{"title":"Corrigendum to “Understanding factors influencing ride-splitting adoption in Beijing: A comparative analysis with solo ride-hailing” [Transp. Res. Part A: Policy Pract. 200 (2025) 104625]","authors":"Danyue Zhi, Ying Lv, Huijun Sun, Xiaoyan Feng, Weize Song, Alejandro Tirachini, Constantinos Antoniou","doi":"10.1016/j.tra.2026.104893","DOIUrl":"https://doi.org/10.1016/j.tra.2026.104893","url":null,"abstract":"","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"32 1","pages":""},"PeriodicalIF":6.4,"publicationDate":"2026-02-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146135153","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.tra.2026.104895
Raúl Ramos , Hugo E. Silva
This paper examines the rationale for public transport subsidies when revenues are raised through distortionary taxation, captured by the Marginal Cost of Public Funds (MCF). While first-best arguments such as scale economies and the Mohring effect justify subsidies, their relevance in second-best settings depends on the fiscal cost of raising funds. We compare general and partial equilibrium approaches, highlighting their advantages and limitations in incorporating key efficiency arguments, externalities, and labor market effects. Building on this, we develop a unified analytical framework that derives second-best pricing rules for public transport and assesses the welfare implications of subsidies under different conditions of scale economies, congestion, and labor taxation. Our framework clarifies when subsidies increase welfare and when the fiscal cost of financing them outweighs efficiency gains, providing both theoretical insights and policy-relevant guidance.
{"title":"Public transport subsidies and the marginal cost of public funds: An interpretative review","authors":"Raúl Ramos , Hugo E. Silva","doi":"10.1016/j.tra.2026.104895","DOIUrl":"10.1016/j.tra.2026.104895","url":null,"abstract":"<div><div>This paper examines the rationale for public transport subsidies when revenues are raised through distortionary taxation, captured by the Marginal Cost of Public Funds (MCF). While first-best arguments such as scale economies and the Mohring effect justify subsidies, their relevance in second-best settings depends on the fiscal cost of raising funds. We compare general and partial equilibrium approaches, highlighting their advantages and limitations in incorporating key efficiency arguments, externalities, and labor market effects. Building on this, we develop a unified analytical framework that derives second-best pricing rules for public transport and assesses the welfare implications of subsidies under different conditions of scale economies, congestion, and labor taxation. Our framework clarifies when subsidies increase welfare and when the fiscal cost of financing them outweighs efficiency gains, providing both theoretical insights and policy-relevant guidance.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"206 ","pages":"Article 104895"},"PeriodicalIF":6.8,"publicationDate":"2026-02-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146135148","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.tra.2026.104896
Lassi Ahlvik , Anna Sahari
Informing individuals about the health effects of their transport choices offers a promising strategy to increase active transport. However, only a few empirical studies use randomized experimental designs and observed transport behavior, which are necessary to reliably assess the effectiveness of information provision in real-world choice contexts. We conduct a randomized field experiment in the Pirkanmaa region of Finland to examine whether health information can influence transport choices and reduce externalities from driving. The treatment is implemented through a smartphone application that automatically tracks users’ daily transport choices and provides personalized feedback on the health impacts of walking and cycling. We find that the treatment group received and internalized the information, but we do not find a statistically significant effect on their active travel behavior. There is some evidence that the treatment group moderately reduces their transport-related carbon footprint on the weekends. Our results indicate that information-based nudges in transport may be insufficient to attain meaningful changes to transport behavior. However, mobile phone applications with a tracking feature can be scaled up at very low cost, potentially providing other benefits such as data for researchers or urban planners and valuable information to users.
{"title":"Can health information promote active transport?","authors":"Lassi Ahlvik , Anna Sahari","doi":"10.1016/j.tra.2026.104896","DOIUrl":"10.1016/j.tra.2026.104896","url":null,"abstract":"<div><div>Informing individuals about the health effects of their transport choices offers a promising strategy to increase active transport. However, only a few empirical studies use randomized experimental designs and observed transport behavior, which are necessary to reliably assess the effectiveness of information provision in real-world choice contexts. We conduct a randomized field experiment in the Pirkanmaa region of Finland to examine whether health information can influence transport choices and reduce externalities from driving. The treatment is implemented through a smartphone application that automatically tracks users’ daily transport choices and provides personalized feedback on the health impacts of walking and cycling. We find that the treatment group received and internalized the information, but we do not find a statistically significant effect on their active travel behavior. There is some evidence that the treatment group moderately reduces their transport-related carbon footprint on the weekends. Our results indicate that information-based nudges in transport may be insufficient to attain meaningful changes to transport behavior. However, mobile phone applications with a tracking feature can be scaled up at very low cost, potentially providing other benefits such as data for researchers or urban planners and valuable information to users.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"206 ","pages":"Article 104896"},"PeriodicalIF":6.8,"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
Previous research has revealed the general preferences in ethical dilemmas for autonomous driving. However, people’s legal preference compared to ethical preferences has not been fully understood. In the current study, we aim to reveal the role of legality in ethical preferences for people’s decision and action when facing ethical dilemmas in three steps: data mining, in-person survey and interview, and lab experiment. We first mined the moral machine experiment (MME, Awad et al, 2018) dataset to find the important features and relative importance of legality in people’s decisions facing ethical dilemmas. To find out whether people share the same preference as MME and reveal the reasons of their preferences, we then interviewed 32 participants and found that they valued legal preference as an important factor for ethical preferences in the second step. The question still remains whether people act on their legal or ethical preferences when driving? In the third step, we simulated these ethical dilemmas while driving on autonomous mode in a driving simulator, and examined the bevavioural responses of the participating drivers (n = 62). Interestingly, we found that drivers acted on their ethical preferences (sparing children vs. senior passengers) instead of legal preference (sparing senior following traffic rules vs. children violating traffic rules). We argue that the legal preference requires reasoning and memory of the traffic rules which may take longer time to process, whereas the ethical preference is perceptual, or intuitive, and processed faster for action to take place in emergencies. Our findings shed light on the underlying dual-system processes (rational reasoning and intuition) in ethical dilemmas for autonomous driving and responses in emergency.
之前的研究已经揭示了人们在道德困境中对自动驾驶的普遍偏好。然而，人们的法律偏好与道德偏好的对比还没有得到充分的理解。在本研究中，我们旨在通过数据挖掘、面对面调查和访谈、实验室实验三个步骤揭示合法性在人们面临伦理困境时的决策和行动的伦理偏好中的作用。我们首先挖掘了道德机器实验（MME, Awad et al, 2018）数据集，以发现合法性在人们面临道德困境的决策中的重要特征和相对重要性。为了了解人们是否与MME有相同的偏好，并揭示其偏好的原因，我们随后采访了32名参与者，发现他们在第二步中将法律偏好视为道德偏好的重要因素。问题仍然存在，人们在开车时是按照自己的法律偏好还是道德偏好行事？在第三步中，我们在驾驶模拟器中模拟了自动驾驶模式下的这些道德困境，并检查了参与驾驶员（n = 62）的行为反应。有趣的是，我们发现司机的行为是基于他们的道德偏好（对儿童和老年乘客的宽容）而不是法律偏好（对遵守交通规则的老人和违反交通规则的儿童的宽容）。我们认为，法律偏好需要对交通规则的推理和记忆，这可能需要更长的时间来处理，而道德偏好是感性的，或直觉的，在紧急情况下采取行动的处理速度更快。我们的研究结果揭示了自动驾驶伦理困境和紧急情况反应中潜在的双系统过程（理性推理和直觉）。
{"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":"10.1016/j.tra.2026.104891","url":null,"abstract":"<div><div>Previous research has revealed the general preferences in ethical dilemmas for autonomous driving. However, people’s legal preference compared to ethical preferences has not been fully understood. In the current study, we aim to reveal the role of legality in ethical preferences for people’s decision and action when facing ethical dilemmas in three steps: data mining, in-person survey and interview, and lab experiment. We first mined the moral machine experiment (MME, Awad et al, 2018) dataset to find the important features and relative importance of legality in people’s decisions facing ethical dilemmas. To find out whether people share the same preference as MME and reveal the reasons of their preferences, we then interviewed 32 participants and found that they valued legal preference as an important factor for ethical preferences in the second step. The question still remains whether people act on their legal or ethical preferences when driving? In the third step, we simulated these ethical dilemmas while driving on autonomous mode in a driving simulator, and examined the bevavioural responses of the participating drivers (n = 62). Interestingly, we found that drivers acted on their ethical preferences (sparing children vs. senior passengers) instead of legal preference (sparing senior following traffic rules vs. children violating traffic rules). We argue that the legal preference requires reasoning and memory of the traffic rules which may take longer time to process, whereas the ethical preference is perceptual, or intuitive, and processed faster for action to take place in emergencies. Our findings shed light on the underlying dual-system processes <em>(rational reasoning and intuition)</em> in ethical dilemmas for autonomous driving and responses in emergency.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"206 ","pages":"Article 104891"},"PeriodicalIF":6.8,"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
Despite decades of research, the belief that more mobility universally combats social exclusion has rarely been questioned. Challenging this orthodoxy, our study uses a robust, nation-wide survey of 5591 Chinese residents and cutting-edge machine learning technique, double/debiased machine learning, to unravel the nuanced impacts of travel purposes on social exclusion.
We uncover that service-related journeys actually heighten exclusion risks, while leisure trips offer significant protection—even more for vulnerable groups. Shopping travel, in contrast, yields no consistent effect. These findings indicate that not all mobility is equally meaningful for social inclusion. By exposing the differentiated roles of travel motives, our research urges policymakers to move beyond simply boosting mobility volumes, and instead target mobility that enriches social connectedness. The road to a truly inclusive society, we reveal, lies in understanding that how and why people travel matters more than how often. For cities committed to genuine inclusion, this is a paradigm shift.
{"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":"10.1016/j.tra.2026.104897","url":null,"abstract":"<div><div>Despite decades of research, the belief that more mobility universally combats social exclusion has rarely been questioned. Challenging this orthodoxy, our study uses a robust, nation-wide survey of 5591 Chinese residents and cutting-edge machine learning technique, double/debiased machine learning, to unravel the nuanced impacts of travel purposes on social exclusion.</div><div>We uncover that service-related journeys actually heighten exclusion risks, while leisure trips offer significant protection—even more for vulnerable groups. Shopping travel, in contrast, yields no consistent effect. These findings indicate that not all mobility is equally meaningful for social inclusion. By exposing the differentiated roles of travel motives, our research urges policymakers to move beyond simply boosting mobility volumes, and instead target mobility that enriches social connectedness. The road to a truly inclusive society, we reveal, lies in understanding that how and why people travel matters more than how often. For cities committed to genuine inclusion, this is a paradigm shift.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"205 ","pages":"Article 104897"},"PeriodicalIF":6.8,"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
Mobility as a Service (MaaS) has garnered a significant amount of interest over the last 15 years and yet we have very little to show in terms of its influence on travel behaviour aligned with sustainability goals or even a business case without an injection of significant government subsidy or private venture capital. While we see claimed success in Japan and China with government-led and controlled initiatives with extensive subsidies, there is no financial support in other countries elsewhere beyond existing non-MaaS provided subsidies. We suggest the focus should be on a broader interpretation of transport services as an input into a wider activity-focussed product mix driven by the private sector, in a way that is also financially sustainable without necessarily requiring further subsidy from government. This future of MaaS resides in a greater involvement of non-mobility service providers (NMSPs). We call this Mobility as a Feature (MaaF) as a revised eco-system invoked through participation of NMSPs. A multi-service focus may offer up some real prospects of delivering desirable travel behaviour change and facilitating a scalable outcome. A survey in six countries in 2024 was undertaken to identify initiatives that are already in place within private enterprise NMSPs and government agencies that align well with contributing to sustainable travel behaviour goals. The results suggest many NMSPs are committed to initiatives and actions promoting changes to sustainable travel behaviour for employees or other stakeholders but are not typically officially recognised as MaaS/MaaF-like initiatives. These initiatives cover a broad range from rewarding sustainable travel, workplace charging for EVs and subsidies for employee use of public transport and facilitating active travel. This paper suggests a new interpretation of what a future MaaS/MaaF portfolio may look like, noting that this scalable future does not have to depend on transport service providers. Arguably, the historical focus on transport service providers appears to have been a major roadblock in progressing MaaS.
在过去的15年里，出行即服务（MaaS）已经引起了人们的极大兴趣，但在它对符合可持续发展目标的出行行为的影响方面，我们几乎没有什么可以展示的，甚至在没有大量政府补贴或私人风险资本注入的情况下，也没有一个商业案例。虽然我们看到日本和中国在政府主导和控制的项目以及大量补贴方面取得了成功，但在其他国家，除了现有的非maas提供的补贴之外，没有任何财政支持。我们建议，重点应放在对运输服务进行更广泛的解释上，将其作为私营部门推动的更广泛的以活动为重点的产品组合的投入，这种方式在财务上也是可持续的，而不一定需要政府的进一步补贴。MaaS的未来取决于非移动服务提供商（nmsp）的更多参与。我们称之为MaaF (Mobility as a Feature)，即通过nmsp的参与调用的修订生态系统。专注于多种服务可能会带来一些真正的前景，即实现理想的旅行行为改变，并促进可扩展的结果。2024年，我们在六个国家进行了一项调查，以确定私营企业nmsp和政府机构中已经实施的举措，这些举措与可持续旅行行为目标的贡献非常一致。结果表明，许多nmsp致力于推动员工或其他利益相关者改变可持续旅行行为的举措和行动，但通常不被官方认可为MaaS/ maaf类举措。这些举措涵盖范围很广，包括奖励可持续出行、为电动汽车在工作场所充电、为员工使用公共交通工具提供补贴，以及促进积极出行。本文提出了对未来MaaS/MaaF组合可能是什么样子的新解释，并指出这种可扩展的未来不必依赖于传输服务提供商。可以说，历史上对运输服务提供商的关注似乎是MaaS发展的主要障碍。
{"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":"10.1016/j.tra.2026.104889","url":null,"abstract":"<div><div>Mobility as a Service (MaaS) has garnered a significant amount of interest over the last 15 years and yet we have very little to show in terms of its influence on travel behaviour aligned with sustainability goals or even a business case without an injection of significant government subsidy or private venture capital. While we see claimed success in Japan and China with government-led and controlled initiatives with extensive subsidies, there is no financial support in other countries elsewhere beyond existing non-MaaS provided subsidies. We suggest the focus should be on a broader interpretation of transport services <strong>as an input</strong> into a wider activity-focussed product mix driven by the private sector, in a way that is also financially sustainable without necessarily requiring further subsidy from government. This future of MaaS resides in a greater involvement of non-mobility service providers (NMSPs). We call this Mobility as a Feature (MaaF) as a revised eco-system invoked through participation of NMSPs. A multi-service focus may offer up some real prospects of delivering desirable travel behaviour change and facilitating a scalable outcome. A survey in six countries in 2024 was undertaken to identify initiatives that are already in place within private enterprise NMSPs and government agencies that align well with contributing to sustainable travel behaviour goals. The results suggest many NMSPs are committed to initiatives and actions promoting changes to sustainable travel behaviour for employees or other stakeholders but are not typically officially recognised as MaaS/MaaF-like initiatives. These initiatives cover a broad range from rewarding sustainable travel, workplace charging for EVs and subsidies for employee use of public transport and facilitating active travel. This paper suggests a new interpretation of what a future MaaS/MaaF portfolio may look like, noting that this scalable future does not have to depend on transport service providers. Arguably, the historical focus on transport service providers appears to have been a major roadblock in progressing MaaS.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"205 ","pages":"Article 104889"},"PeriodicalIF":6.8,"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}
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