Research in Transportation Economics最新文献

In recent years, sustainable eco-friendly vehicles have been demonstrated as an adequate solution for urban deliveries and restricted areas facing traffic congestion and traffic zone limitation. Therefore, in this paper, a novel Decision Support System has been proposed for evaluating the efficiency of e-grocery home delivery through eco-friendly vehicle adoption. A mathematical model, formulated as Electric Vehicle Routing Problem with Time Windows and Partial Recharging (EVRPTW-PR), has been applied for selecting the best zero-emission vehicle for e-grocery home delivery. The comparison of the most emerging electric light-duty vehicles (e-cargo bikes, e-mopeds, and e-vans) has been carried out through key performance indicators related to the drivers’ salary, the total delivery time, the fuel (energy) costs, the vehicle investment costs, and the average payload capacity utilization. The overall evaluation encourages the adoption of zero-emission strategies and helps e-grocery commerce to adopt the best option that fits with the environmental as well as the economic aspects.

The appraisal of different railway technologies for new intercity services is essential in policy-making. While High-Speed Rail (HSR) lines provide time-savings by operating at 300 kph, new Conventional Rail (CR) services at 150 kph can offer cost-effective benefits. Therefore, assessing the value of travel time (VTT) helps determining such benefits, particularly in the Global South where they may be relatively unknown. This paper examines the VTT of hypothetical intercity business and non-business HSR and CR services in Brazil using data from a Stated Preference survey and Multinomial Logit (MNL) and Mixed Multinomial Logit (MMNL) models. Results indicate that VTT for HSR on business trips are higher than for CR services and vary significantly between trip purpose. Moreover, the VTTs for business trips are similar to those of European countries on average, but significantly higher than other Global South countries for either railway technology or trip purpose.

This paper explores the relationship between accessibility and agricultural production through a strategic freight transport model based on product analysis. Like most freight demand models applied in practice, we use an aggregate modeling approach. Zoning, infrastructure networks, and socioeconomic and nationwide agricultural data were adapted from the Colombian Strategic Freight Transportation model and the National Agricultural Survey. Data was stored, displayed, managed, and analyzed using a Geographic Information System. Three accessibility indicators entering the freight generation model are tested. The temporal accessibility index is the best-performing accessibility measure for the case study conducted in Colombia. The models exhibit that accessibility positively affects freight generation, proving a solid link between temporal accessibility and agricultural production. When using the models to predict the impact of new transport infrastructure projects, changes in agricultural production were not highly significant.

Recent years have seen a growing demand for air transport which has led to an increase in the number of airports providing a significant number of flights in Spain and throughout the rest of Europe. Choosing which airport to use depends on the competition between the airlines operating from them and how accessible they are to the residents in the surrounding areas. This research introduces an efficient design based on D-error using a stated preferences survey to study user behaviour when choosing between competing airports. The data is modelled using a Multinomial Logit Model and a Random Parameter Error Component Logit (RPECL), a discrete choice model which allows us to study user preferences taking into account their varying systemic and random tastes, as well as find specific correlations which may exist between similar alternatives. This meant the authors were also able to calculate the direct and cross elasticities to examine the weight of the different variables involved in making the choice of airport. The results showed, for a study case in Spain (Bilbao and Seve Ballesteros - Santander airports), that increased access time to the furthest airport caused an important fall in demand (choice) for that airport. It was also shown that access fees had a lower elasticity than the flight cost and that the fewer the transfers required to reach the final destination increased the probability of choosing an airport. Therefore, in order for smaller airports to compete with larger airports they need to invest more in reducing the cost of flights, attracting more low-cost companies and offering more direct complementary destinations than those provided by larger airports.

The contribution of greenhouse gas emissions from UK urban freight is growing in absolute terms, but the existence of alternative technology options means the urban part of the freight system has potential for relatively early decarbonisation. However, barriers are limiting the speed and extent of uptake. Indeed, freight decarbonisation is a sociotechnical challenge. Behaviour change is usually required to facilitate technological change. For this reason, stakeholders are central to processes of identifying pathways to decarbonisation. The paper reports findings from two projects undertaken in the UK in 2020–21 which examined how stakeholder engagement on freight decarbonisation could be enhanced to promote the process of identifying pathways through co-creation. The projects involved the conduct of literature reviews, stakeholder mapping exercises, and stakeholder engagement in coproduction workshops. The stakeholder mapping and engagement process led to the identification of groups of actors which were relatively easy and hard to include. Engagement and interaction were found to be promoted in some respects by the need to conduct the data collection remotely rather than in presence, and by building on established networks. In terms of the identification of pathways, stakeholders showed mixed levels of knowledge. Uncertainty about the future was generally high, with perceived risks being important. Nonetheless, short, medium and long-term pathway features were identified, with electrification playing a key role in the long term. However, the need for strong multilevel governance providing a clear regulatory framework and incentives for change was perceived by stakeholders overall to be more significant than a particular technology. The paper concludes with an agenda for further research.

The intensification of e-commerce increases freight movements in urban areas, which negatively contributes to promoting sustainable cities. Conversely, the spare capacity of the public transport system could reduce the externalities of urban freight transport and then promote sustainable cities. This article identifies and evaluates key factors for developing integrated freight and public transport systems. Key factors were identified with a literature review and then classified into benefits and barriers related to the urban environment, and challenges and strengths related to the transport operation. Subsequently, these factors were evaluated by experts and classified by estimating a Luce model. The results indicate that benefits are related to the fight against climate change by optimising urban space and reducing the movements of freight vehicles. Barriers are associated with the lack of a collaborative culture and the need to change consumer behaviour, which helps to promote collaboration and reduce just-in-time demand. For the transport operation, the integration of people and freight systems can reduce operational costs, increase the efficiency of the transport system, and improve the accessibility for people and goods, while promoting economic development by decentralising economic activity. To achieve these benefits, the main challenges concern the logistic activity and the cooperation of stakeholders.

We investigate factors that determine road users' experiences with congestion based on a questionnaire survey conducted in the Oslo area of Norway. The rationale is to add more knowledge on factors that determine users' experience with congestion. Furthermore, we use a succinct econometric framework to assess the data. We find that the following factors influence road users' experiences with congestion: (1) whether they experienced congestion on their reference trip; (2) how often road users undertake trips during congestion; (3) the extent to which road users had potential alternative modes of transport other than car use; (4) education; (5) whether respondents had time commitments at their destinations; (6) travel time used during their journey; (7) how often they experience congestion as a problem during their journey; (8) when participants begin to experience discomfort with congestion; and (9) age. The direction of these factors' impact on experience is explained in the results section. For example, those who did not experience congestion on their previous trip are 26 percentage points more likely to report a negative experience with congestion than those who did. The results provide new insight into the factors that determine road users' experience with congestion. Finally, we warn that one should not be indifferent regarding the logit models used, as the results can be quite different.

With the proliferation of digital platforms, the parking landscape has undergone a transformation, offering more than the traditional first-come-first-served parking option. The reservation-based parking mode has gained considerable popularity. Obviously, there is a competitive relationship between these two parking modes, posing a challenge for parking management authorities to achieve a balance. This study investigates pricing strategies in a duopoly parking market, comprising two distinct types of parking companies: search-based and reservation-based. We analyze three power structure models: (i) the Bertrand model, (ii) the Stackelberg model with the reservation-based parking company as a leader, and (iii) the Stackelberg model with the search-based parking company as a leader. Additionally, we develop a three-player game model that considers the involvement of the third-party investor in the reservation mode. Our findings indicate that the overall profit of the search-based parking company declines when the driver preference of reservation-based parking company increases. Moreover, reservation-based parking companies exhibit greater robustness compared to their search-based counterparts when facing penalty delays and fluctuations in waiting costs. Furthermore, a prudent evaluation is advised for the third-party investor when assessing investment opportunities, especially in scenarios where drivers demonstrate a pronounced preference for search-based parking companies.

This paper examines the role of supportive policies and value-added services which may incentivise retailers to use an urban consolidation centre (UCC). The methodology is a case study of the city of Edinburgh, Scotland, based on semi-structured interviews with 30 retailers. Results show that retailers are generally not positive towards using UCCs, and the services that they need are already being provided by their existing logistics service providers (LSPs). Nevertheless, if they were forced by restrictions and rising costs to use a UCC, they would be prepared to do so. In that case, they would want those services currently provided by LSPs to be provided by the UCC and would be prepared to pay for them. For a successful transfer to a UCC model, the retailer, LSP and UCC would need to work together to avoid loss of revenue to the LSP.