Pub Date : 2024-11-16DOI: 10.1016/j.tra.2024.104304
Jason Cao , Tao Tao
Previous studies suggest that improving built environment attributes (such as dense development and transit access) has the potential to reduce car ownership. However, most of them overlook the possible plateau association, in which car ownership shows little change as a built environment variable increases within a certain range . Applying gradient boosting decision trees to data from the Minneapolis-St. Paul metropolitan area, this study reveals the complex nonlinear relationships between built environment attributes and car ownership. The results show that although population density and intersection density are strongly and negatively related to car ownership, car ownership exhibits little variation within the middle ranges of these two variables. These plateau associations suggest that reducing car ownership through population and intersection densification is challenging in planning practice. In contrast, directing population growth towards central cities and inner-inning suburbs and densifying transit stops are more promising interventions.
{"title":"Can an identified environmental correlate of car ownership serve as a practical planning tool?","authors":"Jason Cao , Tao Tao","doi":"10.1016/j.tra.2024.104304","DOIUrl":"10.1016/j.tra.2024.104304","url":null,"abstract":"<div><div>Previous studies suggest that improving built environment attributes (such as dense development and transit access) has the potential to reduce car ownership. However, most of them overlook the possible plateau association, in which car ownership shows little change as a built environment variable increases within a certain range . Applying gradient boosting decision trees to data from the Minneapolis-St. Paul metropolitan area, this study reveals the complex nonlinear relationships between built environment attributes and car ownership. The results show that although population density and intersection density are strongly and negatively related to car ownership, car ownership exhibits little variation within the middle ranges of these two variables. These plateau associations suggest that reducing car ownership through population and intersection densification is challenging in planning practice. In contrast, directing population growth towards central cities and inner-inning suburbs and densifying transit stops are more promising interventions.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"191 ","pages":"Article 104304"},"PeriodicalIF":6.3,"publicationDate":"2024-11-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142657461","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"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 : 2024-11-12DOI: 10.1016/j.tra.2024.104318
Milad Mehdizadeh , Maarten Kroesen
In theory, the unidirectional relationship between perception and behavior has been well established. In this line, the relationship between perceived accessibility and travel behavior has also gained traction in the transport domain. There is, however, less knowledge regarding the dynamic of bidirectional effects between these two variables and (in)consistency over time. Employing the Netherlands Mobility Panel data, we investigate the direction of the (causal) effect between perceived accessibility and travel behavior/travel preference. Using a two-wave cross-lagged panel model, we test how this theory works among urban travelers (n = 4,946). The findings show that the relationship between perceived accessibility and travel-related decisions varies depending on the transport mode and whether it is about travel behavior or preference. The effects might show bidirectionality, unidirectionality, or neither. Findings highlight that the perception-behavior theory is primarily consistent with revealed travel behavior as opposed to stated preferences. We find a bidirectional perception-(travel) behavior relationship. Unlike conventional wisdom and commonly used theoretical links, we find that travel mode use has a larger impact on perceived mode-specific accessibility than the reverse effect (the more expected link). Travel behavior also shows consistently lower levels of perception-behavior dissonance than preferences do. The study finds that perception consistently influences public transport use and preferences, unlike for cars and bicycles. Policy-wise, this implies that efforts aimed at correcting misperceptions about the accessibility of public transport could still have a positive impact on individuals’ decisions to choose public transport.
{"title":"Does perceived accessibility affect travel behavior or vice versa? Alternative theories testing bidirectional effects and (in)consistency over time","authors":"Milad Mehdizadeh , Maarten Kroesen","doi":"10.1016/j.tra.2024.104318","DOIUrl":"10.1016/j.tra.2024.104318","url":null,"abstract":"<div><div>In theory, the unidirectional relationship between perception and behavior has been well established. In this line, the relationship between perceived accessibility and travel behavior has also gained traction in the transport domain. There is, however, less knowledge regarding the dynamic of bidirectional effects between these two variables and (in)consistency over time. Employing the Netherlands Mobility Panel data, we investigate the direction of the (causal) effect between perceived accessibility and travel behavior/travel preference. Using a two-wave cross-lagged panel model, we test how this theory works among urban travelers (n = 4,946). The findings show that the relationship between perceived accessibility and travel-related decisions varies depending on the transport mode and whether it is about travel behavior or preference. The effects might show bidirectionality, unidirectionality, or neither. Findings highlight that the perception-behavior theory is primarily consistent with revealed travel behavior as opposed to stated preferences. We find a bidirectional perception-(travel) behavior relationship. Unlike conventional wisdom and commonly used theoretical links, we find that travel mode use has a larger impact on perceived mode-specific accessibility than the reverse effect (the more expected link). Travel behavior also shows consistently lower levels of perception-behavior dissonance than preferences do. The study finds that perception consistently influences public transport use and preferences, unlike for cars and bicycles. Policy-wise, this implies that efforts aimed at correcting misperceptions about the accessibility of public transport could still have a positive impact on individuals’ decisions to choose public transport.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"191 ","pages":"Article 104318"},"PeriodicalIF":6.3,"publicationDate":"2024-11-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142657467","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"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 : 2024-11-12DOI: 10.1016/j.tra.2024.104308
Takao Dantsuji , Masaki Nakagawa
This paper evaluated the effects of the Tokyo 2020 Olympic and Paralympic Games on traffic demand on the Metropolitan expressway. We constructed panel data for both passenger and freight vehicles’ demand using longitudinal disaggregated trip records from the Metropolitan expressway. Subsequently, we established a demand function and used a difference-in-differences method to individually estimate the impacts of toll surcharges and other Olympics-related factors by leveraging the fact that the toll surcharges were not applied to freight vehicles.
The results indicate that toll surcharges resulted in a decrease of 25.0% for weekdays and 36.8% for weekends/holidays in passenger vehicle demand on the Metropolitan expressway. The estimated toll elasticities are 0.345 for weekdays and 0.615 for weekends/holidays, respectively. Notably, analysis of the Olympics-related factor demonstrated that travel demand management (TDM) strategies effectively curbed demand on weekends/holidays with a reduction of 2.9% in traffic demand. However, on weekdays, induced demand surpassed the reduction of demand by other TDM strategies than tolling, resulting in a 4.6% increase in traffic demand.
Additionally, We developed a zone-based demand function and investigate the spatial heterogeneity in toll elasticity. Our findings revealed small heterogeneity for weekdays (0.283 to 0.509) and large heterogeneity for weekends/holidays (0.484 to 0.935).
{"title":"Understanding changes in traffic demand during the Tokyo 2020 Olympic and Paralympic Games","authors":"Takao Dantsuji , Masaki Nakagawa","doi":"10.1016/j.tra.2024.104308","DOIUrl":"10.1016/j.tra.2024.104308","url":null,"abstract":"<div><div>This paper evaluated the effects of the Tokyo 2020 Olympic and Paralympic Games on traffic demand on the Metropolitan expressway. We constructed panel data for both passenger and freight vehicles’ demand using longitudinal disaggregated trip records from the Metropolitan expressway. Subsequently, we established a demand function and used a difference-in-differences method to individually estimate the impacts of toll surcharges and other Olympics-related factors by leveraging the fact that the toll surcharges were not applied to freight vehicles.</div><div>The results indicate that toll surcharges resulted in a decrease of 25.0% for weekdays and 36.8% for weekends/holidays in passenger vehicle demand on the Metropolitan expressway. The estimated toll elasticities are 0.345 for weekdays and 0.615 for weekends/holidays, respectively. Notably, analysis of the Olympics-related factor demonstrated that travel demand management (TDM) strategies effectively curbed demand on weekends/holidays with a reduction of 2.9% in traffic demand. However, on weekdays, induced demand surpassed the reduction of demand by other TDM strategies than tolling, resulting in a 4.6% increase in traffic demand.</div><div>Additionally, We developed a zone-based demand function and investigate the spatial heterogeneity in toll elasticity. Our findings revealed small heterogeneity for weekdays (0.283 to 0.509) and large heterogeneity for weekends/holidays (0.484 to 0.935).</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"191 ","pages":"Article 104308"},"PeriodicalIF":6.3,"publicationDate":"2024-11-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142657527","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"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 : 2024-11-12DOI: 10.1016/j.tra.2024.104307
Michael Lu, Ehab Diab
The concept of a x-minute (or 15-minute) city has recently gained prominence as an influential urban planning approach. Recent research showed how American, Canadian, and Australian cities operationalized the concept differently using diverse temporal cut-off values and types of destinations. Despite this, there has been little effort to understand how different 15-minute city policies are comparable, and to what extent physical elements in cities can affect realizing the concept. To address this gap, this study aims to understand parallels and differences between these policies while understanding the impacts of the city’s structuring elements on the probability of achieving them. Using a wide array of spatial and transportation data for the City of Saskatoon, the paper develops five different 15-minute city policies based on four different city plans at the parcel level. Using summary statistics and multilevel logistic regressions previous policies were analyzed. The study shows considerable differences between policies in terms of the conclusions they convey. For example, different policies led to diverse results regarding their relationship with people’s socioeconomic issues, and thereby equity assessment. Additionally, the study shows that some physical elements such as highways, large parks, and rail lines have a consistent negative impact on the probability of realizing 15-minute city goals, regardless of the used policy. Other elements had a mixed effect according to the used policy. This study offers cities a better understanding of the performance of different 15-minute city policies and the relative challenges in realizing them, helping cities achieve their broader sustainability and equity goals.
{"title":"Developing a 15-minute city policy? Understanding differences between policies and physical barriers","authors":"Michael Lu, Ehab Diab","doi":"10.1016/j.tra.2024.104307","DOIUrl":"10.1016/j.tra.2024.104307","url":null,"abstract":"<div><div>The concept of a x-minute (or 15-minute) city has recently gained prominence as an influential urban planning approach. Recent research showed how American, Canadian, and Australian cities operationalized the concept differently using diverse temporal cut-off values and types of destinations. Despite this, there has been little effort to understand how different 15-minute city policies are comparable, and to what extent physical elements in cities can affect realizing the concept. To address this gap, this study aims to understand parallels and differences between these policies while understanding the impacts of the city’s structuring elements on the probability of achieving them. Using a wide array of spatial and transportation data for the City of Saskatoon, the paper develops five different 15-minute city policies based on four different city plans at the parcel level. Using summary statistics and multilevel logistic regressions previous policies were analyzed. The study shows considerable differences between policies in terms of the conclusions they convey. For example, different policies led to diverse results regarding their relationship with people’s socioeconomic issues, and thereby equity assessment. Additionally, the study shows that some physical elements such as highways, large parks, and rail lines have a consistent negative impact on the probability of realizing 15-minute city goals, regardless of the used policy. Other elements had a mixed effect according to the used policy. This study offers cities a better understanding of the performance of different 15-minute city policies and the relative challenges in realizing them, helping cities achieve their broader sustainability and equity goals.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"191 ","pages":"Article 104307"},"PeriodicalIF":6.3,"publicationDate":"2024-11-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142657466","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"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 : 2024-11-11DOI: 10.1016/j.tra.2024.104299
Azamsadat Hosseini Shoabjareh, Milad Ghasri
In recent years, there has been a noticeable increase in the number of parents accompanying their children to school. Existing literature has primarily focused on the motivations behind this decision and its impact on children’s wellbeing, while the effect of children’s school trips on parents’ wellbeing is not sufficiently studied. To address this gap, this study employs “value of children” and “demand and reward” theories to provide a conceptual framework that demonstrates how taking children to school can influence parents’ wellbeing through different channels. Using the Longitudinal Study of Australian Children (LSAC), which contains data from 10,000 Australian children and their parents, we develop a structural equation model (SEM) to examine the connections within the proposed conceptual framework. Our findings reveal that when parents accompany their children to school, it improves the quality of their parent–child relationship, leading to an increase in overall wellbeing. Furthermore, when parents and children walk to school together, it enhances parents’ physical health and wellbeing. However, using public transport to take children to school increases parents’ time pressure and undermines their wellbeing.
{"title":"Potential effects of parent–child joint school trips on parents’ wellbeing: A conceptual framework","authors":"Azamsadat Hosseini Shoabjareh, Milad Ghasri","doi":"10.1016/j.tra.2024.104299","DOIUrl":"10.1016/j.tra.2024.104299","url":null,"abstract":"<div><div>In recent years, there has been a noticeable increase in the number of parents accompanying their children to school. Existing literature has primarily focused on the motivations behind this decision and its impact on children’s wellbeing, while the effect of children’s school trips on parents’ wellbeing is not sufficiently studied. To address this gap, this study employs “value of children” and “demand and reward” theories to provide a conceptual framework that demonstrates how taking children to school can influence parents’ wellbeing through different channels. Using the Longitudinal Study of Australian Children (LSAC), which contains data from 10,000 Australian children and their parents, we develop a structural equation model (SEM) to examine the connections within the proposed conceptual framework. Our findings reveal that when parents accompany their children to school, it improves the quality of their parent–child relationship, leading to an increase in overall wellbeing. Furthermore, when parents and children walk to school together, it enhances parents’ physical health and wellbeing. However, using public transport to take children to school increases parents’ time pressure and undermines their wellbeing.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"191 ","pages":"Article 104299"},"PeriodicalIF":6.3,"publicationDate":"2024-11-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142657465","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"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 : 2024-11-11DOI: 10.1016/j.tra.2024.104267
Laurie A. Garrow , Patricia L. Mokhtarian , Brian J. German , John “Jack” S. Glodek , Caroline E. Leonard P.E.
Many companies are developing prototypes for novel electric vertical takeoff and landing (eVTOL) aircraft to serve as air taxis in cities. These eVTOL air taxis are envisioned as a new form of shared transportation that has the potential to reduce commuting times in urban areas with congested roadway networks. In this study, an attitudinal survey of high-income commuters in five U.S. cities was conducted to better understand the segmentation of the market for future eVTOL urban air taxis. Factor analysis of eVTOL perceptions identified two dimensions: Concern and Enthusiasm. Cluster analysis of the scores on these factors identified six meaningful segments, which differed on a variety of demographic, travel behavior, and attitudinal variables, as well as on participants’ inclination to adopt eVTOL travel. The study demonstrates how assessment of the sizes of the various air taxi market segments is affected by mean-centering the factor scores obtained from Likert-scale survey results; in particular, it finds that the conventional mean-centered factor scoring approach understates positive interest in eVTOL air taxis.
{"title":"Market segmentation of an electric vertical takeoff and landing (eVTOL) air taxi commuting service in five large U.S. cities","authors":"Laurie A. Garrow , Patricia L. Mokhtarian , Brian J. German , John “Jack” S. Glodek , Caroline E. Leonard P.E.","doi":"10.1016/j.tra.2024.104267","DOIUrl":"10.1016/j.tra.2024.104267","url":null,"abstract":"<div><div>Many companies are developing prototypes for novel electric vertical takeoff and landing (eVTOL) aircraft to serve as air taxis in cities. These eVTOL air taxis are envisioned as a new form of shared transportation that has the potential to reduce commuting times in urban areas with congested roadway networks. In this study, an attitudinal survey of high-income commuters in five U.S. cities was conducted to better understand the segmentation of the market for future eVTOL urban air taxis. Factor analysis of eVTOL perceptions identified two dimensions: Concern and Enthusiasm. Cluster analysis of the scores on these factors identified six meaningful segments, which differed on a variety of demographic, travel behavior, and attitudinal variables, as well as on participants’ inclination to adopt eVTOL travel. The study demonstrates how assessment of the sizes of the various air taxi market segments is affected by mean-centering the factor scores obtained from Likert-scale survey results; in particular, it finds that the conventional mean-centered factor scoring approach understates positive interest in eVTOL air taxis.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"191 ","pages":"Article 104267"},"PeriodicalIF":6.3,"publicationDate":"2024-11-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142657464","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"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 : 2024-11-08DOI: 10.1016/j.tra.2024.104310
Aitan M. Militão, Chinh Q. Ho, John D. Nelson
Mobility-as-a-service (MaaS) is an innovative framework aiming to promote sustainable mobility via altering users travel behaviour. Despite its potential, empirical evidence of MaaS effectiveness in achieving sustainable goals is scarce due to limited real-world trials and commercial offers of MaaS. This study leverages high-quality data from the Sydney MaaS trial and the Application of Programming Interface (API) to develop an original Error Components-Random Parameter Logit Model that describe the choices of transport modes under the “MaaS era”. Analysis results offer the first insight into how multimodal bundles reshape mode choices and the extent to which subscription bundles could be used as a powerful tool to nudge users towards more sustainable choices. The results show that multimodal bundles present an appealing alternative for the users and help them reduce their private car use. Simulations were conducted to provide guidance for designing multimodal bundles that are both attractive to users and friendly to the environment.
{"title":"Mobility-as-a-service and travel behaviour change: How multimodal bundles reshape our travel choices","authors":"Aitan M. Militão, Chinh Q. Ho, John D. Nelson","doi":"10.1016/j.tra.2024.104310","DOIUrl":"10.1016/j.tra.2024.104310","url":null,"abstract":"<div><div>Mobility-as-a-service (MaaS) is an innovative framework aiming to promote sustainable mobility via altering users travel behaviour. Despite its potential, empirical evidence of MaaS effectiveness in achieving sustainable goals is scarce due to limited real-world trials and commercial offers of MaaS. This study leverages high-quality data from the Sydney MaaS trial and the Application of Programming Interface (API) to develop an original Error Components-Random Parameter Logit Model that describe the choices of transport modes under the “MaaS era”. Analysis results offer the first insight into how multimodal bundles reshape mode choices and the extent to which subscription bundles could be used as a powerful tool to nudge users towards more sustainable choices. The results show that multimodal bundles present an appealing alternative for the users and help them reduce their private car use. Simulations were conducted to provide guidance for designing multimodal bundles that are both attractive to users and friendly to the environment.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"191 ","pages":"Article 104310"},"PeriodicalIF":6.3,"publicationDate":"2024-11-08","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142657463","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"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 : 2024-11-07DOI: 10.1016/j.tra.2024.104298
David Kohlrautz, Tobias Kuhnimhof
Understanding bicycle parking behavior is essential when planning bicycle parking facilities. This is necessary in order to meet the needs of cyclists, to effectively promote cycling, and to prevent fly parking of bicycles. Therefore, this paper analyzes cyclists’ parking preferences regarding the type and placement of bicycle parking facilities. The study is based on a stated preference experiment (n = 2,960) on the bicycle parking choice behavior of university students and employees of RWTH Aachen University, one of the largest universities in Germany. The analysis employs a mixed logit model to estimate the influence of facility type and user-specific factors, the willingness to pay for parking facilities, and the relevance of cycling detours and walking distances. The results indicate that cyclists are more than twice as sensitive to walking distances than to cycling detours. Furthermore, they have a general preference for bicycle parking stations and covered versus uncovered parking racks, as well as a reluctance to use informal parking facilities. While previous research has shown that groups of cyclists have different preferences and parking behaviors, it has been unclear what factors influence group membership. This paper shows that student and employment status and the resale value of the bicycle are important user-specific factors influencing the choice between parking facilities. Furthermore, there is a notable willingness to pay for bicycle parking, especially among those with expensive bicycles. The considerable variation in preferences among cyclists underscores the importance of considering the heterogeneity of cyclists when planning parking facilities to optimize their utility.
{"title":"Cyclists’ heterogeneous parking preferences and their implications for bicycle parking facilities","authors":"David Kohlrautz, Tobias Kuhnimhof","doi":"10.1016/j.tra.2024.104298","DOIUrl":"10.1016/j.tra.2024.104298","url":null,"abstract":"<div><div>Understanding bicycle parking behavior is essential when planning bicycle parking facilities. This is necessary in order to meet the needs of cyclists, to effectively promote cycling, and to prevent fly parking of bicycles. Therefore, this paper analyzes cyclists’ parking preferences regarding the type and placement of bicycle parking facilities. The study is based on a stated preference experiment (n = 2,960) on the bicycle parking choice behavior of university students and employees of RWTH Aachen University, one of the largest universities in Germany. The analysis employs a mixed logit model to estimate the influence of facility type and user-specific factors, the willingness to pay for parking facilities, and the relevance of cycling detours and walking distances. The results indicate that cyclists are more than twice as sensitive to walking distances than to cycling detours. Furthermore, they have a general preference for bicycle parking stations and covered versus uncovered parking racks, as well as a reluctance to use informal parking facilities. While previous research has shown that groups of cyclists have different preferences and parking behaviors, it has been unclear what factors influence group membership. This paper shows that student and employment status and the resale value of the bicycle are important user-specific factors influencing the choice between parking facilities. Furthermore, there is a notable willingness to pay for bicycle parking, especially among those with expensive bicycles. The considerable variation in preferences among cyclists underscores the importance of considering the heterogeneity of cyclists when planning parking facilities to optimize their utility.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"191 ","pages":"Article 104298"},"PeriodicalIF":6.3,"publicationDate":"2024-11-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142657462","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"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 : 2024-11-05DOI: 10.1016/j.tra.2024.104291
Xiangru Wu , Kun Wang , Xiaowen Fu , Kangyin Dong , Xiaoqian Sun , Tae Hoon Oum
We empirically examine the impact of the COVID-19 pandemic on airlines’ route choices and market contact based on the Chinese domestic market over the period 2019–2022. An airline route choice model is estimated for both full-service carriers (FSCs) and Spring Airlines, China’s largest and most representative low-cost carriers (LCCs), which disentangles the “attenuating” and “persistent” effects of the pandemic on airlines’ route choices. The former effect refers to airlines exiting from extant routes in response to the sudden decline in air travel demand and strict pandemic controls, while the latter effect reflects airlines’ relatively long-term adjustment of their competition strategy triggered by the pandemic. Our empirical findings are as follows: The pandemic had a positive “persistent effect” and a negative “attenuating effect” on Spring Airlines. Spring Airlines has actively expanded its network to all types of routes, especially the dense routes connected to major airports. FSCs also adjusted their route entry strategy by entering more thin routes connected to secondary cities (i.e., a positive “persistent effect”). The pandemic has broken the equilibrium of network differentiation between FSCs and Spring Airlines in China. Spring Airlines has begun expanding services at FSCs’ major hub airports. FSCs have also tried to serve more lucrative niche routes that were previously monopolized by Spring Airlines. Overall, we observe more frequent market contact and increasing head-to-head competition between FSCs and Spring Airlines during the pandemic, when the overall traffic volume has rebounded to the pre-pandemic level. This is probably because of the airlines’ desperate need for cash flow amid financial difficulties, forcing them to intensify competition. This could have also been facilitated by more idle aircraft/airport slot capacities reallocated from the international market to the domestic market during the pandemic.
{"title":"How does COVID-19 pandemic affect airline’s route choice and market contact? − Full-service carriers vs. low-cost carriers in China","authors":"Xiangru Wu , Kun Wang , Xiaowen Fu , Kangyin Dong , Xiaoqian Sun , Tae Hoon Oum","doi":"10.1016/j.tra.2024.104291","DOIUrl":"10.1016/j.tra.2024.104291","url":null,"abstract":"<div><div>We empirically examine the impact of the COVID-19 pandemic on airlines’ route choices and market contact based on the Chinese domestic market over the period 2019–2022. An airline route choice model is estimated for both full-service carriers (FSCs) and Spring Airlines, China’s largest and most representative low-cost carriers (LCCs), which disentangles the “attenuating” and “persistent” effects of the pandemic on airlines’ route choices. The former effect refers to airlines exiting from extant routes in response to the sudden decline in air travel demand and strict pandemic controls, while the latter effect reflects airlines’ relatively long-term adjustment of their competition strategy triggered by the pandemic. Our empirical findings are as follows: The pandemic had a positive “persistent effect” and a negative “attenuating effect” on Spring Airlines. Spring Airlines has actively expanded its network to all types of routes, especially the dense routes connected to major airports. FSCs also adjusted their route entry strategy by entering more thin routes connected to secondary cities (i.e., a positive “persistent effect”). The pandemic has broken the equilibrium of network differentiation between FSCs and Spring Airlines in China. Spring Airlines has begun expanding services at FSCs’ major hub airports. FSCs have also tried to serve more lucrative niche routes that were previously monopolized by Spring Airlines. Overall, we observe more frequent market contact and increasing head-to-head competition between FSCs and Spring Airlines during the pandemic, when the overall traffic volume has rebounded to the pre-pandemic level. This is probably because of the airlines’ desperate need for cash flow amid financial difficulties, forcing them to intensify competition. This could have also been facilitated by more idle aircraft/airport slot capacities reallocated from the international market to the domestic market during the pandemic.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"191 ","pages":"Article 104291"},"PeriodicalIF":6.3,"publicationDate":"2024-11-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142593485","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"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 : 2024-11-02DOI: 10.1016/j.tra.2024.104302
Lorenzo Masiero , Judit Zoltan , Denis Tolkach , Stephen Pratt , Matias Thuen Jørgensen , Markus Schuckert , Kaye Chon
In efforts to reduce fuel consumption of air travel, the inclusion of passenger body weight in airline pricing is a relevant but contested opportunity. This study aims to investigate this issue from the economic perspective; by implementing a stated choice experiment to assess the stated preferences of consumers toward a set of predefined air passenger weight policies. Three policies are tested: “standard”, where price is defined irrespective of weight; “threshold body weight”, where an additional fee is required when exceeding a certain weight; and “unit body weight”, where passengers pay according to their body weight and receive a discount for reduced luggage size. In terms of respondents’ preferences for policies, service and price attributes were found to have significant importance, while environmental concerns related to pay-per-weight pricing received only marginal consideration. The results provide practical implications to airline companies regarding pricing policies and airline choice behavior.
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