame and trust were probed after being presented with traffic scenarios where AVs or human drivers chose to perform (Experiment 1 & 2) or not perform (Experiment 3) legal or illegal discretionary actions (DAs) to avoid a danger or optimize traffic flow, with various consequences. The results reveal that AVs were blamed more and trusted less than human drivers for performing the same illegal DAs. But with legal DAs, this difference was contingent on the acuteness of traffic situations, hinting toward a shift of judgemental focus from the justifiability of an action to the quality of their execution. Additionally, witnessing AVs performing (or not performing) DAs could potentially improve or worsen their general acceptance depending on the outcomes of the DAs. Our findings paint a promising picture of allowing adaptive behaviours of AVs yet highlight the need to establish formal protocols for designing, regulating, and appraising DAs of AVs as well as the necessity of improving the transparency of their decision-making processes for users.
{"title":"Should AI be allowed to break the law? Public acceptance and tolerance of discretionary actions performed by autonomous vehicles in response to situations varying by degree of acuteness","authors":"Qiyuan Zhang , Victoria Marcinkiewicz , Louise Bowen , Theodor Kozlowski , Tatsuhiko Inatani , Yoshiyuki Ueda , Hirofumi Katsuno , Minoru Asada , Phillip L. Morgan","doi":"10.1016/j.tra.2026.104885","DOIUrl":"10.1016/j.tra.2026.104885","url":null,"abstract":"<div><div>Many countries are on the verge of introducing highly autonomous vehicles (AVs) into current traffic networks dominated by human-driven vehicles. The complex and dynamic nature of road traffic situations requires AVs to exhibit human-like, discretionary behaviours that may fall outside the scope of formal Rules of the Road (e.g., straddling solid lines to let an emergency-services vehicle pass). It is important to understand public attitudes towards these behaviours especially when they may lead to negative outcomes. The current paper presents three experiments in which participants’ judgements of blame and trust were probed after being presented with traffic scenarios where AVs or human drivers chose to perform (Experiment 1 & 2) or not perform (Experiment 3) legal or illegal discretionary actions (DAs) to avoid a danger or optimize traffic flow, with various consequences. The results reveal that AVs were blamed more and trusted less than human drivers for performing the same illegal DAs. But with legal DAs, this difference was contingent on the acuteness of traffic situations, hinting toward a shift of judgemental focus from the justifiability of an action to the quality of their execution. Additionally, witnessing AVs performing (or not performing) DAs could potentially improve or worsen their general acceptance depending on the outcomes of the DAs. Our findings paint a promising picture of allowing adaptive behaviours of AVs yet highlight the need to establish formal protocols for designing, regulating, and appraising DAs of AVs as well as the necessity of improving the transparency of their decision-making processes for users.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"205 ","pages":"Article 104885"},"PeriodicalIF":6.8,"publicationDate":"2026-01-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146048441","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 : 2026-01-22DOI: 10.1016/j.tra.2026.104879
Yuxin Wang , Yizheng Wu , Lewen Wang , Leqi Zhang , Guohua Song , Lei Yu
Micromobility, comprising small, lightweight vehicles, has gained popularity globally as a sustainable solution for achieving climate neutrality in metropolitan areas. While micromobility offers environmental benefits such as energy savings and emission reductions, interactions between micromobility vehicles (MMVs) and motor vehicles (MVs) can disrupt regular traffic flow and undermine these efforts. Given the dominance of regular bicycles (RBs) and electric bicycles (EBs) in China, this study focuses on these two modes as representatives for MMVs and proposes an improved heterogeneous flow simulation model to analyze the impact of MMV behaviors on MV operating dynamics. Observed MMVs behaviors (e.g., invasion and spilling) are modeled and defined as distinct lateral and longitudinal movement rules for RBs and EBs due to their different movement characteristics. A vehicle-specific-power-based (VSP-based) model with localized emission parameters is applied for accurate tailpipe emissions estimation, contrasting with traditional regression model. Field data from Beijing, China were collected for model calibration and validation, achieving an average deviation in simulated vehicle speeds of 4.70%. Results indicate that MMV interactions contribute up to 6.26% and 17.16% increases in NOx and CO emissions, respectively. Additionally, the adoption of EB reduces CO2 and HC emissions by 18.22% and 8.48%, respectively, compared to the RB-only scenario. This study further discusses the applicability and effects of various micromobility policies, including travel demand management, installing dedicated lanes, increasing e-powered penetration, and traffic calming. Adapting micromobility policies according to MV and MMV densities is crucial to preventing disproportionate emissions reduction efforts. The proposed model enhances the understanding of potential negative effect of micromobility on decarbonization objectives and serves as an effective tool for policymakers to assess and promote the effectiveness of micromobility policies.
{"title":"Does micromobility always contribute to traffic emission reduction? Modeling vehicle interactions in heterogeneous traffic flows","authors":"Yuxin Wang , Yizheng Wu , Lewen Wang , Leqi Zhang , Guohua Song , Lei Yu","doi":"10.1016/j.tra.2026.104879","DOIUrl":"10.1016/j.tra.2026.104879","url":null,"abstract":"<div><div>Micromobility, comprising small, lightweight vehicles, has gained popularity globally as a sustainable solution for achieving climate neutrality in metropolitan areas. While micromobility offers environmental benefits such as energy savings and emission reductions, interactions between micromobility vehicles (MMVs) and motor vehicles (MVs) can disrupt regular traffic flow and undermine these efforts. Given the dominance of regular bicycles (RBs) and electric bicycles (EBs) in China, this study focuses on these two modes as representatives for MMVs and proposes an improved heterogeneous flow simulation model to analyze the impact of MMV behaviors on MV operating dynamics. Observed MMVs behaviors (e.g., invasion and spilling) are modeled and defined as distinct lateral and longitudinal movement rules for RBs and EBs due to their different movement characteristics. A vehicle-specific-power-based (VSP-based) model with localized emission parameters is applied for accurate tailpipe emissions estimation, contrasting with traditional regression model. Field data from Beijing, China were collected for model calibration and validation, achieving an average deviation in simulated vehicle speeds of 4.70%. Results indicate that MMV interactions contribute up to 6.26% and 17.16% increases in NO<sub>x</sub> and CO emissions, respectively. Additionally, the adoption of EB reduces CO<sub>2</sub> and HC emissions by 18.22% and 8.48%, respectively, compared to the RB-only scenario. This study further discusses the applicability and effects of various micromobility policies, including travel demand management, installing dedicated lanes, increasing e-powered penetration, and traffic calming. Adapting micromobility policies according to MV and MMV densities is crucial to preventing disproportionate emissions reduction efforts. The proposed model enhances the understanding of potential negative effect of micromobility on decarbonization objectives and serves as an effective tool for policymakers to assess and promote the effectiveness of micromobility policies.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"205 ","pages":"Article 104879"},"PeriodicalIF":6.8,"publicationDate":"2026-01-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146033375","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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