Transport Policy最新文献

{"title":"Complex network analysis of China's domestic air cargo network based on actual flight data","authors":"Linfeng Zhang ,&nbsp;Hangjun Yang ,&nbsp;Lei Bian","doi":"10.1016/j.tranpol.2025.04.015","DOIUrl":"10.1016/j.tranpol.2025.04.015","url":null,"abstract":"<div><div>Driven by the rapid development of China's e-commerce and logistics industries, the demand for air cargo has been steadily increasing. This study aims to analyze the spatiotemporal evolution and robustness of China's Air Cargo Network (CACN) using monthly operational data. The research employs complex network theory to examine spatial and temporal dynamics, integrates multiple central indicators for evaluating node importance, and assesses network robustness under various attack scenarios. Our study demonstrates that China's air cargo network faces challenges such as low route execution rates, an unstable structure, and significant cargo flow imbalances—particularly in low-traffic areas. Strategic hubs, such as Urumqi (URC), Kunming (KMG), Hangzhou (HGH), Shenzhen (SZX), and Nanjing (NKG) play vital roles., while the rise of Ezhou Huahu Airport (EHU) alleviates network pressure on major hubs. Moreover, our analysis reveals a distinct differentiation in hub airport roles, with the network exhibiting scale-free and small-world characteristics. The robustness of the network is shown to vary depending on the type of attack strategy employed, underscoring the need for targeted interventions to enhance overall network efficiency and resilience. Key findings reveal that CACN has a low route execution rate and an unstable structure, with significant cargo flow imbalances, especially in low-traffic regions. Additionally, CACN shows scale-free and small-world characteristics, with network robustness varying under different attack strategies. These insights provide a foundation for optimizing the network's efficiency and robustness.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"168 ","pages":"Pages 133-156"},"PeriodicalIF":6.3,"publicationDate":"2025-04-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143843536","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":"Schedule padding effects following airport slot reforms: A synthetic difference-in-differences procedure","authors":"Jules Yimga","doi":"10.1016/j.tranpol.2025.04.008","DOIUrl":"10.1016/j.tranpol.2025.04.008","url":null,"abstract":"<div><div>The regulatory change in takeoffs and landings at Newark Liberty Airport offers a unique opportunity to examine the impacts of a potentially exogenous shock on airline schedule padding practices. In 2016, the Federal Aviation Administration reclassified Newark from a Level 3 to a Level 2 airport, signifying a less restrictive operational environment. Using a Synthetic Difference-in-Differences (SDID) methodology, we compare Newark flights with a synthetic control group of flights from other airports, isolating the effect of the slot control removal on schedule padding. We find that the regulatory change led to a reduction in schedule padding, particularly for flights arriving at Newark, where the reduction ranged from 2.35 to 2.85 min. This reduction is considerable, especially when considered in the context of the average schedule padding of 7.5 min, representing a 31–38 % decrease in padding for Newark-related flights.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"168 ","pages":"Pages 112-132"},"PeriodicalIF":6.3,"publicationDate":"2025-04-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143843535","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 spatial-temporal capacity allocation for morning commute with carpool considering parking supply constraint","authors":"Ling-Ling Xiao ,&nbsp;Tian-Liang Liu ,&nbsp;Hai-Jun Huang ,&nbsp;Ronghui Liu","doi":"10.1016/j.tranpol.2025.04.010","DOIUrl":"10.1016/j.tranpol.2025.04.010","url":null,"abstract":"<div><div>Allocating urban highway capacity to prioritise carpooling traffic is a well-studied subject. However, one area of limited research so far is on the impact of parking constraint at workplace on its spatial-temporal design. This paper examines a multi-modal morning commute scenario, where commuters can freely choose solo driving, carpooling, or public transit to go to work. The highway bottleneck capacity is shared between a general-purpose lane for all drivers and a time-limited carpool lane for carpooling vehicles only. Analytical derivations of all possible commute patterns are provided, considering different parking supply levels and capacity allocation strategy. Results show that all bottleneck capacity should be allocated to carpool lane spatially, but the optimal temporal allocation of carpool lane may not be unique for minimizing total trip cost. This implies, the accurate estimation of extra carpool cost to optimize the temporal lane reservation may be no longer necessary for the traffic authority due to the limited parking supply, whilst it is really required when the parking supply is abundant. We also incorporate the traffic authority's social cost budget for both temporal and spatial allocations into the optimization problem, explaining why general-purpose lanes are still prevalent in reality. The research has implications on policy makers as well as workplace parking managers by providing them a framework to design optimized road-space allocation with workplace parking supply.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"168 ","pages":"Pages 157-167"},"PeriodicalIF":6.3,"publicationDate":"2025-04-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143848663","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":"Transport and quality of life: The car and its link to subjective well-being, health, and life domains","authors":"Kostas Mouratidis","doi":"10.1016/j.tranpol.2025.04.014","DOIUrl":"10.1016/j.tranpol.2025.04.014","url":null,"abstract":"<div><div>Despite the harmful impact of automobility on the planet and human societies, car ownership is on the rise globally. However, the contribution of car-based transport to quality of life remains unclear. This paper examines how car ownership relates to subjective well-being, health, and life domains based on three-wave longitudinal data from Athens, Greece and Oslo, Norway. (1) Overall, the findings indicate that car owners have higher well-being and better health than those without a car, both before and after accounting for socio-economic and built environment characteristics. (2) Car ownership is associated with higher life satisfaction, better health, higher leisure satisfaction, and higher satisfaction with social relationships in Athens, and with lower anxiety, better health, and higher vacations satisfaction in Oslo. (3) Although there are positive links between the car and quality of life in both cities, these links are considerably stronger in car-dependent Athens than in transit-oriented Oslo. The study's outcomes suggest that the car may provide several health and well-being benefits to the individual user, contrasting with its negative impact on planetary and societal well-being. Replacing these benefits through urban and transport policies and alternative mobility solutions is urgently needed for a successful transition to sustainable transport and climate change mitigation.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"168 ","pages":"Pages 101-111"},"PeriodicalIF":6.3,"publicationDate":"2025-04-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143828527","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":"Explaining Youth Driver Licensing Determinants Using XGBoost and SHAP","authors":"Kailai Wang ,&nbsp;Jonas De Vos ,&nbsp;Michael Smart ,&nbsp;Sicheng Wang","doi":"10.1016/j.tranpol.2025.04.009","DOIUrl":"10.1016/j.tranpol.2025.04.009","url":null,"abstract":"<div><div>This study explores the factors influencing driver's license acquisition among young individuals and examines its broader implications for mobility, safety, and sustainability. Leveraging nationally representative survey data on Millennials and Generation Z, we apply eXtreme Gradient Boosting (XGBoost) and SHapley Additive Explanations (SHAP) to identify key socioeconomic determinants of teenage driver's license attainment. Our findings reveal consistent predictors across both generations, including the percentage of licensed family members, household income per capita, educational attainment, and public transit ridership. We identify meaningful dose-response relationships, such as the increasing influence of licensed household members beyond a 0.75 threshold and the higher likelihood of licensing among individuals with some college or an associate degree. Additionally, household income exhibits a positive association with licensing within a specific range but declines at higher income levels. Beyond predictive accuracy, this study offers valuable insights into overcoming empirical challenges in transportation research through nonparametric machine learning models. Our findings provide a nuanced understanding of youth mobility behaviors, informing planning and policy strategies to support equitable access to driver education, multimodal transportation options, and sustainable mobility solutions.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"168 ","pages":"Pages 87-100"},"PeriodicalIF":6.3,"publicationDate":"2025-04-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143828526","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":"Where are parking policies most popular? Empirical findings about the influence of the residential neighbourhood and car parking characteristics on public acceptability","authors":"Annabell Baumgartner,&nbsp;Martin Lanzendorf","doi":"10.1016/j.tranpol.2025.04.006","DOIUrl":"10.1016/j.tranpol.2025.04.006","url":null,"abstract":"<div><div>Parking policies are a key factor in reducing car usage and improving liveability in urban neighbourhoods, as they link transport and land use. However, policymakers face the challenge of designing parking policies that effectively address local car parking issues while ensuring acceptability within the same neighbourhood. Our empirical analysis aims to develop a typology of different parking policies based on residents’ acceptability. Furthermore, we investigate the influence of spatial differences on the acceptability of parking policies, focusing on the residential neighbourhood and car parking characteristics. We derive our findings from a quantitative household survey (N = 1186) we conducted in eight neighbourhoods in the two German cities of Darmstadt and Frankfurt am Main. Applying principal component analysis (PCA) to 31 initial parking policies, we identify six policy types: (1) parking restrictions and enforcement, (2) conversion of parking space for liveability, (3) conversion of parking space for mobility services, (4) parking space conversion accompanied by additional measures, (5) additional neighbourhood garages and (6) limited parking for SUVs. Our results show that push measures are both among the most accepted and rejected policies, with restrictions for SUVs being generally more popular than those for regular cars. Moreover, we find that the acceptability of the conversion of parking spaces depends on the proposed alternative land use and accompanying additional measures. Despite some disparities, residents are more supportive of parking space conversions for liveability (e.g. greenery) than for alternative mobility services (e.g. car sharing stations). Our results also highlight the important role of the neighbourhood level when setting parking policies. Multivariate analyses indicate that the residential neighbourhood and car parking characteristics, such as the usual parking location, duration and distance from home, influence the acceptability of parking policies. Policymakers might, therefore, consider the local parking situation to be changed in a neighbourhood, the specific target groups to be addressed by a policy and the benefits for residents to be promoted by a transformation of on-street car parking.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"168 ","pages":"Pages 263-278"},"PeriodicalIF":6.3,"publicationDate":"2025-04-08","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143867907","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":"Wheels of progress: How high-speed railway is shaping human well-being in China","authors":"Yang Wang ,&nbsp;Lu Yang ,&nbsp;Chen Shen","doi":"10.1016/j.tranpol.2025.04.005","DOIUrl":"10.1016/j.tranpol.2025.04.005","url":null,"abstract":"<div><div>The rapid development of high-speed rail (HSR) is regarded as a pivotal catalyst for social and economic advancement. With the aim of assessing its multifaceted effects on human well-being (HWB), this study proposes the novel C4 conceptual framework to comprehensively evaluate the social impacts of HSR projects on HWB. Kernel density estimation (KDE) is employed to examine the spatial distribution and influence scope of the HSR network. A total of 40,000 samples from the Chinese General Social Survey (CGSS) data spanning 2010, 2011, 2012, 2013, and 2015 were utilized in a hierarchical multiple regression model to investigate the impact of HSR on HWB. The findings indicate that (1) The development of HSR has a significant positive effect on individual health and economic well-being, while its environmental impact has transitioned from negative to positive; (2) From a social connection perspective, HSR development has transformed public emotional connection dynamics, decreasing trust in strangers while strengthening ties with relatives and friends; (3) HSR has been found to enhance employability and results in extended working hours, suggesting a potential impact on work-life balance; (4) In its initial stages, HSR construction can contribute to perceived inequities among the population, though such negative effects are alleviated as the network expands and coverage increases.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"168 ","pages":"Pages 40-53"},"PeriodicalIF":6.3,"publicationDate":"2025-04-08","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143824322","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":"From online deliveries to travel behavior: Socioeconomic insights from 2009, 2017, and 2022","authors":"Jaehyun Ha","doi":"10.1016/j.tranpol.2025.03.025","DOIUrl":"10.1016/j.tranpol.2025.03.025","url":null,"abstract":"<div><div>This study examines the evolving landscape of online deliveries and travel behavior using three waves of the National Household Travel Survey (NHTS) from 2009, 2017, and 2022. As e-commerce continues to expand and individuals’ shopping behaviors shift, it is important to understand how socioeconomic and geographic factors influence online delivery engagement. The findings reveal persistent disparities over time, with females, well-educated individuals, Whites, high-income households, and employed workers more likely to engage in online deliveries. Notably, while gaps across income levels and age groups have narrowed, disparities in online delivery engagement based on education and employment status have widened. Additionally, we find that online deliveries are positively associated with shopping and meal-related trips, suggesting a complementary relationship. However, there is also evidence of substitution effects as we see a decreasing trend of shopping and meal-related trips over time. These insights contribute to a better understanding of how e-commerce impacts travel demand and highlight the importance of considering socioeconomic variations in transport policy and planning.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"168 ","pages":"Pages 15-26"},"PeriodicalIF":6.3,"publicationDate":"2025-04-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143807873","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":"Up in the air: How do carbon policy shocks affect air travel?","authors":"Juan-Francisco Albert ,&nbsp;Nerea Gómez-Fernández ,&nbsp;David Boto-García","doi":"10.1016/j.tranpol.2025.04.003","DOIUrl":"10.1016/j.tranpol.2025.04.003","url":null,"abstract":"<div><div>This study assesses the impact of the EU Emissions Trading Scheme (EU ETS) on air travel demand and supply in Europe. Using vector autoregression (VAR) methodology enriched with an external instrument, we analyse how carbon pricing shocks affect passenger numbers on domestic, intra-EU, and extra-EU flights across Europe, alongside examining the effect on the number of flights. This is done for the EU as a whole, and separately for Germany, United Kingdom, France, Italy, and Spain. We document significant reductions in domestic and intra-EU flights, while extra-EU flights are not found to be affected by carbon price shocks. Moreover, we show that carbon pricing policies lead to significant increases in air transportation prices. Overall, flight frequency is found to decrease more than passenger numbers, indicating airlines' strategic adjustments to mitigate carbon-related costs while maintaining operational efficiency. Our study emphasizes the importance of understanding these effects for informing future policy decisions and business practices in the aviation industry.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"168 ","pages":"Pages 54-68"},"PeriodicalIF":6.3,"publicationDate":"2025-04-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143824323","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":"Early-stage policy formulation for electric vehicle infrastructure development: Key processes, considerations and priorities","authors":"Fengxiu Zhang ,&nbsp;Saba Siddiki ,&nbsp;David W.S. Wong ,&nbsp;Jie Xu ,&nbsp;Green Choi","doi":"10.1016/j.tranpol.2025.04.002","DOIUrl":"10.1016/j.tranpol.2025.04.002","url":null,"abstract":"<div><div>Research on electric vehicles (EVs) policies continues to flourish as governments and industries advance policy initiatives to encourage infrastructure development to support EV deployment. Complementing the abundant studies that characterize existing EV policies and/or evaluate their impacts, this research sheds light on policy formulation for EV infrastructure development at the local level. Our study highlights how local governments and utilities consider and prioritize key EV issues in the early stages of policy planning, design, and implementation to support EV infrastructure. Such issues include electricity rate setting, charging infrastructure development, and stakeholder engagement. We further evaluate the extent to which early policy formulation reflects consideration of distributional, procedural and recognitional aspects of EV benefits and costs. Drawing on interview and secondary data from local governments and utilities in the extended Northern Virginia region, we find: (1) Electricity rate setting involves consideration of investments, time-of-use pricing, and energy demands; (2) Decisions regarding siting and installation of charging facilities are shaped by convenience, accessibility, affordability, feasibility, and economic development considerations; (3) Governments and utilities have broadly considered the distribution of benefits and costs of EV infrastructure development in their planning and implementation efforts; (4) Stakeholder engagement efforts have largely featured one-way information provision and public education, offering few opportunities for communities to participate in the decision-making processes; (5) Organizations widely acknowledge the challenges that some communities may face during the EV transition; nevertheless, this recognition is not consistently supported by assessments of specific needs and gaps across communities. We conclude with policy recommendations for jurisdictions in the early stages of transportation electrification.</div></div>","PeriodicalId":48378,"journal":{"name":"Transport Policy","volume":"168 ","pages":"Pages 27-39"},"PeriodicalIF":6.3,"publicationDate":"2025-04-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143817816","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}