Pub Date : 2025-01-27DOI: 10.1016/j.tranpol.2025.01.025
Jing Sun , Shifeng Liu , Xinghua Zhang , Shengda Zhao , Daqing Gong
Ride-sharing is widely regarded as an effective means to improve urban traffic efficiency, reduce the number of vehicles, and alleviate traffic congestion. However, the reaching of a ride-sharing transaction depends on the joint decision-making of passengers and ride-hailing platforms: passengers must be willing to share, which is often influenced by waiting times, described here as the willingness dependent tolerance (WDT) mechanism; the platform determines ride-sharing matching through regulating route similarity strategies. To explore how the interaction mechanisms between the two parties affect ride-sharing operations and thereby the efficiency and resilience of ride-hailing systems, this paper employs queuing theory and multi-agent approaches to build models for extensive analysis, and verifies these with actual data from Beijing. The results show that the WDT mechanism can adaptively adjust passenger choices and system operating modes in response to supply and demand changes, maintaining high efficiency and resilience of ride-sharing services during supply shortages. However, there exists a competitive equilibrium point between platform regulation and the WDT mechanism, where adjusting the route similarity standard before and after this point affects the adaptability of the WDT mechanism differently. Based on these findings, recommendations are made from the perspectives of platform operation and government management, aiming to seize the optimal moments to encourage ride-sharing, balance individual comfort with overall system performance, and optimize platform regulation effectiveness.
{"title":"Ride-sharing transaction reaching factors’ impact on the performance of ride-hailing system","authors":"Jing Sun , Shifeng Liu , Xinghua Zhang , Shengda Zhao , Daqing Gong","doi":"10.1016/j.tranpol.2025.01.025","DOIUrl":"10.1016/j.tranpol.2025.01.025","url":null,"abstract":"<div><div>Ride-sharing is widely regarded as an effective means to improve urban traffic efficiency, reduce the number of vehicles, and alleviate traffic congestion. However, the reaching of a ride-sharing transaction depends on the joint decision-making of passengers and ride-hailing platforms: passengers must be willing to share, which is often influenced by waiting times, described here as the willingness dependent tolerance (WDT) mechanism; the platform determines ride-sharing matching through regulating route similarity strategies. To explore how the interaction mechanisms between the two parties affect ride-sharing operations and thereby the efficiency and resilience of ride-hailing systems, this paper employs queuing theory and multi-agent approaches to build models for extensive analysis, and verifies these with actual data from Beijing. The results show that the WDT mechanism can adaptively adjust passenger choices and system operating modes in response to supply and demand changes, maintaining high efficiency and resilience of ride-sharing services during supply shortages. However, there exists a competitive equilibrium point between platform regulation and the WDT mechanism, where adjusting the route similarity standard before and after this point affects the adaptability of the WDT mechanism differently. Based on these findings, recommendations are made from the perspectives of platform operation and government management, aiming to seize the optimal moments to encourage ride-sharing, balance individual comfort with overall system performance, and optimize platform regulation effectiveness.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"164 ","pages":"Pages 27-41"},"PeriodicalIF":6.3,"publicationDate":"2025-01-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143143183","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Despite Thailand's ambitious goal to transform 30% of its total automotive production to electric vehicles (EVs) by 2030, the adoption rate remains low due to various segment-specific barriers. This study investigates the factors influencing EV adoption intentions across different vehicle segments in Thailand by integrating the Unified Theory of Acceptance and Use of Technology 2 (UTAUT2) with government participation factors. Using data from 3770 respondents across five regions, the study employs structural equation modeling to analyze adoption patterns among passenger cars, pick-up trucks, and SUVs. The findings reveal distinct adoption patterns across segments: passenger cars are primarily influenced by Price Value (β = 0.262) and Effort Expectancy (β = 0.179); pick-up trucks show strong Performance Expectancy effects (β = 0.504) but negative Social Influence (β = −0.366); and SUVs demonstrate the strongest Performance Expectancy impact (β = 0.699) with a notable negative Price Value effect (β = −0.386). Government participation maintains consistent positive influence across all segments (β ranging from 0.101 to 0.153). Based on these findings, the study recommends a three-phase policy implementation framework emphasizing segment-specific approaches: urban-centric initiatives for passenger cars, commercial viability focus for pick-up trucks, and premium service emphasis for SUVs. This research contributes to EV adoption literature by demonstrating how adoption factors vary significantly across vehicle segments in emerging markets, challenging the one-size-fits-all approach to EV promotion. The findings provide valuable insights for policymakers and manufacturers in tailoring their strategies to different vehicle segments, particularly in emerging markets.
{"title":"Comparing Electric Vehicle Adoption Intentions Across Vehicle Types in Thailand: An Extended UTAUT2 Model with Government Participation","authors":"Thanapong Champahom , Panuwat Wisutwattanasak , Dissakoon Chonsalasin , Chamroeun Se , Sajjakaj Jomnonkwao , Vatanavongs Ratanavaraha","doi":"10.1016/j.tranpol.2025.01.033","DOIUrl":"10.1016/j.tranpol.2025.01.033","url":null,"abstract":"<div><div>Despite Thailand's ambitious goal to transform 30% of its total automotive production to electric vehicles (EVs) by 2030, the adoption rate remains low due to various segment-specific barriers. This study investigates the factors influencing EV adoption intentions across different vehicle segments in Thailand by integrating the Unified Theory of Acceptance and Use of Technology 2 (UTAUT2) with government participation factors. Using data from 3770 respondents across five regions, the study employs structural equation modeling to analyze adoption patterns among passenger cars, pick-up trucks, and SUVs. The findings reveal distinct adoption patterns across segments: passenger cars are primarily influenced by Price Value (β = 0.262) and Effort Expectancy (β = 0.179); pick-up trucks show strong Performance Expectancy effects (β = 0.504) but negative Social Influence (β = −0.366); and SUVs demonstrate the strongest Performance Expectancy impact (β = 0.699) with a notable negative Price Value effect (β = −0.386). Government participation maintains consistent positive influence across all segments (β ranging from 0.101 to 0.153). Based on these findings, the study recommends a three-phase policy implementation framework emphasizing segment-specific approaches: urban-centric initiatives for passenger cars, commercial viability focus for pick-up trucks, and premium service emphasis for SUVs. This research contributes to EV adoption literature by demonstrating how adoption factors vary significantly across vehicle segments in emerging markets, challenging the one-size-fits-all approach to EV promotion. The findings provide valuable insights for policymakers and manufacturers in tailoring their strategies to different vehicle segments, particularly in emerging markets.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"163 ","pages":"Pages 408-435"},"PeriodicalIF":6.3,"publicationDate":"2025-01-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143173791","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Carbon pricing affects the transportation strategies of freight companies and consequently changes the structure of regional transport networks. By incorporating a carbon price into a weighted complex network, this study constructs a multimodal transport network coupled heterogeneously through road, rail, and waterway transportation modes based on the path utility. A particle swarm optimization–back propagation method is adopted to optimize the parameters of the multimodal transport path utility function. Complex network technology is used to analyze the node and network attributes, and the transition paths of the multimodal transport network under different carbon price scenarios are explored. The results show that increases in carbon prices promote the transition of transport modes from roadways to waterways and railways and that the importance of ports and railway stations increases. The structure of the multimodal transport network becomes more sparse, and the total carbon emissions decrease. Appropriate carbon prices can promote a balanced freight transportation structure, and reduce carbon emissions.
{"title":"Transition of multimodal transport network under different carbon price scenarios","authors":"Chuanzhong Yin , Lingyong Zeng , Xiaowen Fu , Meisu Zhong","doi":"10.1016/j.tranpol.2025.01.027","DOIUrl":"10.1016/j.tranpol.2025.01.027","url":null,"abstract":"<div><div>Carbon pricing affects the transportation strategies of freight companies and consequently changes the structure of regional transport networks. By incorporating a carbon price into a weighted complex network, this study constructs a multimodal transport network coupled heterogeneously through road, rail, and waterway transportation modes based on the path utility. A particle swarm optimization–back propagation method is adopted to optimize the parameters of the multimodal transport path utility function. Complex network technology is used to analyze the node and network attributes, and the transition paths of the multimodal transport network under different carbon price scenarios are explored. The results show that increases in carbon prices promote the transition of transport modes from roadways to waterways and railways and that the importance of ports and railway stations increases. The structure of the multimodal transport network becomes more sparse, and the total carbon emissions decrease. Appropriate carbon prices can promote a balanced freight transportation structure, and reduce carbon emissions.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"164 ","pages":"Pages 1-26"},"PeriodicalIF":6.3,"publicationDate":"2025-01-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143143225","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"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 : 2025-01-22DOI: 10.1016/j.tranpol.2025.01.030
Chamroeun Se , Jeremy Woolley , Thanapong Champahom , Sajjakaj Jomnonkwao , Tassana Boonyoo , Ampol Karoonsoontawong , Vatanavongs Ratanavaraha
Motorcycles constitute the primary mode of transportation in Thailand. However, their prevalence has created an acute safety crisis, with motorcyclists representing over 70% of road fatalities. While previous studies have examined either injury severity or fault status in isolation, the potential interdependency between these outcomes remains poorly understood. This study addresses this gap by investigating motorcycle crash injury severity through both direct effects and indirect effects mediated through riders' at-fault status. This study examines motorcycle crash injury severity by considering both direct effects on outcomes and indirect effects mediated through riders' at-fault status. Analyses were conducted for three timeframes—2017–2018, 2019, and 2020—to capture potential temporal instability. A recursive bivariate modeling framework with random parameters was adopted to address unobserved heterogeneity and endogeneity between fault likelihood and crash severity outcomes, revealing key demographic, behavioral, and infrastructural predictors of fatal injuries. Findings indicate that younger riders, nighttime conditions, and high-risk behaviors (e.g., speeding, and alcohol use) increase the probability of being at fault. Meanwhile, factors such as being male, older, riding without a helmet, traveling against traffic, and riding at night significantly raise fatal injury risks. Although at-fault data provide valuable insights, they must be interpreted alongside roadway conditions, as Thailand's infrastructure offers limited protection for motorcyclists. Accordingly, this study recommends an integrated approach that combines improved infrastructure (e.g., motorcycle-friendly barriers and segregated lanes), robust education initiatives (targeting speed, helmet use, and alcohol awareness), and enhanced enforcement of traffic regulations. Implementing or enhancing licensing standards—such as a Graduated Licensing Scheme—can help curb risky behaviors and foster safer riding practices among young riders. These evidence-based recommendations can help policymakers develop more effective mitigation strategies to reduce the number of severe and fatal motorcycle-related crashes.
{"title":"Modelling the interdependent relationship of motorcyclist injury severity and fault status: A recursive bivariate random parameters probit approach","authors":"Chamroeun Se , Jeremy Woolley , Thanapong Champahom , Sajjakaj Jomnonkwao , Tassana Boonyoo , Ampol Karoonsoontawong , Vatanavongs Ratanavaraha","doi":"10.1016/j.tranpol.2025.01.030","DOIUrl":"10.1016/j.tranpol.2025.01.030","url":null,"abstract":"<div><div>Motorcycles constitute the primary mode of transportation in Thailand. However, their prevalence has created an acute safety crisis, with motorcyclists representing over 70% of road fatalities. While previous studies have examined either injury severity or fault status in isolation, the potential interdependency between these outcomes remains poorly understood. This study addresses this gap by investigating motorcycle crash injury severity through both direct effects and indirect effects mediated through riders' at-fault status. This study examines motorcycle crash injury severity by considering both direct effects on outcomes and indirect effects mediated through riders' at-fault status. Analyses were conducted for three timeframes—2017–2018, 2019, and 2020—to capture potential temporal instability. A recursive bivariate modeling framework with random parameters was adopted to address unobserved heterogeneity and endogeneity between fault likelihood and crash severity outcomes, revealing key demographic, behavioral, and infrastructural predictors of fatal injuries. Findings indicate that younger riders, nighttime conditions, and high-risk behaviors (e.g., speeding, and alcohol use) increase the probability of being at fault. Meanwhile, factors such as being male, older, riding without a helmet, traveling against traffic, and riding at night significantly raise fatal injury risks. Although at-fault data provide valuable insights, they must be interpreted alongside roadway conditions, as Thailand's infrastructure offers limited protection for motorcyclists. Accordingly, this study recommends an integrated approach that combines improved infrastructure (e.g., motorcycle-friendly barriers and segregated lanes), robust education initiatives (targeting speed, helmet use, and alcohol awareness), and enhanced enforcement of traffic regulations. Implementing or enhancing licensing standards—such as a Graduated Licensing Scheme—can help curb risky behaviors and foster safer riding practices among young riders. These evidence-based recommendations can help policymakers develop more effective mitigation strategies to reduce the number of severe and fatal motorcycle-related crashes.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"163 ","pages":"Pages 370-383"},"PeriodicalIF":6.3,"publicationDate":"2025-01-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143173795","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"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 : 2025-01-21DOI: 10.1016/j.tranpol.2025.01.029
David A. Hensher, John D. Nelson
For the last twenty years we have seen exponential growth in interest in developing ways in which we can offer to the market a unified multi-modal ecosystem that is so appealing that individuals would abandon their traditional ways of making travel choices. The new ways are guided by offers through a digital platform either through pay as you go or a subscription to a package that aligns with more sustainable travel behaviour activity. Branded as Mobility as a Service (MaaS), we have to date seen little success despite the continuing euphoria in many settings. This paper is the result of a significant amount of research and practice designed to find ways to give MaaS a chance in the market, reflecting on what we see as the key features of any future MaaS aspiration in respect of having a scalable impact on changing traveller behaviour that is aligned with sustainability goals and resulting in a viable business case with or without government subsidy. A particular focus is a recognition of the role that non-mobility service providers (NMSPs) can play in extending the stakeholder set that may well give MaaS a scalable future. Which we evidence from the findings of in-depth interviews with senior staff in a number of NMSP businesses. We also suggest that the generalisation away from multi-modality to multi-service supported by rewards and incentives that benefit non-transport providers, is likely to reveal a continuing role for uni-modal solutions that can also align well with a MaaS eco-system.
{"title":"Do integrated mobility services have a future? The neglected role of non-mobility service providers: Challenges, and opportunities to extract sustainable transport outcomes","authors":"David A. Hensher, John D. Nelson","doi":"10.1016/j.tranpol.2025.01.029","DOIUrl":"10.1016/j.tranpol.2025.01.029","url":null,"abstract":"<div><div>For the last twenty years we have seen exponential growth in interest in developing ways in which we can offer to the market a unified multi-modal ecosystem that is so appealing that individuals would abandon their traditional ways of making travel choices. The new ways are guided by offers through a digital platform either through pay as you go or a subscription to a package that aligns with more sustainable travel behaviour activity. Branded as Mobility as a Service (MaaS), we have to date seen little success despite the continuing euphoria in many settings. This paper is the result of a significant amount of research and practice designed to find ways to give MaaS a chance in the market, reflecting on what we see as the key features of any future MaaS aspiration in respect of having a scalable impact on changing traveller behaviour that is aligned with sustainability goals and resulting in a viable business case with or without government subsidy. A particular focus is a recognition of the role that non-mobility service providers (NMSPs) can play in extending the stakeholder set that may well give MaaS a scalable future. Which we evidence from the findings of in-depth interviews with senior staff in a number of NMSP businesses. We also suggest that the generalisation away from multi-modality to multi-service supported by rewards and incentives that benefit non-transport providers, is likely to reveal a continuing role for uni-modal solutions that can also align well with a MaaS eco-system.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"163 ","pages":"Pages 348-357"},"PeriodicalIF":6.3,"publicationDate":"2025-01-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143173796","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-01-21DOI: 10.1016/j.tranpol.2025.01.019
Victor Medeiros, Rafael S.M. Ribeiro, Pedro V.M. Amaral, Alexandre Q. Stein
This paper provides an original third-step identification strategy using instrumental variables to evaluate the causal impact of highway investments on the local economy. First, we construct a novel national highway dataset at the municipal level in Brazil using the Growth Acceleration Program (PAC) (2007–2018) as a case study. Second, we rely on some of the main infrastructure project costs to propose several cost-related instruments to correct for measurement errors in the road variables. Third, we circumvent the omitted variable bias from the non-random placement of roads by building instruments based on global cost minimization methods, historical plans, and the propensity of a municipality to receive highway interventions. Our identification strategy allows us to identify relevant biases coming from both measurement error and omitted variables. Our preferred estimates point out a reliable road elasticity in the range of 0.011–0.017. From this, we calculate a non-biased return rate to highway infrastructure of 21.3% in Brazil, proving the high rentability of those investments in the developing world context.
{"title":"Highway infrastructure and economic development: Measuring causal impacts of infrastructure investments using a three-step instrumental variable identification strategy","authors":"Victor Medeiros, Rafael S.M. Ribeiro, Pedro V.M. Amaral, Alexandre Q. Stein","doi":"10.1016/j.tranpol.2025.01.019","DOIUrl":"10.1016/j.tranpol.2025.01.019","url":null,"abstract":"<div><div>This paper provides an original third-step identification strategy using instrumental variables to evaluate the causal impact of highway investments on the local economy. First, we construct a novel national highway dataset at the municipal level in Brazil using the Growth Acceleration Program (PAC) (2007–2018) as a case study. Second, we rely on some of the main infrastructure project costs to propose several cost-related instruments to correct for measurement errors in the road variables. Third, we circumvent the omitted variable bias from the non-random placement of roads by building instruments based on global cost minimization methods, historical plans, and the propensity of a municipality to receive highway interventions. Our identification strategy allows us to identify relevant biases coming from both measurement error and omitted variables. Our preferred estimates point out a reliable road elasticity in the range of 0.011–0.017. From this, we calculate a non-biased return rate to highway infrastructure of 21.3% in Brazil, proving the high rentability of those investments in the developing world context.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"163 ","pages":"Pages 394-407"},"PeriodicalIF":6.3,"publicationDate":"2025-01-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143173792","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"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 : 2025-01-19DOI: 10.1016/j.tranpol.2025.01.028
Chung-Wei Kuo , Rong-Chang Jou , Yi-Chun Chiu
This study examined "seat bidding" services that represent a distinctive method for upgrading airline seats. Such upgrade opportunities were traditionally reserved for VIP members with significant accumulated mileage or provided in cases of overbooking. In contrast, seat bidding enables airlines to offer unsold premium cabin seats (e.g., business class or premium economy) to passengers who have already purchased economy or premium economy tickets. This is done through a bidding competition that takes place before takeoff. The two formats for bidding include single and multiple bids, which permit bid amount modifications within specific time frames. This study simulated bidding scenarios by creating static (single bid) and dynamic (multiple bids) environments. Using the IHS Double-Hurdle model for estimation, the study seeks to understand respondents' willingness to pay and intentions to participate in seat bidding. The findings indicate that five variables—travel purpose, minimum bid price, price difference, economy class price, and premium cabin price—affected the respondents' decisions to participate in seat bidding. Notably, the three price-related variables (minimum bid price, price difference, and economy class price) illustrate that price was the primary factor affecting respondents’ consideration of this marketing activity.
{"title":"Bidding behavior on international airline routes: Exploring passenger psychology and strategies","authors":"Chung-Wei Kuo , Rong-Chang Jou , Yi-Chun Chiu","doi":"10.1016/j.tranpol.2025.01.028","DOIUrl":"10.1016/j.tranpol.2025.01.028","url":null,"abstract":"<div><div>This study examined \"seat bidding\" services that represent a distinctive method for upgrading airline seats. Such upgrade opportunities were traditionally reserved for VIP members with significant accumulated mileage or provided in cases of overbooking. In contrast, seat bidding enables airlines to offer unsold premium cabin seats (e.g., business class or premium economy) to passengers who have already purchased economy or premium economy tickets. This is done through a bidding competition that takes place before takeoff. The two formats for bidding include single and multiple bids, which permit bid amount modifications within specific time frames. This study simulated bidding scenarios by creating static (single bid) and dynamic (multiple bids) environments. Using the IHS Double-Hurdle model for estimation, the study seeks to understand respondents' willingness to pay and intentions to participate in seat bidding. The findings indicate that five variables—travel purpose, minimum bid price, price difference, economy class price, and premium cabin price—affected the respondents' decisions to participate in seat bidding. Notably, the three price-related variables (minimum bid price, price difference, and economy class price) illustrate that price was the primary factor affecting respondents’ consideration of this marketing activity.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"163 ","pages":"Pages 335-347"},"PeriodicalIF":6.3,"publicationDate":"2025-01-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143173794","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"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 : 2025-01-18DOI: 10.1016/j.tranpol.2025.01.026
Julia Hansel
Multimodality describes the combination of several transport modes and plays an essential role in the transition to sustainable urban mobility. Mobility hubs are physical locations where people change modes of transport and, therefore, bring forth multi-actor and multi-level governance arrangements. Mobility hubs are also a means to tackle the (re-)distribution of urban space and prioritization of environmentally friendly modes of transport. Nevertheless, research on sustainable mobility has identified an implementation gap in the sector. To date, academic literature on mobility hubs and multimodality has predominantly focused on design and user needs, integration into urban space, and environmental impact. In contrast, this article asks how the governance framework affects the implementation of mobility hub networks. The theoretical approach combines an analysis of governance arrangements with literature on smart mobility governance. This multifaceted analytical framework facilitates the examination of various dimensions and dynamics of the governance arrangements behind mobility hubs. Based on a qualitative content analysis of local policy documents and 12 semi-structured expert interviews with local and regional stakeholders, this study analyzes two case studies, in Munich and Vienna. The analysis reveals fragmented multi-level and multi-actor governance arrangements that require complex coordination processes and experimental governance. Parking management and shared mobility regulation are powerful municipal instruments for shaping mobility policies and installing mobility hubs. However, the dominant normative ideas of automobility and neoliberal logic of scarcity and behavioral change are hindering the pursuit of more ambitious changes in urban infrastructure. Mobility hubs can only fulfill their potential to add and connect mobility services if they simultaneously tackle the predominance of automobility.
{"title":"Governing mobility hubs in the sustainable urban mobility transition: Dynamics of stability and change","authors":"Julia Hansel","doi":"10.1016/j.tranpol.2025.01.026","DOIUrl":"10.1016/j.tranpol.2025.01.026","url":null,"abstract":"<div><div>Multimodality describes the combination of several transport modes and plays an essential role in the transition to sustainable urban mobility. Mobility hubs are physical locations where people change modes of transport and, therefore, bring forth multi-actor and multi-level governance arrangements. Mobility hubs are also a means to tackle the (re-)distribution of urban space and prioritization of environmentally friendly modes of transport. Nevertheless, research on sustainable mobility has identified an implementation gap in the sector. To date, academic literature on mobility hubs and multimodality has predominantly focused on design and user needs, integration into urban space, and environmental impact. In contrast, this article asks how the governance framework affects the implementation of mobility hub networks. The theoretical approach combines an analysis of governance arrangements with literature on smart mobility governance. This multifaceted analytical framework facilitates the examination of various dimensions and dynamics of the governance arrangements behind mobility hubs. Based on a qualitative content analysis of local policy documents and 12 semi-structured expert interviews with local and regional stakeholders, this study analyzes two case studies, in Munich and Vienna. The analysis reveals fragmented multi-level and multi-actor governance arrangements that require complex coordination processes and experimental governance. Parking management and shared mobility regulation are powerful municipal instruments for shaping mobility policies and installing mobility hubs. However, the dominant normative ideas of automobility and neoliberal logic of scarcity and behavioral change are hindering the pursuit of more ambitious changes in urban infrastructure. Mobility hubs can only fulfill their potential to add and connect mobility services if they simultaneously tackle the predominance of automobility.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"163 ","pages":"Pages 323-334"},"PeriodicalIF":6.3,"publicationDate":"2025-01-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143173810","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-01-17DOI: 10.1016/j.tranpol.2025.01.024
María F. Paba-Larios , Margareth Gutiérrez , Raúl Ramos , Víctor Cantillo
Walking is a cornerstone of urban mobility in Latin America. Therefore, policies that improve pedestrians' perception of the built environment are crucial for policymakers and researchers alike. This paper investigates the influence of built environment factors on perceptions of safety and comfort, as well as pedestrians' preferences for sidewalk characteristics in two Colombian cities: Barranquilla and Santa Marta. For this purpose, we designed a novel survey that combines a choice experiment using real images of residential and commercial areas with a set of perception indicators to estimate hybrid choice models. The study's findings have significant practical implications for urban planning and policy development. In the commercial sector, sidewalk width is the most relevant attribute, followed by obstacles and, to a lesser extent, the presence of pedestrians. In residential sectors, the attractiveness of the environment, the presence of pedestrians, the condition of the sidewalk, and the existence of obstacles are highly relevant in explaining pedestrian demand behavior. The hybrid model indicates that sidewalk width and the presence of obstacles impact the perception of comfort and safety in both sectors. On the other hand, the presence of pedestrians has a positive effect on safety but a negative effect on comfort. These results show that physical attributes of the built environment influence pedestrian perceptions. Improvements in pedestrian infrastructure and the building environment are necessary to encourage walking as an active mode of transportation. They include promoting mixed land use, widening sidewalks, removing obstacles, and maintaining them to ensure continuity and good condition.
{"title":"Modeling the influence of built environment on pedestrian perceptions in colombian cities","authors":"María F. Paba-Larios , Margareth Gutiérrez , Raúl Ramos , Víctor Cantillo","doi":"10.1016/j.tranpol.2025.01.024","DOIUrl":"10.1016/j.tranpol.2025.01.024","url":null,"abstract":"<div><div>Walking is a cornerstone of urban mobility in Latin America. Therefore, policies that improve pedestrians' perception of the built environment are crucial for policymakers and researchers alike. This paper investigates the influence of built environment factors on perceptions of <em>safety and comfort,</em> as well as pedestrians' preferences for sidewalk characteristics in two Colombian cities: Barranquilla and Santa Marta. For this purpose, we designed a novel survey that combines a choice experiment using real images of residential and commercial areas with a set of perception indicators to estimate hybrid choice models. The study's findings have significant practical implications for urban planning and policy development. In the commercial sector, sidewalk width is the most relevant attribute, followed by obstacles and, to a lesser extent, the presence of pedestrians. In residential sectors, the attractiveness of the environment, the presence of pedestrians, the condition of the sidewalk, and the existence of obstacles are highly relevant in explaining pedestrian demand behavior. The hybrid model indicates that sidewalk width and the presence of obstacles impact the perception of <em>comfort</em> and <em>safety</em> in both sectors. On the other hand, the presence of pedestrians has a positive effect on <em>safety</em> but a negative effect on <em>comfort</em>. These results show that physical attributes of the built environment influence pedestrian perceptions. Improvements in pedestrian infrastructure and the building environment are necessary to encourage walking as an active mode of transportation. They include promoting mixed land use, widening sidewalks, removing obstacles, and maintaining them to ensure continuity and good condition.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"163 ","pages":"Pages 358-369"},"PeriodicalIF":6.3,"publicationDate":"2025-01-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143173797","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"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 : 2025-01-17DOI: 10.1016/j.tranpol.2025.01.021
Dongxu Chen , Jie He , Sitong Lin , Zhongzhen Yang
Inaccuracies in measuring passenger waiting times at bus stops can lead to significant inefficiencies in optimizing bus operation schemes. To address this issue, this paper introduces a refined methodology aimed at accurately representing passenger waiting times and estimating the distributions of passenger arrival patterns at bus stops, with a focus on low-frequency suburban buses, considering their schedule-reading behaviors. First, we conducted stated preference (SP) and revealed preference (RP) surveys to capture the factors affecting passengers’ arrival behaviors, revealing that bus vehicle headway and bus arrival punctuality (quantified as the standard deviation of arrival time deviations, SD-BATD) significantly influence passenger behavior. Second, we developed models to assess the proportions of schedule-reading passengers (SR-passengers) and their average waiting time (AWT) as well as standard deviation (SD-WT). By treating AWT and SD-WT as independent variables, we then characterized the arrival patterns of both SR-passengers and schedule-neglecting passengers (SN-passengers) using maximum extreme value and uniform distributions, respectively. Additionally, we conducted numerical experiments on bus headway optimization to validate the operational implications of the proposed model for bus services. The results demonstrate that the AWT model significantly reduces bus operation costs by up to 15.7% compared to the traditional assumption that AWT = 1/2 headway. This effect is particularly pronounced for routes characterized by lower demand and higher speeds, which are typical of low-frequency suburban buses. Furthermore, this paper highlights the importance of accurately estimating the passenger waiting times considering passenger schedule-reading behavior in optimizing bus services.
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