Transport Policy最新文献

{"title":"Investigating the influencing factors of cooperation between shared e-bikes and subway systems: A multivariate data analysis","authors":"Daqin Wei,&nbsp;Hongyang Zhang,&nbsp;Wei Tang,&nbsp;Jinrui Gong,&nbsp;Zhenyu Mei","doi":"10.1016/j.tranpol.2025.103825","DOIUrl":"10.1016/j.tranpol.2025.103825","url":null,"abstract":"<div><div>Shared electric bikes (shared e-bikes) are used to connect the public transportation and have gained popularity in numerous big cities over the past decades. However, the factors influencing the integrated use of shared e-bikes and subway remain unclear. Utilizing extensive individual trip data and built environment variables as independent factors, this study established a moderated multiple regression (MMR) model to explore the cooperation relationship between shared e-bikes and subway. The findings reveal that higher land-use diversity promote the combined use of shared e-bikes and subway by reducing long-distance bike trip. In contrast, higher road density facilitates the use of shared e-bikes for entire trips, thereby discouraging their use as a means of connecting to subways. Furthermore, the study uncovers disparities in public transportation usage across different socioeconomic classes. Additionally, shared e-bike's origin distance to the nearest subway station (ODS) and destination distance to the nearest subway station (DDS) were found to have an interaction effect on the cooperation level. Shared e-bike users whose travel purpose can be met within the pedestrian catchment area around subway stations are more likely to use e-bikes to solve the last mile problem. Temporal heterogeneity examination shows that subway proximity has higher influence on people's choice to integrate shared e-bikes with subways on weekdays than holidays. There findings provide references for shared e-bikes’ deployment and public transit planning.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"174 ","pages":"Article 103825"},"PeriodicalIF":6.3,"publicationDate":"2025-09-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145270079","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}

{"title":"Optimal fare model for inland waterway transport passengers' services","authors":"Ivan Serrano ,&nbsp;Victor Cantillo ,&nbsp;Ariel Arteta","doi":"10.1016/j.tranpol.2025.103820","DOIUrl":"10.1016/j.tranpol.2025.103820","url":null,"abstract":"<div><div>In many regions of the Global South, a significant portion of the population depends on inland waterway transport (IWT) to access remote areas. This study develops a microeconomic model to estimate socially optimal fares for passenger transport on IWT routes along Colombia's Magdalena River. Based on operational and demand data, the model identifies the most appropriate cost specification and demand structure, revealing that a linear demand function and a cost model with distance and capacity interactions best represent the system's dynamics. Socially optimal fares, calculated under welfare-maximising conditions, are consistently lower than current fares, which prioritize operator revenue over efficiency. Although optimal fares enhance accessibility and increase consumer surplus, they result in operational losses for providers, indicating the necessity of public subsidies or compensatory mechanisms. The model provides a replicable methodology for evaluating fare structures in similar contexts and offers clear policy implications for achieving equitable and efficient river transport systems.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"174 ","pages":"Article 103820"},"PeriodicalIF":6.3,"publicationDate":"2025-09-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145223100","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}

{"title":"Decarbonizing transport: EV production versus conventional vehicles","authors":"Bilal Aslam ,&nbsp;Bi Zhantian ,&nbsp;Muhammad Asif Amjad ,&nbsp;Guitao Zhang","doi":"10.1016/j.tranpol.2025.103821","DOIUrl":"10.1016/j.tranpol.2025.103821","url":null,"abstract":"<div><div>Countries striving to achieve net-zero targets face significant challenges from growing emissions, which remain a key driver of environmental pollution. Addressing this issue requires evaluating the role of both conventional motor and electric vehicle production. This study examines the role of motor and electric vehicle production (EV) in transport carbon emissions across 24 countries from 2010 to 2022. The study employs the CS-ARDL approach to address the potential cross-sectional dependence. The vehicle production presents a non-linear relationship with carbon emissions, as motivated by the STIRPAT framework and Environmental Kuznets Curve hypothesis. The findings reveal a U-shaped relationship between motor vehicle production and transport emissions. Specifically, emissions initially decline with increased production but begin to rise once output surpasses approximately 4436 units annually, indicating that unchecked expansion of conventional vehicles exacerbates environmental degradation in selected countries. In contrast, EV production exhibits an inverted U-shaped curve: while early-stage expansion slightly raises emissions due to energy-intensive manufacturing, production levels beyond 234 units annually lead to significant emission reductions, with estimates showing up to a 14 % decrease in CO₂ intensity. Furthermore, gross capital formation increases transport emissions, whereas globalization and urbanization reduce them. These results align with SDG 11, particularly target 11.2 on promoting sustainable transport systems and target 11.6 on reducing the environmental impact of cities, highlighting the need for greener mobility and urban infrastructure in vehicle-producing economies. This study emphasizes that effective regulation of conventional vehicles alongside the promotion of electric mobility is essential for achieving sustainable reductions in transport-related emissions.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"174 ","pages":"Article 103821"},"PeriodicalIF":6.3,"publicationDate":"2025-09-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145223101","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}

{"title":"City coordination for multi-regime interaction towards sustainability transition in urban mobility systems: an Italian case study","authors":"Federica Gasbarro,&nbsp;Francesca Bazzani","doi":"10.1016/j.tranpol.2025.103822","DOIUrl":"10.1016/j.tranpol.2025.103822","url":null,"abstract":"<div><div>Decarbonizing transportation is one of the most important global priorities for mitigating the consequences of climate change. Cities are key actors in the low-carbon mobility transition, as their shift towards sustainability will significantly influence the trajectory of this transition. Through a qualitative analysis of the mobility plans of all Italian provincial capitals, this study sheds light on the role of cities in coordinating multi-regime interaction within the sustainability transition of the urban mobility system. More specifically, it highlights how these institutions are working to destabilize the automobility regime, support more sustainable mobility regimes, and accelerate and stimulate niches and inter-regime niche innovations. Despite significant similarities in the instruments cities plan to implement, a cluster analysis revealed that modal split scenarios for 2030 vary substantially across cities, often reflecting baseline modal splits of different mobility regimes currently operating in the urban context. These differences may increase in the long term.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"174 ","pages":"Article 103822"},"PeriodicalIF":6.3,"publicationDate":"2025-09-23","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145270076","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}

{"title":"Incorporating revenue loss and congestion cost into rail freight subsidy design: Lessons learned from the China-Europe freight transportation network","authors":"Chi Xie ,&nbsp;Rusi Wang ,&nbsp;Dianlei Wang ,&nbsp;Bo Zou ,&nbsp;Xiaowen Fu ,&nbsp;Xiqun Chen ,&nbsp;Qing-Chang Lu","doi":"10.1016/j.tranpol.2025.103819","DOIUrl":"10.1016/j.tranpol.2025.103819","url":null,"abstract":"<div><div>Using the China-Europe freight transportation market as a real-world case, this study utilizes network-based evaluation and optimization models to analyze and improve the efficacy of government subsidies on China Railway Express (CRE). To ensure the completeness and effectiveness of the evaluation and optimization results, we include into the models the full range of CRE service lines, China-Europe liner shipping lines, major highway networks in China and Europe, and all types of containerized freight demands in the market. A multimodal, multicommodity freight transportation network equilibrium model explicitly considering transportation capacity is taken as a subsidy evaluation tool, which can characterize the individual mode-route choice behavior and take into account shipping cost, transit time, capacity-induced congestion surcharge, and unobserved transportation impedances as shippers' decision-making disutility. The evaluation work reveals that the currently implemented subsidy scheme increases the CRE-carried freight volume by 78.7 % in total. However, it does not perform equitably well for those CRE lines that experience heavy congestion or depart from coastal regions of China, and it even exacerbates the congestion of some CRE lines. To overcome these unexpected deficiencies, we propose and implement a subsidy optimization model of a bi-term objective and bi-level structure for simultaneously maximizing capacity utilization and minimizing congestion level of all CRE lines. This model embeds the aforementioned network equilibrium model as its submodel in the lower level. From the optimized subsidy scheme, we found that while the government's monthly average subsidy expenditure is lowered by 7.7 %, the total revenue loss and total congestion surcharge decrease by 27.7 % and 63.9 %, respectively, compared to the current subsidy scenario. This result indicates a tripartite win-win-win situation for the government, CRE operator, and cargo shippers. Overall, through such an optimal subsidy design, the social benefit generated by a subsidy expenditure of $1 increases from $0.69 to $1.20 to the entire China-Europe freight transportation market.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"174 ","pages":"Article 103819"},"PeriodicalIF":6.3,"publicationDate":"2025-09-23","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145333866","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}

{"title":"Exploring the macroeconomic drivers to electric vehicles sales in India- A panel data-based approach","authors":"Vijeta Singh ,&nbsp;Varsha Nerlekar ,&nbsp;Jitendra Kumar","doi":"10.1016/j.tranpol.2025.103818","DOIUrl":"10.1016/j.tranpol.2025.103818","url":null,"abstract":"<div><div>India has committed to achieving net-zero emissions by 2070, and promoting non-fossil fuel-based transport mechanisms is one of the key ways to accomplish this goal. In this context, electric vehicles (EVs) can make a positive contribution to reducing air pollution and mitigating greenhouse gas (GHG) emissions. India has a dynamic electric vehicle (EV) market, and the Economic Survey for 2023 predicts that India's EV market will experience a 49 % compounded annual growth rate (CAGR) between 2022 and 2030. The present study aims to investigate the macroeconomic determinants driving EV sales in India. Using panel data from 19 states/union territories (UTs)for two-wheeler EVs between 2015 and 2021 and applying the dynamic panel and two-stage least squares (2SLS) estimators, the study concluded that state net domestic product (SNDP) per capita, number of bank branches, per capita power availability, and presence of EV policy had a positive impact on two-wheeler EV sales while higher motor spirit consumption and inflation had a negative bearing on the two-wheeler EV sales. Based on the empirical results obtained, policy implications have been discussed.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"174 ","pages":"Article 103818"},"PeriodicalIF":6.3,"publicationDate":"2025-09-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145160386","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}

{"title":"Examining public pre-acceptance of license plate restriction policy cancellation using structural equation modeling: Evidence from Hangzhou","authors":"Yexing Yin ,&nbsp;Wenzhu Xu ,&nbsp;Gang Yu ,&nbsp;Sheng Jin ,&nbsp;Wenbin Yao","doi":"10.1016/j.tranpol.2025.103817","DOIUrl":"10.1016/j.tranpol.2025.103817","url":null,"abstract":"<div><div>To better understand the factors influencing the pre-acceptance of canceling the License Plate Restriction (LPR) policy among Hangzhou residents, a questionnaire survey was conducted with 958 residents, and two analytical methods were applied. Partial Least Squares Structural Equation Modeling (PLS-SEM) was used to examine the complex relationships between psychological factors. Meanwhile, ordinal logistic regression was employed to analyze the influence of socio-economic attributes, such as gender, family life cycle, commuting time, and vehicle ownership, on policy pre-acceptance. The results indicate that the acceptance of alternative measures, perceived infringement, social norms, post-acceptance of the LPR policy, perceived effectiveness, perceived cost-benefit, and fairness significantly influence the public's pre-acceptance of canceling the LPR policy. Through the analysis of socio-economic attributes, it was found that families with children, groups with higher travel demands, and those with fewer vehicles are more likely to support canceling the LPR policy. Among these, males show a greater willingness to cancel the LPR policy compared to females. This study provides valuable insights for policymakers, offering evidence-based recommendations for optimizing Traffic Demand Management (TDM) strategies, particularly as the effectiveness of the LPR policy declines over time. The findings are significant as they contribute to the understanding of public attitudes toward policy change and can inform future traffic management reforms.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"173 ","pages":"Article 103817"},"PeriodicalIF":6.3,"publicationDate":"2025-09-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145118193","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}

{"title":"Carbon emissions reduction in maritime supply chain under cap-and-trade and carbon tax policies","authors":"Tingsong Wang ,&nbsp;Lingxin Xia ,&nbsp;Yadong Wang","doi":"10.1016/j.tranpol.2025.103815","DOIUrl":"10.1016/j.tranpol.2025.103815","url":null,"abstract":"<div><div>Maritime carbon emissions have evolved into a pressing global environmental challenge. The cap-and-trade and carbon tax are two market-oriented policies adopted by many governments to reduce carbon emissions. However, the existing research on emission reduction policies either focuses on some methods within a single policy category or focuses on comparisons at the macro policy level. There is a lack of in-depth analyses on the implementation details of these two policies, namely, the quota allocation methods in cap-and-trade and the tax rate structures of carbon taxes. Therefore, this study integrates three carbon trading quota allocation methods: grandfathering (G), benchmarking (B), and historical intensity (HI) and two tax rate forms: flat-rate tax (FT) and progressive tax (PT) to establish a game-theoretic framework involving the government, the port company, and the shipping company. This study also analyzes the impacts of these methods on carbon emissions within the maritime supply chain (MSC). The main findings are as follows: (1) Methods G, HI, FT, and PT achieve emission reductions by constraining production quantities, whereas Method B risks emission increases due to output expansion. (2) Method B maximizes profits by scaling production quantities, outperforming Methods G and PT. These three methods (G, B, and PT) exhibit profit growth under carbon price increases, whereas Methods HI and FT experience profit declines as carbon prices rise. (3) Method B maximizes short-term profits but risks higher emissions, and Methods G and PT balance profits and emissions, while Methods HI and FT underperform and should be avoided.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"173 ","pages":"Article 103815"},"PeriodicalIF":6.3,"publicationDate":"2025-09-20","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145118194","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}

{"title":"Assessing the maturity of urban freight transport policies in France: Key factors influencing policy integration","authors":"Joris Drapeau ,&nbsp;David Carassus ,&nbsp;Gisèle Mendy-Bilek","doi":"10.1016/j.tranpol.2025.103816","DOIUrl":"10.1016/j.tranpol.2025.103816","url":null,"abstract":"<div><div>Recent studies have identified local authorities as key actors in the development, selection, and support of policies promoting sustainable urban logistics. Yet, despite normative pressure exerted by European directives, French planning documents still insufficiently consider urban logistics, and few measures have been taken to promote its sustainability. This study analyzed how urban logistics are considered in the public policies of 121 local French authorities. We also examined the factors favorable to integrating urban logistics into those policies as well as the role played by a French national program (InTerLUD) in such integration. Our analysis employed a maturity model, a survey, and a review of pertinent documents. The results revealed that although urban logistics is heterogeneously integrated into local policies, French local authorities are starting to develop a structured, coordinated strategy to promote it. They highlight that the French national program, which facilitates the integration of urban logistics into public policies by promoting voluntary commitment charters signed by local public and private actors, contributes to this development. Consequently, this article highlights the main contributions of the program as well as the challenges encountered in implementing these voluntary charters. Moreover, this study offers insights into how local authorities not involved in the program can address the obstacles they face as a result of insufficient political support or limited resources.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"173 ","pages":"Article 103816"},"PeriodicalIF":6.3,"publicationDate":"2025-09-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145118195","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}

{"title":"A comprehensive framework for the assessment of the effects of increased electric truck weights on road infrastructure: A New York City case study","authors":"Zerun Liu ,&nbsp;Tu Lan ,&nbsp;Zilin Bian ,&nbsp;Jingqin Gao ,&nbsp;Kaan Ozbay","doi":"10.1016/j.tranpol.2025.103808","DOIUrl":"10.1016/j.tranpol.2025.103808","url":null,"abstract":"<div><div>To reduce emissions due to truck-based freight transport, transitioning from internal combustion engine (ICE) trucks to electric trucks (e-trucks) is an essential step. The impact of heavy-duty ICE trucks on pavement and bridge infrastructure has been widely studied, especially in the context of urban freight. However, similar impacts of heavier e-trucks, mainly as a result of their large battery packs still remain insufficiently studied. These battery packs add up to 8000–9000 pounds (3628.74-4082.33 kg) to heavy-duty trucks, potentially accelerating infrastructure degradation if not appropriately planned for. This paper assesses the impact of this additional weight on urban pavement and bridges and suggests long-term policy development to ensure infrastructure safety amid the growing adoption of e-trucks, a crucial step towards reducing carbon emissions. Since e-truck are not yet fully deployed, we propose a novel methodological framework to help identify the impacts of increased weights of e-trucks on urban pavement and bridges for a number of future adoption scenarios. There were four phases of the proposed research framework: (1) development of different scenarios of e-truck adoption, (2) generation of projected data (such as e-truck weights and adoption rates) for these scenarios, (3) evaluation of the impacts of e-trucks on pavement and bridge infrastructure, and (4) assessment of policy-relevant infrastructure indicators. Using New York City (NYC) as an example, our framework projected e-truck weights and adoption in 2030 and 2050, based on assumptions developed from historical data and literature. We employed the Pavement Damage Assessment Cost (PDAC) method to quantify the infrastructural impacts. The study found that conventional oversized trucks in NYC impose an estimated $4.16 million in bridge and pavement damage costs in 2023. With projected adoption rates of e-trucks, damage costs are expected to increase by up to an additional 12% (around $0.5 million), posing a significant added burden on pavement and bridge infrastructure. The application of the proposed methodological framework can provide actionable insights for policymakers elsewhere to develop strategies that ensure infrastructure longevity and safety as e-truck adoption continues to grow.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"173 ","pages":"Article 103808"},"PeriodicalIF":6.3,"publicationDate":"2025-09-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145118197","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}