Transportation Research Part A-Policy and Practice最新文献_第7页

How do the awareness of AI benefits and government subsidies affect green transport adoption: the moderating role of technology interest and engagement 对人工智能效益和政府补贴的认识如何影响绿色交通的采用：技术兴趣和参与的调节作用

IF 6.8 1区工程技术 Q1 ECONOMICS

Transportation Research Part A-Policy and Practice

Pub Date : 2025-12-24 DOI: 10.1016/j.tra.2025.104846

Duy Quy Nguyen-Phuoc , Thi Minh Truong , Thao Nhi Ho-Mai , Tuan Trong Luu , Zhi-Chun Li

In low- and middle-income countries, the extensive use of internal combustion engine motorcycles contributes to environmental degradation and urban challenges. Electric motorcycles (EMs) present a viable solution, yet their adoption remains limited. While previous research has primarily focused on technological knowledge, less attention has been given to the influence of consumer awareness regarding government subsidies and EMs’ technological advancements on adoption behavior. This study addresses this gap by extending the Value-Attitude-Behavior (VAB) model to include two underexplored constructs: (1) knowledge and awareness of government subsidy policies and initiatives, and (2) knowledge and awareness of AI-driven benefits for EMs. The study also investigates the moderating role of consumers’ technology interest and engagement within the VAB framework. Using data collected in Vietnam and analyzed through Partial Least Squares Structural Equation Modeling (PLS-SEM), the results obtained demonstrate that the added knowledge and awareness-related constructs, alongside perceived value, significantly influence the intention to adopt EMs. Additionally, consumers’ technology interest and engagement are found to moderate these relationships. These findings highlight the importance of targeted policies and strategies that address knowledge gaps and leverage consumer engagement to accelerate EM adoption, promoting a sustainable transformation in the transportation sector.

在低收入和中等收入国家，内燃机摩托车的广泛使用助长了环境退化和城市挑战。电动摩托车提供了一个可行的解决方案，但它们的采用仍然有限。虽然以往的研究主要集中在技术知识上，但很少关注消费者对政府补贴和新兴市场技术进步的意识对采用行为的影响。本研究通过扩展价值-态度-行为（Value-Attitude-Behavior， VAB）模型来解决这一差距，该模型包括两个未被充分探索的结构：(1)对政府补贴政策和举措的认识和认识，以及(2)对新兴市场人工智能驱动的利益的认识和认识。本研究还探讨了消费者的技术兴趣和参与在VAB框架内的调节作用。利用在越南收集的数据，并通过偏最小二乘结构方程模型（PLS-SEM）进行分析，获得的结果表明，增加的知识和意识相关结构，以及感知价值，显著影响了采用新兴市场管理的意愿。此外，消费者的技术兴趣和参与程度也会调节这些关系。这些发现强调了有针对性的政策和战略的重要性，这些政策和战略可以解决知识差距问题，并利用消费者的参与来加速新兴市场的采用，促进交通运输行业的可持续转型。

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引用次数: 0

Do negative experiences of car dependence foster support for car use restrictions? Evidence from Polish urban regions 汽车依赖的负面经历会促进对汽车使用限制的支持吗？来自波兰城市地区的证据

IF 6.8 1区工程技术 Q1 ECONOMICS

Transportation Research Part A-Policy and Practice

Pub Date : 2025-12-24 DOI: 10.1016/j.tra.2025.104843

Dawid Krysiński , Filip Schmidt , Michał Czepkiewicz , Cezary Brudka

While restrictive transport policies aimed at reducing car use are among the most effective strategies for promoting sustainable mobility, they are often met with strong public and political resistance. This article investigates whether experiencing negative consequences of car dependence can generate public support for such measures, challenging the dominant narrative of societal opposition and locked-in nature of car dependent systems. Drawing on survey data from metropolitan areas in Poland and combining k-means clustering with generalized linear models, the study identifies a distinct group of respondents who, despite relying heavily on private cars, experience above-average transport poverty and express significant support for car-restrictive policies. These findings contribute to a more nuanced understanding of public attitudes, highlighting that dissatisfaction with car-based mobility can foster openness to change – even among those most dependent on cars. Ultimately, this research calls for a broader conceptualization of car dependence that accounts for its subjective burdens, offering new insights into how socially embedded resistance to mobility reform might be overcome.

虽然旨在减少汽车使用的限制性运输政策是促进可持续机动性的最有效战略之一，但这些政策往往遭到公众和政治上的强烈抵制。本文调查了经历汽车依赖的负面后果是否会产生公众对这些措施的支持，挑战了社会反对和汽车依赖系统锁定性质的主导叙述。根据波兰大都市地区的调查数据，并结合k均值聚类和广义线性模型，该研究确定了一组独特的受访者，他们尽管严重依赖私家车，但经历了高于平均水平的交通贫困，并对限车政策表示强烈支持。这些发现有助于更细致地理解公众的态度，强调对汽车出行的不满可以促进对变革的开放态度——即使是那些最依赖汽车的人。最终，这项研究呼吁对汽车依赖进行更广泛的概念化，以解释其主观负担，为如何克服社会对交通改革的根深蒂固的抵制提供新的见解。

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引用次数: 0

Evidence of intertemporal bias in a stated preferences route choice experiment 陈述偏好路径选择实验中跨期偏差的证据

IF 6.8 1区工程技术 Q1 ECONOMICS

Transportation Research Part A-Policy and Practice

Pub Date : 2025-12-23 DOI: 10.1016/j.tra.2025.104835

Bastian Henriquez-Jara , C. Angelo Guevara

Intertemporal biases can occur in both retrospective assessments (e.g., recalling travel satisfaction) and prospective choices (e.g., choosing a route). In the former, memories of experiences are influenced by specific portions of the event, causing the recalled value to diverge from the normative or averaged value. In the latter, when choices involve alternatives that yield time-delayed outcomes, the utility of each alternative may be affected by the temporal order of those outcomes. Although such effects have been widely documented in various domains, recent studies of retrospective bias in transport argue that travel satisfaction evaluations are not subject to these distortions, and prospective biases have been scarcely explored. This article revisits intertemporal biases in transport using a stated preference route choice experiment in which two randomly assigned groups of participants choose between two car routes differing in the timing of congestion. The first group (

N = 205

) was instructed to imagine taking each route for the first time (prospective evaluation), while the second group (

N = 198

) was asked to imagine having taken both routes previously and to choose which one they would prefer to repeat (retrospective evaluation). Results show that, in both conditions, participants exhibited a bias toward routes with better endings, consistent with various findings from behavioral research and contradicting some findings reported for transportation. A mixed logit model with random parameters confirms that the effect is consistent across individuals. Further analysis indicates that the bias is not moderated by automatic behavioral tendencies, which are often assumed to influence cognitive biases. These findings point to a systematic distortion in the assessment of travel alternatives with temporally ordered attributes. We conclude by discussing implications for transport models, which, by the nature of the problem, deal with choices or evaluations of outcomes occurring at different time points and are therefore prone to intertemporal biases.

跨期偏差可能发生在回顾性评估（如回忆旅行满意度）和前瞻性选择（如选择路线）中。在前者中，经历的记忆受到事件的特定部分的影响，导致回忆值偏离规范或平均值。在后一种情况下，当选择涉及产生时间延迟结果的备选方案时，每个备选方案的效用可能受到这些结果的时间顺序的影响。尽管这种影响在各个领域都有广泛的记录，但最近对交通运输中的回顾性偏见的研究认为，旅行满意度评估不受这些扭曲的影响，而且对前瞻性偏见的研究很少。这篇文章使用一个陈述偏好路线选择实验来重新审视交通中的跨期偏差，在该实验中，两组随机分配的参与者在两条拥堵时间不同的汽车路线之间进行选择。第一组（N=205）被要求想象每条路线都是第一次走（前瞻性评估），而第二组（N=198）被要求想象以前走过这两条路线，并选择他们更愿意重复的一条（回顾性评估）。结果表明，在这两种情况下，参与者都表现出对结局更好的路线的偏好，这与行为研究的各种发现一致，与交通研究的一些发现相矛盾。一个带有随机参数的混合logit模型证实了这种效应在个体之间是一致的。进一步的分析表明，这种偏见并没有被自动行为倾向所缓和，而自动行为倾向通常被认为会影响认知偏见。这些发现指出，在评估具有时间有序属性的旅行选择时存在系统性的扭曲。最后，我们讨论了对运输模式的影响，根据问题的性质，运输模式处理在不同时间点发生的结果的选择或评估，因此容易产生跨期偏差。

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引用次数: 0

Evaluating age-friendly public transportation: A novel smart card data approach analyzing travel time differences between older and younger travelers after controlling for confounding effects 评估老年人友好型公共交通：一种新的智能卡数据方法，在控制混杂效应后分析老年人和年轻人的旅行时间差异

IF 6.8 1区工程技术 Q1 ECONOMICS

Transportation Research Part A-Policy and Practice

Pub Date : 2025-12-23 DOI: 10.1016/j.tra.2025.104842

Shuyu Lei , Mingzhi Zhou , Weipeng Deng , Yihong Tang , Jiangping Zhou

Age-friendly public transportation systems have gained increasing prominence in public policy discourse. However, the conceptualization and assessment of ‘age-friendliness’ remain underdeveloped. To address this gap, we propose a novel framework for the evaluation of age-friendliness in metro systems, which utilizes the widely available smart card data in the public transportation sector.

Using travel time differences (TTD) as a proxy measure for age-friendliness at the station and station-pair levels, we analyzed disparities between older and younger adult metro users in Hong Kong. After controlling for system familiarity via k-means clustering into frequency subclusters (frequent, moderate, and infrequent) and for temporal variations, we identified significant TTD disparities, especially during weekday morning peaks. Using a scoring system to pinpoint consistently problematic stations and high-impact routes for older adults, we identified geographic clusters of high-TTD locations around major interchange hubs and peripheral stations. Multivariate analysis of variance further demonstrated that environmental configurations, interchange complexity, and travel frequency significantly influence TTD. Notably, stations with high structural complexity consistently exhibited greater TTD despite high levels of effort-reducing pedestrian facilities provision. These effects are particularly pronounced among moderate and infrequent travelers during morning peaks and off-peak periods. In conclusion, our study presents a scalable, data-driven approach for identifying priority locations for targeted age-friendly improvements in metro systems.

老年人友好型公共交通系统在公共政策论述中日益突出。然而，“友善长者”的概念和评估仍不发达。为了解决这一差距，我们提出了一个新的框架来评估地铁系统的年龄友好性，该框架利用了公共交通部门广泛可用的智能卡数据。本文以旅行时差（TTD）作为车站和车站对年龄友好度的替代指标，分析了香港地铁老年人和年轻人之间的差异。在通过k-means聚类控制系统熟悉度到频率子聚类（频繁、中等和不频繁）和时间变化之后，我们确定了显著的TTD差异，特别是在工作日早晨的高峰。我们使用一个评分系统来确定一直存在问题的车站和对老年人影响较大的路线，确定了主要换乘枢纽和外围车站周围高ttd位置的地理集群。多变量方差分析进一步表明，环境配置、交换复杂程度和出行频率对TTD有显著影响。值得注意的是，结构复杂程度高的车站，尽管提供了高水平的步行设施，但仍然表现出更大的TTD。这些影响在早高峰和非高峰期间的中度和不频繁的旅行者中尤为明显。总之，我们的研究提出了一种可扩展的、数据驱动的方法，用于确定地铁系统中针对老年人友好型改进的优先位置。

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引用次数: 0

Heterogeneous fare sensitivity in microtransit: evidence from a natural experiment 微交通的异质性票价敏感性：来自自然实验的证据

IF 6.8 1区工程技术 Q1 ECONOMICS

Transportation Research Part A-Policy and Practice

Pub Date : 2025-12-22 DOI: 10.1016/j.tra.2025.104814

Jia Li , Chuck Moul

Small cities and outer suburbs increasingly turn to on-demand microtransit systems to provide public transportation in low-density areas. As pandemic-era subsidies expire, policymakers need evidence on how fare changes affect ridership and revenue. We study Wilson, North Carolina, which in 2020 replaced its fixed-route bus service with citywide on-demand microtransit. Leveraging detailed rider-level trip data and a natural experiment involving a fare increase, we show that aggregate stability masks large rider-level variation. A two-part structural model further reveals that fare sensitivity differs sharply by usage: low-frequency riders cut usage substantially, while high-frequency riders show only modest reductions. A simulated 40 % fare increase raises revenue by just 7 %, as losses from the large share of price-sensitive riders leave only limited net gains from the smaller group of inelastic riders. Traditional aggregate models that impose constant fare responsiveness risk overstating the fiscal benefits of uniform fare hikes, as our simulations demonstrate. Our framework can be applied to other microtransit systems and technology-enabled transit services with rider records. It also offers guidance for designing stated-preference surveys widely used by transportation agencies, enabling them to incorporate revealed rider heterogeneity into forecasts when rider-level trip data are unavailable. More broadly, this study bridges transportation policy, industrial organization, and marketing by treating microtransit as a market for mobility where pricing, segmentation, and equity interact.

小城市和远郊越来越多地转向按需微交通系统，在低密度地区提供公共交通。随着大流行时期的补贴到期，政策制定者需要关于票价变化如何影响乘客和收入的证据。我们研究了北卡罗来纳州的威尔逊，该城市在2020年用全市按需微交通取代了固定路线的公交服务。利用详细的乘客级别旅行数据和涉及票价上涨的自然实验，我们表明总体稳定性掩盖了乘客级别的巨大变化。一个由两部分组成的结构模型进一步揭示了票价敏感性因使用而有很大差异：低频乘客大幅减少了使用量，而高频乘客只显示出适度的减少。模拟40%的票价上涨只增加了7%的收入，因为大部分对价格敏感的乘客的损失只留下了一小部分没有弹性的乘客的有限净收益。正如我们的模拟所证明的那样，施加恒定票价响应的传统汇总模型有夸大统一票价上涨的财政效益的风险。我们的框架可以应用于其他有乘客记录的微交通系统和技术支持的交通服务。它还为设计被运输机构广泛使用的州偏好调查提供了指导，使他们能够在无法获得乘客级别的旅行数据时，将揭示的乘客异质性纳入预测。更广泛地说，本研究通过将微交通视为一个定价、细分和公平相互作用的移动市场，将交通政策、产业组织和营销联系起来。

{"title":"Heterogeneous fare sensitivity in microtransit: evidence from a natural experiment","authors":"Jia Li , Chuck Moul","doi":"10.1016/j.tra.2025.104814","DOIUrl":"10.1016/j.tra.2025.104814","url":null,"abstract":"<div><div>Small cities and outer suburbs increasingly turn to on-demand microtransit systems to provide public transportation in low-density areas. As pandemic-era subsidies expire, policymakers need evidence on how fare changes affect ridership and revenue. We study Wilson, North Carolina, which in 2020 replaced its fixed-route bus service with citywide on-demand microtransit. Leveraging detailed rider-level trip data and a natural experiment involving a fare increase, we show that aggregate stability masks large rider-level variation. A two-part structural model further reveals that fare sensitivity differs sharply by usage: low-frequency riders cut usage substantially, while high-frequency riders show only modest reductions. A simulated 40 % fare increase raises revenue by just 7 %, as losses from the large share of price-sensitive riders leave only limited net gains from the smaller group of inelastic riders. Traditional aggregate models that impose constant fare responsiveness risk overstating the fiscal benefits of uniform fare hikes, as our simulations demonstrate. Our framework can be applied to other microtransit systems and technology-enabled transit services with rider records. It also offers guidance for designing stated-preference surveys widely used by transportation agencies, enabling them to incorporate revealed rider heterogeneity into forecasts when rider-level trip data are unavailable. More broadly, this study bridges transportation policy, industrial organization, and marketing by treating microtransit as a market for mobility where pricing, segmentation, and equity interact.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"204 ","pages":"Article 104814"},"PeriodicalIF":6.8,"publicationDate":"2025-12-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145823206","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}

引用次数: 0

The persistence of default effects: Evidence from CO2 offsetting in cargo transportation 违约效应的持久性：来自货物运输中二氧化碳抵消的证据

IF 6.8 1区工程技术 Q1 ECONOMICS

Transportation Research Part A-Policy and Practice

Pub Date : 2025-12-22 DOI: 10.1016/j.tra.2025.104838

Kirsten Thommes, Miro Mehic

Research has shown that default settings can substantially influence pro-environmental behavior. While prior studies have largely focused on individual, one-time decisions in private households, little is known about the persistence of such effects in professional contexts. This paper examines how default settings affect business procurement decisions in cargo transportation and how these effects evolve over time. We analyze field data from more than 200,000 transportation bookings over a 15-month period on an online platform where customers could choose to offset their CO₂-emissions. The platform changed its default option from opt-in to opt-out for CO₂ offsetting. Following this change, offsetting rates increased sharply from about 12 % to about 85 % of all bookings. After roughly 12 weeks, the effect stabilized at around 50 % and remained steady thereafter. Additional analyses show that CO₂ offsetting was not related to the sender’s regional environmental consciousness, local emission levels, or inattentive purchasing behavior (e.g., nighttime bookings), but was instead associated with the perceived pro-environmental orientation of recipients. Moreover, the default change did not reduce the cargo firm’s revenues. These findings indicate that implementing opt-out defaults can effectively foster lasting behavioral change even among professional decision-makers.

研究表明，默认设置可以极大地影响亲环境行为。虽然之前的研究主要集中在私人家庭中的个人一次性决定上，但对这种影响在职业环境中的持久性知之甚少。本文考察了默认设置如何影响货物运输中的企业采购决策，以及这些影响如何随着时间的推移而演变。我们在一个在线平台上分析了15个月内超过20万次运输预订的现场数据，客户可以在该平台上选择抵消其二氧化碳排放。该平台将二氧化碳抵消的默认选项从“选择加入”改为“选择退出”。在这一变化之后，抵销率从所有预订的12%急剧上升到85%左右。大约12周后，效果稳定在50%左右，此后一直保持稳定。额外的分析表明，二氧化碳抵消与发送者的区域环境意识、当地排放水平或漫不经心的购买行为（例如，夜间预订）无关，而是与接收者感知到的亲环境取向有关。此外，违约变更并未减少货运公司的收入。这些发现表明，即使在专业决策者中，实施选择退出默认也能有效地促进持久的行为改变。

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引用次数: 0

Remote, on-site, or flexible: hybrid choice modelling of urban–rural heterogeneity in work arrangements 远程、现场或灵活：工作安排中城乡异质性的混合选择模型

IF 6.8 1区工程技术 Q1 ECONOMICS

Transportation Research Part A-Policy and Practice

Pub Date : 2025-12-22 DOI: 10.1016/j.tra.2025.104848

Maisha Ghani , Oleksandr Rossolov , Muhammad Ahsanul Habib

Amid the diversification of work arrangements post COVID-19 and rapid advances in information and communication technologies (ICTs), this study examines how urban and rural individuals in Nova Scotia choose between on-site, hybrid, and remote work. Employing hybrid choice models using the 2022–23 NovaTRAC survey data, the analysis explores the urban–rural divide in the constraining and facilitating factors influencing work arrangement preferences. The results confirm that sociodemographic, dwelling, daily activity, mobility, and accessibility attributes, as well as latent attitudinal factors, are significant determinants of work mode choice across both regions. Urban residents with digital lifestyle orientations and reduced auto dependency are more inclined toward remote and hybrid work, respectively, while in rural areas, flexible work advocacy predicts hybrid preference, and private lifestyle orientation is linked to fully remote work. These latent attitudes are further shaped by age, household size, and education. Moreover, rural residents with greater discretionary and maintenance activity needs are more likely to prefer hybrid work. Lower-income rural residents tend to work on-site, even when employed in urban areas. Urban residents without private vehicles and with limited transit access are more likely to remote work. Individuals highly engaged in non-work online activities show stronger preferences for telework in both regions. Shorter working hours and long-distance auto commutes further reinforce the likelihood of remote work. Complementary pseudo-elasticity simulations highlight that the magnitude of these effects differs markedly across urban and rural contexts, with commuting burden and reduced work duration exerting disproportionately strong impacts in rural settings.

在2019冠状病毒病后工作安排多样化和信息通信技术快速发展的背景下，本研究考察了新斯科舍省城乡居民如何在现场工作、混合工作和远程工作之间做出选择。采用混合选择模型，利用2022-23年NovaTRAC调查数据，分析城乡差异对工作安排偏好的制约和促进因素。结果证实，社会人口、居住、日常活动、流动性和可达性属性，以及潜在的态度因素，是两个地区工作模式选择的重要决定因素。数字生活方式取向和汽车依赖程度较低的城市居民分别更倾向于远程工作和混合工作，而在农村地区，灵活工作倡导预示着混合工作偏好，私人生活方式取向与完全远程工作有关。这些潜在的态度进一步受到年龄、家庭规模和教育程度的影响。此外，有更大的自由裁量权和维护活动需求的农村居民更有可能选择混合工作。低收入的农村居民倾向于在现场工作，即使他们在城市地区工作。没有私家车和交通受限的城市居民更有可能远程工作。在这两个地区，高度参与非工作在线活动的个人对远程办公表现出更强的偏好。更短的工作时间和长途汽车通勤进一步增加了远程工作的可能性。互补的伪弹性模拟强调，这些影响的程度在城市和农村环境中有显著差异，通勤负担和工作时间的减少在农村环境中产生了不成比例的强烈影响。

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引用次数: 0

Corrigendum to “Assessing the applicability of the 15-minute city: Insights from a spatial accessibility perspective”. [Transp. Res. Part A 199 (2025) 104579] “评估15分钟城市的适用性：从空间可达性角度的见解”的更正。(透明。Res. A部199 (2025)104579]

IF 6.8 1区工程技术 Q1 ECONOMICS

Transportation Research Part A-Policy and Practice

Pub Date : 2025-12-19 DOI: 10.1016/j.tra.2025.104837

Xuan Feng , Ning Jia , Xiaohan Su , Matthew D. Adams , Yongqi Deng , Shuai Ling

引用次数: 0

Can driving automation make demand responsive transit viable? A strategic modeling approach 自动化驾驶能使需求响应式交通变得可行吗？战略建模方法

IF 6.8 1区工程技术 Q1 ECONOMICS

Transportation Research Part A-Policy and Practice

Pub Date : 2025-12-19 DOI: 10.1016/j.tra.2025.104839

Amir Brudner , Anne S. Patricio , Gonçalo Gonçalves Duarte Santos , António Pais Antunes , Moshe Ben-Akiva

This research investigates the viability and potential advantages of deploying a Demand-Responsive Transit (DRT) service in low-demand areas, with a particular focus on the role of driverless technology. Central to the analysis is a strategic modeling framework that captures the interaction between a transit regulator and a service operator. We propose a two-stage game-theoretic model in which the regulator sets the fare per kilometer and the operator responds by optimizing operations through an integer linear programming (ILP) model. This framework integrates demand estimation based on fare and service attributes with operational decision-making, enabling a systematic and computationally efficient evaluation of policy scenarios without relying on complex agent-based simulations.

Findings reveal that although human-operated DRT services can improve consumer surplus, they are economically inefficient due to high operational costs and required subsidies, which often lead to their failure. In contrast, driverless DRT services emerge as a viable alternative, with substantially lower costs and improved social welfare compared to human-operated DRT, especially when using low-capacity vehicles. However, despite their advantages, driverless DRT services still require significantly higher subsidies than fixed-route public transportation. Furthermore, optimizing fare levels remains essential to balancing financial sustainability with maximizing social welfare. Our results suggest that a moderate fare increase of approximately 50 % is necessary to enhance social welfare, though the service remains dependent on external funding. Therefore, policymakers and transit agencies should explore the potential of driverless technology while carefully considering pricing strategies and subsidy structures to ensure long-term feasibility in rural and low-density areas.

本研究调查了在低需求地区部署需求响应交通（DRT）服务的可行性和潜在优势，特别关注无人驾驶技术的作用。分析的核心是一个战略建模框架，该框架捕捉了交通监管机构和服务运营商之间的交互。我们提出了一个两阶段博弈论模型，其中监管者设定每公里票价，运营商通过整数线性规划（ILP）模型优化运营。该框架将基于票价和服务属性的需求估计与运营决策相结合，实现了对政策情景的系统和计算效率评估，而无需依赖复杂的基于代理的模拟。研究结果表明，虽然人工操作的DRT服务可以改善消费者剩余，但由于运营成本高和需要补贴，它们在经济上效率低下，这往往导致它们的失败。相比之下，无人驾驶DRT服务作为一种可行的替代方案出现，与人工驾驶DRT相比，其成本大幅降低，社会福利得到改善，尤其是在使用低容量车辆时。然而，尽管有这些优势，无人驾驶DRT服务仍然需要比固定路线的公共交通高得多的补贴。此外，优化票价水平对于平衡财务可持续性和最大化社会福利仍然至关重要。我们的研究结果表明，适度的票价上涨约50%是必要的，以提高社会福利，尽管服务仍然依赖于外部资金。因此，政策制定者和交通机构应该探索无人驾驶技术的潜力，同时仔细考虑定价策略和补贴结构，以确保在农村和低密度地区的长期可行性。

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引用次数: 0

Transfer perception in multimodal public transport networks 多式联运公共交通网络中的转移感知

IF 6.8 1区工程技术 Q1 ECONOMICS

Transportation Research Part A-Policy and Practice

Pub Date : 2025-12-18 DOI: 10.1016/j.tra.2025.104841

Caio Gustavo Coelho Guimarães, Francisco Moraes Oliveira-Neto

In the context of the growth of trunk-feeder transportation systems, transfers can negatively impact the user experience. Although the perception of transfers is widely addressed in the literature, gaps still exist concerning the factors that influence the subjectivity of this perception. Thus, this research aimed to develop a methodology for assessing how users of a multimodal public transportation system perceive transfers, identifying the relationships of key determinants influencing this perception and proposing a method to measure transfer perception while considering these conditioning factors. To achieve this, a specific literature review was conducted to consolidate hypotheses regarding the effects of transfers on users’ perceptions, emphasizing the role of subjective variables in perception. An integrated choice model with latent variables was proposed to measure the identified effects. To test the methodology, a case study was conducted in Fortaleza, Brazil. The results highlight the impact of individual attitudes and transfer conditions on perception within the context of Fortaleza, demonstrating the applicability of integrated models in transfer scenarios and providing methodological and phenomenological contributions with significant implications for transit planning.

在干线运输系统增长的背景下，换乘会对用户体验产生负面影响。虽然对转移的看法在文献中得到了广泛的讨论，但在影响这种看法主观性的因素方面仍然存在差距。因此，本研究旨在开发一种方法来评估多式联运公共交通系统的用户如何感知换乘，确定影响这种感知的关键决定因素的关系，并提出一种在考虑这些条件因素的情况下测量换乘感知的方法。为了实现这一点，我们进行了一项具体的文献综述，以巩固关于转移对用户感知影响的假设，强调主观变量在感知中的作用。提出了一个包含潜在变量的综合选择模型来衡量识别的效果。为了验证该方法，在巴西福塔莱萨进行了一个案例研究。研究结果强调了福塔莱萨的个人态度和迁移条件对感知的影响，证明了综合模型在迁移情景中的适用性，并为交通规划提供了方法论和现象学上的贡献。

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引用次数: 0