Pub Date : 2025-10-01Epub Date: 2025-08-29DOI: 10.1016/j.retrec.2025.101628
Vivek Kumar Gupta , Mark Burris , Xiubin "Bruce" Wang , Katherine F. Turnbull
The Minnesota Department of Transportation charges tolls to single-occupant vehicles using MnPASS lanes. Their toll algorithm varied tolls from $0.25 up to $8 (the toll cap), based on the traffic conditions in the MnPASS lanes. This research analyzed the occurrences of tolls hitting the cap using two years of toll transaction, speed, and volume data. Many single occupancy vehicle (SOV) travelers continued to use the MnPASS lanes at the maximum toll. Nearly 65 % of MnPASS trips where users paid the maximum toll ($8), had an average trip speed below 50 mph (80 kph). This suggests that the $8 toll cap failed to discourage enough MnPASS users to keep traffic flowing faster than 50 mph. Thus, the MnPASS toll policy might be improved by removing or increasing the $8 toll cap. Our results showed better throughput and increased revenue could be attained if the tolls were allowed to exceed the $8 toll cap.
{"title":"The impact of the I-35 HOT lane toll cap on congestion and revenue","authors":"Vivek Kumar Gupta , Mark Burris , Xiubin \"Bruce\" Wang , Katherine F. Turnbull","doi":"10.1016/j.retrec.2025.101628","DOIUrl":"10.1016/j.retrec.2025.101628","url":null,"abstract":"<div><div>The Minnesota Department of Transportation charges tolls to single-occupant vehicles using MnPASS lanes. Their toll algorithm varied tolls from $0.25 up to $8 (the toll cap), based on the traffic conditions in the MnPASS lanes. This research analyzed the occurrences of tolls hitting the cap using two years of toll transaction, speed, and volume data. Many single occupancy vehicle (SOV) travelers continued to use the MnPASS lanes at the maximum toll. Nearly 65 % of MnPASS trips where users paid the maximum toll ($8), had an average trip speed below 50 mph (80 kph). This suggests that the $8 toll cap failed to discourage enough MnPASS users to keep traffic flowing faster than 50 mph. Thus, the MnPASS toll policy might be improved by removing or increasing the $8 toll cap. Our results showed better throughput and increased revenue could be attained if the tolls were allowed to exceed the $8 toll cap.</div></div>","PeriodicalId":47810,"journal":{"name":"Research in Transportation Economics","volume":"113 ","pages":"Article 101628"},"PeriodicalIF":3.4,"publicationDate":"2025-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145219917","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-10-01Epub Date: 2025-08-15DOI: 10.1016/j.retrec.2025.101625
Astrid Bjørgen , Kelly Pitera , Hampus Karlsson , Sahar Babri , Kathrine Strømmen
Digitalization has been increasing in nearly all aspects of society, facilitating new opportunities. One example is the increase in online shopping opportunities which in turn results in increased home (or near-home) deliveries. This shift within last-mile distribution must be considered by local authorities, both regarding its impacts on traditional city center deliveries, and also the expansion of last-mile deliveries to residential areas where the infrastructure is not designed to safely or efficiently accommodate larger freight vehicles. Increased understanding of the impacts of digital transitions on urban mobility is needed to better integrate freight and logistics into urban planning and to establish strategies and policies for supporting urban freight and last-mile transitions. At the same time, this digitalization provides further opportunities for knowledge development by expanding the availability and richness of data. Local authorities must initiate collaboration with the private sector (i.e., logistics service providers, receivers, and end consumers) to develop policies that facilitate the collection of last-mile delivery data in ways that benefit all stakeholders. This study, motivated by a mapping of last-mile deliveries to shopping malls, reflects on these issues, and then further suggests areas for future research and strategies for local authorities to consider.
{"title":"Knowledge and strategies for facilitating urban freight and last-mile deliveries amid digital","authors":"Astrid Bjørgen , Kelly Pitera , Hampus Karlsson , Sahar Babri , Kathrine Strømmen","doi":"10.1016/j.retrec.2025.101625","DOIUrl":"10.1016/j.retrec.2025.101625","url":null,"abstract":"<div><div>Digitalization has been increasing in nearly all aspects of society, facilitating new opportunities. One example is the increase in online shopping opportunities which in turn results in increased home (or near-home) deliveries. This shift within last-mile distribution must be considered by local authorities, both regarding its impacts on traditional city center deliveries, and also the expansion of last-mile deliveries to residential areas where the infrastructure is not designed to safely or efficiently accommodate larger freight vehicles. Increased understanding of the impacts of digital transitions on urban mobility is needed to better integrate freight and logistics into urban planning and to establish strategies and policies for supporting urban freight and last-mile transitions. At the same time, this digitalization provides further opportunities for knowledge development by expanding the availability and richness of data. Local authorities must initiate collaboration with the private sector (i.e., logistics service providers, receivers, and end consumers) to develop policies that facilitate the collection of last-mile delivery data in ways that benefit all stakeholders. This study, motivated by a mapping of last-mile deliveries to shopping malls, reflects on these issues, and then further suggests areas for future research and strategies for local authorities to consider.</div></div>","PeriodicalId":47810,"journal":{"name":"Research in Transportation Economics","volume":"113 ","pages":"Article 101625"},"PeriodicalIF":3.4,"publicationDate":"2025-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144841805","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-10-01Epub Date: 2025-09-17DOI: 10.1016/j.retrec.2025.101638
Sandy Mae Gaspay , Arse John Salison , Varsolo Sunio , Thomas Stringer
This paper investigates the adoption and operational challenges of electric jeepneys (E-jeepneys) within the framework of the Philippine Public Utility Vehicle Modernization Program (PUVMP). Through qualitative case studies of 4 jeepney entities, the study explores primary motivations, business models, and challenges encountered during the transition from traditional to E-jeepneys. Key findings emphasize the important role of government subsidies, alternative financing schemes, and local government support in facilitating vehicle acquisition, route planning, and smooth operations. Operational benefits, such as reduced costs and enhanced service capabilities through cooperative alliances, are identified as critical factors contributing to the successful adoption of E-jeepneys. However, challenges remain in infrastructure development, operational sustainability, and regulatory alignment across diverse localities. The study underscores the importance of tailored policies, robust infrastructure investments, and sustainable business models to support ongoing transport modernization efforts. These insights may guide policymakers and stakeholders navigating similar initiatives globally.
{"title":"Driving change: Lessons on electrification within the modernization of jeepneys in the Philippines","authors":"Sandy Mae Gaspay , Arse John Salison , Varsolo Sunio , Thomas Stringer","doi":"10.1016/j.retrec.2025.101638","DOIUrl":"10.1016/j.retrec.2025.101638","url":null,"abstract":"<div><div>This paper investigates the adoption and operational challenges of electric jeepneys (E-jeepneys) within the framework of the Philippine Public Utility Vehicle Modernization Program (PUVMP). Through qualitative case studies of 4 jeepney entities, the study explores primary motivations, business models, and challenges encountered during the transition from traditional to E-jeepneys. Key findings emphasize the important role of government subsidies, alternative financing schemes, and local government support in facilitating vehicle acquisition, route planning, and smooth operations. Operational benefits, such as reduced costs and enhanced service capabilities through cooperative alliances, are identified as critical factors contributing to the successful adoption of E-jeepneys. However, challenges remain in infrastructure development, operational sustainability, and regulatory alignment across diverse localities. The study underscores the importance of tailored policies, robust infrastructure investments, and sustainable business models to support ongoing transport modernization efforts. These insights may guide policymakers and stakeholders navigating similar initiatives globally.</div></div>","PeriodicalId":47810,"journal":{"name":"Research in Transportation Economics","volume":"113 ","pages":"Article 101638"},"PeriodicalIF":3.4,"publicationDate":"2025-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145094785","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-10-01Epub Date: 2025-09-16DOI: 10.1016/j.retrec.2025.101635
Qian Wang, Michele D. Simoni
Crowdshipping has grown in popularity as a sharing economy model, but ensuring its sustainability remains a challenge. This study explores how public transit riders can be engaged in crowdshipping services to avoid generating additional motorized traffic. The propensity of public transit users to participate in crowdshipping and their responses to alternative task attributes are explored through an in-person survey conducted at selected subway stations in Stockholm. The influence of different socio-demographic factors and trip features on the propensity for participation is examined using statistical analysis and regression models. To quantify the trade-offs among required detours, compensation, and parcel weight when accepting crowdshipping tasks, alternative discrete choice models are investigated. The results reveal that factors such as age, employment, and income, along with trip characteristics, significantly affect participation propensity. The estimated willingness to work as a crowdshipper aligns with previous studies showing that age and income level were important factors. A latent class model further reveals a clear division between two groups: one younger, lower income group with higher willingness to work, and another older, higher-income group with lower willingness. As a result, dedicated strategies need to be considered by future crowdshipping service providers and policymakers.
{"title":"Crowdshipping preferences among public transit riders: Insights from Stockholm, Sweden","authors":"Qian Wang, Michele D. Simoni","doi":"10.1016/j.retrec.2025.101635","DOIUrl":"10.1016/j.retrec.2025.101635","url":null,"abstract":"<div><div>Crowdshipping has grown in popularity as a sharing economy model, but ensuring its sustainability remains a challenge. This study explores how public transit riders can be engaged in crowdshipping services to avoid generating additional motorized traffic. The propensity of public transit users to participate in crowdshipping and their responses to alternative task attributes are explored through an in-person survey conducted at selected subway stations in Stockholm. The influence of different socio-demographic factors and trip features on the propensity for participation is examined using statistical analysis and regression models. To quantify the trade-offs among required detours, compensation, and parcel weight when accepting crowdshipping tasks, alternative discrete choice models are investigated. The results reveal that factors such as age, employment, and income, along with trip characteristics, significantly affect participation propensity. The estimated willingness to work as a crowdshipper aligns with previous studies showing that age and income level were important factors. A latent class model further reveals a clear division between two groups: one younger, lower income group with higher willingness to work, and another older, higher-income group with lower willingness. As a result, dedicated strategies need to be considered by future crowdshipping service providers and policymakers.</div></div>","PeriodicalId":47810,"journal":{"name":"Research in Transportation Economics","volume":"113 ","pages":"Article 101635"},"PeriodicalIF":3.4,"publicationDate":"2025-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145094885","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-10-01Epub Date: 2025-09-23DOI: 10.1016/j.retrec.2025.101642
Savaş Tarkun
This study examines how external price shocks originating in global energy markets (Brent and Dubai oil) and maritime freight systems (BDTI and BCTI) are transmitted to consumer price indices (CPI) in four economies of the Global South: China, India, South Korea, and Saudi Arabia. Using a time–frequency connectedness framework, the analysis captures the evolving intensity and directionality of inflationary spillovers across short, medium, and long-term horizons. The findings reveal that freight indices not only mediate energy shocks but increasingly act as independent inflationary forces—suggesting the emergence of logistics infrastructures as systemic amplifiers of global price volatility. The analysis shows that energy-importing economies such as China and South Korea are persistently exposed to externally induced price instability, particularly in economies with high energy-import dependence such as China and South Korea, though the categorization does not imply a uniform geopolitical or developmental status. These results challenge domestic-centered views of inflation and underscore the need for a structural understanding of global price formation that accounts for trade dependence, transport asymmetries, and geopolitical exposure.
{"title":"Logistics, energy, and inflation in trade-dependent economies: A political economy of shock transmission across maritime supply chains","authors":"Savaş Tarkun","doi":"10.1016/j.retrec.2025.101642","DOIUrl":"10.1016/j.retrec.2025.101642","url":null,"abstract":"<div><div>This study examines how external price shocks originating in global energy markets (Brent and Dubai oil) and maritime freight systems (BDTI and BCTI) are transmitted to consumer price indices (CPI) in four economies of the Global South: China, India, South Korea, and Saudi Arabia. Using a time–frequency connectedness framework, the analysis captures the evolving intensity and directionality of inflationary spillovers across short, medium, and long-term horizons. The findings reveal that freight indices not only mediate energy shocks but increasingly act as independent inflationary forces—suggesting the emergence of logistics infrastructures as systemic amplifiers of global price volatility. The analysis shows that energy-importing economies such as China and South Korea are persistently exposed to externally induced price instability, particularly in economies with high energy-import dependence such as China and South Korea, though the categorization does not imply a uniform geopolitical or developmental status. These results challenge domestic-centered views of inflation and underscore the need for a structural understanding of global price formation that accounts for trade dependence, transport asymmetries, and geopolitical exposure.</div></div>","PeriodicalId":47810,"journal":{"name":"Research in Transportation Economics","volume":"113 ","pages":"Article 101642"},"PeriodicalIF":3.4,"publicationDate":"2025-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145117575","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-10-01Epub Date: 2025-08-20DOI: 10.1016/j.retrec.2025.101623
Sergio Prolo , Andrea Pellegrini , Werner Kraus Junior , Alexandre Hering Coelho , John M. Rose
We investigate gasoline demand growth in Brazil over a 16-year period, assessing its response to electric vehicle (EV) adoption and taxation measures. Using a spatial-based econometric model with data from 2006 to 2021 across all Brazilian states, we observe that annual gasoline sales nearly doubled from 2006 to 2014, reaching 0.22 m3per capita, and then stabilized. Our model reveals that the EV motorization rate negatively impacts gasoline demand, with an elasticity of −0.126, compared to 0.609 for internal combustion engine vehicles. The results show that aggressive fuel taxation alone is insufficient to achieve long-term reductions in demand. However, fleet electrification is more effective, potentially reducing per capita gasoline consumption by 90% between 2021 and 2034 when it is strongly incentivized. A combined approach integrating taxation and electrification offers the most efficient pathway for reducing demand while generating revenue for public investment in Brazil’s transition to a carbon-free transportation sector.
{"title":"Estimating gasoline demand and electric vehicle adoption: A spatial model for Brazil","authors":"Sergio Prolo , Andrea Pellegrini , Werner Kraus Junior , Alexandre Hering Coelho , John M. Rose","doi":"10.1016/j.retrec.2025.101623","DOIUrl":"10.1016/j.retrec.2025.101623","url":null,"abstract":"<div><div>We investigate gasoline demand growth in Brazil over a 16-year period, assessing its response to electric vehicle (EV) adoption and taxation measures. Using a spatial-based econometric model with data from 2006 to 2021 across all Brazilian states, we observe that annual gasoline sales nearly doubled from 2006 to 2014, reaching 0.22 m<sup>3</sup> <em>per capita</em>, and then stabilized. Our model reveals that the EV motorization rate negatively impacts gasoline demand, with an elasticity of −0.126, compared to 0.609 for internal combustion engine vehicles. The results show that aggressive fuel taxation alone is insufficient to achieve long-term reductions in demand. However, fleet electrification is more effective, potentially reducing per capita gasoline consumption by 90% between 2021 and 2034 when it is strongly incentivized. A combined approach integrating taxation and electrification offers the most efficient pathway for reducing demand while generating revenue for public investment in Brazil’s transition to a carbon-free transportation sector.</div></div>","PeriodicalId":47810,"journal":{"name":"Research in Transportation Economics","volume":"113 ","pages":"Article 101623"},"PeriodicalIF":3.4,"publicationDate":"2025-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144879876","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-10-01Epub Date: 2025-09-06DOI: 10.1016/j.retrec.2025.101631
Luis Cespedes , Miguel Santolino , Mercedes Ayuso
The bodily injury severity of a vehicle involved in a crash has traditionally been defined in literature as the one associated with the most serious injured occupant and, therefore, excluding from the analysis the injured victims other than the most serious one. In this study, we propose an aggregate injury severity indicator for a crashed vehicle, based on the alternative metrics used in road safety research to calculate the monetary value of the change in risk of death and injury for each person in the vehicle. The main advantage of our indicator is that, by projecting the different qualitative levels of injury severity into monetary values, it allows aggregating the injury severity levels sustained by all occupants of a vehicle into a single value. We analyse the effect of the gender of the driver and its interaction with other risk factors on the expected monetary value of the injury risk of the vehicle. We found evidence of gender differences in driving, consistent with ‘couple driving behaviour’, where a man is more likely to be the driver when a woman (presumably the couple) is also in the vehicle. When the driver was a woman, the expected monetary value of the injury risk was on average reduced by 22 % for the occupants of the vehicle, and by 34 % for the passengers, i.e. excluding the driver's injuries. The reduction of the monetary value of the injury risk of passengers was higher for young female drivers than for old ones, with young-older female drivers (aged 66–74 years) being riskier for occupants than the young-older male drivers. In conclusion, analysing the gender differences in the aggregate expected injury severity for all occupants of the vehicle provides road safety policy makers with a better approximation of the injury severity resulting from motor vehicle crashes.
{"title":"The monetary injury risk value of a crashed vehicle: a gender driving analysis","authors":"Luis Cespedes , Miguel Santolino , Mercedes Ayuso","doi":"10.1016/j.retrec.2025.101631","DOIUrl":"10.1016/j.retrec.2025.101631","url":null,"abstract":"<div><div>The bodily injury severity of a vehicle involved in a crash has traditionally been defined in literature as the one associated with the most serious injured occupant and, therefore, excluding from the analysis the injured victims other than the most serious one. In this study, we propose an aggregate injury severity indicator for a crashed vehicle, based on the alternative metrics used in road safety research to calculate the monetary value of the change in risk of death and injury for each person in the vehicle. The main advantage of our indicator is that, by projecting the different qualitative levels of injury severity into monetary values, it allows aggregating the injury severity levels sustained by all occupants of a vehicle into a single value. We analyse the effect of the gender of the driver and its interaction with other risk factors on the expected monetary value of the injury risk of the vehicle. We found evidence of gender differences in driving, consistent with ‘couple driving behaviour’, where a man is more likely to be the driver when a woman (presumably the couple) is also in the vehicle. When the driver was a woman, the expected monetary value of the injury risk was on average reduced by 22 % for the occupants of the vehicle, and by 34 % for the passengers, i.e. excluding the driver's injuries. The reduction of the monetary value of the injury risk of passengers was higher for young female drivers than for old ones, with young-older female drivers (aged 66–74 years) being riskier for occupants than the young-older male drivers. In conclusion, analysing the gender differences in the aggregate expected injury severity for all occupants of the vehicle provides road safety policy makers with a better approximation of the injury severity resulting from motor vehicle crashes.</div></div>","PeriodicalId":47810,"journal":{"name":"Research in Transportation Economics","volume":"113 ","pages":"Article 101631"},"PeriodicalIF":3.4,"publicationDate":"2025-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145004204","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-10-01Epub Date: 2025-08-28DOI: 10.1016/j.retrec.2025.101630
Panwei Xiang , Lianren Wu , Muhua Wei , Jiayin Qi
With the extensive adoption of electrification technology in China's new energy vehicle market, traditional automakers are accelerating their transition towards electrification, thereby reshaping the competitive landscape. Meanwhile, mobile communication technology, which serves as the foundation of networking and intelligent development, not only facilitates the rapid emergence of new automotive manufacturers but also introduces novel opportunities and challenges to the new energy vehicle industry. This study employs a discrete choice model to empirically analyze how network configuration impacts the sales of new energy vehicles, aiming to explore how network connectivity empowers these vehicles in the post-subsidy era. The findings demonstrate that: (1) The mobile network configuration can positively affect the market share of new energy vehicle products, among which consumer satisfaction plays a partial mediating role. (2) From the perspective of specific network configuration, the impact on automotive market share is mainly driven by the role of 4G network, while the impact of 4G to 5G network upgrade is a gradual process. (3) For domestic car brands and car brands with relatively low prices, network integration plays a more obvious role in improving the car market share.
{"title":"Mobile communication technology and consumer demand: Empirical evidence of China's automobile industry","authors":"Panwei Xiang , Lianren Wu , Muhua Wei , Jiayin Qi","doi":"10.1016/j.retrec.2025.101630","DOIUrl":"10.1016/j.retrec.2025.101630","url":null,"abstract":"<div><div>With the extensive adoption of electrification technology in China's new energy vehicle market, traditional automakers are accelerating their transition towards electrification, thereby reshaping the competitive landscape. Meanwhile, mobile communication technology, which serves as the foundation of networking and intelligent development, not only facilitates the rapid emergence of new automotive manufacturers but also introduces novel opportunities and challenges to the new energy vehicle industry. This study employs a discrete choice model to empirically analyze how network configuration impacts the sales of new energy vehicles, aiming to explore how network connectivity empowers these vehicles in the post-subsidy era. The findings demonstrate that: (1) The mobile network configuration can positively affect the market share of new energy vehicle products, among which consumer satisfaction plays a partial mediating role. (2) From the perspective of specific network configuration, the impact on automotive market share is mainly driven by the role of 4G network, while the impact of 4G to 5G network upgrade is a gradual process. (3) For domestic car brands and car brands with relatively low prices, network integration plays a more obvious role in improving the car market share.</div></div>","PeriodicalId":47810,"journal":{"name":"Research in Transportation Economics","volume":"113 ","pages":"Article 101630"},"PeriodicalIF":3.4,"publicationDate":"2025-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144912622","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-10-01Epub Date: 2025-08-05DOI: 10.1016/j.retrec.2025.101622
Stephen Ison , Lucy Budd , John D. Nelson , Corinne Mulley
Ground access mode choice directly impacts an airport's commercial income generation, imposes a range of environmental externalities and requires often-considerable capital investment and infrastructure development. Historically, these revenue planning, environmental management and capital investment decisions were predicated on the knowledge that airport ground access occurred via private vehicles or by conventional public transport modes. However, the introduction of new forms of ride-hailing and ridesharing mobility services by Transportation Network Companies (TNCs) is disrupting the status quo and posing new revenue and infrastructure planning challenges for airports. Australia is one country experiencing this new business model. The aim of this paper is to examine the situation in Australia and explore the extent to which major passenger airports in the country are adapting to the advent of TNCs and ridesharing services. The situation at the 10 busiest passenger airports is examined. The findings show that while these airports still routinely plan for conventional forms of ground access, TNC's represent a trend breaker which demands new ground access management strategies. Recommendations to help airport management respond to the introduction of widespread ridesharing and the arrival of TNCs in terms of landside asset configuration and the potential for regulatory and financial strategies are proposed.
{"title":"Examining the introduction of transportation network companies (TNCs) and ridesharing services for airport ground access in Australia","authors":"Stephen Ison , Lucy Budd , John D. Nelson , Corinne Mulley","doi":"10.1016/j.retrec.2025.101622","DOIUrl":"10.1016/j.retrec.2025.101622","url":null,"abstract":"<div><div>Ground access mode choice directly impacts an airport's commercial income generation, imposes a range of environmental externalities and requires often-considerable capital investment and infrastructure development. Historically, these revenue planning, environmental management and capital investment decisions were predicated on the knowledge that airport ground access occurred via private vehicles or by conventional public transport modes. However, the introduction of new forms of ride-hailing and ridesharing mobility services by Transportation Network Companies (TNCs) is disrupting the status quo and posing new revenue and infrastructure planning challenges for airports. Australia is one country experiencing this new business model. The aim of this paper is to examine the situation in Australia and explore the extent to which major passenger airports in the country are adapting to the advent of TNCs and ridesharing services. The situation at the 10 busiest passenger airports is examined. The findings show that while these airports still routinely plan for conventional forms of ground access, TNC's represent a trend breaker which demands new ground access management strategies. Recommendations to help airport management respond to the introduction of widespread ridesharing and the arrival of TNCs in terms of landside asset configuration and the potential for regulatory and financial strategies are proposed.</div></div>","PeriodicalId":47810,"journal":{"name":"Research in Transportation Economics","volume":"113 ","pages":"Article 101622"},"PeriodicalIF":3.4,"publicationDate":"2025-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144771101","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-10-01Epub Date: 2025-09-22DOI: 10.1016/j.retrec.2025.101641
Xiao Fu , Wentao Kang , Haoluan Wang , Xianru Han
The market for used vehicles has grown rapidly worldwide. However, information asymmetries and a lack of quality guarantees negatively influence consumer participation in this market. In this study, we conduct an online survey with discrete choice experiments to elicit consumer preferences for e-commerce platforms aimed at facilitating used vehicle transactions in China. Our experimental design includes a suite of attributes that are representative of current e-commerce platforms for used vehicles, covering the type of sellers, the provision of multiple essential services (e.g., loan, insurance, and inspection), and service fees charged by platforms when transactions occur. Estimating mixed logit models using our survey data, we find that providing information on the available services alone does not significantly affect consumers' choice of e-commerce platforms for used vehicles. However, respondents substantially value additional services offered by the platform and are willing to pay extra service fees, especially for inspection services. Our results provide new evidence on how consumers perceive e-commerce platforms for used vehicles and highlight the importance of inspections in consumers’ decisions on purchasing used vehicles through e-commerce platforms.
{"title":"Eliciting consumer preferences for used vehicle e-commerce platforms: A discrete choice experiment approach","authors":"Xiao Fu , Wentao Kang , Haoluan Wang , Xianru Han","doi":"10.1016/j.retrec.2025.101641","DOIUrl":"10.1016/j.retrec.2025.101641","url":null,"abstract":"<div><div>The market for used vehicles has grown rapidly worldwide. However, information asymmetries and a lack of quality guarantees negatively influence consumer participation in this market. In this study, we conduct an online survey with discrete choice experiments to elicit consumer preferences for e-commerce platforms aimed at facilitating used vehicle transactions in China. Our experimental design includes a suite of attributes that are representative of current e-commerce platforms for used vehicles, covering the type of sellers, the provision of multiple essential services (e.g., loan, insurance, and inspection), and service fees charged by platforms when transactions occur. Estimating mixed logit models using our survey data, we find that providing information on the available services alone does not significantly affect consumers' choice of e-commerce platforms for used vehicles. However, respondents substantially value additional services offered by the platform and are willing to pay extra service fees, especially for inspection services. Our results provide new evidence on how consumers perceive e-commerce platforms for used vehicles and highlight the importance of inspections in consumers’ decisions on purchasing used vehicles through e-commerce platforms.</div></div>","PeriodicalId":47810,"journal":{"name":"Research in Transportation Economics","volume":"113 ","pages":"Article 101641"},"PeriodicalIF":3.4,"publicationDate":"2025-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145109372","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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