Recent itsdavis_policy items

A Systems Approach Can Lower Costs and Protect the Grid as Freight Electrifies

Tue, 25 Aug 2026 00:00:00 +0000

California is transitioning heavy-duty freight trucks from diesel to battery-electric vehicles to help meet its climate and air quality goals. Unlike passenger vehicles, electric trucks require much larger batteries and high-powered chargers, creating concentrated demands on the electric grid. At the same time, freight carriers operate under strict schedules that leave little flexibility in when and how long trucks can charge. As freight electrification expands, coordinating truck operations, charging infrastructure, and grid planning will become increasingly important.

U.S. Q2 2026 EV Market Brief: Disentangling Product Withdrawal from Consumer Demand

Mon, 10 Aug 2026 00:00:00 +0000

U.S. Q2 2026 EV Market Brief: Disentangling Product Withdrawal from Consumer Demand

Increasing Access to Zero-Emissions Vehicles at Dealerships Could Increase Adoption and Improve Equity Outcomes

Wed, 15 Jul 2026 00:00:00 +0000

California has set a target of achieving 100% zero-emission vehicle (ZEV) sales by 2035. While the state has made substantial progress, with ZEVs accounting for roughly 25% of new vehicle sales in 2025, adoption remains uneven across communities. Disadvantaged communities (DACs), which face disproportionate exposure to air pollution, continue to lag in ZEV uptake. Most DAC-related policy efforts to date have focused on demand-side interventions, such as consumer purchase incentives, rather than supply-side approaches that increase vehicle availability. Because more than half of ZEV sales in California occur through franchised dealerships, they are a critical gateway through which consumers access these vehicles and may represent an important leverage point for increasing adoption.

Generalized Tools for Evaluating Active Transportation Projects Show Promise—But Project Level Estimates Need Other Support

Thu, 18 Jun 2026 00:00:00 +0000

Cities and regions are increasingly investing in walking and bicycling infrastructure, driven by well-documented health, social, and environmental benefits of active transportation. However, most agencies lack practical tools to accurately assess whether these investments are achieving their intended outcomes. Accurately measuring change in walking and bicycling attributable to investments like new bike lanes or sidewalks is difficult and involves resources and expertise that is generally not feasible or financially sustainable for mode agencies.

The Long-term Impacts of the Pandemic on Ridehailing Use Could Have Negative Environmental Impacts

Wed, 10 Jun 2026 00:00:00 +0000

Ridehailing services (such as those offered by Uber and Lyft) can contribute to increases in vehicle miles traveled (VMT) by attracting demand from more sustainable modes, encouraging additional travel, and driving while not serving passengers . Pooled ridehailing services (i.e., ridehailing services that offer discounted fares in exchange for the potential to be matched with other customers traveling to similar destinations) have been identified as a means of addressing the negative impacts of ridehailing services. However, the impact of pooled ridehailing is heavily influenced by the uptake of these services. The onset of the COVID-19 pandemic substantially influenced travel mode preferences, resulting in an increased preference for individual modes (e.g., private vehicles and active modes) and a reduced preference for shared modes (e.g., public transit and ridehailing)3 . Given the disruptive impacts of the pandemic on travel mode preferences, and the negative impacts of ridehailing...

Universal Basic Mobility Pilot Programs in Oakland and Bakersfield Are Combatting Transportation Poverty

Thu, 28 May 2026 00:00:00 +0000

The concept of Universal Basic Mobility (UBM) calls upon policymakers to ensure all people have access to transportation services for basic needs like work, food, and healthcare. Pilot programs in California and beyond are testing UBM as a means to address the problem of transport poverty, often defined as a household spending more than 10% of their income on transportation (the average American household spends 16%). Transport poverty also encompasses issues of mobility access (e.g., how far a person can travel and what types of destinations they can reach in a defined amount of time) and transportation experience (e.g., safety). Those particularly vulnerable to transport poverty include low-income households, communities ofcolor, undocumented immigrants, persons with disabilities, and youth who are neither working nor in school.

Ambiguity in Defining High-Quality Transit Shapes Where Housing Can Be Built in California

Wed, 20 May 2026 00:00:00 +0000

“Major transit stop”—how these three words are defined determines what can be built where, throughout much of California. To address housing shortages and reduce reliance on driving, California has enacted a number of laws that streamline housing approvals and remove zoning constraints in areas near high-quality transit. Many of these laws allow for greater density, less parking, and faster permitting within half a mile of a “major transit stop,” defined in California Public Resources Code § 21064.3 as “an existing rail or bus rapid transit station, a ferry terminal served by either a bus or rail transit service,” or “the intersection of two or more major bus routes with a frequency of service interval of 20 minutes or less during the morning and afternoon peak commute periods.” In some cases, planned future transit stops included in long-range regional transportation plans may also qualify.

Tracking the Transition: Why California Needs a Central Database for Zero-Emission Trucks

Wed, 20 May 2026 00:00:00 +0000

California has set some of the most ambitious clean-truck goals in the world. Governor Newsom’s 2020 Executive Order includes a goal that all medium- and heavy-duty trucks be zero-emission by 2045 where feasible. To meet this goal, the California Air Resources Board (CARB) approved two regulations focusing on trucks—the Advanced Clean Trucks rule, requiring manufacturers to sell zero-emission trucks (ZETs), and the Advanced Clean Fleets rule, requiring fleets to purchase them. Both rules are not currently active, but the targets and aggressive schedules for ZET adoption re-main. This situation creates uncertainty for manufacturers, fleets, and infrastructure providers.

U.S. Q1 2026 EV MARKET BRIEF

Thu, 14 May 2026 00:00:00 +0000

U.S. Q1 2026 EV MARKET BRIEF

Affordable Carsharing in Urban Contexts: Lessons from Richmond’s Pilot Program

Tue, 5 May 2026 00:00:00 +0000

In the US, access to a personal vehicle is often essential for getting to work, school, healthcare services, shopping, and other daily needs. To expand mobility options and reduce greenhouse gas emissions, several states have launched publicly supported electric vehicle (EV) carsharing pilot programs. These programs aim to provide affordable, low-carbon transportation options to households that cannot afford to own a vehicle. Míocar, a nonprofit carsharing service, has implemented successful pilots in rural and suburban communities in California’s San Joaquin Valley. In 2022, it expanded its service to the urban environment of Richmond, California by coordinating with the City of Richmond to implement a total of six carshare hubs, three of which are still operational as of 2025. Our research team studied the Richmond pilot service using member surveys, vehicle use data, and interviews with Míocar staff to understand how well the model translated to a denser urban setting and what...

How Amenities Can Improve the Business Case for Fast Charging Infrastructure

Thu, 30 Apr 2026 00:00:00 +0000

Public direct current (DC) fast charging infrastructure is expanding across California and remains supported by public funding. Many charging stations face challenges becoming financially sustainable, and some are located in areas that lack the amenities drivers want while they wait for their vehicles to charge. As California continues to invest in charging infrastructure to support electric vehicle (EV) adoption, understanding what drivers do while at fast chargers, and whether they visit and spend money in nearby businesses, can help inform decisions about infrastructure deployment and could improve the business case for DCFC. To better understand EV drivers’ activities at DC fast chargers, we surveyed 3,350 EV drivers in California. The survey examined what drivers do while charging, what they spend money on during charging sessions and how much, which amenities they prefer to have nearby, and how they describe their overall charging experience.

Investigating Unmet and Difficult Travel in Underserved Communities in California

Thu, 30 Apr 2026 00:00:00 +0000

Residents of disadvantaged, low-income, rural, and tribal communities—collectively referred to as underserved communities—often face transportation barriers resulting from decades of car-oriented planning. This has left lower-cost modes such as public transit, walking, and cycling unsafe or unavailable, resulting in widespread travel difficulties and unmet mobility needs that are challenging to measure. To understand how people are navigating these challenges, we surveyed 2,892 residents from underserved communities in California. Centering the experiences of people often underrepresented in travel behavior surveys, this study provides insights into the main factors linked to difficult or unmet travel, how people adapt to these challenges, and the barriers they face. Our findings provide evidence to inform the design of equitable transportation solutions that can improve mobility and access for California’s Priority Populations—groups that are State priorities for investments...

How Did Travel Change after COVID-19? Insights from Northern California Megaregion

Tue, 21 Apr 2026 00:00:00 +0000

The COVID-19 pandemic greatly changed how people live, work, and travel. These changes influenced travel habits, public transit use, and transportation funding across regions. However, these effects were not the same everywhere; some areas faced major, lasting disruptions, while others experienced smaller impacts and recovered faster. Recognizing these differences is crucial for transportation agencies and policymakers as they prepare for future uncertainties and limited resources. In a large and diverse region like the Northern California Megaregion, with about 13 million people, understanding how and why travel patterns shifted among different communities can help improve long-term planning and system resilience.

Autonomous Trucking Combined with Appropriate Policy Could Increase Job Quality, Road Safety, and Commerce

Wed, 8 Apr 2026 00:00:00 +0000

California is considering whether to lift a decade-long ban on heavy-duty autonomous vehicles weighing more than 10,000 pounds. This decision comes at a time when the state’s goods-movement system faces mounting pressure to improve safety, address labor shortages, remain competitive, and meet climate and economic goals. To better understand these challenges, our team synthesized existing academic research and conducted interviews with 18 experts across industry, labor, and government. A key takeaway from this analysis is that humans will play enduring roles in both traditional and emerging occupations in trucking. Policy choices can influence whether autonomous trucking brings about higher-quality jobs, more efficient commerce, and safer systems as opposed to fragmented industry oversight and job loss without retraining or re-employment.

California’s SB 375 Falls Short in Streamlining Transit-Oriented Development, But this Could be Fixed

Mon, 6 Apr 2026 00:00:00 +0000

In California and many other states, new development projects must undergo an environmental impact analysis as part of the approval process. In California, this happens through the California Environmental Quality Act (CEQA).

While CEQA is designed to ensure thoughtful consideration of environmental effects, it can also invite litigation that can delay or derail projects, even for projects that may benefit the environment, such as transit-oriented development (TOD). TOD aims to reduce vehicle miles traveled (VMT) and its associated impacts, such as greenhouse gas emissions (GHGs), by locating housing, jobs, and amenities near high-frequency public transit. But when environmental review requirements delay or discourage TOD, the result can be to push development to less accessible areas, leading to more driving, more emissions, and fewer housing options—

undermining the very goals CEQA was meant to protect.

Mitigating VMT from Highway Expansion Projects: Early Insights from California

Wed, 1 Apr 2026 00:00:00 +0000

The California Environmental Quality Act (CEQA) requires lead agencies to evaluate the environmental impacts of major projects, including highway expansion projects, and to mitigate those impacts to the extent feasible. In 2013, SB 743 (Steinberg) changed how transportation impacts are evaluated by shifting the performance measure from traffic delay to vehicle miles traveled (VMT), a measure of total driving. This change reflected evidence that the metric of VMT captures the influence that transportation projects have on driving behavior and its related environmental and social impacts, such as greenhouse gas emissions, air pollution, safety, and public health.

How have lead agencies implemented the requirement to analyze and mitigate VMT induced by highway expansion projects? To better understand how SB 743 has affected highway expansion projects in practice, we reviewed state regulation and guidance and evaluated the Environmental Impact Reports (EIRs) for the six highway...

Overcoming Barriers to Transit-Oriented Development: Considering State, Regional, and Local Roles

Thu, 26 Mar 2026 00:00:00 +0000

Transit-oriented development (TOD) is a strategy that promotes building housing, shops, offices, and other destinations near public transit stations. TOD is compact and walkable, supports public transit use, reduces car dependency, and can help lower greenhouse gas emissions by decreasing the number of miles people drive. California has adopted many policies in recent years– at the state, regional, and local levels– to encourage TOD as part of its broader climate and housing goals. At the same time, the state faces a housing affordability crisis. In the past seven years, state lawmakers have passed more than 100 bills aimed at increasing housing production, particularly in areas near public transit.

Zero-Emission Vehicles Are Entering the Used Market: What Does This Mean for California?

Wed, 25 Feb 2026 00:00:00 +0000

Since most Californians don’t buy new cars, the used car market plays a vital role in broadening access to zero-emission vehicles (ZEVs), particularly among lower-income populations who may find new ZEVs financially out of reach. However, little is known about the used ZEV market. To address this gap, our research team analyzed used ZEV market characteristics, buyer demographics, and the patterns of vehicle transfers within the state. The aim of our research is to help policymakers understand how the used ZEV market contributes to California’s broader goals of reducing emissions and ensuring equitably access to clean transportation technologies.

Understanding Today’s Used Car Buyers Can Help Grow the Market for Used Electric Vehicles

Mon, 2 Feb 2026 00:00:00 +0000

New car sales is the primary metric for measuring electric vehicle (EV) adoption, however, monitoring transition to EVs overall will require knowing more about what is going on in the used car market. While there is limited research on used EV buyers, examining the characteristics and vehicle costs of individuals who currently purchase used vehicles could provide some helpful insights. Our research team explored the financial impact of a household that typically purchases a used car, choosing a used EV instead. To do this, we analyzed consumer survey data that tracks households’ expenditure on vehicle purchasing and operations on a national scale to identify why households opt for new versus used vehicles and the consequent cost of vehicle ownership.

Vehicle Automation May Require New Safety Policies

Mon, 2 Feb 2026 00:00:00 +0000

Automation is ushering in a new era for motor vehicle safety. Vehicles equipped with Automated Driving Systems (ADS) are increasingly on our roadways. ADS systems typically include cameras, radar, LiDAR, artificial intelligence (AI) perception systems, data fusion, and neural network architectures. Research from UC Davis evaluated ADS-related safety policy, data collection, and human-machine interactions. The findings suggest that integrating ADS vehicles with existing infrastructure and operations will require updates to safety definitions, more robust oversight, and clearer regulatory andlegal frameworks.

What Should Agencies Measure to Decide If Microtransit Is Working?

Fri, 30 Jan 2026 00:00:00 +0000

California state agencies, public transit agencies, and cities have invested in dozens of microtransit pilot programs, often with the stated goals of improving access, filling gaps in fixed-route public transit service, and serving communities that are difficult to reach by traditional bus or rail. As microtransit services mature, agencies increasingly face decisions about whether to expand, modify, or discontinue microtransit services—and how to allocate scarce operating funds across competing transit priorities.Despite growing investment, there is no consistent approach to measuring whether microtransit services are delivering meaningful benefits relative to their costs, or whether those benefits are equitably distributed. Without clear and well-balanced performance metrics, agencies risk drawing the wrong conclusions about success or failure.

How California cities respond to state-level parking reform

Fri, 23 Jan 2026 00:00:00 +0000

In 2022, California became the first state to eliminate parking requirements in certain neighborhoods. Assembly Bill 2097 (AB 2097) prohibits, in most circumstances, local governments from imposing parking requirements within a half-mile of an existing or planned major transit stop such as a rail station, ferry terminal, or the intersection of frequent bus routes. We examined how cities are responding to this new statewide law and draw out lessons for parking policy as well as other types of state preemption of local land use regulations.

Electrifying Off-Road Equipment Remains a Heavy Lift

Wed, 7 Jan 2026 00:00:00 +0000

California has ambitious electrification goals which include the electrification of 100% of off-road vehicles and equipment “where feasible.” While light duty vehicle electrification is progressing—25% of new car sales are now electric and the charging infrastructure is expanding—progress on electrifying off-road equipment, such as construction machinery, has been much slower. To better understand the barriers and opportunities, we conducted interviews with 16 stakeholders, including construction firms, equipment manufacturers, rental companies, public agencies, other researchers, and nonprofits. Their insights highlight the technical, economic,and social challenges facing this sector, as well as potential strategies to accelerate adoption.

Road Usage Charges Could Reduce Costs for Rural Drivers but Show Minimal Effect on Disadvantaged Communities

Fri, 19 Dec 2025 00:00:00 +0000

The gasoline tax, the primary source of transportation funding in California and United States, is rapidly losing effectiveness as vehicles become more fuel efficient and as electric vehicles enter the market. To address this funding shortfall, many states are exploring alternatives to the gas tax such as a road usage charge (RUC), which charge drivers based on miles traveled rather than fuel consumed. The 2021 federal Infrastructure Investment and Jobs Act (IIJA) supports this transition by funding both national and state-level RUC pilot demonstrations. Despite growing momentum, questions remain about how RUCs affect equity. Policymakers are particularly concerned about whether rural residents, who often travel longer distances, or disadvantaged communities, who already face economic and mobility barriers, would be disproportionately burdened. To better understand these impacts, my team examined how a revenue-neutral RUC in California would change the financial burden of switching...

Rethinking Transportation Assistance: LA’s Mobility Wallet Pilot Shows Promise in Securing Travel Access for Residents

Thu, 18 Dec 2025 00:00:00 +0000

People living on low incomes often lack affordable and reliable transportation options. These barriers limit access to essential destinations such as medical appointments, school, and jobs. In response, several U.S. cities have tested universal basic mobility wallets that provide flexible transportation funds to low-income residents. In 2023, the Los Angeles Department of Transportation and the Los Angeles Metropolitan Transit Authority launched one of the largest mobility wallet pilot programs, offering $150 per month to 1,000 participants over the course of a year on prepaid debit cards. Participants could use the monthly stipend to pay for transit, ridehailing, carsharing, car rentals, shared bicycles and scooters, and bicycle purchases.

Microtransit

Mon, 15 Dec 2025 00:00:00 +0000

VMT and GHG emissions reduction is shown by effect size, defined as the amount of change in VMT (or other measures of travel behavior) per unit of the strategy, e.g., a unit increase in density. Effect sizes can be used to predict the outcome of a proposed policy or strategy. They can be in absolute terms (e.g., VMT reduced), but are more commonly in relative terms...

Transit Fare Policies, Including Fare-free Transit

Mon, 15 Dec 2025 00:00:00 +0000

Ride Service and Transit Parnterships

Mon, 15 Dec 2025 00:00:00 +0000

A Cross-sector Micromobility Research Roadmap

Mon, 8 Dec 2025 00:00:00 +0000

Micromobility—including shared, loaned, and leased bikes, e-bikes, and e-scooters—holds significant promise in supporting more sustainable travel. It supports first- and last-mile connections to public transit and reduces vehicle miles traveled (VMT) and associated emissions. However, the micromobility sector faces persistent challenges, and the path forward to delivering sustainable and equitable services remains unclear.To help chart that path, our research team conducted a Delphi study via two online surveys of micromobility stakeholders (N=45). Based on the findings, this brief presents a research roadmap that reflects the priorities of government, industry, and advocacy groups. It highlights where stakeholder perspectives align and where they diverge—laying the foundation for more targeted and collaborative research, policy, and practice.

Promoting Affordable Access to Zero Emission Trucks:A Total Cost of Ownership (TCO) Based Approach to a Zero Emission Truck Incentive Program

Wed, 3 Dec 2025 00:00:00 +0000

Zero emission trucks are on the verge of rapid adoption in California due to strong regulatory and incentive support, but recent actions at the federal level threaten to stall progress. To achieve the next phase of widespread commercialization, California must take further action to ensure that ZETs are affordable, abundant, and accessible to all businesses. Continuation of purchase incentives is critical to the success of the ZET market, given the current high upfront purchase cost. ITS-Davis has analyzed the design of a zero-emission truck (ZET) incentive program that could help re-design or supplement the current Clean Truck and Bus Voucher Program (HVIP) and continue to provide certainty for fleet buyers to transition, given the recently withdrawn Advanced Clean Fleets (ACF) regulation for trucks and federal actions that could weaken or delay implementation of the Advanced Clean Truck (ACT) regulation. Our analysis shows that a 10-year time-limited incentive program designed...

Balancing Electric Vehicle Adoption with Grid Stability in California: A Time-sensitive Challenge

Tue, 25 Nov 2025 00:00:00 +0000

California leads the nation in a shift to electric vehicles (EVs), with ambitious targets for phasing out the sale of new gas-power cars by 2035. However, this transition raises serious concerns about whether the state’s electrical grid can handle the surge in charging demand. Without careful planning, grid infrastructure limitations and the associated costly upgrades could become a major bottleneck to widespread EV adoption. To better understand this challenge, we simulated EV charging profiles (i.e., how, when, and where EVs are charged) across different types of locations across California, including homes, workplaces, and public charging stations. We then evaluated the impact on the state’s electrical distribution system. Our findings point to where and when the grid is most vulnerable—and what policies can help balance EV growth with grid stability.

The Equity Challenge: Ensuring Grid Upgrades Don’t Leave Communities Behind in California

Tue, 25 Nov 2025 00:00:00 +0000

California’s rapid shift toward vehicle electrification will require substantial upgrades to the state’s electricity distribution grid (i.e., the part of the electric power system that delivers electricity from substations to homes, businesses, and other end users). Without proactive planning, these upgrades risk exacerbating existing inequities in access to electric vehicle (EV) charging infrastructure and grid capacity. Specifically, disadvantaged communities that already struggle with higher pollution and economic hardship have lower rates of EV adoption, but are more likely to need costly grid upgrades to support charging. To better understand these equity implications, we analyzed grid capacity and charging needs across more than 5,000 distribution feeders in California. We combined real-world utility data with projections of EV adoption and charging behavior models for light-, medium-, and heavy-duty vehicles.

Electric Vehicles Could Reduce Costs for Low-Income Drivers If Structural Barriers are Addressed

Mon, 24 Nov 2025 00:00:00 +0000

Battery-electric vehicles (BEVs) are central to California’s strategy to reduce transportation-related emissions; however, low-income households face significant structural barriers to adoption. These barriers include the high upfront purchase costs of new BEVs, limited supply of used BEVs, limited access to home charging, and low awareness of BEVs. To better understand these obstacles and identify effective policy responses, our research team analyzed survey data collected from 2,051 priority population households throughout California between December 2023 and June 2024. The survey asked households about their vehicle purchasing behavior, ownership costs, and socio-demographics.

What Makes Universal Basic Mobility Programs Work?

Mon, 24 Nov 2025 00:00:00 +0000

Many Californians face “transportation poverty”–a lack of reliable, efficient, safe, and affordable ways to get to jobs, school, shopping, and medical appointments. Universal Basic Mobility (UBM) programs aim to close this gap. One approach is providing income-qualified individuals with mobility wallets (e.g., prepaid debit cards) used to cover costs for a range of transportation services and options, such as shared mobility and transit services. The range of transportation choices available to mobility wallet participants often helps reduce reliance on personal vehicles while supporting cleaner, lower-carbon travel. To understand how these programs work in practice, we evaluated UBM pilots in four California cities– Los Angeles, Bakersfield, Oakland, and Stockton–and reviewed similar efforts across the country. Our research highlights design features, challenges, outcomes that matter most for agencies and policymakers considering this new tool for addressing transportation barriers.

Delivery Vans, Large Pickups, and Work Trucks Drive More, Pollute More but Remain the Least Electrified

Thu, 13 Nov 2025 00:00:00 +0000

Medium-duty trucks in the Class 2b-3 range (8,501-14,000 lbs.) are a critical and overlooked segment in California’s vehicle market. These trucks—used as work vehicles, delivery vans, and large personal-use pickups—are disproportionately owned and used in rural and lower-income communities. While they make up a relatively small share of the overall truck fleet in California, they contribute disproportionately to fuel use and emissions due to their high annual mileage and low fuel efficiency.Electrification of these vehicles has lagged far behind both passenger cars and heavier commercial trucks. According to the California Air Resources Board’s EMFAC model, battery electric vehicles (BEVs) account for just 1.5% of Class 2b and 0.2% of Class 3 vehicles in California, compared to 6.9% of passenger vehicles. This gap reflects both technical barriers (e.g., range, payload, or towing capacity)3 and policy gaps, since many incentive and regulatory programs focus on fleet-owned, heavier...

Land Use Mix

Thu, 6 Nov 2025 00:00:00 +0000

This project reviews and summarizes empirical evidence for a selection of transportation and land use policies, infrastructure investments, demand management programs, and pricing policies for reducing vehicle miles traveled (VMT) and greenhouse gas (GHG) emissions. The project explicitly considers social equity (fairness that accounts for differences in opportunity) and justice (equity of social systems) for the strategies and their outcomes. Each brief identifies the best available evidence in the peer-reviewed academic literature and has detailed discussions of study selection and methodological issues.VMT and GHG emissions reduction is shown by effect size, defined as the amount of change in VMT (or other measures of travel behavior) per unit of the strategy, e.g., a unit increase in density. Effect sizes can be used to predict the outcome of a proposed policy or strategy. They can be in absolute terms (e.g., VMT reduced), but are more commonly in relative terms (e.g., percent...

Managed Lanes

Thu, 6 Nov 2025 00:00:00 +0000

Regional Accessibility

Thu, 6 Nov 2025 00:00:00 +0000

Impacts of Road Pricing on Passenger Vehicle Use and Greenhouse Gas Emissions

Thu, 6 Nov 2025 00:00:00 +0000

This project reviews and summarizes empirical evidence for a selection of transportation and land use policies, infrastructure investments, demand management programs, and pricing policies for reducing vehicle miles traveled (VMT) and greenhouse gas (GHG) emissions. The project explicitly considers social equity (fairness that accounts for differences in opportunity) and justice (equity of social systems) for the strategies and their outcomes. Each brief identifies the best available evidence in the peer-reviewed academic literature and has detailed discussions of study selection and methodological issues. VMT and GHG emissions reduction is shown by effect size, defined as the amount of change in VMT (or other measures of travel behavior) per unit of the strategy, e.g., a unit increase in density. Effect sizes can be used to predict the outcome of a proposed policy or strategy. They can be in absolute terms (e.g., VMT reduced), but are more commonly in relative terms (e.g., percent...

Capacity Building is Key for Accelerating Open-loop Payments Adoption Among Transit Agencies

Tue, 30 Sep 2025 00:00:00 +0000

Open-loop payments systems allow riders to pay fares using general-purpose payment methods like credit cards, debit cards, or mobile wallets (Apple Pay, Google Pay), rather than being limited to a single transit agency’s own payment system. Broad adoption of open-loop payments offers major benefits for public transit, including lower costs, greater convenience for riders, and improved operational efficiency. The California Integrated Travel Project (Cal-ITP) has helped pave the way for transit agencies interested in this technology by providing resources, guidance, and hands-on support. Cal-ITP works directly with transit agencies to address known challenges and identify solutions to emerging barriers. Understanding how agencies decide whether to adopt open-loop and other technologies is key to ensuring the effectiveness of programs like Cal-ITP. To explore this, we surveyed transit agencies in California to identify the factors that influence adoption of open-loop payments.

Micromobility Services

Wed, 24 Sep 2025 00:00:00 +0000

This project reviews and summarizes empirical evidence for a selection of transportation and land use policies, infrastructure investments, demand management programs, and pricing policies for reducing vehicle miles traveled (VMT) and greenhouse gas (GHG) emissions. The project explicitly considers social equity (fairness that accounts for differences in opportunity) and justice (equity of social systems) for the strategies and their outcomes. Each brief identifies the best available evidence in the peer-reviewed academic literature and has detailed discussions of study selection and methodological issues. VMT and GHG emissions reduction is shown by effect size, defined as the amount of change in VMT (or other measures of travel behavior) per unit of the strategy, e.g., a unit increase in density. Effect sizes can be used to predict the outcome of a proposed policy or strategy. They can be in absolute terms (e.g., VMT reduced), but are more commonly in relative terms (e.g., percent...

Telemedicine

Mon, 22 Sep 2025 00:00:00 +0000

This project reviews and summarizes empirical evidence for a selection of transportation and land use policies, infrastructure investments, demand management programs, and pricing policies for reducing vehicle miles traveled (VMT) and greenhouse gas (GHG) emissions. The project explicitly considers social equity (fairness that accounts for differences in opportunity) and justice (equity of social systems) for the strategies and their outcomes. Each brief identifies the best available evidence in the peer-reviewed academic literature and has detailed discussions of study selection and methodological issues. VMT and GHG emissions reduction is shown by effect size, defined as the amount of change in VMT (or other measures of travel behavior) per unit of the strategy, e.g., a unit increase in density. Effect sizes can be used to predict the outcome of a proposed policy or strategy. They can be in absolute terms (e.g., VMT reduced), but are more commonly in relative terms (e.g., percent...

Gas taxes, distance-based charges, and transportation network company charges

Mon, 22 Sep 2025 00:00:00 +0000

This project reviews and summarizes empirical evidence for a selection of transportation and land use policies, infrastructure investments, demand management programs, and pricing policies for reducing vehicle miles traveled (VMT) and greenhouse gas (GHG) emissions. The project explicitly considers social equity (fairness that accounts for differences in opportunity) and justice (equity of social systems) for the strategies and their outcomes. Each brief identifies the best available evidence in the peer-reviewed academic literature and has detailed discussions of study selection and methodological issues. VMT and GHG emissions reduction is shown by effect size, defined as the amount of change in VMT (or other measures of travel behavior) per unit of the strategy, e.g., a unit increase in density. Effect sizes can be used to predict the outcome of a proposed policy or strategy. They can be in absolute terms (e.g., VMT reduced), but are more commonly in relative terms (e.g., percent...

New Innovative Last-Mile Delivery Strategies Have Environmental and Equity Benefits, But There Can be Trade-Offs

Mon, 22 Sep 2025 00:00:00 +0000

The advent of e-commerce has changed consumer behavior and brought about a growing last-mile delivery system. These deliveries provide consumers with access to goods and services that would otherwise require personal trips to brick-and-mortar locations or not be available. To improve the efficiency of last-mile delivery and mitigate potential effects on traffic, communities, and the environment, e-retailers are trying out a diverse set of distribution strategies. These include: (1) using light-duty vehicles such as electric vans and cargo bikes in conjunction with micro-hubs, consolidation centers, and staging areas to reduce heavy traffic and operational costs; (2) establishing collection points (e.g., parcel lockers) that allow customers to pick up their orders at convenient locations, without the need for additional delivery vehicle travel; (3) engaging independent drivers who can provide flexible and cost-effective delivery, (4) deploying autonomous delivery robots and unmanned...

Jobs-Housing Balance and Fit

Mon, 22 Sep 2025 00:00:00 +0000

This project reviews and summarizes empirical evidence for a selection of transportation and land use policies, infrastructure investments, demand management programs, and pricing policies for reducing vehicle miles traveled (VMT) and greenhouse gas (GHG) emissions. The project explicitly considers social equity (fairness that accounts for differences in opportunity) and justice (equity of social systems) for the strategies and their outcomes. Each brief identifies the best available evidence in the peer-reviewed academic literature and has detailed discussions of study selection and methodological issues. VMT and GHG emissions reduction is shown by effect size, defined as the amount of change in VMT (or other measures of travel behavior) per unit of the strategy, e.g., a unit increase in density. Effect sizes can be used to predict the outcome of a proposed policy or strategy. They can be in absolute terms (e.g., VMT reduced), but are more commonly in relative terms (e.g., percent...

Automated and Autonomous Vehicles

Mon, 22 Sep 2025 00:00:00 +0000

This project reviews and summarizes empirical evidence for a selection of transportation and land use policies, infrastructure investments, demand management programs, and pricing policies for reducing vehicle miles traveled (VMT) and greenhouse gas (GHG) emissions. The project explicitly considers social equity (fairness that accounts for differences in opportunity) and justice (equity of social systems) for the strategies and their outcomes. Each brief identifies the best available evidence in the peer-reviewed academic literature and has detailed discussions of study selection and methodological issues. VMT and GHG emissions reduction is shown by effect size, defined as the amount of change in VMT (or other measures of travel behavior) per unit of the strategy, e.g., a unit increase in density. Effect sizes can be used to predict the outcome of a proposed policy or strategy. They can be in absolute terms (e.g., VMT reduced), but are more commonly in relative terms (e.g., percent...

Carsharing

Mon, 22 Sep 2025 00:00:00 +0000

This project reviews and summarizes empirical evidence for a selection of transportation and land use policies, infrastructure investments, demand management programs, and pricing policies for reducing vehicle miles traveled (VMT) and greenhouse gas (GHG) emissions. The project explicitly considers social equity (fairness that accounts for differences in opportunity) and justice (equity of social systems) for the strategies and their outcomes. Each brief identifies the best available evidence in the peer-reviewed academic literature and has detailed discussions of study selection and methodological issues. VMT and GHG emissions reduction is shown by effect size, defined as the amount of change in VMT (or other measures of travel behavior) per unit of the strategy, e.g., a unit increase in density. Effect sizes can be used to predict the outcome of a proposed policy or strategy. They can be in absolute terms (e.g., VMT reduced), but are more commonly in relative terms (e.g., percent...

Transit-Oriented Development

Mon, 22 Sep 2025 00:00:00 +0000

This project reviews and summarizes empirical evidence for a selection of transportation and land use policies, infrastructure investments, demand management programs, and pricing policies for reducing vehicle miles traveled (VMT) and greenhouse gas (GHG) emissions. The project explicitly considers social equity (fairness that accounts for differences in opportunity) and justice (equity of social systems) for the strategies and their outcomes. Each brief identifies the best available evidence in the peer-reviewed academic literature and has detailed discussions of study selection and methodological issues. VMT and GHG emissions reduction is shown by effect size, defined as the amount of change in VMT (or other measures of travel behavior) per unit of the strategy, e.g., a unit increase in density. Effect sizes can be used to predict the outcome of a proposed policy or strategy. They can be in absolute terms (e.g., VMT reduced), but are more commonly in relative terms (e.g., percent...

High-Occupancy Toll Lanes Can Improve Driving for Everyone if Dynamically Priced

Wed, 10 Sep 2025 00:00:00 +0000

High occupancy vehicle (HOV) lanes allow carpool vehicles to bypass congestion and save travel time. However, HOV lanes are often underutilized, leading to a waste of road capacity or the loss of travel time advantage over general purpose lanes. To address this issue, high-occupancy toll (HOT) lanes have gained popularity. HOT lanes, when properly priced, preserve the advantage of HOV lanes, while allowing single-occupant vehicles to pay for access, making use of spare HOT lane capacity.

Impacts of Residential Transit Access (Distance to Transit)

Wed, 10 Sep 2025 00:00:00 +0000

This project reviews and summarizes empirical evidence for a selection of transportation and land use policies, infrastructure investments, demand management programs, and pricing policies for reducing vehicle miles traveled (VMT) and greenhouse gas (GHG) emissions. The project explicitly considers social equity (fairness that accounts for differences in opportunity) and justice (equity of social systems) for the strategies and their outcomes. Each brief identifies the best available evidence in the peer-reviewedacademic literature and has detailed discussions of study selection and methodological issues. VMT and GHG emissions reduction is shown by effect size, defined as the amount of change in VMT (or other measures of travel behavior) per unit of the strategy, e.g., a unit increase in density. Effect sizes can be used to predict the outcome of a proposed policy or strategy. They can be in absolute terms (e.g., VMT reduced), but are more commonly in relative terms (e.g., percent...

Voluntary Travel Behavior Change

Tue, 9 Sep 2025 00:00:00 +0000

This project reviews and summarizes empirical evidence for a selection of transportation and land use policies, infrastructure investments, demand management programs, and pricing policies for reducing vehicle miles traveled (VMT) and greenhouse gas (GHG) emissions. The project explicitly considers social equity (fairness that accounts for differences in opportunity) and justice (equity of social systems) for the strategies and their outcomes. Each brief identifies the best available evidence in the peer-reviewedacademic literature and has detailed discussions of study selection and methodological issues. VMT and GHG emissions reduction is shown by effect size, defined as the amount of change in VMT (orother measures of travel behavior) per unit of the strategy, e.g., a unit increase in density. Effect sizes can be used to predict the outcome of a proposed policy or strategy. They can be in absolute terms (e.g., VMT reduced), but are more commonly in relative terms (e.g., percent...

Mobility Hubs

Tue, 9 Sep 2025 00:00:00 +0000

This project reviews and summarizes empirical evidence for a selection of transportation and land use policies, infrastructure investments, demand management programs, and pricing policies for reducing vehicle miles traveled (VMT) and greenhouse gas (GHG) emissions. The project explicitly considers social equity (fairness that accounts for differences in opportunity) and justice (equity of social systems) for the strategies and their outcomes. Each brief identifies the best available evidence in the peer-reviewedacademic literature and has detailed discussions of study selection and methodological issues.VMT and GHG emissions reduction is shown by effect size, defined as the amount of change in VMT (or other measures of travel behavior) per unit of the strategy, e.g., a unit increase in density. Effect sizes can be used to predict the outcome of a proposed policy or strategy. They can be in absolute terms (e.g., VMT reduced), but are more commonly in relative terms (e.g., percent...

Traffic Collisions Change How Victims Think About Safety

Tue, 9 Sep 2025 00:00:00 +0000

Traffic safety remains a pressing concern in California. Over the past five years, the state has averaged more than 3,751 reported traffic fatalities annually, with likely more unreported. While policies and research often focus on crash prevention and severity reduction, less is known about how collisions affect individuals’ travel behavior and perceptions of road safety. To better understand these effects, we conducted interviews and focus groups with people who had direct or indirect experience with traffic collisions and near misses. We also spoke with professionals who support collision victims, such as physicians, therapists, faith leaders, and advocacy groups representatives. Discussions focused on perceptions of road safety, transportation mode choices, and travel behavior of someone involved in a traffic collision or near miss before and after the incident.

Parking Pricing

Tue, 9 Sep 2025 00:00:00 +0000

This project reviews and summarizes empirical evidence for a selection of transportation and land use policies, infrastructure investments, demand management programs, and pricing policies for reducing vehicle miles traveled (VMT) and greenhouse gas (GHG) emissions. The project explicitly considers social equity (fairness that accounts for differences in opportunity) and justice (equity of social systems) for the strategies and their outcomes. Each brief identifies the best available evidence in the peer-reviewedacademic literature and has detailed discussions of study selection and methodological issues.VMT and GHG emissions reduction is shown by effect size, defined as the amount of change in VMT (or other measures of travel behavior) per unit of the strategy, e.g., a unit increase in density. Effect sizescan be used to predict the outcome of a proposed policy or strategy. They can be in absolute terms (e.g., VMT reduced), but are more commonly in relative terms (e.g., percent...

Seamless and Integrated Transit

Tue, 9 Sep 2025 00:00:00 +0000

This project reviews and summarizes empirical evidence for a selection of transportation and land use policies, infrastructure investments, demand management programs, and pricing policies for reducing vehicle miles traveled (VMT) and greenhouse gas (GHG) emissions. The project explicitly considers social equity (fairness that accounts for differences in opportunity) and justice (equity of social systems) for the strategies and their outcomes. Each brief identifies the best available evidence in the peer-reviewedacademic literature and has detailed discussions of study selection and methodological issues. VMT and GHG emissions reduction is shown by effect size, defined as the amount of change in VMT (or other measures of travel behavior) per unit of the strategy, e.g., a unit increase in density. Effect sizes can be used to predict the outcome of a proposed policy or strategy. They can be in absolute terms (e.g., VMT reduced), but are more commonly in relative terms (e.g., percent...

Assessing the Shift to Remote and Hybrid Work in California throughout the COVID-19 Pandemic

Wed, 3 Sep 2025 00:00:00 +0000

Beginning in 2020, many in-person activities were replaced by virtual activities as a response to the COVID-19 pandemic. This affected fundamental elements of transportation systems such as trip frequency, commute distance, origins, and destinations. For example, remote work and study were widely adopted among workers and students. Still, the ways that the pandemic affected individuals’ work arrangements across different phases of the pandemic and the extent to which full remote work and hybrid work induced by the pandemic might persist in the future are unclear. In addition, recent studies are not conclusive regarding theways changes in work arrangements do/will impact travel patterns and trip making.

Machine Learning Can Reveal Effectiveness of Traffic Safety Countermeasures

Wed, 3 Sep 2025 00:00:00 +0000

Emerging machine learning capabilities can be leveraged to make transportation infrastructure safer and reduce fatalities by informing decisions about which countermeasures to apply at crash-prone locations. At this time, project prioritization typically involves assessing effectiveness, cost-benefit ratios, and available funding. Crash Modification Factors (CMFs) play an essential role in project assessment by predicting the effectiveness of safety countermeasures. Their applicability has limitations, however. Some of these may be overcome with innovative approaches such as knowledge-mining.

Navigating the Road to 100% Zero-emission Vehicle Sales: Policy and Research Needs

Wed, 3 Sep 2025 00:00:00 +0000

More than 30 countries and several states and provinces (e.g., California, British Columbia) intend to reach 100% zero-emission vehicle (ZEV) sales by between 2025 and 2040. In 2024, 22% of global vehicle sales were plug-in electric vehicles (PEV), some large auto markets reached 10-30% in PEV sales, and some Nordic nations achieved sales of between 30% and 90%. Little research focuses specifically on challenges in reaching 100% ZEV sales. This policy brief is based on a literature review of the growing body of research on PEVs. The review focuses on understanding challenges in reaching 100% PEV sales and identifies current research questions on issues related to 100% PEV adoption.

Enhancing Equity in the Plug-In Electric Vehicle Transition: Lessons from Rural California Electric Vehicle Owners

Mon, 25 Aug 2025 00:00:00 +0000

In California, 38% of greenhouse gas (GHG) emissions come from the transport sector, and 27% of these transport emissions come from passenger vehicles. To reach carbon neutrality by 2045, as directed under Executive Order B 55 18, electrification of passenger vehicles is required. To facilitate an equitable transition to electric vehicle technologies, policymakers must account for the diverse needs and challenges faced by residents in rural communities. Rural areas often have greater travel distances and a reliance on passenger vehicles, due to a lack of alternative modes. While rural areas account for only 7% of the state’s population, California policy decisions can be far reaching and serve as guidance for other states with higher rural populations.

A Self-financing Zero Emission Truck Incentive Program

Thu, 24 Jul 2025 00:00:00 +0000

ITS-Davis has analyzed the design of self-financing zero emission truck (ZET) incentive programs that could help the current underfunded Clean Truck and Bus Voucher Program (HVIP) and continue to provide certainty for fleet buyers to transition, given the recently withdrawn Advanced Clean Fleet (ACF) regulation for trucks. The revenues are generated by either imposing a one-time pollution charge on the price of new diesel truck sales or a recurring annual surcharge to annual registration fees, with the revenues used to incentivize ZET sales. For instance, if a one-time charge of 6.8% is imposed on new diesel truck sales, or an annual polluter charge was imposed on diesel trucks ranging from $290 to $820 per truck, depending on the type of truck, about $3.4 billion would be generated over 10 years. On an annual basis, this would roughly be equivalent to the average funding level of $340 million per year from 2021 to 2024 of the current HVIP incentive program. Such a program would...

Evaluating Transportation Equity Data Dashboards

Mon, 14 Jul 2025 00:00:00 +0000

The historical impacts of transportation planning and investment have adversely impacted communities of color and low-income communities. In response, state departments of transportation, metropolitan planning organizations, and local and county governments have begun to address these injustices through plans, policies, and deeper engagement with communities, though work in this area is still nascent. There are a variety of data, tools, and metrics from research and practice that measure the distributional equity of transportation planning and projects to inform equitable solutions.

California-Baja California Lithium Hub (MexiCaLi Hub)