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• Vessel train in ocean shipping offers environmental and economic benefits. • Multi-scenario analysis reveals diverse applications of vessel train. • Case study from Yangshan Port to Port of Piraeus showcases the potentials of vessel train. • Sensitivity analysis emphasizes dependence of vessel train on shipping productivity. This paper introduces the concept of vessel train, a new mode in maritime transport offering both environmental and economic advantages. The study provides a framework for analyzing the economic feasibility of vessel train in ocean shipping, focusing on four different scenarios to evaluate its impact on navigation speed and productivity for both round-trip and year-long operations. Using the container ship route from Yangshan Port to the Port of Piraeus as a case study, the research compares vessel train with traditional shipping methods by categorizing shipping costs. It also includes a sensitivity analysis considering factors like route length, frictional resistance reduction, and variations in the container freight index, fuel prices, and carbon tax rates. The findings indicate that vessel train can reduce transportation costs and fuel emissions. The paper concludes that vessel train could significantly contribute to a competitive and sustainable future in shipping. [ABSTRACT FROM AUTHOR]

• NO 2 Protocol of Madrid establishes vehicle restrictions in the event of high pollution episodes. • We analyze travelers' behavior of a commuting corridor when restrictions are applied. • Modal choice in suburban trips is influenced by the mobility restrictions. • The impact on promoting a modal shift from private to public transport modes is scarce. • Stronger policy measures are needed to foster more environmentally-friendly transport modes. With the increasing concern about environmental problems in metropolitan areas, policy-makers are establishing restrictions on private vehicles in city centers to mitigate air pollution levels. Like many other European cities, Madrid fails to fulfill repeatedly the legal limits on pollutant concentrations established by the European Commission. Accordingly, in order to comply with acceptable air quality levels, Madrid City Council passed a protocol to address high NO 2 pollution episodes. This paper aims at gaining deeper insight into how emission abatement plans foster a more sustainable mobility in suburban trips. To that end, a discrete choice analysis is conducted to explore the influence of the different restriction stages on modal share in a commuting corridor. Based on traffic counts and transit entrances, two multinomial grouped logit models are calibrated. Moreover, differences across trip frequencies are studied in order to determine to what extent a modal shift from private vehicles to more environmentally-friendly modes of transport occurs. The paper concludes that modal choice in suburban trips is influenced by the mobility restrictions adopted. Nevertheless, this effect shows to be fairly limited in the case of the Madrid NO 2 Protocol. Therefore, more severe measures should be implemented to achieve a greater modal shift towards more sustainable transport modes. [ABSTRACT FROM AUTHOR]

• CO 2 efficiencies are derived from actual container flows of three containerships. • Calculated CO 2 efficiencies are compared to CO 2 efficiencies in modeling papers. • A comparative analysis of the CO 2 efficiency of SSS and road transport is conducted. European transport policies have over the last decades advocated the CO 2 efficiency of maritime transport relative to road haulage, and consequently, shipping reaping the benefits of being considered the green mode of freight transport. To date, research focusing on CO 2 emissions from ships has to a great extent followed a modeling approach, based on a set of more or less well-founded assumptions. Yet these presumptions raise questions regarding the reliability of the emission results presented and the foundation of which transport policies are built upon. In an attempt to broaden the discussion, this paper presents CO 2 emissions that have been calculated based on data from actual container feeder operations in Europe over a full year of service. Through the development of origin-destination matrices representing these real container flows, a mode-comparative analysis of CO 2 efficiency is undertaken by constructing a counterfactual road transport alternative serving the same market. Although the results generally corroborate the environmental superiority of short sea container shipping with respect to CO 2 efficiency, the comparative edge seems to be marginal in some scenarios. Thus, highlighting the need for shipping services to obtain a fairly high capacity utilization in order to still represent the green mode of transport in terms of CO 2 emissions. [ABSTRACT FROM AUTHOR]

• The paper shows the potential emission savings from modal shifts to sustainable modes. • Analysis of emission reductions are examined from promoting sustainable transport. • The paper is one of the few that uses a large four-stage model to reduce emissions. The research presented in this paper investigates the behavioural response and subsequent appraisal of a range of policy incentives devised to encourage greater use of sustainable travel options within the Greater Dublin Area (GDA). Interventions were assessed by employing four-stage modelling techniques, as a tool to identify signs of mode shifting behaviour from single occupancy vehicle (SOV) use to public transport modes. Extensive modelling work was conducted in collaboration with the National Transport Authority (NTA) of Ireland utilising the National Regional Modelling System (RMS) to represent the sustainable policy changes. Parameter modifications in the mode and destination choice and trip assignment stages were made to account for improvements made to frequency, time and cost attributes of public transport modes included in the model. Subsequent changes in vehicle kilometres travelled of various modes modelled were then utilised to estimate the potential emissions savings. In addition to this, the potential monetary savings generated from a reduction in emissions were calculated. The key results produced from this study found that an increase in the mode share of public transport of up to 2.87% could be achieved in the GDA. Up to 1.76% of which was estimated to come directly from private car trips, as a result of implementing the policy incentives tested. Furthermore, daily emissions savings of up to 431.58 tonnes of CO 2 , 0.95 tonnes of NO x , and 0.046 tonnes of PM 2.5 were also estimated. [ABSTRACT FROM AUTHOR]

The Mobility-as-a-service (MaaS) framework has the potential to induce changes in individual travel behavior towards more sustainable transportation alternatives by integrating multimodal travel services. However, insights into the behavioral responses of specific groups of people to MaaS, thus promoting green travel, are currently lacking. This paper intends to investigate the intergroup heterogeneous preferences on the choice of MaaS bundles and evaluate their contributions to eco-friendly travel. A stated choice experiment is designed, incorporating personalized MaaS service bundles complemented by different green travel-oriented ticketing strategies. The experiment caters to different groups of users related to public transport, cars, and other modes of transport. The results indicate a substantial improvement in the goodness-of-fit of the behavioral model after user classification, revealing significant heterogeneity in preferences among users regarding MaaS bundle choices. Notably, the impact of sub-tickets on nudging toward green transportation is more pronounced than that of monthly and discount tickets. [ABSTRACT FROM AUTHOR]

• With mixed logit models, we investigate 'not travel' as a behavioral response. • The data includes close to 17,000 stated mode choices. • Car users are more prone to react with 'not travel' compared to PT-users. • The probability for 'not travel' is lower for work trips. • Travel distance has a significantly positive effect. Besides technological improvements, restrictive car policies are likely to be the most effective measures for reducing greenhouse gas emissions from local passenger transport. Restrictive policies may lead some individuals to choose to not travel to otherwise useful or enjoyable activities. This paper therefore explores what factors drive the probability of 'not travel' as a behavioural response to restrictive policies. Using stated choice data among car owners in the 10 largest cities in Norway, we investigate observed and unobserved taste variation for 'not travel' given different (hypothetical) policies. The empirical evidence suggests that the likelihood of 'not travel' (a) is lower for work-related trips; (b) is higher where respondents state they have no decent alternatives; (c) increases with trip distance; and (d) increases with the intensity of the policy. We perform Monte-Carlo simulations illustrating different predicted choice behaviour for car users and public transport users under different types of stylized policies (travel time changes versus travel cost changes). [ABSTRACT FROM AUTHOR]

• We analyse weather effects on trip purpose, trip chaining, distance and mode choice. • We use national travel survey data, weather records and structural equation modelling. • Light, warm, calm and dry conditions may increase cycling and outdoor leisure. • Dark, cold, wet and windy conditions may enhance car use and trip chaining. • We find clear differences between Dutch, Norwegian and Swedish city regions. With climate change, weather has emerged as an important theme in transport research and planning. Although recent studies demonstrate profound weather effects on mobility in single case study areas, international cross-comparisons are required to reveal how effects differ between cities with different transport and climate regimes. This paper provides an international cross-comparison of the simultaneous effects of weather on destination choices, distances, trip chaining, and transport modes in the urban regions of Utrecht (Netherlands), Oslo and Stavanger (Norway), and Stockholm (Sweden). Hereto, regional subsamples of national travel survey data were linked to meteorological records for the three respective countries and analysed in generalised Structural Equation Models. Our findings generally indicate that light, calm, dry and warm atmospheric conditions may positively affect cycling and the selection of outdoor leisure destinations, while cold and to a lesser extent wet and windy weather conditions reduce cycling and enhance car use and travel optimising strategies like trip chaining, to reduce weather exposures. A positive effect of air temperature on cycling flattens out above 20–25 °C in most of our study areas, but hot weather does not seem to reduce cycling strongly. However, our findings also show considerable regional differences in the effects of weather on mobility. Both general effects and differences are interpreted in relation to geographical context, transport and land use, climate conditions, cultures, habits and adaptations and are discussed to formulate policies to mitigate active transport mode users' exposures to adverse weather and make walking and cycling (even more) year-round modes. [ABSTRACT FROM AUTHOR]

Studies on travel satisfaction have proliferated recently. However, research efforts to conceptualize travel satisfaction are relatively scarce. One important issue is what reference points people use to evaluate travel satisfaction. While previous research considered travel preference as a reference point, people may compare travels to other reference points, such as travel experience and peers' travel. This paper aims to clarify the role of preferred, past, and peers' travels in travel satisfaction. Multi-group structural equation models are adopted to capture the heterogeneity of such effect across commuters by different transport modes. Household travel survey data collected in 2018 in Shanghai, China are used for modeling. We found that all three reference points are at play in evaluating travel satisfaction. Preferred and peers' travels matter more for commuters using motorized transport modes than those using non-motorized modes; travel experience matters less for commuters by public transport than those by other transport modes. [ABSTRACT FROM AUTHOR]

• How has TIA adapted to China's context is rarely studied. • China's TIA process enables local planning authorities to secure resources for green transport. • Policy and institutional gaps exists in China's TIA. • China's TIA practice offers insight for other countries. Transport Impact Assessment (TIA) is one of the promising tools used by many city governments around the world to manage the transport impacts of land development, but how it has been implemented in Chinese cities is rarely studied. This paper attempts to fill this knowledge gap by researching cases of TIA in Shenzhen and Zhongshan in China's developed Pearl River Delta. Our research reveals that the TIA process enables local planning authorities to better cope with the traffic externalities stemming from various development projects, and to secure resources in advance for green transport modes. However, the effectiveness of this policy tool still falls short in how governments prioritize green transportation and in implementation details. It can be augmented with clearly defined performance measures for green transport modes and active roles played by relevant stakeholders. [ABSTRACT FROM AUTHOR]

• Empirically analyzes revealed adoption behavior of electric vehicles (EVs). • Distinguishes between hybrid EV (HEV), plug-in HEV (PHEV), and battery EV (BEV). • The latent green travel pattern construct negatively affects HEV and PHEV adoption. • Census tracts with more public EV charging stations encourage only PHEV adoption. • PHEV/BEV adopters live in non-apartment houses close to level 2 charging stations. This paper presents a behavioral model of public, revealed preferences (RP) for various types of electric vehicles (EVs) while accounting for a latent (green) travel pattern construct and charging infrastructure characteristics. Specifically, a two-level nested logit (NL) model is estimated to explain households' fuel type choice among five alternatives and three nests: (1) battery electric vehicles (BEVs); (2) hybrid vehicles including hybrid electric vehicles (HEVs) and plug-in HEVs (PHEVs); and (3) conventional vehicles including gasoline and diesel vehicles. Further, a latent travel pattern construct which captures a week-long number of trips by non-vehicle travel modes as well as daily vehicle and tollway use is estimated in a structural equation setting and subsequently fed into the NL model. Using a recent RP dataset from the California Household Travel Survey, we identify market segments for alternative fuel types based on households' socio-economic characteristics, built environment factors concerning public plug-in EV (PEV) charging infrastructure characteristics, latent and observable travel behavior factors of a household vehicle's principal driver, and vehicle attributes. The results highlight that the number of public PEV charging stations is only significant for households choosing PHEVs and interestingly insignificant in the BEV utility. Furthermore, the sensitivity analysis of the findings reveals that PHEV users are elastic with respect to household vehicle ownership ratio and the latent green travel pattern construct, while BEV users are inelastic to any explanatory variable. [ABSTRACT FROM AUTHOR]

• Significant differences exist between users of cooperative and peer-to-peer schemes. • Life events had markedly different influence on the two schemes. • Having children in the household was strongly related to cooperative-based car sharing. • Events related to relocations were more common for uptake of peer-to-peer scheme. • Materiality–skills–meanings associated with car sharing influences both adoption and retention. • Spatial and transport policies need to be integrated to promote car sharing. This paper builds on a survey of existing users of two car sharing schemes in Oslo, namely Nabobil (peer-to-peer scheme P2P) and Bilkollektivet (cooperative scheme Coop), to understand how the following factors lead to active (or passive) car sharing – i. key life-events; ii. adoption/retention challenges; iii. acceptability; and iv. infrastructural needs. The conceptual framework of this study is informed by mobility biographies and social practice theory. A web-based questionnaire was distributed by the two service providers to their members, and approximately 1,724 users of P2P and 1,117 users of Coop participated in the survey. The survey collected information on travel behaviour, preferences, life-stages, mobility biography of the household, and life-events possibly leading to car sharing. Results highlight that using P2P scheme emerged as statistically significant for students moving to Oslo and for employees starting in new jobs. For the Coop members, the birth of first or later children were statistically significant events in households' decision to start with car sharing. Along with differences in meanings, skills, materiality and practices of carsharing, users of the two schemes varied with respect to spatial details as well – proximity to transit-stops, access to high-frequency public transport services, walking/cycling infrastructure and, parking facilities. Further, for carsharing to become popular, ample institutional trust, capable of off-setting any lack of trust that users may have, needs to be built. [ABSTRACT FROM AUTHOR]

• Free-floating car sharing (FFCS) is studied through booking data in 12 cities. • Rental times are compared with travel times for alternative modes. • Rental times are often longer than biking times. • Public transport is often slower but the time gain with FFCS is not always that large. • Usage patterns differ between electric and conventional vehicles, but the spread is large. Free-floating car-sharing (FFCS) allows users to book a vehicle through their phone, use it and return it anywhere within a designated area in the city. FFCS has the potential to contribute to a transition to low-carbon mobility if the vehicles are electric, and if the usage does not displace active travel or public transport use. The aim of this paper is to study what travel time and usage patterns of the vehicles among the early adopters of the service reveal about these two issues. We base our analysis on a dataset containing rentals from 2014 to 2017, for 12 cities in Europe and the United States. For seven of these cities, we have collected travel times for equivalent trips with walking, biking, public transport and private car. FFCS services are mainly used for shorter trips with a median rental time of 27 min and actual driving time closer to 15 min. When comparing FFCS with other transport modes, we find that rental times are generally shorter than the equivalent walking time but longer than cycling. For public transport, the picture is mixed: for some trips there is no major time gain from taking FFCS, for others it could be up to 30 min. For electric FFCS vehicles rental time is shorter and the number of rentals per car and day are slightly fewer compared to conventional vehicles. Still, evidence from cities with an only electric fleet show that these services can be electrified and reach high levels of utilization. [ABSTRACT FROM AUTHOR]

Highlights • Emissions from infrastructure construction, maintenance and operation • The relative contribution from infrastructure significant for all transport modes • Methods to allocate emissions from infrastructure Abstract In this paper, the contributions to emissions to air related to traffic infrastructure and terminals are analysed for freight transport with different modes. Data on emissions per km road or railway from existing LCA reports are adapted to a selection of road types and one type of railway line. The presented data are for air pollutants, use of primary energy and emissions of green-house gases divided into construction, maintenance and operation phases. These data are then allocated to the traffic-work produced on the infrastructure during its life span. Different allocation methods are suggested for the separate LCA-phases. The research has a focus on freight transport, why data are presented as emissions per vehicle-km for a number of truck and train types. For ports and airports, data are available per tonne of goods over quay or in- and outgoing. These results are then used to calculate the emissions added for infrastructure for freight transport chains. Examples are given showing the magnitude of emissions originating from infrastructure that can be added to tailpipe and other upstream emissions, e.g. fuel and vehicle production. In relation to tailpipe emissions the CO 2 emissions from infrastructure is typically 1–7% for road and around 17% for rail. For air and sea the results will vary significantly; for typical intra-Europe routes we find a contribution from infrastructure of about 3% for air and 21–34% for sea, in relation to emissions from the vessels. [ABSTRACT FROM AUTHOR]

Graphical abstract Highlights • We monitored PM levels pre and post odd-even driving scheme in Delhi city, India. • We find that the scheme has reduced the PM 2.5 and PM 1 levels at traffic corridors. • The reduction of PM 1 is found higher than that of PM 2.5 during the days of scheme. • We find gross non-conformance towards NAAQS values for PM at traffic corridors. • Timely implementation of more stringent emission norms need to be ensured in Delhi. Abstract According to a global survey of 1600 cities by WHO in 2015, Delhi was found to be the most polluted city in the world, highlighting immediate need to bring in appropriate and effective measures to ensure a healthy air quality throughout the city. In a bid to do so, the odd-even driving scheme was implemented a few years ago in Delhi city on a trial basis requiring the vehicles bearing odd and even registration numbers to run on alternative days with effect from 1st January 2016. Applied for the very first time in India and lasting on a pilot basis for 15 days and also referred to as Phase 1 of implementation, the scheme ended on 15th January 2016 with primary goal of assessing the extent to which such a scheme could serve as an effective measure to bring down and control the excessively high ambient air pollution levels. Other associated benefits, which the study considered, were decongestion of city roads, and promoting use of public transport system and carpooling, besides other alternative modes of transport. The paper presents a comparative analysis of particulate matter concentrations recorded before and during the implementation of odd-even scheme of Phase 1 for three key traffic corridors of the city. The study reports an average reduction of PM 2.5 of 5.73% and that of PM 1.0 of 4.70% in the ambient air across all the corridors during the days of implementation of scheme, which depicts a small but positive impact of the measure adopted towards abatement of urban air pollution in the megacity of Delhi. Capsule: The study finds that the odd-even driving scheme can help to reduce particulate matter levels compared to non-scheme days at traffic corridors. [ABSTRACT FROM AUTHOR]

Highlights • Objective data on carbon emission effects of interventions are rarely studied. • City-wide infrastructure and behavioural interventions increased active travel by 30%. • This study examined changes in car driving following on from these modal shifts. • The resultant change in carbon emissions was a small reduction of 1.6%. • Although active travel needs encouragement, it yields modest effects on emissions. Abstract Policies promoting active transport, such as walking and cycling, can reduce transport-related carbon emissions. However, there are few studies that examine the carbon emission outcomes of such policies. This paper presents a case study of an intervention carried out in New Zealand that involved the construction of urban cycling and walking infrastructure in parallel with programmes to encourage such active travel. Using vehicle licensing data in the context of a quasi-experimental study design, we evaluated transport carbon dioxide emissions saved. Vehicle distance travelled within the study area was derived from odometer readings that are recorded on the New Zealand licensed vehicle administration system. Using a representative sample of households in the intervention and control areas, we also estimated changes in the number of vehicles licensed per household. Consistent with increases found previously in walking and cycling trips, there was a decline of 1.6% in average distance travelled per passenger vehicle by the third year of the intervention. Averaged across the intervention period, there was a 1% reduction in distance travelled per vehicle and associated carbon dioxide emissions. It is possible that this estimate is conservative as there was indicative evidence from travel survey data that the number of vehicles per household also fell. This is the first study we know of to have shown, using independent and objectively measured data, that the establishment of cycling and walking infrastructure is associated with reduced transport carbon dioxide emissions within a short space of time, even though the reductions found were modest. [ABSTRACT FROM AUTHOR]

• This paper provides a review of existing literature on CO 2 emission implications of HSR projects due to Modal Interactions. • We consider the interactions of HSR with other transport modes, including air, road, and conventional rail. • We conceptually classify the related studies into three levels. • Most papers on the HSR-induced modal shift and CO 2 emissions focus on air transport. • We identify future research opportunities after the review. This paper reviews existing literature on the CO2 emissions implications of high-speed rail (HSR) projects due to its interactions with air, road, and ordinary-speed rail. We conceptually classify the studies into three levels, with the first focusing on the emission comparison between HSR and the other modes, the second on the emission implication due to HSR-induced traffic reallocation, and the third on the life cycle assessment (LCA). We find that the literature is still in a relatively premature state. We also identify future research opportunities, including: i) to carry out a more detailed and comprehensive analysis regarding how HSR affects cargo operations of other transport modes and the corresponding CO 2 emission implications, ii) to further develop the game-theoretical models to be applied to estimate a fuller picture of modal splits and the corresponding CO 2 emission impacts, and iii) to apply LCA by considering the avoided life-cycle emissions associated with infrastructure and vehicles due to traffic diversion and the intricacies of modal interactions. [ABSTRACT FROM AUTHOR]

Access to subway stations is important for daily commuting, but scant attention has been given to green space exposure at subway station areas in people's residential neighbourhoods and workplace areas. This paper focuses on the association between street-level green space exposure around subway stations at residential and work locations and people's choice of subway as their primary commuting mode and travel satisfaction, using street view data and survey data in Beijing, China. Street view data and a machine learning approach were used to measure both street view green space quantity (SVG-quantity) and street view green space quality (SVG-quality). The results suggested that SVG-quantity and SVG-quality generate differential effects on subway use and travel satisfaction under residential and workplace contexts. Findings of this study highlight the complementary effects of green space and travel infrastructure provision in shaping travel behaviour and wellbeing in residential neighbourhood and workplace contexts. [ABSTRACT FROM AUTHOR]

• We simulate the evolution of urban transport CO 2 emissions in 247 cities up to 2050. • We explore a counterfactual scenario, in which ridesharing proliferates much faster. • The widespread proliferation of ridesharing could reduce the aggregate CO 2 by 6%. • We show why the effect widely differs across cities and regions of the world. • We discuss the role of ridesharing and related policies in greening future cities. Could a widespread proliferation of ridesharing services mitigate or exacerbate the carbon footprint of urban passenger transport? Despite having profound policy implications, this question has not yet been answered in the literature. This paper examines that impact ex-ante , by simulating the aggregate travel demand, the choice of transport mode and the resulting CO 2 emissions in 247 cities between 2015 and 2050. We find that if ridesharing services receive substantial policy support, CO 2 emissions from passenger transport in 2050 will be on average 6.3% lower than their reference level. However, we show that this finding differs widely across cities. The paper identifies the reasons for this variation and the policies that are socially desirable in a given city, conditional on its characteristics. [ABSTRACT FROM AUTHOR]

The existing literature on urban transportation planning in China focuses primarily on large cities and neglects small cities. This paper aims to fill part of the knowledge gap by examining travel mode choice in Changting, a small city that has been experiencing fast spatial expansion and growing transportation problems. Using survey data collected from 1470 respondents on weekdays and weekends, the study investigates the relationship between mode choice and individuals’ socio-economic characteristics, trip characteristics, attitudes, and home and workplace built environments. While more than 35 percent of survey respondents are car owners, walk, bicycle, e-bike, and motorcycle still account for over 85 percent of trips made during peak hours. E-bike and motorcycle are the dominant means of travel on weekdays, but many people shift to walking and cycling on weekends, making non-motorized and semi-motorized travel especially important for non-commuting trips. Results of multinomial logistic regression show that: (1) job-housing balance might exert different effects on mode choice in different types of urban areas; (2) negative attitude towards e-bike and motorcycle is associated with more walking and cycling; and (3) land use diversity of workplace is related to commuting mode choice on weekdays, while land use diversities of both residential and activity places do not significantly affect mode choice on weekends. Our findings imply that planning and design for small cities needs to differentiate land use and transportation strategies in various types of areas, and to launch outreach programs to shift people’s mode choice from motorized travel to walking and cycling. [ABSTRACT FROM AUTHOR]

Air travel is considered the biggest individual climate sin. Avoiding flying, however, seems impossible. In this paper we argue that the flight a passenger chooses can be significant. For this purpose we compared the carbon emissions of selected flights in three geographical markets. We found tremendous differences in the environmental performance of individual flights. Furthermore, we also found that flying with the most modern aircraft or flying non-stop represents, in many cases, the least polluting option. Nevertheless, we were able to show that there are exceptions to this rule. Based on our results, we provide recommendations to the industry and for further research. [ABSTRACT FROM AUTHOR]

As an environmentally friendly transport mode, alternative fuel vehicles (AFVs) largely address environmental concerns by reducing harmful gas emissions. However, research on the pricing and advertising strategies of AFVs, notably the optimal level of commitment to advertising by AFV retailers, is still largely overlooked. Therefore, this paper explores the pricing and advertising strategies of CV (conventional vehicle) and AFV retailers when considering different advertising formats, namely, informative and persuasive, within a competitive market. We compare the profits of the two competitive retailers to arrive at the optimal decisions, as well as the investment levels of advertising. In addition to the effectiveness of the two stated advertising strategies, we derive some practical and counterintuitive results where for instance, the optimal price of the AFV retailer is positively correlated with the utility of the two types of advertising. Additionally, investment advertising does not necessarily bring benefits to AFV retailers. This study offers both valuable theoretical and practical contributions to the pricing and marketing of AFVs. [ABSTRACT FROM AUTHOR]

Although the built environment–travel connection has been extensively examined in urban settings, evidence from rural and small towns is still scarce. This paper addresses this gap by exploring the influence of the built environment on travel mode choice using national-level survey data from 119 rural towns throughout China. The results show that rural built environment variables significantly influence mode choice, with socioeconomic, regional economic and natural environment factors controlled: at regional level, close proximity to county centres, highways and bus stops tend to reduce car dependence. At local level, small-scale, compact, and mixed land use encourage walking and bus use. The built environment influences mode choices for shopping trips more than commuting trips. The results suggest that spatial planning for land use and transport networks will be effective in shaping greener travel and sustainable transport development in rural areas of China and in developing countries with similar contexts. [ABSTRACT FROM AUTHOR]

• Micro-mobility has potential to disrupt private vehicle short distance travel. • Evidence on its role as a sustainable mode of urban transport is fragmented. • A systematic literature review identifies and consolidates research evidence. • Rigorous and auditable bibliometric analyses cluster knowledge into key areas. • Article serves as a reference for effective transport policies for sustainable cities. Micro-mobility is increasingly recognised as a promising mode of urban transport, particularly for its potential to reduce private vehicle use for short-distance travel. Despite valuable research contributions that represent fundamental knowledge on this topic, today's body of research appears quite fragmented in relation to the role of micro-mobility as a transformative solution for meeting sustainability outcomes in urban environments. This paper consolidates knowledge on the topic, analyses past and on-going research developments, and provides future research directions by using a rigorous and auditable systematic literature review methodology. To achieve these objectives, the paper analysed 328 journal publications from the Scopus database covering the period between 2000 and 2020. A bibliographic analysis was used to identify relevant publications and explore the changing landscape of micro-mobility research. The study constructed and visualised the literature's bibliometric networks through citations and co-citations analyses for authors, articles, journals and countries. The findings showed a consistent spike in recent research outputs covering the sustainability aspects of micro-mobility reflecting its importance as a low-carbon and transformative mode of urban transport. The co-citation analysis, in particular, helped to categorise the literature into four main research themes that address benefits, technology, policy and behavioural mode-choice categories where the majority of research has been focused during the analysis period. For each cluster, inductive reasoning is used to discuss the emerging trends, barriers as well as pathways to overcome challenges to wide-scale deployment. This article provides a balanced and objective summary of research evidence on the topic and serves as a reference point for further research on micro-mobility for sustainable cities. [ABSTRACT FROM AUTHOR]

• This paper presents the current knowledge on micromobility and public transport integration. • A systematic literature review was carried out to evaluate the state of knowledge and identify gaps. • The main drivers for modal shifts to micromobility as acess mode to public transport are presented. • An integrated transport system has the potential to be a competitive alternative to private cars. • The main gaps identified pertain to the environmental, social and economic impacts of such a system. Cities globally are grappling with the negative externalities of car travel and are therefore striving to move towards a more sustainable urban transportation system. The introduction and popularity of new personal transport modes, such as e-scooters and electric bicycles, could potentially accelerate this transition as they become more commonplace and are accepted into regulatory frameworks. The integration of these new modes and vehicles into public transport systems, for example, could enhance accessibility and lead to potential modal shifts away from private car use. In order to assess the potential for change that micromobility holds, it is key to study these new modes in the context of access and egress trips to and from public transport. This paper presents an extensive systematic literature review of studies that focus specifically on the integration of micromobility and public transport systems and is, to the knowledge of the authors, the first review focusing on this specific aspect of micromobility. This paper offers an understanding of how this topic has been studied to date, which factors and aspects have been considered and analysed, which causalities have been identified in the research, in addition to identifying gaps in the literature and providing guidance for future research on this topic. Furthermore, this paper provides a comprehensive collection and critical discussion of suggestions and recommendations included in the literature which are analysed in this study, aimed at improving and further promoting the effective integration of micromobility and public transport services. [ABSTRACT FROM AUTHOR]

• Land transportation pathways towards 1.5 °C scenario for 4 countries are presented. • The avoid/shift/improve approach is used to create a 1.5 °C scenario for each country. • Ambitious pledges in transportation will be necessary for updated countries' NDCs. • A 1.5 °C scenario will require the implementation of a wide range of policies and measures. • These will reflect commitments tovery low CO 2 vehicle technologies, energy systems, and travel patterns. Decarbonizing transportation in emerging economies will be one of the key challenges in global climate change mitigation efforts. In this paper, pathways are developed towards achieving a 1.5° degree scenario for land-transport for four emerging economies (Brazil, India, Kenya and Vietnam). The aim is to highlight the key opportunities and challenges for low-carbon transport in countries with rapidly growing mobility demand. The main focus of this paper is to reconcile actual and required emission reduction targets and develop plausible pathways to achieve these targets. The paper also identifies potential strategies and measures for these countries to follow these pathways. The analysis considers the contributions of "avoid" (cutting travel growth), "shift" (to lower CO 2 modes) and "improve" (vehicle and fuel CO 2 characteristics) interventions to decarbonisation scenarios. These scenarios aim to inform renewed Nationally Determined Contributions and shed light on the feasibility of deep decarbonisation pathways that would be in line with the Paris Agreement. Results from this study show that achieving 1.5DS would require dramatic changes in travel patterns, technology and fuels, and major intensification of current policy approaches. Decarbonization solutions will need to include greater use and investment of efficient modes, major shifts toward near-zero carbon fuels such as clean electricity, systems integration, modal shift and urban planning solutions. Although the socio-economic situations and national transport systems differ between the selected countries, some fairly similar strategies appear likely to be core to the mitigation effort, such as rapid growth in light- and heavy-duty vehicle electrification and investments in public transit systems. [ABSTRACT FROM AUTHOR]

• Analysis of active travel in a city in the Global South. • Active travel is influenced by perceptions neighborhood conditions. • Cycling is more probable when perceptions of walking conditions are good. • Improving perceptions of crime helps only after other perceptions are improved. • Improving perceptions also makes cycling more probable for longer trips. This paper aims to investigate the perceptions of neighborhood conditions and their effect on urban active transportation (UAT) in the context of a city in the Global South. We analyze data from a survey of commuters in the city of Rajshahi, Bangladesh. Concretely, we are interested in cycling and walking. A probabilistic model of mode use is estimated using disaggregate data collected in Rajshahi through a face-to-face survey in 2017. The study reveals that similar to other regions in the world, students are more likely to use active transportation compared to other socio-demographic groups, and that motorized vehicle ownership is associated with lower probabilities of active transportation. Furthermore, the probabilities of choosing active modes at different neighborhood-level conditions were calculated based on the derived model for both students and non-students by residential and non-residential land-use types. In addition to the duration of the trip, the perceived neighborhood-level characteristics are critical for active transportation. Improving neighborhood conditions and their perception by the public can enhance the attractiveness of active travel, more specifically cycling for longer commutes. Based on the study findings, the paper discusses strategies to promote the use of active transportation in the context of a country in the Global South. [ABSTRACT FROM AUTHOR]

• This paper studies the impacts of accessibility on transit mode choice for multi-group samples to investigate the potential reasons for the differences in the travel behavior of urban and suburban residents. • Residential spatial heterogeneity and OD spatial heterogeneity are two levels of spatial heterogeneity to be considered. • Since the OD characteristics are inter-related, a joint analysis of the probit model and the structural equation model is used. Since accessibility is an important goal for sustainable transportation planning, this study analyzes the impact of accessibility on transit mode choice to investigate the potential reasons for the differences in the travel behavior of urban and suburban residents. To attain this purpose, two levels of spatial heterogeneity are considered. The first level is residential spatial heterogeneity, which represents the variations in the impacts of the factors between urban and suburban regions. The second level is the OD spatial heterogeneity, which represents whether the travel is between urban and suburban areas. Taking Xiamen city as a case study and considering the relationships between three OD characteristics (OD transit accessibility, OD travel distance, and OD spatial heterogeneity), this paper uses a joint analysis of the probit model and the structural equation model for multi-group samples. The results indicate that the low transit accessibility in suburban areas is related to lower public transportation use by suburban residents and less inter-regional bus travel by urban residents. The findings provide empirical support for the importance of suburban infrastructure development. [ABSTRACT FROM AUTHOR]

• A majority of travelers considers travel by train as an alternative to air travel. • Two independent studies find familiarity with train travel to correlate with modal choice. • Air and train travelers' time perceptions systematically differ. • Railway companies' communication should emphasize time productivity. • Policies should focus on fostering familiarity with train travel. Academic studies and recent social movements alike highlight the importance of changing flying behavior for reaching global climate goals. A particularly effective strategy for minimizing transport-related CO2 emissions is to substitute flights with train travel. The same trip causes around 80–90% less CO2 emissions by train than by plane. The results of this paper are based on two independent samples, the first representing the Swiss population, the second one including international business students. Both empirical studies consistently show that respondents who are familiar with train travel are also more prone to consider the train as an alternative for international, long-distance trips. Furthermore, both studies find systematic differences when it comes to travel time perceptions of likely air and train travelers: While people who are inclined to travel by plane see a high value in minimizing the total travel time of their journey, likely train travelers put less emphasis on minimizing total travel time. At the same time, prospective train travelers find it highly important to be able to use their travel time productively, which does not seem to be the case for potential air travelers. As consumer insights about the willingness to substitute flying with train travel are rare, the results of this paper build a basis for developing communication strategies and policies aiming at increasing low-carbon travel mode choices. [ABSTRACT FROM AUTHOR]

This virtual special issue (VSI) focuses on the importance of researching young people's life choices and travel behaviors based on the life-oriented approach. Young people's behaviors may be uniquely different from other age groups. A better understanding of such behaviors is essential for making transport policy decisions from long-term, interdisciplinary, and cross-sectional perspectives. This VSI presents ten papers, covering topics such as possession of a driver's license, car ownership and usage, travel patterns, household expenditure, residential behavior, shared mobility, and self-driving public buses. The features and major findings of each paper are summarized and then important research issues are discussed. [ABSTRACT FROM AUTHOR]

To contain the sudden spread of SARS-CoV-2, many governments encouraged people to work from home, generating an unprecedented diffusion of this activity. Furthermore, Covid-19 has induced drastic changes in everyday life and travel habits, which might persist in the future. This paper aims to understand and estimate the potential long-term impacts of telework on the environment due to the pandemic, by analyzing factors affecting the frequency of telecommuting, the mode choice for traveling to work, and pollutant emissions generated by these trips. Data from a mobility survey administered in Padova (Italy) was used. Results indicate that Covid-19 could cause a rebound effect reversing the positive impacts of working from home, since, even if the number of trips could be reduced, many shifts towards non-sustainable travel modes could occur. The promotion of telework should be combined with measures fostering sustainable travel habits to pave the way towards a future green mobility. [ABSTRACT FROM AUTHOR]

Few studies have analyzed the mobility impacts of TOD using a longitudinal research approach, and even fewer incorporated origin–destination (OD) information in the analysis. In this paper, we examine the impacts of a metro system with TOD features on the share of car and bus trips using Metro do Porto as a case study. The application of an autoregressive beta regression modeling approach to parish and OD data from two mobility surveys (2000 and 2017) allowed to detect changes in travel behavior accounting for pre-metro mode shares. Metro implementation was associated with strong reductions of the share of car trips in OD pairs with metro at both trip ends, especially when stations were TOD. Metro influence on the share of bus trips varied from neutral to positive, suggesting that bus and metro complement each other rather than compete for passengers. [ABSTRACT FROM AUTHOR]

• Trips by dockless bike-sharing show the highest travel satisfaction. • The longer assess time is related to lower satisfaction with dockless bike-sharing. • Travelers have higher satisfaction with dockless bike-sharing as the primary mode. • Pro-public transit attitude relates to higher satisfaction of dockless bike-sharing. • Residential road network has no effect on satisfaction with dockless bike-sharinga. Using survey data collected among residents in Beijing, this paper presents an investigation of the difference in travel satisfaction between dockless bike-sharing and other travel modes. The effects of individual, spatial and trip attributes on travel satisfaction with dockless bike-sharing are also identified. Our analysis adds to the empirical support for higher satisfaction with trips by dockless bike-sharing than trips by private bicycles. The assess time for shared bicycles is negatively associated with travel satisfaction with dockless bike-sharing. In addition, travelers have higher satisfaction with dockless bike-sharing when used as the primary mode than as the first-mile/last-mile solution. Travel-related attitudes tend to play a more significant role in travel satisfaction with dockless bike-sharing than residential built environment. Travelers with a preference for bicycles and public transport and those who value the health or environmental influence of travel tend to evaluate dockless bike-sharing travel as more satisfying. [ABSTRACT FROM AUTHOR]

Sufficient accessibility to opportunities, with different transport modes, is an important factor in order to avoid transport-related social exclusion and transport poverty. This paper investigates the social and geographical disparities in accessibility and time competitiveness of public transport in the Oslo region. Both place-based access to employment opportunities and the working population's individual-specific commutes are measured. The study combines registry data with detailed accessibility metrics and uses descriptive maps and spatial regression models to study transport poverty. The results show that less affluent neighbourhoods suffer from low accessibility and poor time competitiveness of public transport, which is partly related to the suburbanization of poverty. This suggests that the transition to low emission mobility, with restrictions on car use, may be especially burdensome in less affluent neighbourhoods. The findings can help policy makers in securing an equitable transition from car to more sustainable transport modes. [ABSTRACT FROM AUTHOR]

This paper addresses how local land-use planning can facilitate climate-friendly transport in rural areas. Studies were conducted in four Norwegian municipalities with populations between 4400 and 10,600. 11% of the country's population live in municipalities in this range. Understanding transport and planning in such settings is essential to reach climate goals. We highlight challenges of changing the built environment to facilitate climate-friendly transport. The contestation involves actor interests relating to the preservation of parking regimes, to the sensitivity of strengthening of climate-friendly transport's competitiveness at the expense of car driving, and the difficulty of handling season-based variations in rural-centre management. The potential of rural policy packages to handle measures, actors and needs of different traveller groups in integration is crucial. We also argue that climate-friendly transport should not be based on a one-dimensional strategy of rural-centre densification but also consider how the built environment gives access for different transport modes. [ABSTRACT FROM AUTHOR]

This paper compares transport-related C02 emissions of online and brick-and-mortar shopping based on supply, delivery, order and travel data related to one multi-channel clothing retailer. A sensitivity analysis sheds more light on how situational factors, such as the customers' travel distances, returns, the use of public transport modes and information behavior via different channels influence the outcome of this comparison. The results show that online retailing causes lower C02 emissions under many conditions. Nevertheless, the brick-and-mortar channel is more environmentally friendly when travel distances are small. The radius for which brick-and-mortar shopping has an advantage increases when returns, shifts in the use of public transport and information behavior are also considered. [ABSTRACT FROM AUTHOR]

This paper estimates urban accessibility considering types of transport and destinations, taking into account the internal travel time costs, and the ensuing external environmental impacts. Based on online and local surveys, an accessibility function is developed to allow for the construction of an accessibility curve for each transport mode that decreases with distance to represent decaying accessibility. An external environmental impact is associated with the accessibility indicators, taking into account the influence of the cold-start emissions that are particularly relevant for short-distance trips. The methodology is applied to neighborhoods in Lisbon, Portugal, with significant differences in their urban planning, mobility patterns, concentration of services and availability of public transportation. [ABSTRACT FROM AUTHOR]

Abstract: Transport policy in the UK is seeking to promote the development of low carbon transport technology and to encourage people to choose to use low carbon travel options. This paper draws on existing behavioural theories to study young people’s travel behaviour intentions and the influence on these from their knowledge of, and willingness to act on, climate change. The study involved a series of focus groups with young people aged 11–18years, where attitudes to transport modes, attitudes towards climate change and travel behaviour intentions were discussed. Knowledge and values are established as the key determinants of young people’s attitudes and behaviour intentions towards transport in the context of climate change. More specifically it is established that young people’s values emphasise speed and freedom and that it is important to young people that the mode of transport they choose is reflective of the image they want to portray. [Copyright &y& Elsevier]

Abstract: The paper develops a methodology for assessing the relative risk levels in moving hazardous materials by various transport modes. Transportation Risk ANalysis tool for hazardous Substances (TRANS) divides routes into smaller segments using multi-criteria analysis and likelihood scores of accidents in which dangerous cargoes are involved possibly causing fatalities. The consequences of accident scenarios are calculated in terms of the number of people within 1% of the lethal distance from the accident centre. This provides a user-friendly, semi-quantitative risk analysis tool. The generic method allows for comparing the risk levels of the segments of routes used in the transportation of hazardous goods. [ABSTRACT FROM AUTHOR]

Abstract: This paper examines how conversion of automobile trips of less than 3miles to other transportation modes reduces emissions. Short trips contribute disproportionately to emissions because of cold starts. An analysis is conducted of short-trip behavior across the US using the 1995 Nationwide Personal Transportation Survey. The data is used to develop likely scenarios of mode conversions for short trips, which are then applied to estimate emission savings using MOBILE6 cold start and running emission factors for volatile organic compounds, nitrogen oxides, carbon monoxide, and carbon dioxide. The results suggest that reducing short auto trips would modestly reduce mobile source air pollution, but emission reductions are high compared to most federally-funded surface transportation interventions aimed at improving air quality. Enhanced the community pedestrian environment to encourage short trip mode conversion also produces co-benefits such as increased physical activity and subsequent reductions in chronic diseases. [ABSTRACT FROM AUTHOR]

• Provides an overview of e-scooter implementations and regulatory contexts worldwide. • Develops an evaluation framework of micro-mobilities for planners and policy makers. • Shows the distinct methodological approaches across the four pillars of the framework. • Assesses the framework with surveys, expert interviews and microsimulation for Paris. • With structured roadmaps for implementation, cities can transform future mobility. E-scooters are a growing part of transportation networks, offering a sustainable solution for first and last mile trips. However, without caution in operation and regulation they can become a liability for riders and cities as a whole. Inappropriate implementations led to a surge in policy initiatives to mitigate the negative effects and enable the harmonic coexistence of e-scooters with other travel modes. This paper brings together information on the current state of the market and knowledge from successful and failed trials. It proposes an evaluation framework that classifies all the aspects of interest for planners and policymakers. A case study is built to assess this framework for one of the pioneers in micromobility, the city of Paris. The results along with the discussion at the end, aim to provide insights to researchers and stakeholders associated with designing new e-scooter systems or optimizing the performance of existing ones. [ABSTRACT FROM AUTHOR]

• We examine the relationship between the commuting experience and eudaimonic well-being. • Educational attainment is related to hedonic well-being. • Individual characteristics are related to the commuting experience and hedonic well-being. • Travelling by public transport, walking and cycling can improve eudaimonic well-being. • Ways of measuring the commuting experience, hedonic and eudaimonic well-being are discussed. Studies linking commuting and well-being have received increasing attention in the field of mobility and transport. However, most studies primarily focus on the relationship between commuting and hedonic well-being. Few studies have investigated the commuting experience and eudaimonic well-being. Therefore, the aim of this paper is to explore the relationship between the commuting experience and both hedonic and eudaimonic well-being, using Heze (China) as a case study. The results indicate that, first, educational attainment is related to hedonic well-being, and transport mode is related to both the commuting experience and hedonic well-being. Furthermore, we found that some combinations of individual characteristics and transport mode are related to the commuting experience and hedonic well-being, but none of them relates to eudaimonic well-being. In addition, there are strong positive correlations between the commuting experience and hedonic well-being, between the commuting experience and eudaimonic well-being, and between hedonic and eudaimonic well-being. We also found that commuting by public transport, walking and cycling is more likely to improve the quality of the commuting experience, and both hedonic and eudaimonic well-being. In terms of policy implications, policymakers and transport planners should, therefore, promote people's well-being by prioritising the development of sustainable transport, and encouraging greater use of public transport and active travel. [ABSTRACT FROM AUTHOR]

• New insights into trade-offs between energy expenditure and other variables. • Improved understanding on substitution between means of transport. • Analysis of elasticities of energy input and social welfare. • Economic model of planning policies for commute-to-school. Altering the network of public facilities like schools is likely to affect travel choices, in particular route and mode choice. Traveling to school is not only a major contributor to public transport demand in peak periods, but is in many instances also the trip purpose where young people are engaged in bicycling. However, in contrast to public transport, an active travel mode like bicycling needs (substantial) own physical activity as input into the 'production' of a trip. The objective of this paper is to improve our understanding of the substitution between bicycling and public transport in school travel focusing on an underrated determinant in the literature – the personal effort (e.g. energy input in terms of kcal) of students when traveling by bike (or walk). It is shown that a local government aiming at maximizing social welfare when making decisions on the density of public school facilities would be well advised to take this cross effect into account. We use a large unique data set of travel-to-school mode choice in the city of Dresden (Germany). We estimate a series of multivariate extreme value models and derive the elasticity of bike usage and the cross-elasticity of public transport demand with respect to the physical effort. The results reveal that effort elasticity of bike usage is significantly negative, whereas the effort cross-elasticity of public transport demand is significantly positive. In both cases, the responses are highest for school travel distances between 1 and 3 km, but relatively inelastic, meaning that a widespread adoption of pedelecs (or even e-bikes) in school travel could have only limited impacts on peak-period public transport demand. [ABSTRACT FROM AUTHOR]

• Metro and RENFE strikes increase air pollution. • Air pollution is slightly affected by bus strikes. • Effects on pollution are larger for public transports with no direct substitutes. • Metro and RENFE commuters switch to private cars when there is a strike. • FGC users switch to non-pollutant transports during strikes. Many Spanish cities' air contains excessive levels of pollutants caused by traffic. These pollutants are associated with high concentrations of vehicles in urban and surrounding areas, such as Madrid and Barcelona. According to the World Health Organization (WHO), 96.8% of Spain's population breathe polluted air. This paper provides empirical evidence on the effect of public transport strikes on Barcelona's air quality through an econometric analysis. The period analyzed included 147 days of some kind of public transport strike: bus (57), metro (21), trains (71), and tram (4); and also four general strikes. The estimates show that public transport strikes increases the concentration level of SO2, CO, PM 10 , and NOX throughout the city, especially in the case of metro and RENFE trains. These results also allow us to understand how commuters substitute transport modes and to propose specific policies to increase public transport use. [ABSTRACT FROM AUTHOR]

• Universities need to raise awareness of the effect of mobility on climate change. • The travel behaviour and CO 2 emissions of university commuters are analyzed. • A methodology to estimate CO 2 emissions factors by transport mode in Madrid. • Policies are recommended to reduce the impact on climate change from transport to the UPM. Cities are at the core of global climate change mitigation and strategic low-carbon development. Within cities, universities are ideal places to raise awareness of environmentally friendly lifestyles. This paper focuses on understanding per-trip commuting CO 2 emissions in the Technical University of Madrid. A simple mobility survey was conducted collecting 2149 responses. The study includes a methodology to estimate CO 2 emission factors by transport mode in Madrid. The results show that public transport is the main mode used, with over 75% of trips. However, users of private modes produce more than 55% of the total CO 2 emissions from commuting. After an analysis of UPM commuters' travel behaviour and their climate change impacts, a set of reduction policies -such as campaigns to promote shared mobility, economic incentives in public transport, and integrated parking management policies among others are proposed to redefine policies after the pandemic crisis. [ABSTRACT FROM AUTHOR]

• Full electrification (FE) of passenger cars needed to not exceed the 1.5 °C global warming. • Inve 2 st model simulates the diffusion of passenger cars based on discrete choice data until 2050. • Under moderate framework conditions, there is a gap of 62% to achieve FE. • Ban on new registrations of conventional vehicles by 2030 could lead to FE by 2050. • Fiscal, regulatory and nudging measures are necessary to achieve FE. Numerous studies have shown that a full electrification of passenger cars is needed to stay within the 1.5° C temperature rise. This article deals with the question of how the required shares of alternative vehicles can be achieved by the year 2050. In literature the preferred technology are battery electric vehicles as these are more energy efficient than hydrogen vehicles. To be able to demonstrate how alternative vehicles diffuse into the German market, the passenger car investment behavior of private persons was investigated. For this purpose, a discrete choice experiment (DCE) with 1921 participants was carried out empirically. The results of the DCE show that the investment costs in particular are important when choosing a vehicle. This is followed by the driving range, fuel costs and vehicle type. Less important are the charging infrastructure and CO 2 emissions of the vehicle. A CO 2 tax is of least importance. The utility values of the DCE were used to simulate future market shares. For this purpose the open-source software Inve 2 st was developed and different scenarios were defined and calculated. This paper shows that conservative assumptions on attribute development leave a large gap until full electrification, as conventional vehicles still account for around 62% of market shares in 2050. In order to achieve full electrification, extreme efforts must be made, targeting the technical and economic characteristics of the vehicles, but also addressing person-related characteristics such as level of information, the subjective norm or the technological risk attitude. A ban on new registrations of combustion engines from 2030 could also lead to a full electrification by 2050. An average annual increase in the market share of alternative vehicles of 2.4 percentage points is needed to achieve full electrification. Other important factors are measures that address the modal shift to other modes of transport (rail, public transport, car-sharing). [ABSTRACT FROM AUTHOR]

• Preferences for last-mile travel mode choice including e-scooters are investigated. • Income and prior experience affect the choice probability for e-scooter sharing. • Walking is the most onerous activity followed by taking buses and riding e-scooters. • Time value range of riding an e-scooter is broader than that of taking a shuttle bus. • E-scooter sharing can be a competitive transportation mode in last-mile situations. With its advantages in urbanized areas, the electric scooter sharing (ESS) system has received considerable popularity as a transportation mode for short-distance trips. In this paper, people's preferences toward ESS for last-mile trips were analyzed using a stated preference experiment. We designed the experiment to scrutinize how people value ESS-riding compared with other conventional last-mile transportation modes. The values of travel time components such as access and riding times are estimated using a mixed logit model. The values of riding transportation modes were significantly greater than that of walking for a last-mile trip. However, none of the time values of two modes—those from a conventional last-mile mode and ESS—was dominating because the difference in the dispersions of each made the time value curves intersect around their medians. Considering the results, we have concluded that ESS is a competitive transportation mode in last-mile situations. [ABSTRACT FROM AUTHOR]

• Impacts of protections against inundation on transportation systems are quantified. • Agent-based simulations for the road and public transit system are performed. • Procedures are applied to a real network in SF Bay Area for 1 m sea level rise. • Coastal protection affects transportation systems in areas beyond its vicinity. • Maps at the TAZ level suggest spatial heterogeneity of the impact of sea level rise. Transportation infrastructure resilience is an important component of a region's ability to recover from natural disasters. While Sea Level Rise (SLR) is becoming inevitable with climate change, little is known of the impact of protection strategies on multiple modes of transport. The present paper proposes a framework where a range of coastal protection strategies are undertaken in the case of one meter of SLR (expected by the year 2100). The methodology incorporates high-resolution hydrodynamic simulations using the Coastal Storm Modeling System (CoSMoS) and traffic simulations using the Multi-Agent Transport Simulation (MATSim) to quantify the potential impact of SLR and protection strategies on both the highway and public transit systems in the San Francisco Bay Area. The results of the traffic simulations are analyzed at the regional and Transportation Analysis Zone (TAZ) levels. Modeling results show that coastal protection of one area will affect the transportation system (sometimes negatively) in areas beyond its vicinity. The improved spatial resolution, and the integration of highway and transit networks in a unified model, reveal transportation phenomena that were not identified in previous studies. By quantifying the impacts on commuters' mobility in different TAZs, the methodology can be used to develop effective and inclusive strategies against SLR for a given region of interest. [ABSTRACT FROM AUTHOR]

• The motility framework is employed to understand travel behaviour from a subjective perspective. • Sustainable travel behaviour predictors are compared across three heterogeneous urban contexts. • Perceived functional suitability of a sustainable travel mode varies across different urban contexts. • Good access to public transport (PT) is likely to increase cycling, PT, and reduce car using. Drawing on the conceptualisation of motility as the capacity to be mobile, this paper employs statistical and GIS-based analyses to explore the associations between travel mode choice and mobility-related attitudes, skills and opportunities to access transport modes. The study builds on survey data and spatial data from three urban contexts of Beijing, Gothenburg and Malmo to analyse both individual-level and contextual factors influencing sustainable travel behaviour. The results indicate that despite varying contexts, the three dimensions of attitude, skills and access significantly explain individuals' travel behaviour and their choice to travel by public transport, bicycle or car. Among the studied travel modes, cycling appears to be a competitive mode when the travel distances are within 5 km. In all three urban contexts, individuals who have greater environmental awareness are more likely to travel by public transport or cycling if the physical conditions facilitate using these modes. Good access to public transport is likely to increase the usage of both cycling and public transport and reduce car use. Favourable conditions for cycling within 2 km and 5 km radius can positively encourage people to use a bicycle as a feeder mode for public transport. Overall, our findings demonstrate that for mobility policies to increase individuals' motility in relation to sustainable travel modes and encourage a travel behaviour shift towards using alternatives to cars, planners need to take more holistic approaches and design policies that deal with the three motility dimensions in an integrated manner and avoid focusing on a single dimension in isolation. [ABSTRACT FROM AUTHOR]

• We examine the preferences of Japanese citizens for hydrogen fuel cell vehicles. • We use multinomial, nested, and mixed logit models on SP discrete choice data. • Non-financial incentives, vehicle attributes, and socio-demographic characteristics are crucial. After the successful adoption and deployment of electric vehicles in Norway with the support of generous government-led incentives, several other countries began introducing policy incentives for environmental-friendly vehicles. In light of Japan's goal of becoming a hydrogen society, this paper examines the preferences of Japanese citizens for hydrogen fuel cell vehicles (HFCVs) through a stated preference discrete choice experiment involving carefully chosen vehicle attributes and incentives. To this end, it uses mixed logit model on the choice scenario data to elicit the behavioral responses. Governmental incentives such as free public parking and free public transport significantly impact the preferences for HFCVs. In terms of socio-demographic characteristics, education and apartment parking remarkably affect the adoption of HFCVs. Although the preference of Japanese consumers for HFCVs is significantly lower than that for conventional vehicles, a well-designed package of policy incentives involving free public parking and public transport can drive Japan's push for HFCVs in the long run. [ABSTRACT FROM AUTHOR]

• Increase environmental, operational and financial performances by optimizing mode choice and shipment planning. • Value-Based Management is adopted for time sensitive (perishable) products. • Shipment scheduling, different bulk chartering methods, ship speed and cargo depreciation are analyzed. • Greenhouse gas emissions from cold chain shipping are evaluated. • Optimal ship speed decreases with a higher decline rate when goods are less perishable. Mode choice between reefer bulk and container in seaborne cold chains for time sensitive products is a practical problem, in which limited studies are available to guide decision makers. This study thoroughly investigates the cold chain mode choice problem by selecting shipping mode (containerized transport and bulk transport) for each shipment and determining shipment quantities and ship deployment in a multi-period planning environment with independent perishable product demands. Value-Based Management as a novel method in shipping is adopted to consider both economic and environmental objectives from operational and financial aspects. The value-based mode selection models also determine the sailing speed of the heterogeneous chartered reefer bulk fleet under different chartering terms. Furthermore, the paper evaluates greenhouse gas emissions from the cold chain shipping. Findings from a numerical example show that optimal ship speed decreases with a reducing rate when the bunker price increases and with a higher decline rate when goods are less perishable. [ABSTRACT FROM AUTHOR]