Transportation Research Part A-Policy and Practice最新文献_第4页

On the competition and collaboration in a multi-airport system considering ground connection between airports

IF 6.3 1区工程技术 Q1 ECONOMICS

Transportation Research Part A-Policy and Practice

Pub Date : 2025-02-01 DOI: 10.1016/j.tra.2025.104387

Yufan Zuo , Tian-Liang Liu , Wei Liu

This study examines passenger travel choices and airline decisions in a multi-airport system (MAS) with two major airports and one reliever airport. The reliever airport is connected to one major airport through ground transportation that allows cross-airport ground transfers, while the connection to the other major airport is minimal. Each airport is served by a single dominant airline. Within this stylized MAS framework, passengers have the following options: travel directly through either major airport to reach their destinations, travel to the reliever airport and then transfer to the connected major airport, or choose other alternatives, i.e., elastic demand. We model equilibrium travel choices of passengers and analyze how various system parameters affect this equilibrium. Furthermore, we investigate the airlines’ optimal pricing strategy and investment strategy for the ground connection service between the reliever and major airports, considering both non-cooperative and cooperative game frameworks, while accounting for the bargaining power dynamics among cooperating airlines. Our major findings are as follows. (i) In the cooperative game, the ratio of airlines’ payoffs and investments in ground connection improvements by the two cooperating airlines corresponds directly to the ratio of their bargaining power. (ii) Cooperation between the airlines serving the minor airport and the connected major airport yields substantial profits, especially under improved ground connection services. (iii) The greater the congestion relief provided by the minor airport and the ground connection to the major airport, the higher the additional profits and stronger competitiveness can be generated through cooperation, and the more willing the major airport is to invest in ground connection improvements.

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引用次数: 0

Bikeshare impacts on bus ridership: Unraveling the rail proximity effect

IF 6.3 1区工程技术 Q1 ECONOMICS

Transportation Research Part A-Policy and Practice

Pub Date : 2025-02-01 DOI: 10.1016/j.tra.2025.104373

Xinyu Liu , Jie Yu , Jing Zhao , Robert J. Schneider

This research investigates the causal effects of bikeshare on bus ridership, with a special focus on quantifying how rail transit influences this relationship. Drawing on data before and after the introduction of station-based bikeshare service in the City of Chicago, we estimated two sets of fixed-effects models. Initially, a general fixed-effects model was employed to study the influence of bikeshare service provision on ridership at both rail stations and bus stops. Subsequently, we used a fixed effects model with interaction terms to delve into the specific effects of bikeshare on bus stop ridership while effectively controlling for the proximity to rail stations. Besides, the heterogeneous effects of bikeshare on bus stop ridership under varied household income levels was studied. Our findings reveal that the introduction of bikeshare service is associated with a significant increase in rail ridership at the rail station level and a notable decrease in bus ridership at the stop level on weekdays and weekends/holidays. Moreover, we observe a higher substitution of bikeshare for bus trips at bus stops located near rail stations, indicating a manifest overlap between feeder bus services and bikeshare in these areas. The heterogeneity analysis further suggests the more pronounced negative impact of bikeshare provision on bus stop ridership in neighborhoods with high household income. These findings emphasize the importance of resource rebalance considering the interconnected relationships among rail, bus, and bikeshare services. Rather than evaluating bus and rail separately, agencies should assess the combined impact of bikeshare, as this approach will aid them in allocating limited transportation resources (e.g., rail, bus, and bikeshare) more effectively to communities and individuals with the greatest needs.

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引用次数: 0

The role of perceived and objective accessibility in shaping walking behavior: Insights from mid-sized Spanish cities

IF 6.3 1区工程技术 Q1 ECONOMICS

Transportation Research Part A-Policy and Practice

Pub Date : 2025-02-01 DOI: 10.1016/j.tra.2024.104340

Jaime Orrego-Oñate, Oriol Marquet

Understanding the relationship between perceived and objective accessibility is critical for promoting urban mobility. This study explores the relationship between perceived and objective accessibility in shaping pedestrian behavior within mid-sized Spanish cities characterized by high activity density. Using perceived proximity as a proxy for accessibility, the study evaluates how these two measures influence travel mode choices across various trip purposes. The results suggest that perceived accessibility mediates the relationship between objective accessibility and walking decisions particularly for activities like restaurants and entertainment. Moreover, the alignment between perceived and objective accessibility varies by activity type, with stronger correlations observed in high-accessibility contexts. These findings underscore the importance of integrating subjective perceptions with objective measures when designing interventions aimed at promoting active transportation, such as walking. By addressing psychological and experiential dimensions of accessibility alongside conventional spatial metrics, this study provides valuable guidance for urban planners and policymakers to enhance sustainable transportation systems.

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引用次数: 0

Optimization of urban–rural bus services with shared passenger-freight transport: Formulation and a case study

IF 6.3 1区工程技术 Q1 ECONOMICS

Transportation Research Part A-Policy and Practice

Pub Date : 2025-02-01 DOI: 10.1016/j.tra.2024.104355

Xue Bing , Zhi-Chun Li , Xiaowen Fu

The bus sharing services for passenger and freight transport in urban–rural bus systems have recently been advocated as a useful tool for making full use of idle bus capacities during off-peak hours. This paper proposes a model for designing the bus services with shared passenger-freight transport in an urban–rural bus network. Different types of vehicles for bus services are considered, including regular and shared bus services. The proposed model aims to minimize the total social cost of the system by optimizing the numbers of regular and shared buses, bus schedules, and space allocation of shared buses’ compartments for passenger and freight transport. An adaptive large neighborhood search algorithm is developed to solve the proposed model. A case study of Hubei province, China is conducted to illustrate the performance of the proposed solution algorithm and to estimate and forecast the benefits generated by the shared passenger-freight transport services. The results show that the shared passenger-freight transport can significantly improve the efficiency of the urban–rural bus system and create a “win–win–win” situation for the passengers, the bus operator, and the society.

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引用次数: 0

Assessing the (in)equality of an x-minute city accounting for human mobility patterns

IF 6.3 1区工程技术 Q1 ECONOMICS

Transportation Research Part A-Policy and Practice

Pub Date : 2025-02-01 DOI: 10.1016/j.tra.2024.104354

Shanqi Zhang , Zhuomin Hu , Feng Zhen , Yu Kong , Ziyu Tong

Developing x-minute cities has become a global effort since the proposal of 15-minute city by Carlos Moreno who has reworked several earlier planning theories and practices. Against this background, a burgeoning body of research literature has proposed quantitative methods for evaluating cities’ progress towards the achievement of an x-minute city. However, current approaches predominately focus on the density and proximity aspects of x-minute cities, but underrepresent other critical aspects including the equality of x-minute cities. Human mobility patterns are also not accounted for in current approaches, leading to potential bias in evaluation results. This study bridges these research gaps by proposing an equality assessment framework that explicitly accounts for disparities in mobility patterns of different population groups. A mobility-aware accessibility metric is first proposed and then used as the basis for assessing the (in)equality of urban service provision across space and population groups. We use a full month of mobile phone signaling data in the city of Nanjing, China to obtain the activity patterns of different population groups. The case study suggests that not accounting for human mobility would lead to an overestimation of accessibility and accordingly a possibly too rosy view of achieving the x-minute city goal. In addition, the measurement of x-minute cities is sensitive to location, time, service types and population groups. These results have implications that developing an equitable x-minute city should move beyond the overly simplified proximity-based metric, but further accounts for different population groups’ varying mobility patterns and their interactions with urban services.

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引用次数: 0

The pandemic is over but riders still fear infection − An extended behavioural model explaining post-pandemic transit avoidance related to perceived infection fear

IF 6.3 1区工程技术 Q1 ECONOMICS

Transportation Research Part A-Policy and Practice

Pub Date : 2025-02-01 DOI: 10.1016/j.tra.2024.104363

Rumana Sarker, Graham Currie, James Reynolds

In 2023, transit ridership in most global cities is still below pre-COVID levels. While transit avoidance due to perceived infection fear is a key issue affecting patronage recovery, behavioural models to explain post-pandemic transit use and perceived infection fear are very limited and have not been widely adopted in research. This paper develops an extended theoretical model of transit avoidance from perceived infection fear that integrates Protection Motivation Theory (PMT) with normative influences; namely personal norm and social norm, as well as a measure of infection anxiety. This extended model is measured with a structural equation model (SEM) using data collected from a large online survey in Melbourne, Australia. Additionally, the mediating effects of personal norm, social influence and infection anxiety on transit avoidance is explored and the impact of home relocation is analysed. Results show that higher protection motivation is strongly related to post-COVID transit avoidance. Moreover, personal norm is a stronger predictor of protection motivation compared to threat appraisal and coping appraisal. Infection anxiety also has a significant positive relationship with protection motivation, suggesting that perceived infection fear is still affecting transit avoidance. Comparing the model results, it is evident that while the conventional PMT is effective in predicting long-term transit avoidance, the extended PMT model shows a better goodness-of-fit and explanatory power. Therefore, the extended PMT model developed for this study provides a deeper understanding of the relationships between protection motivation and post-COVID transit avoidance. Several implications for research and practice are suggested.

246 words.

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引用次数: 0

Effectiveness of collaborative policy tools for promoting electric vehicles

IF 6.3 1区工程技术 Q1 ECONOMICS

Transportation Research Part A-Policy and Practice

Pub Date : 2025-02-01 DOI: 10.1016/j.tra.2025.104382

Wen Wen , Shuo Yang , Richard M. Walker , Peng Zhou

The tools of government play a critical role in prospective emerging industries such as electric vehicles (EV) and are of great importance during periods of crisis. With limited capacities and resources during the COVID-19 pandemic, governments adopted collaborative policy tools to achieve strategic goals by gathering social resources. However, existing evidence indicates that collaborative policy tools can lead to uncertain outcomes, notably because of goal ambiguity and complex relationships among stakeholders. In this study, we assess the effectiveness of a collaborative program (engaging local governments, an NGO, and multiple EV manufacturers) − named “New Energy Vehicle to Countryside (NEV2C)” − to promote EV sales in rural areas. Drawing on panel data covering 24 months and 31 provinces, we use a set of two-way fixed-effect models and counterfactual estimators to evaluate the overall effectiveness of the NEV2C program and to capture the moderating effects of local conditions and local policies. The results indicate that the NEV2C program effectively increases EV sales in the treated provinces. The local number of charging piles and the local income level are positively associated with the NEV2C effectiveness. The local EV purchase subsidies could work as complementary support to improve the NEV2C effectiveness. Based on the findings of this study, we suggest governments adopt collaborative policy tools more frequently, especially during a time of crisis, such as the pandemic, paying careful attention to the policy arena, sectoral choice, and working mechanisms. To promote a specific emerging industry like EV using collaborative policy tools, we recommend first implementing demonstration programs in the regions with better industrial foundations, market potential, and local policy support to improve program effectiveness.

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引用次数: 0

Investigating the willingness of shifting to MaaS in one-trip scenarios: Insights from comparative stated surveys

IF 6.3 1区工程技术 Q1 ECONOMICS

Transportation Research Part A-Policy and Practice

Pub Date : 2025-02-01 DOI: 10.1016/j.tra.2025.104384

Enjian Yao , He Hao , Long Pan , Rongsheng Chen , Yue Wang , Hui Xiao

Considered as a potential solution to improve transport systems, Mobility-as-a-Service (MaaS) has attracted considerable attention and has been widely studied. However, how to guide users to shift from their current travel behavior (or non-MaaS) to MaaS at its early stage still needs more insights, which is critical for the sustainable development of MaaS. Motivated by this, we conducted a stated preference (SP) survey in Beijing with a novel experiment manner, which provides respondents with comparative scenarios to ask them to focus on differences between MaaS options and provided unimodal modes. Further, a latent-class-based model is developed, integrating travel habit and cross-scenario variables collected from the comparative SP experiments. According to the estimation results, we obtain two classes. The first represents respondents who tend to be familiar with MaaS and use shared mobility, and the other represents car enthusiasts. With respect to the preferences of these two classes, respondents in the former class may generate higher utility for all MaaS options. That said, they also tend to keep their mode choice in the scenario without MaaS when they choose private cars or taxis. On the contrary, respondents in the latter class may be negative about all MaaS options. Despite this, the previous mode choice of public transportation (PT) positively affects choosing MaaS options including PT. Further, we propose the shift to MaaS index to quantify willingness to shift to MaaS. Our findings demonstrate that respondents in class 1 are much more likely to shift to MaaS, and decreasing trip time does not have a strong effect on shifting to MaaS. Accordingly, some insights and policy implications are proposed for MaaS development, including promotional strategies, current transport mode changes, and the direction of MaaS development.

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引用次数: 0

Understanding worthwhile travel time: An empirical study of travel experiences across transport modes

IF 6.3 1区工程技术 Q1 ECONOMICS

Transportation Research Part A-Policy and Practice

Pub Date : 2025-02-01 DOI: 10.1016/j.tra.2024.104336

Veronique Van Acker , Yannick Cornet , Dimitris Milakis , Eva Malichová , Manuel Ojeda-Cabral

The concept of worthwhile travel time (WTT, Cornet et al., 2022) provides insight into how travellers perceive their travel time. Worthwhileness can be linked to multiple domains, including enjoyment, fitness, and productivity. This study leverages the full open dataset collected by the Woorti app, comprising 38,838 validated trip legs in 8 countries, to empirically substantiate the WTT concept across walking, cycling, public transport, and private motorised travel. Using a structural equation modelling (SEM) approach, we analyse the intertwined relationships among traveller and trip characteristics, experience factors, and travel activities that influence perceived WTT. Our findings reveal that perceived WTT for walking and cycling is higher than for public or private motorised travel. For active modes like walking and cycling, enjoyment impacts perceived WTT more than fitness. Enjoyment is enabled by accompanying someone and listening to audio for walkers, and by thinking and the act of cycling itself for cyclists. For public transport travellers, perceived WTT is determined by personal productivity (browsing the internet, thinking, talking), followed by enjoyment (listening to audio, relaxing, watching/gaming). For private motorised travellers, perceived WTT is determined almost equally by personal productivity (thinking, driving itself) and enjoyment (accompanying someone, talking). Our empirical evidence emphasises the importance of policies that enhance the quality of travel time, such as safe and pleasant infrastructure for walking and cycling, uninterrupted internet access in public transport, and accommodating seating. The paper argues for a more explicit investigation of the factors that make travel time worthwhile, to enable policy makers to better include the enrichment of the travel experience in their decisions.

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引用次数: 0

How the built environment shapes our daily journeys: A nonlinear exploration of home and work environments’ relationship with active travel in Shanghai, China

IF 6.3 1区工程技术 Q1 ECONOMICS

Transportation Research Part A-Policy and Practice

Pub Date : 2025-02-01 DOI: 10.1016/j.tra.2025.104377

Huaxiong Jiang , Qinran Zhang , Kaifei Guo , Marco Helbich , Haoran Yang

In this study, we examined the built environment’s nonlinear relationships and threshold effects on the active travel of 1,002 full-time employees in Shanghai, China. Using gradient boosting decision trees (GBDTs), we considered active travel and objectively measured and perceived built environmental correlates at both the residential and workplace levels. Our results showed that 1) both residential and workplace built environment attributes tend to have a nonlinear relationship and that threshold effects exist until active travel is related; 2) compared with the perceived built environment, the objective features of the built environment had distinct explanatory power, while the relationships followed either (inverted) V-shapes or were roughly linear; 3) relationships of the built environment, regardless of whether they were measured objectively or perceived, deviated between residential and workplace locations; and 4) the built environment was more strongly related with walking rather than cycling at both the residential and workplace levels. Overall, the findings provide policy-makers with more effective neighborhood planning strategies to facilitate active travel-friendly environments.

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引用次数: 0