Research in Transportation Economics最新文献

Urban freight transport is expected to increase in volume and share of motorized traffic in cities. Simultaneously, stakeholders responsible for urban development lack access to detailed data on urban freight transport. Private freight actors, i.e., carriers, collect data as part of their operations, which could potentially meet the data needs within public planning. This paper explores the possibilities of exploiting such data for improved urban mobility planning through semi-structured interviews with carriers and planners. The results show that carriers are willing to share delivery data under certain conditions and even mention benefits for their own operations if such sharing leads to more informed freight planning. Furthermore, sample data provided by carriers was explored and largely proved to contain core information on carrier movements to meet the needs of the planners. However, data on vehicles and routing was lacking. As a next step, it is suggested that a public authority initiate the collection and use of carrier-provided data to maintain trust amongst stakeholders. Additionally, efficient ways of collecting and interpreting the data must be developed to obtain consistent, useable, high-quality data for sustainable urban mobility planning.

At its core public transport integration is about the collaboration of actors. Collaboration is elusive and difficult to achieve, especially in developing countries where insufficient regulation and dispersed, quasi-formal public transport operations are common. Asymmetries in information and objectives between paratransit and formal sector actors create barriers and may prevent synergies from emerging. A simplified framework for assessing the collaboration of actors during the implementation of integrated public transport projects is proposed. The position of the framework is that it is critical to identify actors’ objectives and barriers to collaboration, and then to action decisions to remove these barriers and achieve objectives at every step of the STO (Strategic Tactical Operational) decision-making process to maintain structural and horizontal consistency. The framework is tested ex-post on two public transport integration projects in Tshwane, South Africa: the Gautrain regional rapid rail and A Re Yeng Bus Rapid Transit (BRT), both of which are supported by paratransit feeders. The case study shows how collaboration is achieved when all the key actors' objectives and barriers are understood, planned for and implemented across the STO levels and how failure to do so can lead to failed integration outcomes. The framework may be useful to authorities pursuing collaboration with paratransit for the purposes of implementing integrated public transport in the Global South.

Understanding the role of smart transportation technology in driving China along an efficient development path is crucial; nonetheless, scholars have paid little attention to the pathways toward green total factor productivity through smart transportation technology. Hence, this study aims to assess the level of smart transportation technology, and then investigate its impact on green total factor productivity using the instrumental variable-generalized method of moments (IV-GMM) model. Our main findings are as follows: (1) The primary finding provides solid evidence of the positive impact of smart transportation technology on green total factor productivity, which means smart transportation technology effectively and efficiently accelerates the green development process. (2) The asymmetric nexus between smart transportation technology and green total factor productivity indicates that smart transportation technology plays a more powerful role in areas with lower levels of green total factor productivity despite the fact that a positive relationship exists across all quantiles. (3) The increasing green total factor productivity effect caused by smart transportation technology development is realized through enhanced energy consumption efficiency and industrial structure transition. We propose some suggestions for improving green total factor productivity from the perspective of better smart transportation technology research and application.

E-commerce established the consumer as a freight actor. This new reality in the e-commerce supply chain holds economic, social, and environmental opportunities. First, logistics service providers can capitalize on the willingness to pay of consumers with tailored logistics services. Second, consumers can be confronted with the correct costs of delivery options, raising awareness and influencing their choices' sustainability. Third, policymakers can steer the consumer directly, nudging their behaviour to reach urban freight policy objectives. Until now, the lack of interaction between the logistics service provider and the consumer prevented exploiting these opportunities. In this paper, we look at passenger transport, specifically the concept of Mobility-as-a-Service (MaaS), for inspiration on how to integrate the consumer into the logistics market. We propose conceptualizations for a Logistics-as-a-Service (LaaS) platform with different levels of integration and discuss the role of various stakeholders. We conclude with a suite of research questions that deserve attention to develop further the LaaS idea and its proof of concept for consumer logistics.

Informal Public Transport (IPT) is the primary form of transport throughout Sub-Saharan Africa, responding dynamically to passenger needs, including those of the poorest travellers. Despite this form of collective transport's positive contribution to growing cities, there remain important negative aspects to be addressed, including strong competition for passengers, severe air pollution and poor safety records. The TRANSITIONS project (funded by UKAID) sought to better understand how IPT can be supported to deliver improved service quality, and investigated the relationship between public authorities and IPT operators in the five cities of Accra, Kumasi, Freetown, Cape Town and Maputo. Based on research activities that included stakeholder interviews and workshops, this paper compares the regulatory frameworks of the cities and their evolution. It finds that Cape Town has been an ‘early mover’ in terms of its attempts to professionalise and support the sector, but that self-regulation continues to play a significant role. Accra, Kumasi and Maputo have the main IPT licensing frameworks in place, but limited enforcement capacity and elements of corruption undermine this. Freetown is currently developing a regulatory structure for IPT, which is likely to be informed by major public transport schemes that are frequently seen as the catalyst for IPT professionalisation initiatives.

Due to the rise of e-commerce, there has been a significant increase in commercial transactions, playing a crucial role in driving economic growth. However, the delivery systems need help locating addresses and dealing with issues such as missed deliveries and exacerbating problems in last-mile logistics, such as traffic congestion and environmental impact. Parcel lockers offer an efficient solution to address these critical issues, but selecting an appropriate location is vital to ensure optimal service and improve overall logistic performance. For this motive, our work aims to define the best location for parcel lockers in Ireland, Dublin, using the Spherical Fuzzy Analytic Hierarchy Process (SFAHP). Spherical Fuzzy Sets (SFS) involve decision-makers hesitating in evaluating location selection. The integrated model is a suitable approach to avoid AHP deterministic disadvantages. Moreover, it is the first application of SFAHP to select parcel locker locations. The obtained results will benefit policymakers in making their strategic decisions on selecting parcel locker locations.

This paper provides a review of public transport policy and strategy initiatives in South Africa for the period 1996 to 2021 and reviews the progress made in public transport provision against the policy guidelines and strategies of the 1996 White Paper on National Transport Policy, relevant strategies, and legislation.

Formal public transport is increasingly losing market share against the informal minibus taxi industry. In the 2021 National Household Travel Survey minibus taxis accounted for 80.2% of work trips in 2020 compared to 67.2% in 2013 and 63% in 2003 while buses accounted for 16.6% (19.5% in 2013 and 22% in 2003) and train 3.2% (12.9% in 2013 and 15% in 2003) of work trips respectively.

The research finds that a lack of policy implementation is at the center of the issues experienced in public transport in South Africa together with a lack of adequate transportation planning and financing. Most public transport users are not served by BRTs and the high-speed Gautrain services and have become largely dependent on the informal, lightly regulated, minibus taxi industry for their transportation needs. Users are dissatisfied with public transport services in the country. Policy objectives set out in government policy documents are, in general, not being achieved.

The cost of public transport has increased more than the supply in recent years in Sweden. One of the main cost drivers identified is peak-hour traffic. The major operating cost factors are the need for a large bus fleet for short periods during mornings and afternoons and the scheduling of drivers for shorter periods than the minimum working hour restriction. The objective of this paper is to study the effect of the number of buses needed (and hence the operating cost) during peak hours when adjusting the bus departure times. The study also analyses the increase in public transport supply and the number of boarding passengers if the cost reduction is re-invested. The analysis is based on case studies and simulated scenarios of possible adjustments in departure times for buses. The results show that by marginally adjusting the departure times, fewer buses are needed which leads to decreased operating costs. Further, the results show that the reduction in costs can be used to improve public transport in the area by expanding the supply of public transport in the long run.

Urban shopping malls do not only depend on consumer mobility to operate and thrive, but goods mobility as well. With the emergence of omnichannel retail, stores are now multifunctional hubs accommodating collection, delivery, and return of online purchases. As a consequence, goods transportation requirements for stores have intensified. This impacts the malls in which they are localized as well. The scientific literature that covers goods mobility and malls is fairly limited. It has not yet explored the efficiency and sustainability of goods transportation to and from malls in the omnichannel era. To perform a state of practice and suggest improvements, we combine case study and exploratory research for the Beaugrenelle mall in Paris. The research demonstrates three operational issues. First, chaotic supply operations resulting in alternative practices that expose delivery workers to financial, security, and ergonomic risks. Second, patchy delivery practices that are not aligned with the regular supplies. Third, a lack of storage. In response, we explore three solution pathways: i.e., introducing dedicated staff, engaging third parties, and implementing intelligent technology. In doing so, we intend to provide elements for discussion for the mall operator, the retail tenants, their logistics service providers and the city moving forward.

Food e-commerce has long remained a limited phenomenon, which only changed noticeably during the COVID-19 pandemic. Not only did more consumers take advantage of the options offered online, it also prompted the launch of many food delivery start-ups around the world. Quick commerce in particular, offering grocery deliveries within twenty minutes or less, attracted significant sums of venture capital, alongside criticism from urban administrations and communities for the nuisances caused. Indeed, to offer instant grocery deliveries, quick commerce companies rely on a tightknit network of small, store-like warehouses, called ‘dark stores’, and a readily available vehicle fleet and staff. While plenty of ink has flowed about the urban implications of quick commerce in the press, a thorough scientific analysis lacks. To objectify and quantify the nuisances generated by quick commerce, we study geographical dimensions and transportation activities in Paris. By means of a press review, expert interviews, field observations and a cartography, we detail a supply chain consisting of various facility types; demonstrate the transportation-intensity of dark stores consisting mainly of electric two-wheelers; problematize the public space consumed by the vehicles in particular; and contrast the ultimately limited network of dark stores relative to traditional food retail.