Transport Policy最新文献

{"title":"How high-speed railway expands beyond local knowledge search in interdisciplinary innovation: Evidence from China","authors":"Ruipeng Tan ,&nbsp;Lulu Pan","doi":"10.1016/j.tranpol.2024.10.013","DOIUrl":"10.1016/j.tranpol.2024.10.013","url":null,"abstract":"<div><div>Breaking through local knowledge search limitations is essential for fostering interdisciplinary innovation. This paper investigates how High-speed Railway (HSR) facilitates these firms in integrating information technology (IT) knowledge from other cities into their innovation processes. By connecting cities through faster transportation, HSR diminishes the constraints of geographical proximity, enabling firms to bypass the traditional reliance on local knowledge clusters and access a broader pool of IT expertise. Utilizing a difference-in-differences (DID) approach, our results reveal that HSR enhances knowledge search scope by improving access to IT resources, increasing human capital mobility, and raising competitive awareness. Additionally, we identify heterogeneity in this effect based on factors such as the marketization level of a firm's location, the degree of digital infrastructure development, whether a firm is located in a provincial capital, and the specific industry sector. Our findings further demonstrate that the expansion of knowledge search scope due to HSR significantly boosts future firm performance. These findings highlight the critical role of transportation infrastructure, exemplified by HSR, in breaking down geographic barriers to interdisciplinary knowledge flows and fostering more dynamic innovation ecosystems.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"159 ","pages":"Pages 143-156"},"PeriodicalIF":6.3,"publicationDate":"2024-10-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142441876","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":"Investigating contestation around neighbourhood scale active travel infrastructure policy","authors":"Ethan Caris ,&nbsp;Mengqiu Cao","doi":"10.1016/j.tranpol.2024.10.007","DOIUrl":"10.1016/j.tranpol.2024.10.007","url":null,"abstract":"<div><div>Active travel infrastructure policy implemented at a neighbourhood scale has generated unexpected levels of socio-political contestation, leading to the removal of some schemes and widespread debates regarding equity and justice. Frequently, such contestation is framed as a discrete transport-centric phenomenon, engendering binary and objective pro-vs. anti-active travel infrastructure narratives, which obfuscate the intersection of policy with wider urban socio-spatial development dynamics. In response, this study adopts a critical urban approach to undertake a detailed investigation of contestation, through analysis of the subjective perspectives shaping contested discourses around neighbourhood scale active travel infrastructure. To achieve this, in-depth semi-structured interviews were conducted with stakeholders, using London as a case study. Our results show that divergent conceptualisations of sustainability, disparate experiences of decision-making processes, and heterogeneous socio-spatial contexts, all play a role in shaping and mediating contestation. Analysis of these themes highlights how processes of contestation are contingent upon the deployment of top-down technocratic policy. These findings reveal how current active travel infrastructure policy can further entrench, and give rise to, novel, uneven development processes. Thus, this study demonstrates the need for more transformative and strategic policy approaches, which offer truly participatory opportunities and consider active travel infrastructure within wider socio-spatial contexts.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"159 ","pages":"Pages 95-107"},"PeriodicalIF":6.3,"publicationDate":"2024-10-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142418780","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Changes in low-carbon transportation efficiency of Chinese roads after considering the impact of new energy vehicles","authors":"An Cheng ,&nbsp;Guogang Jiang ,&nbsp;Xiangyu Teng ,&nbsp;Wenting Xu ,&nbsp;Yimin Li ,&nbsp;Longhui Wu ,&nbsp;Yung-ho Chiu","doi":"10.1016/j.tranpol.2024.09.020","DOIUrl":"10.1016/j.tranpol.2024.09.020","url":null,"abstract":"<div><div>China aims to attain peak carbon emissions by 2030 and achieve carbon neutrality by 2060. As a top-ranked carbon-emitting industry, the transportation industry faces a severe low-carbon transformation situation. The rapid development of new energy vehicles (NEVs) has become an important means to improve the low-carbon transportation efficiency of Chinese roads. Existing studies rarely consider the impact of the development of NEVs, and a regional imbalance exists in the development of low-carbon transportation in China. This study takes the sales of NEVs as an important exogenous variable and uses a modified meta-dynamic non-radial directional distance function (DDF) to analyze the low-carbon transportation efficiency of Chinese roads. After incorporating the sales of NEVs into the analysis system, China's overall road transportation efficiency has significantly improved. The present value of the average annual low-carbon transportation efficiency has increased by 0.06–0.1 compared to the original value, but there are regional differences. The eastern region, with its technological advantages, has achieved the best performance with an average low-carbon transportation efficiency of 0.92. The substitution of NEVs has significantly improved the efficiency of low-carbon transportation on roads in central China. The improvement of low-carbon transportation efficiency on roads in western China is limited due to factors such as the low popularity of NEVs. We delved into the reasons for the development of NEVs to improve the efficiency of low-carbon transportation on roads, discussed the improvement of carbon emissions through the promotion of NEVs, analyzed the regional imbalance of low-carbon transportation efficiency on roads, and provided policy recommendations for the future development of NEVs from the perspective of regional differences.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"159 ","pages":"Pages 28-43"},"PeriodicalIF":6.3,"publicationDate":"2024-10-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142418207","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":"Environmental and social welfare effects of aviation liberalization: Evidence from Central Asia and China market","authors":"Qing Ji ,&nbsp;Weijun Liao ,&nbsp;Chunan Wang ,&nbsp;Ying Fan","doi":"10.1016/j.tranpol.2024.10.005","DOIUrl":"10.1016/j.tranpol.2024.10.005","url":null,"abstract":"<div><div>We investigate the effects of international aviation liberalization between China and Central Asia on environment and social welfare. Based on monthly international air traffic data between Central Asia and China, we estimate a random-coefficients discrete choice model and perform a counterfactual analysis to quantify the effects of improved air connectivity, mainly considering that the ratio of direct and connecting aviation services between Central Asia and Beijing is the same as those between Central Asia and Russia, between Central Asia and other former Soviet Union countries and between Central Asia and other Asian countries. The main findings are as follows. First, improving air connectivity intensifies competition in the market, resulting in a decrease in the passenger-weighted average airfares between Central Asia and Beijing by 0.86–5.15 US dollars (USD) in 2012 and an increase in the total number of passengers by 2930–20,790. Second, improving air connectivity increases total carbon emissions (CO₂) between Central Asia and Beijing by 0.78–6.11 million kilograms (kg) in 2012 but also drives down per capita CO₂ emissions in this market by 0.78–2.38 kg. Third, while increasing total environmental externality costs, improving air connectivity significantly enhances consumer welfare and airline profits, resulting in a net social benefit of 14.02–44.12 million USD between Central Asia and Beijing in 2012. Finally, several policy implications are discussed.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"159 ","pages":"Pages 44-56"},"PeriodicalIF":6.3,"publicationDate":"2024-10-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142418208","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":"The Global South Air transport Belt: A catalyst for sustainable tourism and economic growth","authors":"Bruno Garcia Franciscone ,&nbsp;Xiaolong Zou ,&nbsp;Elton Fernandes","doi":"10.1016/j.tranpol.2024.09.018","DOIUrl":"10.1016/j.tranpol.2024.09.018","url":null,"abstract":"<div><div>This paper explores specific technical dimensions of a Global South Air Transport Belt concept, emphasizing international air transport's pivotal role in fostering global trade, stimulating tourism, promoting people-to-people exchange, and enhancing supply chain efficiency. A notable disparity exists between the air transport infrastructures of the Global North and the Global South. Furthermore, the Carbon Offset Scheme for International Aviation poses an obstacle to the air transport advancement in developing nations. This market-based initiative, designed to cap aviation emissions from 2020, has the potential to impede the actual international network connections expansion in developing countries. As an alternative, this paper advocates for the adoption of operational measures, the utilization of sustainable aviation fuels, and the implementation of technological advancements. This strategy aligns with the United Nations' Sustainable Development Goals. The paper highlights the potential for sustainable development through the air transport infrastructure expansion in developing countries, focusing particularly on the BRICS nations. Creating a cohesive Global South Air Transport Belt will facilitate the growth of tourism and foster economic development across the participating nations. Such an initiative seeks a sustainable pathway toward inclusive economic growth and social progress for humanity.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"159 ","pages":"Pages 14-27"},"PeriodicalIF":6.3,"publicationDate":"2024-10-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142418206","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":"Unveiling the causal effects of China’s minimum living standard guarantee on household transportation expenditures: A causal forest analysis","authors":"Zheng Wu ,&nbsp;Yihua Zhang ,&nbsp;Mingyu Zhang","doi":"10.1016/j.tranpol.2024.09.021","DOIUrl":"10.1016/j.tranpol.2024.09.021","url":null,"abstract":"<div><div>We investigate the causal effects of China’s Minimum Living Standard Guarantee (<em>MLSG</em>, also called <em>Dibao</em>) subsidy on household transportation expenditures. Utilizing data from the Chinese Social Survey, we employ a combination of the propensity score matching (<em>PSM</em>), causal forest (<em>CF</em>) and marginal treatment effect model (<em>MTE</em>) methodologies to rigorously estimate the subsidy’s effects. The <em>PSM</em> allows us to mitigate selection bias by matching <em>MLSG</em> recipients with comparable non-recipients. While the causal forest captures the heterogeneity of treatment effects across various household profiles. The result of <em>MTE</em> indicate that observable and essential heterogeneity are present to influence the effect of their subsidies, which present the consistent with <em>PSM</em> and <em>CF</em>. The causal mediation analysis indicates the mediating mechanism that <em>MLSG</em> impacts on household transportation expenditures, while also revealing significant variations among different regions. The study not only refines our understanding of the <em>MLSG</em>’s effects on household spending but also offers novel insights into applicational advancements by incorporating machine-learning techniques for policy evaluation. These results have important implications for policy formulation and refinement, particularly in the urban-rural differences.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"159 ","pages":"Pages 1-13"},"PeriodicalIF":6.3,"publicationDate":"2024-10-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142418204","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"EU's “three-in-seven” road haulage cabotage rule – Impact imbalances across member states and the geography","authors":"Jostein Tvedt","doi":"10.1016/j.tranpol.2024.10.004","DOIUrl":"10.1016/j.tranpol.2024.10.004","url":null,"abstract":"<div><div>Road cabotage within the EU, as a share of domestic transport of goods, varies greatly across member states. This can partly be attributed to EU's regime for consecutive cabotage. In addition to economic factors that reflect incomplete market integration, spatial factors appear to affect the impact of the current regime. The impact seems stronger for geographically large and centrally located countries with interregional homogeneity in trade. This may reflect that foreign hauliers under such conditions can utilize the characteristics of their standardized long-range trucks better, or because the likelihood of successfully fixing three favourable long-distance cabotage assignments within the seven days limit increases. Potential amendments to regulations in order to equalize the impact of EU's consecutive cabotage regime across member states' spatial characteristics include removing the limits to the number of trips within the seven days' time frame or shortening the time frame for carrying out the current maximum of three trips.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"159 ","pages":"Pages 57-66"},"PeriodicalIF":6.3,"publicationDate":"2024-10-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142418209","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Effect of beliefs and attitudes on public transport users’ choices. The moderating role of perceived intermodal connectivity","authors":"Monika Bąk,&nbsp;Przemysław Borkowski,&nbsp;Michał Suchanek","doi":"10.1016/j.tranpol.2024.10.003","DOIUrl":"10.1016/j.tranpol.2024.10.003","url":null,"abstract":"","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"159 ","pages":"Pages 120-129"},"PeriodicalIF":6.3,"publicationDate":"2024-10-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142418782","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":"Fit for 2030? Possible scenarios of road transport demand, energy consumption and greenhouse gas emissions for Italy","authors":"Ilaria Henke ,&nbsp;Armando Cartenì ,&nbsp;Carlo Beatrice ,&nbsp;Davide Di Domenico ,&nbsp;Vittorio Marzano ,&nbsp;Sergio Maria Patella ,&nbsp;Mariarosaria Picone ,&nbsp;Daniela Tocchi ,&nbsp;Ennio Cascetta","doi":"10.1016/j.tranpol.2024.10.002","DOIUrl":"10.1016/j.tranpol.2024.10.002","url":null,"abstract":"<div><div>Decarbonizing the transportation sector is one of the key challenges to reduce greenhouse gas (GHG) emissions and meet EU Green deal 2030 targets. Road transport decarbonization requires a holistic approach encompassing various strategies and interventions aimed at fostering the sustainable transition of this sector. This challenge is crucial given that road is responsible for over 90% of the overall transport GHG emissions.</div><div>Within this framework, this study aims, for the Italian case, to: <em>a</em>) estimate the national passenger and freight road travel demand with respect to three different time periods: 2005 (reference year for EU “<em>fit for 55</em>” target); 2019 (last consolidated pre-covid year); 2022 (base-line year); <em>b</em>) define possible road transport scenarios to 2030 following the Avoid-Shift-Improve (ASI) approach; <em>c</em>) estimate the GHG and energy consumption inventory related to national road transport for the 2005, 2019; 2022 and 2030 scenarios. Due to the current “deep uncertainty” regarding key economic and social variables in this period, two forecasting scenarios – named “moderate decarbo” and “high decarbo” – were designed and based on different and somewhat opposite hypotheses on exogenous variables (<em>e</em>.<em>g</em>., GDP) and penetration rates of measures and policies promoting sustainable transportation (<em>e</em>.<em>g</em>., subsidies for electric vehicles) already in place. Although the current European legislation refers only to Tank-to-Wheel (TtW) objectives, this study included also the Well-to-Wheel (WtW) evaluation, which is more accurate in assessing the GHG impact of different policies, energy carriers, and technologies. As for the past, results suggest that GHG reductions over the period 2005–2022 are mostly due to crises and stagnation of the Italian economy. “Moderate decarbo” forecasts for 2030 lead to a 12% reduction of TtW (and 15% for WtW) GHG emissions compared to 2005 levels, with ASI policies compensating for the assumed economic growth. In any case these values are far from the EU “Fit for 55” goal setting a 43.7% reduction of TtW emissions. Even under very favourable hypotheses (“high decarbo” scenario), GHG emissions might be reduced by only 28% for TtW and 33% for WtW, still well below EU objectives. Furthermore, passengers and freight show very different behaviour, with the latter contributing to emissions more than proportionally, and “shift-to-rail” policies, although very useful in some market segments, contribute moderately at the overall national level. The main conclusion of this study is that the pathway towards road transport decarbonization in Italy (and possibly in other EU Countries) is very uncertain, and the ambitious 2030 target is unlikely to be met with currently planned policies alone. The transportation system needs to be constantly monitored, and new policies have to be implemented to reach higher emissions reduction goals.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"159 ","pages":"Pages 67-82"},"PeriodicalIF":6.3,"publicationDate":"2024-10-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142418778","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":"Vehicle miles traveled induced demand, rebound effect, and price and income elasticities: A US spatial econometric analysis","authors":"Jamal Mamkhezri ,&nbsp;Mohsen Khezri","doi":"10.1016/j.tranpol.2024.09.023","DOIUrl":"10.1016/j.tranpol.2024.09.023","url":null,"abstract":"<div><div>The economic literature on transportation is extensive, with travel demand being a well-studied topic. However, research on light-duty vehicle travel has not fully explored spatial dependencies arising from neighboring regions' driving activities. This study uses state-level panel data from 2000 to 2019 to examine U.S. vehicle miles traveled (VMT), focusing on spatial spillover effects through a Spatial Durbin Model. Our results reveal significant spatial interactions between states. Increased VMT in one state leads to spillover effects, increasing VMT in neighboring states. We present our findings as marginal effects, distinguishing between direct and indirect impacts. The direct price elasticity is estimated at −0.257, with a positive spillover impact of 0.036, yielding a total elasticity of −0.221. Induced travel exhibits a larger indirect effect than a direct effect, resulting in an overall impact of 0.276. Additionally, direct and total income elasticities are 0.194 and 0.146, respectively, while direct and total fuel economy rebound effects are 0.546 and 0.496, respectively. Moreover, higher numbers of licensed drivers, registered vehicles, and urbanization significantly influence a state's VMT. This research highlights the importance of regional planning among states, especially considering transportation infrastructure and environmental concerns related to driving and vehicle emissions.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"158 ","pages":"Pages 224-240"},"PeriodicalIF":6.3,"publicationDate":"2024-10-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142425803","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}