Transportation Research Part A-Policy and Practice最新文献

{"title":"Disruptions as catalysts to sustainability? Long-term responses in bike-sharing demand to disruptions during the pandemic","authors":"Zihao An ,&nbsp;Caroline Mullen ,&nbsp;Eva Heinen","doi":"10.1016/j.tra.2025.104603","DOIUrl":"10.1016/j.tra.2025.104603","url":null,"abstract":"<div><div>Understanding the implications of large-scale, prolonged disruptions on travel demand is important for informing the future design of resilient, efficient, and sustainable transport systems. Major disruptions during the COVID-19 pandemic provide an opportunity to shed light on this issue. While contemporaneous responses in such demand amidst these disruptions have been well documented, insights into long-term post-disruption responses remain limited. This research gap challenges the development of a transport policy agenda capable of adapting to and mitigating the enduring consequences of disruptions. This research contributes to this topic by scrutinising long-term responses in bike-sharing demand to major disruptions during the pandemic. It investigates (1) the characteristics of these long-term responses; (2) the discrepancies between the long-term and contemporaneous responses to these disruptions; and (3) the associations of the long-term responses with docking stations’ contextual characteristics. We use 57-month bike-sharing demand data from London, spanning the pre-, amidst-, and post-disruption phases. Utilising pre-disruption data as a baseline and data in subsequent phases as comparisons, we apply Bayesian time-series models for counterfactual analysis to assess bike-sharing demand’s responses.</div><div>We find that major disruptions during the pandemic contribute, in the long term, to a more than 20% rise in bike-sharing demand in the post-disruption phase, compared to a counterfactual scenario absent such disruptions. The increase in off-peak hour demand is greater than in peak hour demand. Demand for short- and medium-duration trips increases, whilst that for long-duration trips decreases slightly. However, despite the overall increase in demand post-disruption, the magnitude of this increase flattens over time. Moreover, bike-sharing demand’s long-term responses surpass its contemporaneous responses. Finally, docking stations located in areas with a more diverse land-use mix, higher intersection density, better accessibility to public transport, and a lower percentage of minority population show a larger long-term response in demand. Our findings remain robust while accounting for the confounding impacts of COVID-19 cases post-disruption and the implementation of active travel interventions during the pandemic. We suggest that prolonged disruptions like those during the pandemic may have functioned as catalysts for the uptake of sustainable transport, such as bike-sharing. Yet, our evidence of a diminishing long-term response over time underscores a need for persistent, proactive actions to support sustainable transport after disruptions subside, if the positive response is to be sustained.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"199 ","pages":"Article 104603"},"PeriodicalIF":6.3,"publicationDate":"2025-07-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144679809","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}

{"title":"Navigating the impact of metro network on bus ridership: Insights into the interdependency between metro and bus systems","authors":"Hao Chai,&nbsp;Tieshan Sun,&nbsp;Tingting Yin","doi":"10.1016/j.tra.2025.104595","DOIUrl":"10.1016/j.tra.2025.104595","url":null,"abstract":"<div><div>The expansion of metro networks is widely acknowledged for its substitution effect on bus ridership; however, the mechanisms through which metro and bus systems interact remain insufficiently explored. This study examines the role of metro-bus interdependency in influencing urban bus ridership across 284 Chinese cities from 2008 to 2021. Utilizing a staggered difference-in-differences (DID) approach, we quantify three dimensions of interdependency—spatial overlap, service equilibrium, and service-match capability—to evaluate their respective impacts on bus ridership. The findings indicate that the introduction of the metro significantly reduces bus ridership, particularly within 1000 m of metro stations, with this substitution effect intensifying over time and reaching its peak approximately five years after metro operations commence. Nonetheless, strategic integration between metro and bus systems can mitigate this effect. Intermodal complementarity is enhanced when metro stations are strategically deployed across both well-served and underserved bus areas, and when the service levels of metro and surrounding bus networks are well matched. Furthermore, the interdependency effect exhibits distance decay, with the strongest substitution occurring within 100 m and the most significant complementary effects manifesting beyond 800 m. These findings underscore the importance of data-informed transit planning to enhance multimodal integration and minimize modal cannibalization in urban public transport networks.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"199 ","pages":"Article 104595"},"PeriodicalIF":6.3,"publicationDate":"2025-07-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144672362","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}

{"title":"Navigating barriers: examining social equality through transportation disadvantages and perceived healthcare accessibility in South Carolina","authors":"Yihong Ning ,&nbsp;Songyuan Deng ,&nbsp;Yuche Chen","doi":"10.1016/j.tra.2025.104607","DOIUrl":"10.1016/j.tra.2025.104607","url":null,"abstract":"<div><div>Transportation inequities significantly contribute to health disparities, particularly in socially and geographically diverse regions like South Carolina. Prior research predominantly relied on objective measurements, like travel time or distance, to assess healthcare accessibility. However, limited attention has been given to the subjective perceptions of transportation barriers. To address this gap, we designed a comprehensive survey consisting of 61 questions (including 32 five-point Likert-scale items) capturing demographic, socioeconomic, and travel behavior data from a diverse sample of South Carolina residents. Urban and rural contexts were distinguished using county categorization and built environment measures. Exploratory Factor Analysis (EFA) was employed to identify latent factors, including Financial and Time Constraints, Safety and Security Concerns, and Accessibility Challenges, related to perceived transportation barriers. Structural Equation Modeling (SEM) was subsequently applied to analyze interactions among these factors shaping accessibility perceptions of access demographic groups. Our findings highlight that Financial and Time Constraints represent the most significant barriers, disproportionately affecting low-income and minority populations. Additionally, built environment factors such as population density appear as important predictors of perceived accessibility, with urban residents reporting better access than rural residents. The study provides targeted policy recommendations to improve public transit affordability and enhance transportation safety, emphasizing the importance of addressing both objective and subjective obstacles to achieve better health equity.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"199 ","pages":"Article 104607"},"PeriodicalIF":6.3,"publicationDate":"2025-07-20","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144665831","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}

{"title":"Adaptation investment options for ports in response to shipping alliances","authors":"Hao Wu ,&nbsp;Tianyu Shang ,&nbsp;Kun Wang ,&nbsp;Hangjun Yang","doi":"10.1016/j.tra.2025.104609","DOIUrl":"10.1016/j.tra.2025.104609","url":null,"abstract":"<div><div>In response to escalating climate-related disasters and market volatility exacerbated by shipping alliance dynamics, ports are strategically prioritizing adaptation investments to mitigate losses and enhance profitability. This study evaluates a seaport’s disaster adaptation investment decisions under two scenarios: when confronted with two independent shipping lines versus a unified alliance. The port’s investment strategy unfolds in two stages: initially, decision-making occurs under Knightian uncertainty, where disaster probabilities remain ambiguous, before transitioning to a phase of gradually refined information. Analytical results reveal that under Knightian uncertainty, adaptation investments diminish when expected disaster likelihood is low or variance is high. Conversely, larger economies of scale among shipping lines incentivize ports to escalate investments. Alliance formation amplifies economies of scale, spurring greater port investments while counteracting challenges posed by low probability estimates and informational ambiguity. Post-alliance, both shipping line capacities and port service fees expand. While social welfare typically improves following alliances, it deteriorates when shipping lines exhibit limited economies of scale and ports grapple with inaccurate disaster projections—conditions that fuel post-alliance overinvestment and suboptimal outcomes.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"199 ","pages":"Article 104609"},"PeriodicalIF":6.3,"publicationDate":"2025-07-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144662785","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}

{"title":"Optimal subsidy scheme for electric ship adoption in inland shipping","authors":"Ziyu Cui ,&nbsp;Xiaowen Fu ,&nbsp;Xiangru Wu ,&nbsp;Kun Wang","doi":"10.1016/j.tra.2025.104591","DOIUrl":"10.1016/j.tra.2025.104591","url":null,"abstract":"<div><div>To advance fleet electrification in inland waterway shipping, governments are evaluating various subsidy policies to encourage the adoption of electric ships. This paper presents a game-theoretical model for designing the optimal subsidy scheme that incorporates the interactions among key stakeholders, including the government, port operator, shipping company, and shipper. Three widely adopted subsidy schemes are analytically modeled and benchmarked: subsidies for charging station investment, electric ship purchases, and charging fees. The results indicate that all three subsidy schemes increase the level of investment in charging stations, shipper surplus, port and shipping company profits, and overall social welfare. Meanwhile, the effectiveness of these schemes is significantly influenced by charging efficiency levels. Specifically, under low charging efficiency, operational and purchase subsidy schemes lead to higher social welfare. Conversely, direct subsidies for ship purchases may result in higher investment in charging stations than direct subsidies for charging stations in certain cases. Moreover, higher charging efficiency generally favors charging station subsidy schemes because reduced waiting times improve system efficiency, increase demand, and enhance social welfare.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"199 ","pages":"Article 104591"},"PeriodicalIF":6.3,"publicationDate":"2025-07-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144662784","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}

{"title":"Within-day variation in the rebound effect from fuel efficiency standards and implications for road congestion","authors":"Cody Nehiba","doi":"10.1016/j.tra.2025.104588","DOIUrl":"10.1016/j.tra.2025.104588","url":null,"abstract":"<div><div>Travel demand and congestion fluctuate throughout the day, but temporal heterogeneity in travel demand elasticities is often overlooked. I estimate within-day variation in the fuel economy elasticity of travel demand, illustrating the timing of the rebound effect — when higher fuel efficiency standards increase mileage by decreasing per-mile costs. Using multiple empirical strategies and data sets, I find that drivers are most elastic during peak demand periods that coincide with morning and evening commuting hours. Mode switching for shorter commute trips in areas with low-cost alternatives appears to drive much of the within-day heterogeneity. Further, accounting for temporal heterogeneity in the rebound effect has the potential to determine whether the congestion costs of a fuel economy improvement exceed the pollution benefits.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"199 ","pages":"Article 104588"},"PeriodicalIF":6.3,"publicationDate":"2025-07-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144655806","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}

{"title":"Nudging employees for greener mobility—A field experiment","authors":"Ankinée Kirakozian ,&nbsp;Raphaël Chiappini ,&nbsp;Nabila Arfaoui","doi":"10.1016/j.tra.2025.104565","DOIUrl":"10.1016/j.tra.2025.104565","url":null,"abstract":"<div><div>The central issue of this paper is to understand how policy makers can design instruments to create incentives towards green mobility. With this in mind, we ran a field experiment in 89 French firms (both public and private organizations) over 54 weeks to investigate how nudges and financial incentives can decrease the use of polluting vehicles by employees during their commute to work each week. Based on data including 845 employees, our study highlights several results related to three important attributes of policy design: the type of instrument, the timing and the targeting. We find that individuals exposed to the nudges “Moral Appeal”, “Risk of Loss”, and a combination of these two, significantly decrease their use of polluting vehicles in their daily commute to work. We find no treatment effect, either for the other nudges or for the impact of financial incentives. Our findings also reveal a persistent effect in time of the three successful nudges on the transport behavior of employees. Using a causal forest method to evaluate the heterogeneous treatment effects of these three nudges, we demonstrate that distance from work and pro-environmental behavior are the strongest predictors of treatment effects. We find that the further the employees reside from their workplace, the lower the treatment effect estimates. It suggests that selective targeting can improve the effectiveness of the nudging policy.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"199 ","pages":"Article 104565"},"PeriodicalIF":6.3,"publicationDate":"2025-07-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144655807","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}

{"title":"Optimal design of fixed-route and demand-responsive transit with a dynamic stop strategy","authors":"Yunyu Zhang ,&nbsp;Sida Luo ,&nbsp;Aojie Zu ,&nbsp;Hong Ji ,&nbsp;Liujiang Kang ,&nbsp;Chunfu Shao","doi":"10.1016/j.tra.2025.104581","DOIUrl":"10.1016/j.tra.2025.104581","url":null,"abstract":"<div><div>To address the high detour costs associated with Demand-Responsive Transit (DRT) when feeding Fixed-Route Transit (FRT), this paper proposes an integration between FRT and DRT based on a dynamic stop strategy. This strategy allows passengers to, with an acceptable walking distance, connect their origins/destinations with dynamic stops. These stops have spacings that are randomly and uniformly distributed and are assigned to passengers upon their requests for DRT services. In this way, DRT does not need to pick up/drop off passengers at their origins/destinations, hence reducing the detour distance especially when the origins/destinations are far from FRT stops. Passengers may walk, take DRT directly, or combine the two to access FRT services. To deal with the modeling complexity that arises from the relationship between the three feeder modes, we divide the catchment zone of a FRT stop into different areas corresponding to different feeder modes, and evaluate transit agency and user costs based on the shapes of these areas using a parsimonious continuum approach. The optimal design for the integrated system is then formulated as a mixed-integer program that aims to minimize the total system cost, a combination of agency and user costs. Numerical experiments are conducted to compare the performance of the proposed system with two related transit systems in different scenarios. The results show that the proposed system could reduce agency costs by over 15% across different transit demand levels at the expense of minor changes in system costs, and demonstrate strong robustness to various potential changes in future.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"199 ","pages":"Article 104581"},"PeriodicalIF":6.3,"publicationDate":"2025-07-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144655804","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}

{"title":"Biking and belonging: understanding the role of socio-cultural influences on cycling in Auckland","authors":"Danial Jahanshahi ,&nbsp;Seósamh B. Costello ,&nbsp;Kim Natasha Dirks ,&nbsp;Bert van Wee","doi":"10.1016/j.tra.2025.104599","DOIUrl":"10.1016/j.tra.2025.104599","url":null,"abstract":"<div><div>This research investigates the influence of socio-cultural factors and sociodemographic characteristics on bicycle use in Auckland, a multi-cultural city in New Zealand. To identify the strength of socio-cultural factors compared to other various social psychological determinants, a conceptual model is proposed encompassing Socio-cultural influences, Price Value, Perceived Safety and Security, Perceived accessibility, Information and Engagement, and Bicycle use. Using Structural Equation Modelling (SEM), the effects of these determinants on bicycle use were assessed. The moderating effects of sociodemographic factors including age, gender, ethnicity, and income level on the influence of these determinants on bicycle usage were also examined. Results suggest that socio-cultural influences have the strongest impact on bicycle use in Auckland, showing that those who ride a bicycle more than others are influenced more by family, friends, community, and culture to use a bicycle. Additionally, sociodemographic characteristics only moderate the influence of socio-cultural factors on bicycle usage indicating that socio-cultural factors influence bicycle use differently across various population groups. The strong influence of socio-cultural factors and the moderating role of sociodemographic characteristics on bicycle use in Auckland suggest that social and cultural dynamics are critical in shaping individual decisions to cycle, even more than practical considerations such as price, infrastructure, engagement, or safety. Therefore, transport strategies targeting specific population groups and relevant socio-cultural barriers can enhance bicycle use and promote equity in cycling. Suggested transport strategies include integrating socio-cultural initiatives with local government’s transport policies such as education, community engagement, and awareness campaigns, implementing effective monitoring and evaluation initiatives followed by longitudinal investigations, and incorporating cultural representation in cycling initiatives. These short-term, mid-term, and long-term strategies can guide the development of more inclusive and effective transport strategies to enhance cycling participation across diverse demographic groups and achieve broader societal benefits.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"199 ","pages":"Article 104599"},"PeriodicalIF":6.3,"publicationDate":"2025-07-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144655805","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}

{"title":"What shapes perceived accessibility? Unpacking the interplay of sociodemographics, latent perceptions, and traditional accessibility metrics","authors":"Jaime Soza-Parra ,&nbsp;Ignacio Tiznado-Aitken","doi":"10.1016/j.tra.2025.104608","DOIUrl":"10.1016/j.tra.2025.104608","url":null,"abstract":"<div><div>Accessibility, understood as how easily individuals can reach a desired destination, can be measured in multiple ways. Perceived accessible opportunities, which include those seen as viable alternatives and as feasible given personal and scheduling constraints, may vary from an analyst’s assessment when calculated accessibility measures are used. Our study explores how perceived accessibility is shaped by the interaction between sociodemographic attributes, latent perceptions of the built environment, and traditional accessibility indicators. Moreover, we investigate how accessibility indicators influence perceived accessibility for various services and examine the effects of distance thresholds to determine how strongly the concept of the neighbourhood influences residents’ perceptions of accessibility. To do so, we use a representative sample of 354 individuals living in a residential neighbourhood in Santiago de Chile in 2019. In addition to mobility diaries and sociodemographic characterisation, the respondents indicated whether eight different services were accessible in the neighbourhood and, if so, whether they made use of them. A hybrid discrete choice model was estimated to understand the interplay between different factors and their role in the perception of accessibility for each service. Our results indicate that even though each is important on its own, there is no evidence suggesting that one accessibility indicator is superior to another when studying accessibility perception. In addition, we find both direct and indirect effects of gender and age, which occur via latent perceptions of the use of public space and infrastructure quality. Finally, we found evidence supporting the idea that the neighbourhood corresponds to the immediate surroundings of the residential household and that perceived accessibility is significantly different depending on the type of service studied. This study contributes to a deeper understanding of the underlying dimensions affecting perceived accessibility in the Global South, providing important evidence for decision makers on the complexities that must be considered when designing effective and inclusive proximity-based policies.</div></div>","PeriodicalId":49421,"journal":{"name":"Transportation Research Part A-Policy and Practice","volume":"199 ","pages":"Article 104608"},"PeriodicalIF":6.3,"publicationDate":"2025-07-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144634076","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}