We investigate the impact of the commencement of high-speed rail (HSR) services on airlines’ domestic available seats on affected routes in China, Japan, and South Korea. The study is based on a ...dataset covering the 1994–2012 period. We use the propensity score matching method to pair HSR affected routes with routes without HSR services. The difference-in-difference approach is used to estimate the impact of HSR entry. We find that HSR entries may, on average, lead to a more significant drop in airlines’ seat capacity in China than in Japan and Korea given similar HSR service speed. In China, HSR services with a maximum speed about 200km/h can produce strong negative impacts on medium-haul air routes but induce more air seat capacity on long-haul routes. HSR services with a maximum speed of 300km/h have little extra impact on medium-haul routes but a strong negative impact on long-haul routes. Finally, although HSR has a strong negative impact in Japan’s short-haul and medium-haul air markets, little impact is observed in its long-haul markets.
•Network capacity estimation problem with second-best constraints (NCSC).•Systematic modelling framework for the NCSC based on bi-level model.•Modified improved gradient projection (MIGP) algorithm ...for combined modal split and traffic assignment.•The capacity estimation method based on sensitivity analysis.
Transport network capacity enhancement is a significant aspect of urban transport planning and demand management, and a suitable measurement of the network capacity is of considerable importance. In this paper, the network capacity with second-best constraints (NCSC) is investigated to meet some specific development requirements of urban transport networks. Herein, the network capacity is restricted to an inferior “second-best solution”, due to various concerns/constraints regarding the public transport mode share, serviceability, and emissions, etc. For the sake of presentation, these constraints are termed as second-best constraints, and the NCSC problem can also be referred as second-best network capacity (SBNC) problem. A bi-level model is formulated to analyse the NCSC problem. The upper-level model maximizes the total origin-destination (OD) demand, which incorporates the second-best constraints into consideration. The lower-level model is a transport network equilibrium model, which measures the network performance under a given OD demand pattern. To better investigate some important second-best constraints (e.g., public transport mode share) and also the demand elasticity, the modelling framework is extended to a multimodal transport network. An exact solution method is developed for the NCSC problem; wherein, a modified improved gradient projection (MIGP) algorithm is designed for the lower-level multimodal flow equilibrium problem, and a tailored sensitivity analysis-based (SAB) method is employed for solving the NCSC problem. The proposed models and solution methods are verified by numerical examples, demonstrating that NCSC can be an efficient tool for transport planning and management.
► Airfare decreases in rail speed if the marginal cost of HSR with respect to rail speed is not too large. ► Whether rail fare increases in rail speed depends on the marginal cost of HSR and the ...weight of welfare. ► Welfare in the HSR system can be either higher or lower under price discrimination than under uniform pricing. ► The frequency of flights decreases, while the frequency of trains increases, in the weight of welfare.
This paper investigates the effects of competition between air transport and high-speed rail (HSR). While airlines are assumed to maximize profit, HSR may maximize a weighted sum of profit and social welfare. We show that both airfare and HSR fare fall as the weight of welfare in the HSR’s objective function increases, while airfare decreases, and rail fare increases, in the airport access time. Furthermore, airfare decreases in rail speed if the impact of HSR marginal cost with respect to rail speed is not too large. On the other hand, whether rail fare increases in rail speed depends not only on the HSR marginal cost but also on the weight of welfare. We further compare prices, profits and welfare between “with price discrimination” in which airlines price discriminate business from leisure passengers, and “without price discrimination”. Welfare in the HSR system can be either higher or lower with price discrimination: In particular, it is higher under price discrimination when the difference of gain from travel is sufficiently larger than the time value difference between business and leisure passengers. Finally, a numerical study on China’s markets is conducted in which both price and schedule frequency are considered as decision variables.
Policymakers are regularly confronted by complaints that ordinary people are left out of the planning and managing of complex infrastructure projects. In this book, Sebastián Ureta argues that ...humans, both individually and collectively, are always at the heart of infrastructure policy; the issue is how they are brought into it. Ureta develops his argument through the case of Transantiago, a massive public transportation project in the city of Santiago, proposed in 2000, launched in 2007, and in 2012 called "the worst public policy ever implemented in our country" by a Chilean government spokesman. Ureta examines Transantiago as a policy assemblage formed by an array of heterogeneous elements -- including, crucially, "human devices," or artifacts and practices through which humans were brought into infrastructure planning and implementation. Ureta traces the design and operation of Transantiago through four configurations: crisis, infrastructuration, disruption, and normalization. In the crisis phase, humans were enacted both as consumers and as participants in the transformation of Santiago into a "world-class" city, but during infrastructuration the "active citizen" went missing. The launch of Transantiago caused huge disruptions, in part because users challenged their role as mere consumers and instead enacted unexpected human devices. Resisting calls for radical reform, policymakers insisted on normalizing Transantiago, transforming it into a permanent failing system. Drawing on Chile's experience, Ureta argues that if we understand policy as a series of heterogeneous assemblages, infrastructure policymaking would be more inclusive, reflexive, and responsible.
During World War I, German soldiers shot down carrier pigeons for fear the birds were carrying enemy communiqués; in Mexico, the United States, and other countries, mules were used for smuggling and ...secret travel in mountainous areas; in the British Empire in the late nineteenth and early twentieth centuries, the British feared that supplies for anti-imperialist rebellion were being transported by canal. In this book, Jacob Shell argues that many political regimes have historically associated certain modes of transportation with revolt or with subversive activities -- and have responded by acting to destroy or curtail those modes of transportation. Constructing a conceptual framework linking physical geography with the politics of mobility, Shell presents historical examples of the secret, subversive mobilization of people and cargo across watery spaces and harsh terrain, carried by watercraft and transport animals including pigeons, mules, camels, elephants, and sled dogs. Efforts to suppress such clandestine mobilities ranged from the violent (the shooting of pigeons) to the indirect -- curtailing financial support, certain kinds of social knowledge, or schemes for infrastructural development. To show how such efforts at immobilization could affect cities and urban transportation, Shell looks at the Port of New York in the early twentieth century, where potentially transformative plans for inner-city freight transportation were rejected -- likely, Shell argues, due to fears of anarchist activities. The innovative argument advanced by Shell inTransportation and Revoltchallenges conventional wisdom about the supposed obsolescence of transport methods that have become marginalized in the modern era.
Mobility as a Service (MaaS), which uses a digital platform to bring all modes of travel into a single on-demand service, has received great attention and research interest. Different business models ...have emerged in which travellers can either pre-pay for their mobility services bundled into a MaaS plan, or pay-as-they-go using a smart app linked to the service. This study aims to understand how large the potential market of MaaS would be if travellers are offered this one-stop access to a range of mobility services, and how much potential users might value each item included in a MaaS plan. A stated choice survey of 252 individuals administered via a face-to-face method is conducted in Sydney, Australia and a state of the art preference model is estimated to address the research questions. Results indicate that almost half of the sampled respondents would take MaaS offerings, and the potential uptake levels vary significantly across population segments, with infrequent car users being the most likely adopters, and car non-users the least. On average, Sydney travellers are willing to pay $6.40 for an hour of access to car-share, with one-way car-share valued more than station-based car-share. Estimated willingness-to-pay for unlimited use of public transport is $5.90 per day which is much lower than the current daily cap. These findings suggest a careful segmentation of the market and a cross-subsidy strategy is likely to be required by MaaS suppliers to obtain a commercially viable uptake level.
Slime mould Physarum polycephalum is a monstrous single cell well known for its task-solving abilities - solves computational geometry and logical problems, navigates robots and generates music.The ...slime mould could also build motorways, highways and expressways. It is used to analyse transport networks of Africa, Australia, Belgium, Brazil, Canada, China, Germany, Iberia, Italy, Malaysia, Mexico, The Netherlands, UK and USA. The largest cities are represented by oat flakes and the slime mould is inoculated in a capital. When all oat flakes are covered by the slime mould, the structure of the protoplasmic networks formed are analyzed. In the laboratory experiments and theoretical analyses, intriguing country-specific properties of the motorway networks are uncovered and compared with the man-made and slime mould networks. They are studied as proximity graphs, leading to hierarchies of complexity and bio-rationality of the motorways.The book will inspire novel and original thoughts, paradigms and approaches for re-evaluation of historical findings on the emergence of ancient roads and will help to design future transcontinental pathways. The book is self-contained and does not require any special training or knowledge. This lavishly illustrated text will be appreciated by readers from all walks of life.The Wisdom of Slime - New York Times (121 KB)Sample Chapter(s)Chaper: Introduction (427 KB)Contents:Introduction (Andrew Adamatzky)Methods: How We Conducted Experiments and Analysed Their Results (Andrew Adamatzky)Trans-African Highways (Andrew Adamatzky and Anne Kayem)Tracing Historical Development of Australian Highways (Andrew Adamatzky and Mikhail Prokopenko)Belgian Transport Networks: Redundancy and Dissolution (Andrew Adamatzky, Bernard De Baets and Wesley Van Dessel)Brazilian Highways from Slime Mould's Point of View (Andrew Adamatzky and Pedro P B De Oliveira)Trans-Canada Slimeways: From Coast to Coast to Coast (Andrew Adamatzky and Selim G Akl)Slime Mould Imitates Highways in China (Andrew Adamatzky, Xin-She Yang and Yu-Xin Zhao)Schlauschleimer auf Autobahnen: The Case of Germany (Andrew Adamatzky and Theresa Schubert)Vie Physarale: Roman Roads With Slime Mould (Emanuele Strano, Andrew Adamatzky and Jeff Jones)Malaysian Expressways: Is There a Logic Behind Them? (Andrew Adamatzky, Zuwairie Ibrahim, Amar Faiz Zainal Abidin and Badaruddin Muhammad)Physarum Narcotráficum: Mexican Highways and Slime Mould (Andrew Adamatzky, Genaro J Martinez, Sergio V Chapa-Vergara, René Asomoza-Palacio and Christopher R Stephens)Physarum in The Netherlands: Responding to the Flood (Andrew Adamatzky, Michael Lees and Peter M A Sloot)Rebuilding Iberian Motorways with Slime Mould (Andrew Adamatzky and Ramon Alonso-Sanz)United Kingdom Road Planning with Slime Mould (Andrew Adamatzky and Jeff Jones)Slimy Interstates in the USA (Andrew Adamatzky and Andrew Ilachinski) World Colonisation and Trade Route Formation (Andrew Adamatzky)Biorationality of Motorways (Andrew Adamatzky, Selim Akl, Ramon Alonso-Sanz, Wesley van Dessel, Zuwairie Ibrahim, Andrew Ilachinski, Jeff Jones, Anne V D M Kayem, Genaro J Martínez, Pedro P B de Oliveira, Mikhail Prokopenko, Theresa Schubert, Peter Sloot, Emanuele Strano and Xin-She Yang)Readership: Computer scientists, road planners, mathematicians, physicists, chemists and nonlinear scientists.
As the transportation industry continues to evolve, it is urgent that we develop and implement methods for clearly evaluating the range of transportation engineering, planning, and policy impacts ...experienced by various population segments. While theories of transportation equity have advanced over the past decade, such advancements outpace existing methods for evaluating the fairness of large-scale transportation investments for disadvantaged communities. In this study, a regional activity-based travel model for the Bay Area, California is used to perform an equity analysis of two of the region’s transportation and land-use planning scenarios. Equity outcomes are tested relative to three equity standards: Equality, Proportionality, and Rawlsian justice. The primary objective is to demonstrate the usefulness of a full-scale activity-based travel model for regional transportation equity analysis. We demonstrate that fine-grained distributional measures play an important role in examining the individual and household-level impacts of regional transportation scenarios, and can complement existing Environmental Justice assessments and equity analyses by helping to explain underlying reasons for average group impacts. Distributional measures can further reveal harmful cases when disadvantaged groups are most likely to experience the disbenefits of the transportation scenarios. Yet, each type of measures in isolation does not tell the complete story of which planning scenario is likely to deliver more equitable outcomes. Finally, we demonstrate the significance of applying equity standards for ranking planning scenarios, and we find that the ranking of scenarios will vary according to the equity standard, as well as how associated evaluation criteria are defined.
Electric Vehicles (EVs) are promoted as a viable near-term vehicle technology to reduce dependence on fossil fuels and resulting greenhouse gas (GHG) emissions associated with conventional vehicles ...(CVs). In spite of the benefits of EVs, several obstacles need to be overcome before EVs will be widely adopted. A major barrier is that consumers tend to resist new technologies that are considered alien or unproved, thus, policy decisions that consider their critical concerns will have a higher level of success. This research identifies potential socio-technical barriers to consumer adoption of EVs and determines if sustainability issues influence consumer decision to purchase an EV. This study provides valuable insights into preferences and perceptions of technology enthusiasts; individuals highly connected to technology development and better equipped to sort out the many differences between EVs and CVs. This group of individuals will likely be early adopters of EVs only if they perceive them to be superior in performance compared to CVs. These results can guide policymakers in crafting energy and transportation policy. It can also provide guidance to EV engineers' decision in incorporating consumer preference into EV engineering design.
► We sample technology enthusiasts to determine attitudes toward electric vehicles. ► Knowledge and perceptions differ across gender, age, and education groups. ► High degree of uncertainty is associated with electric vehicles. ► Battery range is the biggest concern followed by cost. ► Sustainability has less weight compared to electric vehicle cost and performance.
