Pub Date : 2025-01-15DOI: 10.1016/j.tranpol.2025.01.015
Qing Zhang, Zeyi Li, Yufeng Pang
The high-speed rail (HSR) unites various cities, potentially expanding the production and consumption scale, and improving the efficiency of supply and demand adaptation while fostering increased consumption in local areas. This study investigates the effect of HSR on residents' consumption using data from 260 prefecture-level Chinese cities spanning 2005 to 2021 and discovers the underlying mechanisms through the perspective of innovation factor agglomeration. The findings revealed that the HSR enhanced the clustering of regional innovation factors, thereby stimulating consumption through mechanisms including job conception and product innovation. Further analysis explored that the agglomeration of capital, talent, and data innovation factors driven by HSR development exerted varying degrees of influence on boosting consumption. Furthermore, based on city type and grade, the effect of the HSR on residents' consumption displayed heterogeneity. The findings of the current study carry significant policy implications, suggesting the requirement for tailored planning of HSR development that considers city types and the unique characteristics of various elements, thereby prompting the potential energy of innovation factor agglomeration.
{"title":"Can the opening of high-speed rail (HSR) stimulate residents' consumption? --An interpretation based on the clustering effect of innovation factors","authors":"Qing Zhang, Zeyi Li, Yufeng Pang","doi":"10.1016/j.tranpol.2025.01.015","DOIUrl":"10.1016/j.tranpol.2025.01.015","url":null,"abstract":"<div><div>The high-speed rail (HSR) unites various cities, potentially expanding the production and consumption scale, and improving the efficiency of supply and demand adaptation while fostering increased consumption in local areas. This study investigates the effect of HSR on residents' consumption using data from 260 prefecture-level Chinese cities spanning 2005 to 2021 and discovers the underlying mechanisms through the perspective of innovation factor agglomeration. The findings revealed that the HSR enhanced the clustering of regional innovation factors, thereby stimulating consumption through mechanisms including job conception and product innovation. Further analysis explored that the agglomeration of capital, talent, and data innovation factors driven by HSR development exerted varying degrees of influence on boosting consumption. Furthermore, based on city type and grade, the effect of the HSR on residents' consumption displayed heterogeneity. The findings of the current study carry significant policy implications, suggesting the requirement for tailored planning of HSR development that considers city types and the unique characteristics of various elements, thereby prompting the potential energy of innovation factor agglomeration.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"163 ","pages":"Pages 384-393"},"PeriodicalIF":6.3,"publicationDate":"2025-01-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143173793","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 : 2025-01-15DOI: 10.1016/j.tranpol.2025.01.023
Marino Lupi, Daniele Conte, Alessandro Farina
In this paper, a new transport system for city logistics, based on automated vehicles, is presented. This system aims to address the UDC localization problem. Deliveries are performed by platoons of electric and automated vehicles in which the leading one is driven while the others move driverless. Each platoon travels from the Urban Distribution Centre (UDC) to a specific place on the border of the city centre, named Split Up Location (SUL), where the platoon is divided. Then each vehicle, except the leading one, carries out the last mile deliveries in an automated way. During this time, the driver can relocate where required. After finishing deliveries, vehicles come back to the same SUL and reassemble in a platoon, then the platoon comes back to the UDC. The system design has been addressed as a two-echelon Vehicle Routing Problem with satellites, where SULs play the role of satellites and the UDC plays the role of the depot. Thanks to the fact that SULs have a fixed position, they are located in strategic positions of the urban area, it has been possible to simplify this problem and sub-divide it into two sub-problems: a minimum path problem from the UDC to SULs, and a multi-depot CVRP (Capacitated Vehicle Routing Problems) from SULs to receivers, where SULs play the role of depots. A simulator modelizes the activities of each platoon, each vehicle and each driver and it allows to evaluate, dynamically, the number of vehicles required to operate the system and the timetable of driver activities. The proposed transport system provides significant savings in terms of: energy consumption, CO2 and PM10 emissions, and costs. These savings are also due to the UDC utilization that allows a strong reduction in the number of delivery trips, thanks to a reorganization of packages in order to increase the vehicle load factor. However UDCs still record a low usage: as a result, policies of public administrations should be oriented to improve the UDC utilization.
{"title":"Last mile urban freight delivery: A new system based on platoons of automated vehicles","authors":"Marino Lupi, Daniele Conte, Alessandro Farina","doi":"10.1016/j.tranpol.2025.01.023","DOIUrl":"10.1016/j.tranpol.2025.01.023","url":null,"abstract":"<div><div>In this paper, a new transport system for city logistics, based on automated vehicles, is presented. This system aims to address the UDC localization problem. Deliveries are performed by platoons of electric and automated vehicles in which the leading one is driven while the others move driverless. Each platoon travels from the Urban Distribution Centre (UDC) to a specific place on the border of the city centre, named Split Up Location (SUL), where the platoon is divided. Then each vehicle, except the leading one, carries out the last mile deliveries in an automated way. During this time, the driver can relocate where required. After finishing deliveries, vehicles come back to the same SUL and reassemble in a platoon, then the platoon comes back to the UDC. The system design has been addressed as a two-echelon Vehicle Routing Problem with satellites, where SULs play the role of satellites and the UDC plays the role of the depot. Thanks to the fact that SULs have a fixed position, they are located in strategic positions of the urban area, it has been possible to simplify this problem and sub-divide it into two sub-problems: a minimum path problem from the UDC to SULs, and a multi-depot CVRP (Capacitated Vehicle Routing Problems) from SULs to receivers, where SULs play the role of depots. A simulator modelizes the activities of each platoon, each vehicle and each driver and it allows to evaluate, dynamically, the number of vehicles required to operate the system and the timetable of driver activities. The proposed transport system provides significant savings in terms of: energy consumption, CO<sub>2</sub> and PM<sub>10</sub> emissions, and costs. These savings are also due to the UDC utilization that allows a strong reduction in the number of delivery trips, thanks to a reorganization of packages in order to increase the vehicle load factor. However UDCs still record a low usage: as a result, policies of public administrations should be oriented to improve the UDC utilization.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"164 ","pages":"Pages 42-59"},"PeriodicalIF":6.3,"publicationDate":"2025-01-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143143184","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 : 2025-01-14DOI: 10.1016/j.tranpol.2025.01.022
Yu Deng , Yahua Zhang , Kun Wang , Yulu He
The COVID-19 pandemic significantly affected the global air transport industry, but it also provided a business opportunity for the air freight sector. Many countries, including China, increased the use of all-cargo flights to compensate for the loss of belly capacity. This paper provides a deeper understanding of the Chinese international scheduled freighter network (CISFN) during and post-COVID-19. The results show that the CISFN adapted rapidly to the increasing air cargo volume and continued to expand. The focus of the network expansion has been on developing the hub-and-spoke (H&S) system, which is the most efficient model for accommodating the increase in dedicated cargo demand, rather than establishing point-to-point routes among existing communities. The densification of the H&S system provided more alternatives for the hub cities, and consequently the robustness of the system has improved. Government policies have played a crucial role in shaping China's dedicated air cargo networks. The introduction of some key policies has boosted cargo airline expansion and enhanced the resilience of this sector during the pandemic. However, the network remained vulnerable to disruptions, particularly at some key hubs.
{"title":"Navigating through and beyond the COVID-19 crisis: Evaluating the resilience of Chinese international air freighter networks","authors":"Yu Deng , Yahua Zhang , Kun Wang , Yulu He","doi":"10.1016/j.tranpol.2025.01.022","DOIUrl":"10.1016/j.tranpol.2025.01.022","url":null,"abstract":"<div><div>The COVID-19 pandemic significantly affected the global air transport industry, but it also provided a business opportunity for the air freight sector. Many countries, including China, increased the use of all-cargo flights to compensate for the loss of belly capacity. This paper provides a deeper understanding of the Chinese international scheduled freighter network (CISFN) during and post-COVID-19. The results show that the CISFN adapted rapidly to the increasing air cargo volume and continued to expand. The focus of the network expansion has been on developing the hub-and-spoke (H&S) system, which is the most efficient model for accommodating the increase in dedicated cargo demand, rather than establishing point-to-point routes among existing communities. The densification of the H&S system provided more alternatives for the hub cities, and consequently the robustness of the system has improved. Government policies have played a crucial role in shaping China's dedicated air cargo networks. The introduction of some key policies has boosted cargo airline expansion and enhanced the resilience of this sector during the pandemic. However, the network remained vulnerable to disruptions, particularly at some key hubs.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"163 ","pages":"Pages 285-297"},"PeriodicalIF":6.3,"publicationDate":"2025-01-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143174277","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 : 2025-01-13DOI: 10.1016/j.tranpol.2025.01.020
Tommy H.Y. Chan
Bicycles play a crucial role in promoting resilient urban mobility, yet current approaches often focus primarily on engineering resilience, emphasising short-term resistance, adaptability, and recovery from disruptions. This perspective tends to overlook the equally important social dynamics and institutional factors. Socio-ecological resilience theory fills this gap by viewing disruptions as opportunities for renewal, innovation, and transformation, recognising that systems operate in dynamic, non-equilibrium states where change is inevitable and unpredictable. However, its application in transport studies has been limited due to the complexity of empirical implementation. This paper utilises the Multi-Level Perspective (MLP) to offer a framework for understanding transport systems as complex socio-technical networks—encompassing artifacts, infrastructure, human actors, regulations, and cultural meanings. MLP's nested, layered ontology helps conceptualise the complexity and evolution of transport systems. Using Hong Kong's dockless bike-sharing system during the social movements and pandemic, this study explores how individual, community, and organisational resilience interact across scales. It shows how institutions both shape and are shaped by human agency, with interpretive flexibility allowing individuals to adapt institutional rules to personal contexts. The structuration of parking practices—shaped by voluntary digital communities managing bike parking and formalised through organisational and regulatory frameworks—illustrates how multi-level resilience arises through interactions among diverse actors, rather than from the mere accumulation of individual actions. While higher degrees of structuration, shaped by the scale of fields and number of actors reproducing them, foster stability, they can also perpetuate social exclusion, highlighting the need for equitable policies that balance individual responsibility with inclusive institutional strategies.
{"title":"How does bike-sharing enable (or not) resilient cities, communities, and individuals? Conceptualising transport resilience from the socio-ecological and multi-level perspective","authors":"Tommy H.Y. Chan","doi":"10.1016/j.tranpol.2025.01.020","DOIUrl":"10.1016/j.tranpol.2025.01.020","url":null,"abstract":"<div><div>Bicycles play a crucial role in promoting resilient urban mobility, yet current approaches often focus primarily on engineering resilience, emphasising short-term resistance, adaptability, and recovery from disruptions. This perspective tends to overlook the equally important social dynamics and institutional factors. Socio-ecological resilience theory fills this gap by viewing disruptions as opportunities for renewal, innovation, and transformation, recognising that systems operate in dynamic, non-equilibrium states where change is inevitable and unpredictable. However, its application in transport studies has been limited due to the complexity of empirical implementation. This paper utilises the Multi-Level Perspective (MLP) to offer a framework for understanding transport systems as complex socio-technical networks—encompassing artifacts, infrastructure, human actors, regulations, and cultural meanings. MLP's nested, layered ontology helps conceptualise the complexity and evolution of transport systems. Using Hong Kong's dockless bike-sharing system during the social movements and pandemic, this study explores how individual, community, and organisational resilience interact across scales. It shows how institutions both shape and are shaped by human agency, with interpretive flexibility allowing individuals to adapt institutional rules to personal contexts. The structuration of parking practices—shaped by voluntary digital communities managing bike parking and formalised through organisational and regulatory frameworks—illustrates how multi-level resilience arises through interactions among diverse actors, rather than from the mere accumulation of individual actions. While higher degrees of structuration, shaped by the scale of fields and number of actors reproducing them, foster stability, they can also perpetuate social exclusion, highlighting the need for equitable policies that balance individual responsibility with inclusive institutional strategies.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"163 ","pages":"Pages 247-261"},"PeriodicalIF":6.3,"publicationDate":"2025-01-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143174280","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 : 2025-01-13DOI: 10.1016/j.tranpol.2025.01.017
Danting Zhao , Yuandong Liu , Shaoxuan Zhu , Jinglei Chi
Mini-electric vehicles (mini-EVs) have gained popularity in China. However, there has been no research on this new vehicle type. This study fills this gap by examining the determinants and differences in adoption behavior between mini- and full-size EVs. An integrated method of binary logit regression and stepwise forward regression indicated that seven factors determine mini-EV adoption (battery type, travel purpose, commute time, travel demand, battery degradation anxiety, purchase price, and official top speed). Based on this, three profiles are identified for mini-EV adopters (high-cost, long-commute, and multi-purpose adopters), while four profiles are identified for full-size EV adopters (lithium iron phosphate—low demand, short-time commute, ternary lithium-ion—low cost, and ternary lithium-ion—high cost adopters) by latent profile analysis. It is also found that mini-EV adopters have common misperceptions about the vehicle's official top speed and rated seating capacity. This study provides fresh insights into mini-EVs and offers policy guidance for the diffusion of this new type of vehicle.
{"title":"Determinants of mini-electric vehicle adoption: Insights from early-adopters in China","authors":"Danting Zhao , Yuandong Liu , Shaoxuan Zhu , Jinglei Chi","doi":"10.1016/j.tranpol.2025.01.017","DOIUrl":"10.1016/j.tranpol.2025.01.017","url":null,"abstract":"<div><div>Mini-electric vehicles (mini-EVs) have gained popularity in China. However, there has been no research on this new vehicle type. This study fills this gap by examining the determinants and differences in adoption behavior between mini- and full-size EVs. An integrated method of binary logit regression and stepwise forward regression indicated that seven factors determine mini-EV adoption (battery type, travel purpose, commute time, travel demand, battery degradation anxiety, purchase price, and official top speed). Based on this, three profiles are identified for mini-EV adopters (high-cost, long-commute, and multi-purpose adopters), while four profiles are identified for full-size EV adopters (lithium iron phosphate—low demand, short-time commute, ternary lithium-ion—low cost, and ternary lithium-ion—high cost adopters) by latent profile analysis. It is also found that mini-EV adopters have common misperceptions about the vehicle's official top speed and rated seating capacity. This study provides fresh insights into mini-EVs and offers policy guidance for the diffusion of this new type of vehicle.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"163 ","pages":"Pages 298-309"},"PeriodicalIF":6.3,"publicationDate":"2025-01-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143174276","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 : 2025-01-13DOI: 10.1016/j.tranpol.2025.01.018
Yuyuan Wen, Yang Liu, Lei Sheng, Zilong Yu
In the current context of sustainable development in China, the inherent clean and rapid characteristics of high-speed rail (HSR) are reshaping both economic and green development patterns. From the perspective of HSR network centrality, this study employs a panel dataset encompassing 278 Chinese cities and constructs various difference-in-differences (DID) models to analyze the green innovation effects of the HSR network. Empirical findings indicate that the HSR network significantly stimulates urban green innovation, a conclusion further validated through robustness checks. The mechanism analysis reveals that the HSR network promotes the development of tourism economies along its route and the specialized agglomeration of producer service industries, which, in turn, enhances urban green innovation. Further analysis shows that the extent of this impact is influenced by various heterogeneous characteristics, such as urban size, tourism attributes, resource endowments, environmental institutional foundations, and the characteristics of different urban agglomerations. Additionally, the HSR network boosts green innovation levels in both local and neighboring regions, with the positive spatial spillover effect mainly occurring within 200 km. Our findings provide recommendations for promoting urban green innovation and optimizing the HSR network layout. Furthermore, this study enriches the literature on the environmental and economic effects of the HSR network.
{"title":"The impacts of high-speed rail networks on urban green innovation","authors":"Yuyuan Wen, Yang Liu, Lei Sheng, Zilong Yu","doi":"10.1016/j.tranpol.2025.01.018","DOIUrl":"10.1016/j.tranpol.2025.01.018","url":null,"abstract":"<div><div>In the current context of sustainable development in China, the inherent clean and rapid characteristics of high-speed rail (HSR) are reshaping both economic and green development patterns. From the perspective of HSR network centrality, this study employs a panel dataset encompassing 278 Chinese cities and constructs various difference-in-differences (DID) models to analyze the green innovation effects of the HSR network. Empirical findings indicate that the HSR network significantly stimulates urban green innovation, a conclusion further validated through robustness checks. The mechanism analysis reveals that the HSR network promotes the development of tourism economies along its route and the specialized agglomeration of producer service industries, which, in turn, enhances urban green innovation. Further analysis shows that the extent of this impact is influenced by various heterogeneous characteristics, such as urban size, tourism attributes, resource endowments, environmental institutional foundations, and the characteristics of different urban agglomerations. Additionally, the HSR network boosts green innovation levels in both local and neighboring regions, with the positive spatial spillover effect mainly occurring within 200 km. Our findings provide recommendations for promoting urban green innovation and optimizing the HSR network layout. Furthermore, this study enriches the literature on the environmental and economic effects of the HSR network.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"163 ","pages":"Pages 168-184"},"PeriodicalIF":6.3,"publicationDate":"2025-01-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143173759","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 : 2025-01-13DOI: 10.1016/j.tranpol.2025.01.013
Abdurrasheed Olayinka Sirajudeen , Teik Hua Law , Shaw Voon Wong , Choy Peng Ng
Over the past two decades, several studies have shown that the development of road infrastructure significantly reduces road crashes. However, these studies often treated all roads as a single category. In reality, roads can be classified based on their mobility and accessibility. In a recent empirical study, a U-shaped relationship was identified between the road death-to-injury (DTI) ratio and the road mobility-to-accessibility (MTA) ratio. This finding suggests that as the availability of road options increases (encompassing both high-mobility and high-accessibility roads), the DTI ratio decreases. Conversely, in situations with fewer road options, the DTI ratio tends to rise. The underlying reasoning is that more road options reduce the potential for vulnerable and less vulnerable modes of transportation to mix and interact with, improving overall safety. While prior research has examined the direct impact of MTA on the DTI ratio, there exists a gap in understanding the indirect impact of MTA to the DTI ratio. This study utilizes two-equation panel regression models to examine the direct and indirect impacts of MTA on the DTI ratio. The direct impact examines how MTA directly influences the DTI ratio, whereas the indirect impact explores how MTA impacts economic performance through export-led development and the subsequent influence of economic performance on the DTI ratio. The results of this study showed that there is a direct and indirect relationship between the MTA and the DTI ratio. The expected threshold level of the total impact of MTA, which is the sum of its direct and indirect impacts on the DTI ratio, can rise or fall depending on economic performance levels under high export-led growth conditions. The findings provide useful information about future strategies for developing road infrastructure, which can aid in achieving long-term road safety goals.
{"title":"Examining the effect of relative improvements in road mobility versus accessibility on the fatality-to-injury ratio: Insights from income as an intermediate variable","authors":"Abdurrasheed Olayinka Sirajudeen , Teik Hua Law , Shaw Voon Wong , Choy Peng Ng","doi":"10.1016/j.tranpol.2025.01.013","DOIUrl":"10.1016/j.tranpol.2025.01.013","url":null,"abstract":"<div><div>Over the past two decades, several studies have shown that the development of road infrastructure significantly reduces road crashes. However, these studies often treated all roads as a single category. In reality, roads can be classified based on their mobility and accessibility. In a recent empirical study, a U-shaped relationship was identified between the road death-to-injury (DTI) ratio and the road mobility-to-accessibility (MTA) ratio. This finding suggests that as the availability of road options increases (encompassing both high-mobility and high-accessibility roads), the DTI ratio decreases. Conversely, in situations with fewer road options, the DTI ratio tends to rise. The underlying reasoning is that more road options reduce the potential for vulnerable and less vulnerable modes of transportation to mix and interact with, improving overall safety. While prior research has examined the direct impact of MTA on the DTI ratio, there exists a gap in understanding the indirect impact of MTA to the DTI ratio. This study utilizes two-equation panel regression models to examine the direct and indirect impacts of MTA on the DTI ratio. The direct impact examines how MTA directly influences the DTI ratio, whereas the indirect impact explores how MTA impacts economic performance through export-led development and the subsequent influence of economic performance on the DTI ratio. The results of this study showed that there is a direct and indirect relationship between the MTA and the DTI ratio. The expected threshold level of the total impact of MTA, which is the sum of its direct and indirect impacts on the DTI ratio, can rise or fall depending on economic performance levels under high export-led growth conditions. The findings provide useful information about future strategies for developing road infrastructure, which can aid in achieving long-term road safety goals.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"163 ","pages":"Pages 262-272"},"PeriodicalIF":6.3,"publicationDate":"2025-01-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143174279","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 : 2025-01-11DOI: 10.1016/j.tranpol.2024.12.023
Ruihong Sun , Chun-Da Chen , Ming-Hsiang Chen , Renxin Wang , Xinliang Ye , Suiwen Sharon Zou
The cruise industry is highly vulnerable to adverse weather conditions and poor air quality, both of which carry significant economic implications. This study explores these challenges through a multi-stage theoretical framework, integrating weather risk and impact theory, complex systems theory, and risk loss theory. Using a diverse range of methodologies—including single-factor and multi-factor Generalized Additive Models (GAM) and Classification and Regression Trees (CART) analysis—we systematically identify key determinants of cruise delays, such as wind speed, precipitation, visibility, and sulfur dioxide (SO2), and analyze their impacts in depth. Our findings reveal a synergistic effect between wind speed and SO2 in intensifying delays, challenging traditional weather risk models and calling for a more holistic approach. The CART analysis further simplifies these complex interactions into practical decision-making tools for industry stakeholders. Additionally, through the Time Value Assessment Method, we quantify the economic consequences of delays, demonstrating that losses escalate significantly as delays prolong. This study sets a new benchmark for environmental risk analysis in maritime transportation and provides actionable insights for developing adaptable, sustainable policy frameworks in the cruise industry.
{"title":"The impact of meteorological factors on cruise operations","authors":"Ruihong Sun , Chun-Da Chen , Ming-Hsiang Chen , Renxin Wang , Xinliang Ye , Suiwen Sharon Zou","doi":"10.1016/j.tranpol.2024.12.023","DOIUrl":"10.1016/j.tranpol.2024.12.023","url":null,"abstract":"<div><div>The cruise industry is highly vulnerable to adverse weather conditions and poor air quality, both of which carry significant economic implications. This study explores these challenges through a multi-stage theoretical framework, integrating weather risk and impact theory, complex systems theory, and risk loss theory. Using a diverse range of methodologies—including single-factor and multi-factor Generalized Additive Models (GAM) and Classification and Regression Trees (CART) analysis—we systematically identify key determinants of cruise delays, such as wind speed, precipitation, visibility, and sulfur dioxide (SO<sub>2</sub>), and analyze their impacts in depth. Our findings reveal a synergistic effect between wind speed and SO<sub>2</sub> in intensifying delays, challenging traditional weather risk models and calling for a more holistic approach. The CART analysis further simplifies these complex interactions into practical decision-making tools for industry stakeholders. Additionally, through the Time Value Assessment Method, we quantify the economic consequences of delays, demonstrating that losses escalate significantly as delays prolong. This study sets a new benchmark for environmental risk analysis in maritime transportation and provides actionable insights for developing adaptable, sustainable policy frameworks in the cruise industry.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"163 ","pages":"Pages 232-246"},"PeriodicalIF":6.3,"publicationDate":"2025-01-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143173296","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}
This study investigates how Europe financed an efficient and environmentally friendly transport system and supported clean shipping investments from 2012 to 2021. Grounded in target costing theory, which aims to maximize a product's future success, this paper evaluates several green European financing pools and their effectiveness in facilitating the Green Deal transformation of the transport system. Utilizing a unique dataset from the Clean Shipping Project Platform, the results of this study indicate that Europe's environmental and financial support primarily stemmed from the European Investment Bank (EIB) which began backing green investments in 2010. The findings reveal a cautious yet significant contribution of the EIB towards climate protection in the shipping industry and identify challenges in financing smaller firms and innovative technologies thus emphasizing the need for strategic fund allocation to align with the EU's climate goals. These insights have critical policy implications for EU-based financing of European environmental policies prior to the proclamation of the Green Deal, which preceded the 2021–2028 budget period, as well as for the available climate funding mechanisms aimed at achieving the COP26 targets.
{"title":"Green Deal and financing sustainable transport in Europe: A target costing analysis","authors":"Yassine Bakkar , Eunice Bark , Gunnar Prause , Shajara Ul-Durar","doi":"10.1016/j.tranpol.2025.01.014","DOIUrl":"10.1016/j.tranpol.2025.01.014","url":null,"abstract":"<div><div>This study investigates how Europe financed an efficient and environmentally friendly transport system and supported clean shipping investments from 2012 to 2021. Grounded in target costing theory, which aims to maximize a product's future success, this paper evaluates several green European financing pools and their effectiveness in facilitating the Green Deal transformation of the transport system. Utilizing a unique dataset from the Clean Shipping Project Platform, the results of this study indicate that Europe's environmental and financial support primarily stemmed from the European Investment Bank (EIB) which began backing green investments in 2010. The findings reveal a cautious yet significant contribution of the EIB towards climate protection in the shipping industry and identify challenges in financing smaller firms and innovative technologies thus emphasizing the need for strategic fund allocation to align with the EU's climate goals. These insights have critical policy implications for EU-based financing of European environmental policies prior to the proclamation of the Green Deal, which preceded the 2021–2028 budget period, as well as for the available climate funding mechanisms aimed at achieving the COP26 targets.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"163 ","pages":"Pages 185-198"},"PeriodicalIF":6.3,"publicationDate":"2025-01-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143173809","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 : 2025-01-10DOI: 10.1016/j.tranpol.2025.01.016
Jing Lu , Yuman Liu , Changmin Jiang , Weiwei Wu
Parcel delivery in rural areas suffers from low efficiency due to low drop density and high delivery costs. In the sense, we examine a new method of delivering packages using trucks and drones together. Specifically, we optimize the truck-drone delivery network and compare the performance of two modes: truck with one drone and truck with multiple drones. The existing model is extened by intergrating different types of truck-drone coordinated trajectory and accounting for both time-related and monetary costs. Furthermore, the specific influences of the truck and drone unit cost to the truck-drone joint delivery are tested and the advantages of such delivery in rural areas are explored with the comparison of the urban case. The results indicate that the truck-drone joint delivery is a feasible option for rural areas, as it can significantly reduce the costs. However, the practical application of this method requires optimal network incorporating designing suitable truck and drone coordinated trajectory as well as appropriate drone unit cost. It also shows that using multiple drones can lower down the costs, but only when the demand volume exceeds a certain threshold in the rural area under study.
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