Pub Date : 2026-01-12DOI: 10.1016/j.tranpol.2026.104014
Fangyu Cao , Chunan Wang , Shangrong Chen
Driven by the urgent challenge of climate change, sustainable aviation research has witnessed explosive growth since 2015. This study employs bibliometric methods to analyze 8081 documents from the Web of Science Core Collection (1900–2025). It maps the global distribution of research forces, characterizes the foundational knowledge structure, and innovatively integrates an economic and management perspective to scrutinize the barriers to commercialization. The findings reveal that global research forces are undergoing a profound transformation from Western dominance to a diversified landscape. In terms of knowledge evolution, the research focus has fundamentally shifted from environmental impact assessment to the exploration of specific technological solutions, eventually converging into two parallel trajectories: the SAF and the Electrification. By conducting a economic analysis, this study specifically highlights the socio-economic feasibility constraints hindering the SAF pathway. Based on these findings, this study proposes several research directions and policy implications.
自2015年以来，在气候变化这一紧迫挑战的推动下，可持续航空研究出现了爆炸式增长。本研究采用文献计量学方法对Web of Science核心馆藏（1900-2025）8081篇文献进行分析。它描绘了研究力量的全球分布，描绘了基础知识结构的特征，并创新地整合了经济和管理的视角来审视商业化的障碍。研究结果表明，全球研究力量正在经历从西方主导向多元化格局的深刻转变。在知识演进方面，研究重点从环境影响评价根本转向具体技术解决方案的探索，最终趋同为两个平行的轨迹：SAF和电气化。通过进行经济分析，本研究特别强调了阻碍SAF路径的社会经济可行性约束。在此基础上，本研究提出了若干研究方向和政策启示。
{"title":"Mapping the green aviation: A bibliometric analysis of green aviation research (1900–2025)","authors":"Fangyu Cao , Chunan Wang , Shangrong Chen","doi":"10.1016/j.tranpol.2026.104014","DOIUrl":"10.1016/j.tranpol.2026.104014","url":null,"abstract":"<div><div>Driven by the urgent challenge of climate change, sustainable aviation research has witnessed explosive growth since 2015. This study employs bibliometric methods to analyze 8081 documents from the Web of Science Core Collection (1900–2025). It maps the global distribution of research forces, characterizes the foundational knowledge structure, and innovatively integrates an economic and management perspective to scrutinize the barriers to commercialization. The findings reveal that global research forces are undergoing a profound transformation from Western dominance to a diversified landscape. In terms of knowledge evolution, the research focus has fundamentally shifted from environmental impact assessment to the exploration of specific technological solutions, eventually converging into two parallel trajectories: the SAF and the Electrification. By conducting a economic analysis, this study specifically highlights the socio-economic feasibility constraints hindering the SAF pathway. Based on these findings, this study proposes several research directions and policy implications.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"180 ","pages":"Article 104014"},"PeriodicalIF":6.3,"publicationDate":"2026-01-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146081068","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 : 2026-01-12DOI: 10.1016/j.tranpol.2026.104015
Aman Sharma, N. Nezamuddin
Transit operators worldwide are transitioning to electric buses to mitigate greenhouse gas emissions. This presents new challenges for operators and policymakers, as electric buses rely on electricity, thereby increasing the importance of a city's power grid infrastructure. Any power grid failure can potentially disrupt the advertised schedule of the electric bus service, leading to unmet passenger demand. This study proposes a two-step methodology for designing an electric bus system that considers the relationship between a city's power grid and its electric bus system. The proposed framework is formulated as a Mixed Integer Linear Program (MILP) and attempts to minimize the worst-case trip losses in the network with the possibility of spatial failure of power grid substations in a city. The framework is then applied to the bus and power grid network of Delhi, India. Due to the complexity induced by a large number of binary variables present in the formulation, local branching is utilized to solve the problem efficiently. Results indicate that the proposed methodology can reduce the potential trip loss in the network by 30 % with marginal additional costs from a cost-optimal electric bus system. Moreover, case study analyses lead to policy recommendations for reliable electric bus system designs, demonstrating the need of a departure from typical cost-optimal design.
{"title":"Electric bus system design considering power grid disruptions","authors":"Aman Sharma, N. Nezamuddin","doi":"10.1016/j.tranpol.2026.104015","DOIUrl":"10.1016/j.tranpol.2026.104015","url":null,"abstract":"<div><div>Transit operators worldwide are transitioning to electric buses to mitigate greenhouse gas emissions. This presents new challenges for operators and policymakers, as electric buses rely on electricity, thereby increasing the importance of a city's power grid infrastructure. Any power grid failure can potentially disrupt the advertised schedule of the electric bus service, leading to unmet passenger demand. This study proposes a two-step methodology for designing an electric bus system that considers the relationship between a city's power grid and its electric bus system. The proposed framework is formulated as a Mixed Integer Linear Program (MILP) and attempts to minimize the worst-case trip losses in the network with the possibility of spatial failure of power grid substations in a city. The framework is then applied to the bus and power grid network of Delhi, India. Due to the complexity induced by a large number of binary variables present in the formulation, local branching is utilized to solve the problem efficiently. Results indicate that the proposed methodology can reduce the potential trip loss in the network by 30 % with marginal additional costs from a cost-optimal electric bus system. Moreover, case study analyses lead to policy recommendations for reliable electric bus system designs, demonstrating the need of a departure from typical cost-optimal design.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"179 ","pages":"Article 104015"},"PeriodicalIF":6.3,"publicationDate":"2026-01-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146038578","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 : 2026-01-11DOI: 10.1016/j.tranpol.2026.104012
Ugo Lachapelle , Richard Shearmur , Priscilla Ananian
The pandemic-induced experience of remote work for many office workers is changing the relationship to the workplace. Several factors can create push and pull forces on remote work expectations: return-to-work mandates, home-office feasibility and habits. Daily commuting also constitutes a friction associated with workplace presence, and work from home (WFH) desirability.
We assess the relationship between mode-specific commute duration and expectation to WFH more post-pandemic. We hypothesize that workers with longer commute before Covid-19 that were able to reduce their travel during the pandemic through WFH are more likely to expect to WFH more than they did before Covid-19 once the pandemic has receded. This may vary depending on commuting mode.
In the summer of 2020, we conducted a phone survey of Montréal (Canada) workers to understand the impact of Covid-19 on work organization and work locations (n = 1126). The survey included recall measures of WFH, commuting mode and commute time in February 2020, before initial lock-downs. It also included a qualitative expectation of WFH post Covid-19. The relationship between mode-specific commute duration and expectation to WFH more post-pandemic is assessed using a multinomial logit model. Ability to telework, having experienced telework, enjoyment of WFH and socio-demographic characteristics are key control variables. New adoption of WFH during the pandemic provided a quasi-experimental setting to study the impact of mode-specific commute times on WFH expectations.
For auto and transit users, higher pre-pandemic travel time was associated with expecting to WFH more than pre-Covid-19. Improving commuting conditions for transit commuters may support a return to pre-pandemic mode shares for those returning to the office. Active transport commute time was not associated with expecting to WFH more, likely (especially for walkers) because of the expected enjoyment derived from active transport.
{"title":"A taste of the commute-free life: Post Covid-19 remote work expectations, travel time and commute modes","authors":"Ugo Lachapelle , Richard Shearmur , Priscilla Ananian","doi":"10.1016/j.tranpol.2026.104012","DOIUrl":"10.1016/j.tranpol.2026.104012","url":null,"abstract":"<div><div>The pandemic-induced experience of remote work for many office workers is changing the relationship to the workplace. Several factors can create push and pull forces on remote work expectations: return-to-work mandates, home-office feasibility and habits. Daily commuting also constitutes a friction associated with workplace presence, and work from home (WFH) desirability.</div><div>We assess the relationship between mode-specific commute duration and expectation to WFH more post-pandemic. We hypothesize that workers with longer commute before Covid-19 that were able to reduce their travel during the pandemic through WFH are more likely to expect to WFH more than they did before Covid-19 once the pandemic has receded. This may vary depending on commuting mode.</div><div>In the summer of 2020, we conducted a phone survey of Montréal (Canada) workers to understand the impact of Covid-19 on work organization and work locations (n = 1126). The survey included recall measures of WFH, commuting mode and commute time in February 2020, before initial lock-downs. It also included a qualitative expectation of WFH post Covid-19. The relationship between mode-specific commute duration and expectation to WFH more post-pandemic is assessed using a multinomial logit model. Ability to telework, having experienced telework, enjoyment of WFH and socio-demographic characteristics are key control variables. New adoption of WFH during the pandemic provided a quasi-experimental setting to study the impact of mode-specific commute times on WFH expectations.</div><div>For auto and transit users, higher pre-pandemic travel time was associated with expecting to WFH more than pre-Covid-19. Improving commuting conditions for transit commuters may support a return to pre-pandemic mode shares for those returning to the office. Active transport commute time was not associated with expecting to WFH more, likely (especially for walkers) because of the expected enjoyment derived from active transport.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"179 ","pages":"Article 104012"},"PeriodicalIF":6.3,"publicationDate":"2026-01-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145979352","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 : 2026-01-11DOI: 10.1016/j.tranpol.2026.104013
Ersilia Verlinghieri , Rachel Aldred , Harrie Larrington-Spencer , Anna Goodman , Emma R. Lawlor , Luz Navarro , Haneen Khreis , Anthony Laverty
Street space reallocation measures, such as Low Traffic Neighbourhoods (LTNs), have attracted substantial controversy in the UK and elsewhere, for instance around reported poor engagement with residents and local actors. However, limited attention has been given to the political-economic context shaping scheme implementation, such as the impacts of reduced resources or of the use of short-term, contingent funding. Based on 37 interviews with officers and councillors who implemented or sought to implement LTNs in 12 English local authorities, and part of a larger project investigating the impacts of LTNs in London, this paper addresses this gap. It shows how challenges to design, engagement and delivery of LTNs are often linked to funding scarcity and processes of projectification, advancing the literature on transport governance and controversy.
{"title":"Street space reallocation under austerity: The case of low traffic neighbourhoods in the UK","authors":"Ersilia Verlinghieri , Rachel Aldred , Harrie Larrington-Spencer , Anna Goodman , Emma R. Lawlor , Luz Navarro , Haneen Khreis , Anthony Laverty","doi":"10.1016/j.tranpol.2026.104013","DOIUrl":"10.1016/j.tranpol.2026.104013","url":null,"abstract":"<div><div>Street space reallocation measures, such as Low Traffic Neighbourhoods (LTNs), have attracted substantial controversy in the UK and elsewhere, for instance around reported poor engagement with residents and local actors. However, limited attention has been given to the political-economic context shaping scheme implementation, such as the impacts of reduced resources or of the use of short-term, contingent funding. Based on 37 interviews with officers and councillors who implemented or sought to implement LTNs in 12 English local authorities, and part of a larger project investigating the impacts of LTNs in London, this paper addresses this gap. It shows how challenges to design, engagement and delivery of LTNs are often linked to funding scarcity and processes of projectification, advancing the literature on transport governance and controversy.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"179 ","pages":"Article 104013"},"PeriodicalIF":6.3,"publicationDate":"2026-01-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146038564","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 : 2026-01-10DOI: 10.1016/j.tranpol.2026.104011
Wei Wan , Dongliang Pang , Jingjie Xiang
Price caps are widely adopted to restrain the abuse of market power, but their impact on firm entry is underexplored. This paper investigates the effect of price cap removal on competitive entry based on the practice of China’s airfare cap deregulation. Evidence suggests that the elimination of price caps significantly increases the number of airlines at the flight route level, as it leads to a larger number of new entrants. We further summarize the patterns of airline entry, and find that the deregulation encourages the entry of both state-owned and private airlines, and helps to improve service availability in remote areas. The positive effect on competitive entry is more pronounced on routes not served by direct HSR. Therefore, in the contestable sector of air industry, concerns that incumbent carriers may exercise excessive market power under deregulation appear to be less warranted.
{"title":"Price cap deregulation and competitive entry: Evidence from China’s airline markets","authors":"Wei Wan , Dongliang Pang , Jingjie Xiang","doi":"10.1016/j.tranpol.2026.104011","DOIUrl":"10.1016/j.tranpol.2026.104011","url":null,"abstract":"<div><div>Price caps are widely adopted to restrain the abuse of market power, but their impact on firm entry is underexplored. This paper investigates the effect of price cap removal on competitive entry based on the practice of China’s airfare cap deregulation. Evidence suggests that the elimination of price caps significantly increases the number of airlines at the flight route level, as it leads to a larger number of new entrants. We further summarize the patterns of airline entry, and find that the deregulation encourages the entry of both state-owned and private airlines, and helps to improve service availability in remote areas. The positive effect on competitive entry is more pronounced on routes not served by direct HSR. Therefore, in the contestable sector of air industry, concerns that incumbent carriers may exercise excessive market power under deregulation appear to be less warranted.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"179 ","pages":"Article 104011"},"PeriodicalIF":6.3,"publicationDate":"2026-01-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146038582","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 : 2026-01-09DOI: 10.1016/j.tranpol.2026.104010
Chunqin Zhang , Waner Li , Jiachen Shou , Hongbin Ma , Junyan Xiang , Martin Skitmore , Xian Liu , Donglei Rong , Wenbin Yao
This study examines passenger demand characteristics for bus services and offers policy optimization recommendations derived from these insights. An analysis of 6403 valid social media comments from January 2023 to December 2024, utilizing Gibbs Sampling Dirichlet Multinomial Mixture topic modeling and the Jaccard distance metric, identified four core themes: “travel experience,” “operational efficiency,” “economy,” and “environmental impact,” which were further categorized into twelve sub-themes. The findings reveal that passengers prioritize “travel experience” (encompassing driver attitude, cleanliness, seat comfort, and congestion) and “operational efficiency” (including schedule density, punctuality, route optimization, and peak-hour traffic management), followed by “economy” (ticket pricing and the senior free-ride policy) and “environmental impact” (low-carbon features and battery recycling). Based on the findings, several policy recommendations are put forward, including the enhancement of the in-vehicle environment, the implementation of comprehensive driver training programs aimed at improving the passenger experience, the optimization of scheduling and the promotion of real-time bus tracking systems to boost operational efficiency, the adjustment of the fare structure to ensure greater equity, and the refinement of management practices for new energy buses to support environmental sustainability.
{"title":"Exploring bus service demand in emerging business formats: A text mining analysis","authors":"Chunqin Zhang , Waner Li , Jiachen Shou , Hongbin Ma , Junyan Xiang , Martin Skitmore , Xian Liu , Donglei Rong , Wenbin Yao","doi":"10.1016/j.tranpol.2026.104010","DOIUrl":"10.1016/j.tranpol.2026.104010","url":null,"abstract":"<div><div>This study examines passenger demand characteristics for bus services and offers policy optimization recommendations derived from these insights. An analysis of 6403 valid social media comments from January 2023 to December 2024, utilizing Gibbs Sampling Dirichlet Multinomial Mixture topic modeling and the Jaccard distance metric, identified four core themes: “travel experience,” “operational efficiency,” “economy,” and “environmental impact,” which were further categorized into twelve sub-themes. The findings reveal that passengers prioritize “travel experience” (encompassing driver attitude, cleanliness, seat comfort, and congestion) and “operational efficiency” (including schedule density, punctuality, route optimization, and peak-hour traffic management), followed by “economy” (ticket pricing and the senior free-ride policy) and “environmental impact” (low-carbon features and battery recycling). Based on the findings, several policy recommendations are put forward, including the enhancement of the in-vehicle environment, the implementation of comprehensive driver training programs aimed at improving the passenger experience, the optimization of scheduling and the promotion of real-time bus tracking systems to boost operational efficiency, the adjustment of the fare structure to ensure greater equity, and the refinement of management practices for new energy buses to support environmental sustainability.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"179 ","pages":"Article 104010"},"PeriodicalIF":6.3,"publicationDate":"2026-01-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145978879","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 : 2026-01-09DOI: 10.1016/j.tranpol.2025.103975
Mehmet Serdar Celik
The study develops a systems-based decision framework to prioritise sustainable port management measures within the framework of the 2023 International Maritime Organization (IMO) Greenhouse Gas (GHG) Strategy and Annex 15. Using an integrated DEMATEL–ANP approach, causal relationships among nineteen port-level measures were identified, and their relative priorities were systematically evaluated across five dimensions: infrastructural transformation, global port development, capacity building, inter-sectoral collaboration, and green and low-carbon innovation. The DEMATEL results reveal that governance and collaboration clusters exert the strongest causal influence on the network, while financial and technical support mechanisms act as key driving enablers. The ANP results indicate that port modernisation for GHG reduction, storage capacity for low-carbon fuels, and joint emission reduction programmes hold the highest overall priorities, reflecting their systemic leverage in accelerating port-level decarbonisation. Based on these findings, the paper contributes to maritime decarbonisation research and policy practice in three tangible ways: (i) it reframes the 2023 IMO GHG Strategy and Annex 15 from a port governance perspective, providing a structured five-cluster framework that operationalises nineteen port-focused measures; (ii) it advances methodological practice by integrating DEMATEL and ANP to quantify interdependencies and derive robust, internally consistent prioritisation outcomes; and (iii) it delivers an evidence-based decision-support tool that identifies the most influential decarbonisation levers particularly port modernisation, fuel storage infrastructure, and joint emission reduction schemes offering concrete guidance for policymakers, port authorities, and climate finance institutions in directing limited resources toward high-impact interventions.
{"title":"Prioritizing sustainable port strategies for IMO 2030 compliance: A DEMATEL-ANP-based policy framework","authors":"Mehmet Serdar Celik","doi":"10.1016/j.tranpol.2025.103975","DOIUrl":"10.1016/j.tranpol.2025.103975","url":null,"abstract":"<div><div>The study develops a systems-based decision framework to prioritise sustainable port management measures within the framework of the 2023 International Maritime Organization (IMO) Greenhouse Gas (GHG) Strategy and Annex 15. Using an integrated DEMATEL–ANP approach, causal relationships among nineteen port-level measures were identified, and their relative priorities were systematically evaluated across five dimensions: infrastructural transformation, global port development, capacity building, inter-sectoral collaboration, and green and low-carbon innovation. The DEMATEL results reveal that governance and collaboration clusters exert the strongest causal influence on the network, while financial and technical support mechanisms act as key driving enablers. The ANP results indicate that port modernisation for GHG reduction, storage capacity for low-carbon fuels, and joint emission reduction programmes hold the highest overall priorities, reflecting their systemic leverage in accelerating port-level decarbonisation. Based on these findings, the paper contributes to maritime decarbonisation research and policy practice in three tangible ways: (i) it reframes the 2023 IMO GHG Strategy and Annex 15 from a port governance perspective, providing a structured five-cluster framework that operationalises nineteen port-focused measures; (ii) it advances methodological practice by integrating DEMATEL and ANP to quantify interdependencies and derive robust, internally consistent prioritisation outcomes; and (iii) it delivers an evidence-based decision-support tool that identifies the most influential decarbonisation levers particularly port modernisation, fuel storage infrastructure, and joint emission reduction schemes offering concrete guidance for policymakers, port authorities, and climate finance institutions in directing limited resources toward high-impact interventions.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"179 ","pages":"Article 103975"},"PeriodicalIF":6.3,"publicationDate":"2026-01-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146038563","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 : 2026-01-08DOI: 10.1016/j.tranpol.2026.104009
Andrea Pellegrini, John M. Rose, David A. Hensher
The allocation of funds across government functions often reflects political priorities that do not align with public expectations. This paper employs a contingent allocation method in which respondents are required to distribute a fixed budget across 12 different potential project types. The main goal of this research is to elicit community priorities for public spending with a specific focus on transport electrification. Based on a sample of 727 residents from the state of New South Wales (NSW), Australia, our findings indicate that transport electrification is not regarded as a majority priority relative to initiatives aimed at improving healthcare, utilities, roads and education. Further, we find that the prioritisation of decarbonising transport services is heavily influenced by households' financial circumstances: individuals experiencing financial distress are less inclined to allocate substantial public resources to curbing transport-related emissions. These results suggest that policy actions should be designed to ensure that climate transition measures do not disproportionately burden financially vulnerable communities.
{"title":"Exploring community public budget preferences for transport electrification: Evidence from a contingent budget allocation study in New South Wales, Australia","authors":"Andrea Pellegrini, John M. Rose, David A. Hensher","doi":"10.1016/j.tranpol.2026.104009","DOIUrl":"10.1016/j.tranpol.2026.104009","url":null,"abstract":"<div><div>The allocation of funds across government functions often reflects political priorities that do not align with public expectations. This paper employs a contingent allocation method in which respondents are required to distribute a fixed budget across 12 different potential project types. The main goal of this research is to elicit community priorities for public spending with a specific focus on transport electrification. Based on a sample of 727 residents from the state of New South Wales (NSW), Australia, our findings indicate that transport electrification is not regarded as a majority priority relative to initiatives aimed at improving healthcare, utilities, roads and education. Further, we find that the prioritisation of decarbonising transport services is heavily influenced by households' financial circumstances: individuals experiencing financial distress are less inclined to allocate substantial public resources to curbing transport-related emissions. These results suggest that policy actions should be designed to ensure that climate transition measures do not disproportionately burden financially vulnerable communities.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"179 ","pages":"Article 104009"},"PeriodicalIF":6.3,"publicationDate":"2026-01-08","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145979315","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 : 2026-01-07DOI: 10.1016/j.tranpol.2026.104007
Sungmin Ko , Seonghyeon Kim , Jungwoo Cho , Kyuho Maeng
Urban air mobility (UAM) has emerged as a promising solution to urban congestion and accessibility challenges. However, public valuation of UAM ecosystem development remains underexplored. This study estimates the perceived economic benefits of establishing a national UAM infrastructure in South Korea using a double-bounded dichotomous choice contingent valuation method based on a representative household survey. Results indicate that the average household is willing to pay KRW 37,784 (USD 27.22) annually to support UAM development, translating to an aggregate national economic value of approximately KRW 2.89 trillion (USD 2.08 billion) over five years. This amount exceeds the estimated early-stage implementation costs. Willingness to pay (WTP) is significantly influenced by income, age, and transport-related behaviors and expectations, such as travel distance, usage frequency, and stated preference for UAM. Regional differences in WTP were also observed, indicating the need for geographically differentiated deployment strategies. These findings suggest that public co-financing of UAM infrastructure may be feasible if services align with user-perceived benefits and targeted mobility needs. The study contributes to the emerging literature on UAM policy by offering robust empirical evidence of public support and actionable insights into strategic infrastructure investment and regulatory planning.
{"title":"Measuring public willingness to pay for Urban Air Mobility: A national contingent valuation study in South Korea","authors":"Sungmin Ko , Seonghyeon Kim , Jungwoo Cho , Kyuho Maeng","doi":"10.1016/j.tranpol.2026.104007","DOIUrl":"10.1016/j.tranpol.2026.104007","url":null,"abstract":"<div><div>Urban air mobility (UAM) has emerged as a promising solution to urban congestion and accessibility challenges. However, public valuation of UAM ecosystem development remains underexplored. This study estimates the perceived economic benefits of establishing a national UAM infrastructure in South Korea using a double-bounded dichotomous choice contingent valuation method based on a representative household survey. Results indicate that the average household is willing to pay KRW 37,784 (USD 27.22) annually to support UAM development, translating to an aggregate national economic value of approximately KRW 2.89 trillion (USD 2.08 billion) over five years. This amount exceeds the estimated early-stage implementation costs. Willingness to pay (WTP) is significantly influenced by income, age, and transport-related behaviors and expectations, such as travel distance, usage frequency, and stated preference for UAM. Regional differences in WTP were also observed, indicating the need for geographically differentiated deployment strategies. These findings suggest that public co-financing of UAM infrastructure may be feasible if services align with user-perceived benefits and targeted mobility needs. The study contributes to the emerging literature on UAM policy by offering robust empirical evidence of public support and actionable insights into strategic infrastructure investment and regulatory planning.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"179 ","pages":"Article 104007"},"PeriodicalIF":6.3,"publicationDate":"2026-01-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145979317","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 : 2026-01-07DOI: 10.1016/j.tranpol.2026.103992
Yang Liu , Shixuan Tong , Wei Liu
Amid a global shift toward the regionalization of production, large-scale infrastructure projects are expected to catalyze economic integration. However, rigorous evidence on how they reshape complex value chain networks remains scarce. This study proposes a novel methodological framework, the Bootstrap Temporal Exponential Random Graph Model with Difference-in-Differences (BTERGM-DID), to analyze the impact of a major infrastructure project, the China-Laos (C-L) Railway, on the evolution of the China-ASEAN regional value chain (RVC) network. The results indicate that cross-border high-speed rail links between inland regions can reshape the structure of RVC networks, increase links between nodes, and expand central and sub-central regions. Our findings reveal a crucial distinction that the cross-border railway's primary economic function is not that of a traditional resource corridor for bulk commodities. Instead, it operates as a value chain integration corridor, significantly intensifying linkages specifically within time-sensitive manufacturing and tradable service sectors. This research contributes a methodological toolkit for causal network analysis and provides critical evidence on the economic function of modern cross-border infrastructure. We find its value lies not merely in reducing freight costs for commodities, but in catalyzing an ecosystem of supporting services that provides the high-speed, reliable logistics necessary for deep integration into RVC.
{"title":"Beyond bulk freight: How the cross-border rail infrastructure reshapes regional value chains","authors":"Yang Liu , Shixuan Tong , Wei Liu","doi":"10.1016/j.tranpol.2026.103992","DOIUrl":"10.1016/j.tranpol.2026.103992","url":null,"abstract":"<div><div>Amid a global shift toward the regionalization of production, large-scale infrastructure projects are expected to catalyze economic integration. However, rigorous evidence on how they reshape complex value chain networks remains scarce. This study proposes a novel methodological framework, the Bootstrap Temporal Exponential Random Graph Model with Difference-in-Differences (BTERGM-DID), to analyze the impact of a major infrastructure project, the China-Laos (C-L) Railway, on the evolution of the China-ASEAN regional value chain (RVC) network. The results indicate that cross-border high-speed rail links between inland regions can reshape the structure of RVC networks, increase links between nodes, and expand central and sub-central regions. Our findings reveal a crucial distinction that the cross-border railway's primary economic function is not that of a traditional resource corridor for bulk commodities. Instead, it operates as a value chain integration corridor, significantly intensifying linkages specifically within time-sensitive manufacturing and tradable service sectors. This research contributes a methodological toolkit for causal network analysis and provides critical evidence on the economic function of modern cross-border infrastructure. We find its value lies not merely in reducing freight costs for commodities, but in catalyzing an ecosystem of supporting services that provides the high-speed, reliable logistics necessary for deep integration into RVC.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"179 ","pages":"Article 103992"},"PeriodicalIF":6.3,"publicationDate":"2026-01-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145940147","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}
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