Pub Date : 2025-10-11DOI: 10.1016/j.team.2025.10.001
Dabin Xue , Yifan Xu , Shiwei Yu , Zhizhao Liu
Satellite navigation provides aircraft with precise positioning and navigation services. However, space weather can induce ionospheric irregularities and elevate the total electron content in the ionosphere, causing satellite navigation failure. Consequently, aircraft will navigate using ground aids and be disabled to fly along Great Circle Routes, increasing flight distance, fuel consumption, and aircraft emissions. To explore the effects of satellite navigation failure on flight operation, this study simulates satellite navigation failure scenarios and proposes Air Traffic Management (ATM) solutions. Specifically, the first step designs the ground aid-based shortest path using the Dijkstra algorithm, followed by the calculations of fuel consumption and aircraft emissions using the Base of Aircraft Data (BADA) and the aircraft Engine Emissions Databank (EEDB), respectively. Based on the collected 11,037 U.S. flight plans on 5 February 2024 (UTC), simulations show that a single-day satellite navigation failure can result in an increase of flight distances by 2,371,777 km, fuel consumption of 7176 tons, and CO2 emission of 22,604 tons. While this study focuses on simulations in the U.S., the findings have a broad implication and can serve as a framework to address space weather effects on aviation in other regions of the world.
{"title":"Exploring the effects of space weather-caused satellite navigation failure on fuel consumption and aircraft emissions: A simulated study","authors":"Dabin Xue , Yifan Xu , Shiwei Yu , Zhizhao Liu","doi":"10.1016/j.team.2025.10.001","DOIUrl":"10.1016/j.team.2025.10.001","url":null,"abstract":"<div><div>Satellite navigation provides aircraft with precise positioning and navigation services. However, space weather can induce ionospheric irregularities and elevate the total electron content in the ionosphere, causing satellite navigation failure. Consequently, aircraft will navigate using ground aids and be disabled to fly along Great Circle Routes, increasing flight distance, fuel consumption, and aircraft emissions. To explore the effects of satellite navigation failure on flight operation, this study simulates satellite navigation failure scenarios and proposes Air Traffic Management (ATM) solutions. Specifically, the first step designs the ground aid-based shortest path using the Dijkstra algorithm, followed by the calculations of fuel consumption and aircraft emissions using the Base of Aircraft Data (BADA) and the aircraft Engine Emissions Databank (EEDB), respectively. Based on the collected 11,037 U.S. flight plans on 5 February 2024 (UTC), simulations show that a single-day satellite navigation failure can result in an increase of flight distances by 2,371,777 km, fuel consumption of 7176 tons, and CO<sub>2</sub> emission of 22,604 tons. While this study focuses on simulations in the U.S., the findings have a broad implication and can serve as a framework to address space weather effects on aviation in other regions of the world.</div></div>","PeriodicalId":101258,"journal":{"name":"Transport Economics and Management","volume":"3 ","pages":"Pages 391-402"},"PeriodicalIF":0.0,"publicationDate":"2025-10-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145323268","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-10-05DOI: 10.1016/j.team.2025.09.004
Alessandro Avenali , Daniele De Santis , Tiziana D’Alfonso , Mirko Giagnorio , Giorgio Matteucci
We develop a hybrid cost model to estimate the standard cost of light metro (LM) and heavy metro (HM) services, incorporating key technological factors such as degree of automation, wheel technology, and peak hourly capacity. The analysis draws on economic and transport data covering the entire universe of metro revenue kilometers operated in Italian cities in 2017. Our results show that cost structures vary substantially with the underlying technology. HM services are more capital-intensive due to higher train depreciation and associated capital costs compared to LM services. As a result, while HM services exhibit higher costs per kilometer, they are more cost-efficient on a per seat-km basis due to greater capacity. This implies that significant investments in high-capacity metro systems are economically justified only when demand levels are sufficiently high. A sensitivity analysis shows that standard unit costs decrease with improvements in train and driver productivity, and that gains in infrastructure maintenance efficiency have a stronger impact than those in train maintenance. Also scale economies play a role, as unit costs decline with increasing service size. Additionally, extending station opening hours results in higher costs that local authorities may choose to bear to enhance service quality. These findings can inform the definition of maximum economic compensation (i.e., the auction base) in competitive tendering procedures, or serve as a benchmark in negotiations with local monopolistic operators.
{"title":"A hybrid cost model for light and heavy metro services","authors":"Alessandro Avenali , Daniele De Santis , Tiziana D’Alfonso , Mirko Giagnorio , Giorgio Matteucci","doi":"10.1016/j.team.2025.09.004","DOIUrl":"10.1016/j.team.2025.09.004","url":null,"abstract":"<div><div>We develop a hybrid cost model to estimate the standard cost of light metro (LM) and heavy metro (HM) services, incorporating key technological factors such as degree of automation, wheel technology, and peak hourly capacity. The analysis draws on economic and transport data covering the entire universe of metro revenue kilometers operated in Italian cities in 2017. Our results show that cost structures vary substantially with the underlying technology. HM services are more capital-intensive due to higher train depreciation and associated capital costs compared to LM services. As a result, while HM services exhibit higher costs per kilometer, they are more cost-efficient on a per seat-km basis due to greater capacity. This implies that significant investments in high-capacity metro systems are economically justified only when demand levels are sufficiently high. A sensitivity analysis shows that standard unit costs decrease with improvements in train and driver productivity, and that gains in infrastructure maintenance efficiency have a stronger impact than those in train maintenance. Also scale economies play a role, as unit costs decline with increasing service size. Additionally, extending station opening hours results in higher costs that local authorities may choose to bear to enhance service quality. These findings can inform the definition of maximum economic compensation (i.e., the auction base) in competitive tendering procedures, or serve as a benchmark in negotiations with local monopolistic operators.</div></div>","PeriodicalId":101258,"journal":{"name":"Transport Economics and Management","volume":"3 ","pages":"Pages 366-378"},"PeriodicalIF":0.0,"publicationDate":"2025-10-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145265089","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-09-25DOI: 10.1016/j.team.2025.09.003
Ejem A. Ejem , Chigozie O. Amaechi , Obiageli N. Nze , Timothy Shirgba Aikor , Precious N. Obieche , Blessing N. Ogbonnaya , Elizabeth L. Poi , Onyinyechi Chinenye Aghanwa
This study investigates the determinants of route-level market share dynamics in Nigeria’s domestic airline sector using quarterly panel data from 2005 to 2023. Employing cointegration and error correction models (ECM), supported by robustness checks with VAR and VECM, the analysis evaluates the long- and short-run impacts of fare levels, competition, flight frequency, and passenger volumes on airline market share. The results show that fare has limited explanatory power, while frequency, passenger demand, and competitive intensity are the primary drivers of market share. Short-run fluctuations are rapidly corrected, with approximately 60 % of deviations from equilibrium adjusted each period. These findings align with Nigeria's aviation history, where fare undercutting strategies contributed to the collapse of carriers such as Arik and Bellview. At the same time, service frequency and reliability underpinned the rise of dominant airlines like Air Peace and Ibom Air. Comparative evidence from India, Brazil, and Indonesia further confirms that in deregulated but infrastructure-constrained markets, frequency and network expansion consistently outweigh fare competition. The study contributes empirically by offering one of the few route-level econometric analyses of Africa's domestic airline markets, theoretically by situating frequency effects and demand theory, and practically by providing policy guidance. Findings include prioritizing operational reliability over fare wars, strengthening financial oversight to reduce unsustainable competition, and leveraging the Single African Air Transport Market (SAATM) to scale Nigerian carriers regionally. Overall, the results underscore that market share alone is insufficient for sustainability; profitability, efficiency, and strategic expansion must complement market presence to ensure the long-term viability of Nigerian airlines.
{"title":"Econometric modeling of route-level market share dynamics in Nigeria’s domestic airline sector","authors":"Ejem A. Ejem , Chigozie O. Amaechi , Obiageli N. Nze , Timothy Shirgba Aikor , Precious N. Obieche , Blessing N. Ogbonnaya , Elizabeth L. Poi , Onyinyechi Chinenye Aghanwa","doi":"10.1016/j.team.2025.09.003","DOIUrl":"10.1016/j.team.2025.09.003","url":null,"abstract":"<div><div>This study investigates the determinants of route-level market share dynamics in Nigeria’s domestic airline sector using quarterly panel data from 2005 to 2023. Employing cointegration and error correction models (ECM), supported by robustness checks with VAR and VECM, the analysis evaluates the long- and short-run impacts of fare levels, competition, flight frequency, and passenger volumes on airline market share. The results show that fare has limited explanatory power, while frequency, passenger demand, and competitive intensity are the primary drivers of market share. Short-run fluctuations are rapidly corrected, with approximately 60 % of deviations from equilibrium adjusted each period. These findings align with Nigeria's aviation history, where fare undercutting strategies contributed to the collapse of carriers such as Arik and Bellview. At the same time, service frequency and reliability underpinned the rise of dominant airlines like Air Peace and Ibom Air. Comparative evidence from India, Brazil, and Indonesia further confirms that in deregulated but infrastructure-constrained markets, frequency and network expansion consistently outweigh fare competition. The study contributes empirically by offering one of the few route-level econometric analyses of Africa's domestic airline markets, theoretically by situating frequency effects and demand theory, and practically by providing policy guidance. Findings include prioritizing operational reliability over fare wars, strengthening financial oversight to reduce unsustainable competition, and leveraging the Single African Air Transport Market (SAATM) to scale Nigerian carriers regionally. Overall, the results underscore that market share alone is insufficient for sustainability; profitability, efficiency, and strategic expansion must complement market presence to ensure the long-term viability of Nigerian airlines.</div></div>","PeriodicalId":101258,"journal":{"name":"Transport Economics and Management","volume":"3 ","pages":"Pages 379-390"},"PeriodicalIF":0.0,"publicationDate":"2025-09-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145265093","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-09-15DOI: 10.1016/j.team.2025.09.002
Xiaokang Liu , Chengze Mao , Shuai Yue , Qing Ji , Chunan Wang
Aviation plays a pivotal role in facilitating global economic integration, yet its associated greenhouse gas emissions and climate impacts have garnered increasing scrutiny. This study examined how meteorological conditions affect aircraft carbon emissions during the landing and takeoff (LTO) cycle, focusing on the world’s 25 busiest international airports in 2019. We integrated flight level emissions with high-resolution ERA5 reanalysis data and estimated a fixed effects panel model to quantify the effects of temperature, wind speed, atmospheric pressure, cloud base height, low-level cloud cover, precipitation, and snow cover on emissions intensity. The results indicate that meteorological factors exert statistically significant and heterogeneous impacts across flight phases. Specifically, higher temperatures, lower atmospheric pressure, reduced cloud base height, and intense precipitation or snow cover are associated with increased per-flight carbon emissions, with particularly pronounced effects during taxiing operations. Sensitivity also varied across climate zones, airport infrastructure, and operating procedures, underscoring substantial spatial heterogeneity. These findings support the design of weather adaptive operating strategies and decarbonization pathways in aviation and provide a more nuanced understanding of weather driven variability in emissions.
{"title":"Meteorological impacts on aviation carbon emissions during takeoff and landing at 25 major global airports","authors":"Xiaokang Liu , Chengze Mao , Shuai Yue , Qing Ji , Chunan Wang","doi":"10.1016/j.team.2025.09.002","DOIUrl":"10.1016/j.team.2025.09.002","url":null,"abstract":"<div><div>Aviation plays a pivotal role in facilitating global economic integration, yet its associated greenhouse gas emissions and climate impacts have garnered increasing scrutiny. This study examined how meteorological conditions affect aircraft carbon emissions during the landing and takeoff (LTO) cycle, focusing on the world’s 25 busiest international airports in 2019. We integrated flight level emissions with high-resolution ERA5 reanalysis data and estimated a fixed effects panel model to quantify the effects of temperature, wind speed, atmospheric pressure, cloud base height, low-level cloud cover, precipitation, and snow cover on emissions intensity. The results indicate that meteorological factors exert statistically significant and heterogeneous impacts across flight phases. Specifically, higher temperatures, lower atmospheric pressure, reduced cloud base height, and intense precipitation or snow cover are associated with increased per-flight carbon emissions, with particularly pronounced effects during taxiing operations. Sensitivity also varied across climate zones, airport infrastructure, and operating procedures, underscoring substantial spatial heterogeneity. These findings support the design of weather adaptive operating strategies and decarbonization pathways in aviation and provide a more nuanced understanding of weather driven variability in emissions.</div></div>","PeriodicalId":101258,"journal":{"name":"Transport Economics and Management","volume":"3 ","pages":"Pages 346-365"},"PeriodicalIF":0.0,"publicationDate":"2025-09-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145095252","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-09-11DOI: 10.1016/j.team.2025.09.001
Jing Lu , Tao Pang , Xuheng Lu , Jiaxin Ji , Changmin Jiang
The aircraft turnaround operation is a critical component of air transportation, traditionally carried out using manually coordinated devices. Consequently, the operational efficiency is often constrained by the volume of labor and individual capabilities. To address this, some airports are exploring the potential of automated turnaround operations, where flights are serviced by newly designed smart devices. This study proposes a unique method for predicting the efficiency of automated turnaround operations using a digital-twin model. First, we designed a sandbox-based apron to simulate the physical environment, as no automated apron currently exists. Next, we applied network planning technique to establish coordinated operation rules among the smart devices, creating an optimized procedure for aircraft automated turnaround operation. Our results indicate that, compared to the statistical efficiency of manual-device coordinated operations, the time required for an automated turnaround operation for a single flight can be reduced by approximately 24.53 %.
{"title":"Harnessing digital twin technology for enhanced aircraft turnaround efficiency","authors":"Jing Lu , Tao Pang , Xuheng Lu , Jiaxin Ji , Changmin Jiang","doi":"10.1016/j.team.2025.09.001","DOIUrl":"10.1016/j.team.2025.09.001","url":null,"abstract":"<div><div>The aircraft turnaround operation is a critical component of air transportation, traditionally carried out using manually coordinated devices. Consequently, the operational efficiency is often constrained by the volume of labor and individual capabilities. To address this, some airports are exploring the potential of automated turnaround operations, where flights are serviced by newly designed smart devices. This study proposes a unique method for predicting the efficiency of automated turnaround operations using a digital-twin model. First, we designed a sandbox-based apron to simulate the physical environment, as no automated apron currently exists. Next, we applied network planning technique to establish coordinated operation rules among the smart devices, creating an optimized procedure for aircraft automated turnaround operation. Our results indicate that, compared to the statistical efficiency of manual-device coordinated operations, the time required for an automated turnaround operation for a single flight can be reduced by approximately 24.53 %.</div></div>","PeriodicalId":101258,"journal":{"name":"Transport Economics and Management","volume":"3 ","pages":"Pages 334-345"},"PeriodicalIF":0.0,"publicationDate":"2025-09-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145095249","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-08-23DOI: 10.1016/j.team.2025.07.003
Jonas Lehmann, Anne Gvozdjak, Matthias Winkenbach
The road freight sector is a large source of carbon emissions yet notoriously hard to decarbonize. Logistics service providers and fleet operators face increasing pressure to adopt and implement carbon emissions reduction targets over the next years and decades. However, they lack appropriate tools to design and evaluate fleet transition strategies amidst competing technology alternatives, and the complexity of spatial and temporal cost differentials, along with intermediate emissions reduction goals. To address this, we introduce the Service Network Fleet Transition Problem to guide and facilitate companies’ transitions towards low-carbon vehicle fleets and operations. We propose an efficient integer linear programming formulation to model and solve the problem, capturing critical real-world constraints such as fueling and charging infrastructure requirements and the geo-spatial characteristics of service networks. We demonstrate the applicability of our formulation to real-world fleet and network data of a large U.S. consumer packaged goods company and provide extensive analyses and managerial insights for varying cost parameters and decarbonization strategies.
{"title":"The Service Network Fleet Transition Problem","authors":"Jonas Lehmann, Anne Gvozdjak, Matthias Winkenbach","doi":"10.1016/j.team.2025.07.003","DOIUrl":"10.1016/j.team.2025.07.003","url":null,"abstract":"<div><div>The road freight sector is a large source of carbon emissions yet notoriously hard to decarbonize. Logistics service providers and fleet operators face increasing pressure to adopt and implement carbon emissions reduction targets over the next years and decades. However, they lack appropriate tools to design and evaluate fleet transition strategies amidst competing technology alternatives, and the complexity of spatial and temporal cost differentials, along with intermediate emissions reduction goals. To address this, we introduce the Service Network Fleet Transition Problem to guide and facilitate companies’ transitions towards low-carbon vehicle fleets and operations. We propose an efficient integer linear programming formulation to model and solve the problem, capturing critical real-world constraints such as fueling and charging infrastructure requirements and the geo-spatial characteristics of service networks. We demonstrate the applicability of our formulation to real-world fleet and network data of a large U.S. consumer packaged goods company and provide extensive analyses and managerial insights for varying cost parameters and decarbonization strategies.</div></div>","PeriodicalId":101258,"journal":{"name":"Transport Economics and Management","volume":"3 ","pages":"Pages 313-333"},"PeriodicalIF":0.0,"publicationDate":"2025-08-23","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144932107","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-08-19DOI: 10.1016/j.team.2025.07.004
Philippe Grégoire , Gabriel J. Power , Djerry C. Tandja-M.
Theory predicts that bundling should dominate unbundling in transportation infrastructure procurement contracts, yet in practice unbundling is common. We present a model with equilibria where unbundling is superior to bundling, with competitive bidding between many firms to obtain the different contracts, and two layers of private information: Firms have low or high building costs, and builders have private information on infrastructure quality. When this information cannot be inferred by other firms, good builders can outbid others during the operation auction and anticipate positive expected payoffs. Bidding for a bundled project, however, may erase the winner’s profit, yielding a worse outcome than under unbundling.
{"title":"On the packaging of infrastructure projects in a competitive bidding environment","authors":"Philippe Grégoire , Gabriel J. Power , Djerry C. Tandja-M.","doi":"10.1016/j.team.2025.07.004","DOIUrl":"10.1016/j.team.2025.07.004","url":null,"abstract":"<div><div>Theory predicts that bundling should dominate unbundling in transportation infrastructure procurement contracts, yet in practice unbundling is common. We present a model with equilibria where unbundling is superior to bundling, with competitive bidding between many firms to obtain the different contracts, and two layers of private information: Firms have low or high building costs, and builders have private information on infrastructure quality. When this information cannot be inferred by other firms, good builders can outbid others during the operation auction and anticipate positive expected payoffs. Bidding for a bundled project, however, may erase the winner’s profit, yielding a worse outcome than under unbundling.</div></div>","PeriodicalId":101258,"journal":{"name":"Transport Economics and Management","volume":"3 ","pages":"Pages 302-312"},"PeriodicalIF":0.0,"publicationDate":"2025-08-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144896202","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-07-09DOI: 10.1016/j.team.2025.07.002
Weicheng Wang , Xiangru Wu , Xiaowen Fu , Kun Wang
Air transportation continues to gain focus and grow rapidly to meet the demand for social development. Meanwhile, the risk of unpredictable disruptive events like the COVID-19 pandemic must be addressed to ensure stable air transportation. The Chinese domestic market was experiencing unique challenges during the pandemic, considering strict pandemic control measures, limited deregulation, and significant competition from high-speed rail (HSR). This study evaluates the determinants of Chinese airports' performance from 2020 to 2022 based on a weighted connectivity index and an interactive fixed effect (IFE) model. We highlight the critical role of low-cost carriers (LCCs) in mitigating the pandemic's impact, with LCC route entry demonstrating a more pronounced positive effect on airport performance than increased flight frequency. Contrary to conventional expectations, HSR availability did not significantly undermine airport performance, suggesting a more complex air-HSR relationship shaped by intermodal cooperation and regional travel behaviour. Geographical heterogeneity also played a significant role: while LCC entry was vital in the less-developed western regions, increased frequency of LCC flights contributed more to the stable and mature eastern markets. These findings underscore the importance of fostering LCC development and promoting air-HSR coordination. Overall, this study provides valuable insights for policymakers and industry stakeholders to enhance the resilience of the aviation sector in the post-COVID-19 era.
{"title":"Measuring airports’ ability to sustain the COVID-19 disruption in the Chinese domestic market: Considering the effect of low-cost carriers and high-speed rails","authors":"Weicheng Wang , Xiangru Wu , Xiaowen Fu , Kun Wang","doi":"10.1016/j.team.2025.07.002","DOIUrl":"10.1016/j.team.2025.07.002","url":null,"abstract":"<div><div>Air transportation continues to gain focus and grow rapidly to meet the demand for social development. Meanwhile, the risk of unpredictable disruptive events like the COVID-19 pandemic must be addressed to ensure stable air transportation. The Chinese domestic market was experiencing unique challenges during the pandemic, considering strict pandemic control measures, limited deregulation, and significant competition from high-speed rail (HSR). This study evaluates the determinants of Chinese airports' performance from 2020 to 2022 based on a weighted connectivity index and an interactive fixed effect (IFE) model. We highlight the critical role of low-cost carriers (LCCs) in mitigating the pandemic's impact, with LCC route entry demonstrating a more pronounced positive effect on airport performance than increased flight frequency. Contrary to conventional expectations, HSR availability did not significantly undermine airport performance, suggesting a more complex air-HSR relationship shaped by intermodal cooperation and regional travel behaviour. Geographical heterogeneity also played a significant role: while LCC entry was vital in the less-developed western regions, increased frequency of LCC flights contributed more to the stable and mature eastern markets. These findings underscore the importance of fostering LCC development and promoting air-HSR coordination. Overall, this study provides valuable insights for policymakers and industry stakeholders to enhance the resilience of the aviation sector in the post-COVID-19 era.</div></div>","PeriodicalId":101258,"journal":{"name":"Transport Economics and Management","volume":"3 ","pages":"Pages 281-289"},"PeriodicalIF":0.0,"publicationDate":"2025-07-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144653750","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-07-08DOI: 10.1016/j.team.2025.07.001
Tsubasa Kaino, Kazuyoshi Hidaka
In 2005, Japan privatized its four public highway corporations, resulting in the establishment of three NEXCO companies. Although these entities remain fully government-owned, future stock exchange listing is envisioned. To inform discussions on this transition, it is essential to analyze the effects of privatization on management efficiency and identify factors influencing efficiency changes. While a certain degree of progress has been observed in achieving the three objectives articulated by the Japanese government at the time of privatization—namely, the steady repayment of interest-bearing debt, the early and inexpensive construction of expressways, and the provision of various services—these initial goals did not encompass maintenance and operation, which have become increasingly important over time. As a result, the impact of privatization on these aspects remains insufficiently examined. This study therefore focuses on existing expressway segments and investigates changes in maintenance and operational efficiency before and after privatization. Using data envelopment analysis (DEA), we evaluate efficiency based on indicators such as management costs and toll revenue, comparing performance in the pre-privatization period, immediately after privatization, and 14 years later. The results indicate that network-wide efficiency showed little change immediately after privatization. However, route-level analysis reveals a decline in efficiency over time. These findings suggest that privatization, even in the form of a joint stock company, may have limited capacity to enhance long-term management efficiency in expressway operations.
{"title":"Effect of privatizing Japanese expressway companies on maintenance and management efficiency","authors":"Tsubasa Kaino, Kazuyoshi Hidaka","doi":"10.1016/j.team.2025.07.001","DOIUrl":"10.1016/j.team.2025.07.001","url":null,"abstract":"<div><div>In 2005, Japan privatized its four public highway corporations, resulting in the establishment of three NEXCO companies. Although these entities remain fully government-owned, future stock exchange listing is envisioned. To inform discussions on this transition, it is essential to analyze the effects of privatization on management efficiency and identify factors influencing efficiency changes. While a certain degree of progress has been observed in achieving the three objectives articulated by the Japanese government at the time of privatization—namely, the steady repayment of interest-bearing debt, the early and inexpensive construction of expressways, and the provision of various services—these initial goals did not encompass maintenance and operation, which have become increasingly important over time. As a result, the impact of privatization on these aspects remains insufficiently examined. This study therefore focuses on existing expressway segments and investigates changes in maintenance and operational efficiency before and after privatization. Using data envelopment analysis (DEA), we evaluate efficiency based on indicators such as management costs and toll revenue, comparing performance in the pre-privatization period, immediately after privatization, and 14 years later. The results indicate that network-wide efficiency showed little change immediately after privatization. However, route-level analysis reveals a decline in efficiency over time. These findings suggest that privatization, even in the form of a joint stock company, may have limited capacity to enhance long-term management efficiency in expressway operations.</div></div>","PeriodicalId":101258,"journal":{"name":"Transport Economics and Management","volume":"3 ","pages":"Pages 290-301"},"PeriodicalIF":0.0,"publicationDate":"2025-07-08","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144678728","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-07-02DOI: 10.1016/j.team.2025.06.002
Xiangda Li , Lingxiao Wu , Hao Lang , Zhongyi Jin , Ping He
Automated container terminals have gained considerable attention recently due to the advantages of lower emissions, higher efficiency, and lower labour cost. Compared to the high investment cost of building new automated container terminals, it is preferred to perform automation retrofit on traditional terminals. For the automation retrofit on terminals, it is critical to understand the layout and handling technology of both traditional and automated ones, and further the gap between each other. However, there is still a lack of a comprehensive review of the layout and handling technology for both traditional and automated container terminals in the current literature. To fill this gap, this paper firstly reviews the worldwide existing layout designs and handling technology for traditional and automated container terminals. Subsequently, a classification is proposed, based on which the retrofit patterns are able to be identified and shed light on the future container terminal automation process. Moreover, this paper also summarizes the performance evaluation methods for automated container terminals. Finally, the challenges and directions for further research are given.
{"title":"A critical literature review on layout designs and handling technology in traditional and automated container terminals","authors":"Xiangda Li , Lingxiao Wu , Hao Lang , Zhongyi Jin , Ping He","doi":"10.1016/j.team.2025.06.002","DOIUrl":"10.1016/j.team.2025.06.002","url":null,"abstract":"<div><div>Automated container terminals have gained considerable attention recently due to the advantages of lower emissions, higher efficiency, and lower labour cost. Compared to the high investment cost of building new automated container terminals, it is preferred to perform automation retrofit on traditional terminals. For the automation retrofit on terminals, it is critical to understand the layout and handling technology of both traditional and automated ones, and further the gap between each other. However, there is still a lack of a comprehensive review of the layout and handling technology for both traditional and automated container terminals in the current literature. To fill this gap, this paper firstly reviews the worldwide existing layout designs and handling technology for traditional and automated container terminals. Subsequently, a classification is proposed, based on which the retrofit patterns are able to be identified and shed light on the future container terminal automation process. Moreover, this paper also summarizes the performance evaluation methods for automated container terminals. Finally, the challenges and directions for further research are given.</div></div>","PeriodicalId":101258,"journal":{"name":"Transport Economics and Management","volume":"3 ","pages":"Pages 269-280"},"PeriodicalIF":0.0,"publicationDate":"2025-07-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144588410","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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