It is discussed at the IMO to introduce measures to mitigate GHG emissions from international maritime transport by 2050, including market-based measures as well as technical measures. Still, the impacts of the combination of the two types of measures (Basket of Measures) aren’t easy to simulate due to complex decision-making processes for diverse stakeholders under dynamic pricing for charges and subsidies. This research evaluates and compares the environmental and economic impacts of these measures in an integrated and visualized manner quantitatively, suggesting effective ways to achieve the mitigation target. A multi-agent simulator is developed by modeling international container shipping, complex decision-making processes of diverse shipping companies, and the measures proposed at IMO, including ones with dynamic pricing. The simulation results show a tradeoff between the environmental impacts and the economic impacts even under measures with both charge and subsidy, and also suggest that measures with both charge and subsidy support more shipping companies that earlier adopt eco-friendly vessels, which results in steep CO2 emission mitigation. In addition, it is suggested that the measures with both charge and subsidy cause too much economic damage to shipping companies, especially when the price of methanol is high, because the charges to cover the subsidies get too heavy.
Rail freight transport is the second most preferred mode of transportation for India’s fast-moving consumer goods (FMCG) sector. Logistics efficiency is imperative given the sector’s characteristically thin profit margins and intense competition. Intermodal transportation is often preferred for long-distance distribution, with goods conveyed by rail and then distributed through road networks.Within this multimodal framework, standardizing transport units is critical to optimal utilization and operational efficiency. This study envisages examining the configuration and capacity of railway wagons used for freight movement, specifically analyzing how the lack of standardization in wagon design and dimensions reduces freight-train rake fill rates and leads to suboptimal space utilization.The study also evaluates how these inefficiencies affect overall transportation costs. Reduced fill rates increase per-unit logistics costs, which can significantly affect profitability in the highly competitive FMCG sector. The findings provide valuable insights for improving logistical efficiency, with broader implications for cost optimization and performance across the Indian supply chain ecosystem.
Over the years, a noticeable increase has been seen in the number of authentication mechanisms deployed in intelligent transportation (ITS) and Vehicle Road Corporation (VRC) systems. This abrupt rise in authentication algorithms has put the stakeholders in a perplexed situation regarding the selection of the most ideal authentication method for logistics and transportation. Decision-making regarding the installation of authentication methods is of paramount importance for efficient and secure travel experiences and the transportation of goods. However, evaluation and decision-making about the selection of the most appropriate and suitable authentication technique in VRCs is also a daunting task due to multi-feature involvement, emerging security requirements, and conflicting objectives. In this research work, we look forward to propose an IoT-based assessment model for the evaluation of authentication methods or algorithms supported by the Graph Theory Matrix Approach (GTMA). This suggested framework completes in three folds, i.e., in the first part of the proposed work, the authentication features have been collected to build a benchmark for the evaluation of the authentication methods. In the second fold, the GTMA method has been used for evaluation, and the ranking of IoT-based security alternatives (solutions). Finally, the proposed methodology is verified by Technique for Order Preference by Similarity to Ideal Solution (TOPSIS) and the features were tested by surveying expert groups to verify the results. According to our knowledge, it is the first time that an evaluation framework has been presented for the decision-making about the selection of the most-fit authentication methods in light of the authentication features in VRCs. The proposed model offers comprehensive data-driven informed decision-making and guideline for the various stakeholders such a poicy makers, researchers, regulatory bodies and network engineers in ITS or VRCs sector.
Transportation planning has increasingly emphasized multimodality, equity, and accessibility; however, systematic evaluation of how these concepts are represented in policy documents remains challenging because traditional qualitative methods are resource-intensive and conventional text mining approaches may have difficulty capturing complex and context-dependent policy language. This study develops an LLM-assisted evaluation framework that combines a structured assessment rubric with large language model support to systematically analyze transportation policy documents. The framework is applied to the Transportation Elements of comprehensive plans from six counties in Northeast Florida, representing diverse urban, suburban, coastal, and rural planning contexts operating under a common state regulatory framework. The analysis evaluates policy orientation and strength, multimodality, equity, and accessibility. The results show that transportation policy frameworks remain strongly capacity-oriented despite increasing multimodal provisions. Pedestrian and bicycle infrastructure are consistently institutionalized, whereas transit and transportation demand management are less integrated. Equity is unevenly operationalized across jurisdictions and dimensions, with stronger evidence of distributional mechanisms in several counties than of recognitional and procedural equity. Accessibility generally remains a secondary planning concept without consistently measurable implementation mechanisms. Methodologically, the study demonstrates that integrating LLMs with a structured evaluation rubric can support transparent, structured, and reproducible comparative analysis of transportation policy frameworks.
Thailand has one of the highest rates of motorcycle use and motorcycle-related fatalities worldwide. Weaving sections, where vehicles merge and diverge, create significant conflict zones, especially with a high proportion of motorcycles. This study evaluates traffic dynamics and motorcycle safety risks during the morning rush hour in the weaving section of Krung Thon Buri Road, Bangkok, using surrogate safety measures. Vehicle trajectories were extracted from UAV-based aerial video. Time to Collision (TTC) and Extended Time to Collision (ETTC) were used as safety indicators. The Peak Over Threshold (POT) method and Generalized Pareto Distribution (GPD) modeling identified extreme risk thresholds, followed by collision risk estimation using Extreme Value Theory (EVT). Key findings include risk thresholds of 1.5 s for TTC and 0.7 s for ETTC. The low ETTC threshold reflects frequent lane-splitting behavior by motorcycles traveling in close proximity, leading to elevated risk and reduced driver response time, especially in complex weaving areas. Results show motorcycles often make sudden movements and experience near-conflict events. Given motorcycles’ high presence and vulnerability in traffic, injury risk increases in weaving sections. Therefore, implementing targeted safety measures for motorcycle users in congested urban traffic is critical.
This paper analyses how Transit-Oriented Development (TOD) indicators and land-market structure are associated with land values around Bogotá Metro Line 1. It focuses on two measurable TOD dimensions: Density, captured by Floor Area Ratio (FAR), and Diversity, captured by a land-use entropy index. A balanced station–year panel is built for 16 stations between 2012 and 2025 (excluding 2023), using 5-minute walking isochrones as functional catchments. For each station–year, an area-weighted reference land value per square metre is computed from cadastral data, while TOD indicators and land-use participation shares come from Bogotá’s Land Use and Land Value Observatory. Two-way fixed-effects models with station and year fixed effects are estimated for log land value, including a parcel fragmentation index to capture land-market structure. In the base specification, both FAR and entropy are positively associated with land values, but only FAR is marginally significant. When parcel fragmentation and land-use shares are added, entropy becomes statistically significant, while FAR loses significance. In the extended model, a 0.1 increase in entropy is associated with roughly 16–18% higher land value, and fragmentation shows a small negative effect. The results suggest that the land market already rewards mixed-use station areas, and that fragmented ownership may limit TOD potential and land value capture around Bogotá Metro Line 1.
Accessing airports using alternative travel modes like transit remains a challenge for many cities; particularly, the challenge is manifold for mid-sized cities, where reliance on private vehicles is predominant. This study explores individuals’ perceptions towards autonomous transit services (ATS) for accessing an international airport in Kelowna, a rapidly-growing city in Canada. Given the novelty of ATS technology, this study uses the extended Unified Theory of Acceptance and Use of Technology to examine acceptance and behavioural intentions to use ATS. Data come from a survey of 1,311 participants in Kelowna, which used scenario-based questions covering major airport access factors (traffic, parking fees, luggage) to assess attitudes toward ATS for airport travel and perceptions towards ATS attributes like safety, efficiency, and ease of use. A structural equation modelling technique was used to evaluate relationships among nine latent constructs, such as trust, safety perceptions, technological optimism, and ease of use. Results show that trust in capabilities and safety of ATS boosts perceptions of it as an efficient, reliable, and safe mode for airport access. Technological optimism is found to increase trust, while unclear regulations around ATS hinder perceived ease of use. The multi-group analysis revealed significant variations in key relationships across gender, prior autonomous vehicle experience, and income groups. For instance, high-income individuals more readily translated ATS efficiency perceptions into adoption intentions. The findings highlight the need for policymakers to develop clear regulations, ensure reliable service delivery, and implement targeted marketing and pilot programs to build trust and facilitate ATS adoption.
Decarbonizing urban transportation centers on vehicle electrification. The strategy reduces emissions, but additional measures are likely needed to meet net-zero targets. As an alternative, this study develops a modeling platform that quantifies the emission reductions achievable through bike-sharing systems, focusing on how effectively they can shift trips away from motorized vehicles and complement electric passenger vehicle adoption. Machine learning techniques, combined with the MOVES mobile source emission inventory model, were applied to simulate mode substitution patterns and quantify the resulting emission reductions, using data from Vancouver’s bike-sharing program and regional trip diaries. The findings indicate that each bike in the system reduces approximately 115–125 kg of CO2 per year. The results show that, within the current system, 18 shared bikes yield an annual operational tailpipe CO2 reduction equal to removing one fossil-fuel car. In a highly utilized bike-share system, this equivalency decreases to around 5 bikes, translating to a 3.4% CO2 reduction, showing the great potentials of bike sharing in reducing the carbon footprint of urban transportation.
Authorities and companies undertake various efforts to increase urban logistics’ sustainability, ultimately aiming to achieve full decarbonisation. Technical measures that facilitate the transition towards zero emission vehicle technologies are most often brought in daily practice. While electrification remains the most widely applicable intervention across various urban logistics trips, complementary measures aimed at reducing vehicle movements are often overlooked in policy discussions. These measures, like the use of consolidation centres, are commonly studied in isolation. An approach that assesses the impact of different types of decarbonisation measures on an urban level is still lacking. The diversity of urban logistics in terms of supply chains, vehicle types and related trip characteristics is often not considered. Different urban logistics segments have different possibilities to reduce CO2 emissions as well as vehicle kilometres and trips, regardless of the energy carrier. In this study, we present the Decarbonisation model (Decamod) that allows making a decomposition of urban logistics in different segments and modalities, after which the impact of tailored measures on CO2 emissions and vehicle kilometres is assessed based on the behavioural and organization reactions of a specific urban logistics segment. In this study, the results of an application of Decamod on the city of Utrecht are presented and the potential reduction in emissions and kilometres on the urban level is shown.
This study examined the socioeconomic and demographic profiles of neighborhoods of potential ferry terminals, marinas, and routes that could be used to prioritize autonomous electric passenger ferry (AEPF) services. Correlation and principal component analyses were performed to identify key factors influencing transportation equity and to classify ferry terminals into distinct clusters based on the socio-economic and demographic characteristics of the census tracts where they are located. Correlation analysis revealed that high-poverty census tracts are associated with higher proportions of marginalized groups, disabled individuals, households without vehicles, and mobile homes. These tracts also show higher unemployment rates and lower education levels. These areas need better connectivity to job opportunities in the Seattle-Tacoma region. The principal component analysis identified four clusters, ranging from urban poverty zones and rural Native communities to aging, socioeconomically stable regions and highly urbanized, transit-dependent neighborhoods. Proposed autoferry routes that connect disadvantaged areas to opportunity centers include Port Orchard (Cluster 3) to Seattle Pier 52 (Cluster 4), Tahlequah (Cluster 3) to Point Defiance (Cluster 2), and West Seattle (Cluster 2) to Seattle Pier 52 (Cluster 4). These routes aim to reduce socio-economic and geographic disparities, improve access to employment and services, and enable more frequent service due to shorter connections. The findings suggest that incorporating socioeconomic and demographic clustering into ferry planning can support the development of inclusive and sustainable transportation across the Puget Sound region.
How states design, govern, and sustain performance-based project prioritization systems is among the most consequential and understudied questions in transportation policy. This paper presents a structured comparative case study of seven U.S. state transportation prioritization programs, using Virginia’s SmartScale—one of the longest-running and most fully documented performance-based prioritization systems in the United States—as the institutional anchor for cross-state comparison. Situating state Department of Transportation (DOT) prioritization at the intersection of two literatures that are rarely brought into dialogue—the international literature on ex-ante project appraisal and the public-administration literature on performance management—the paper examines how variation in institutional design across decision-rule formalization, transparency, local input governance, post-selection change management, and continuous-improvement mechanisms is associated with the integrity and credibility of benefit-per-dollar capital programming. Five recurring design features are identified through an iterative process that combined deductive coding from the prior literature with inductive refinement across the cases. The analysis suggests that sustained scoring discipline depends less on formula design than on the governance architecture surrounding it, how scores are formalized, published, contested, and protected from post-selection cost drift, and it distills design lessons, including options for rules-based post-selection cost governance, that other jurisdictions can adapt to their own budget scales and legislative environments. The findings offer a transferable diagnostic framework for transportation agencies seeking to design or strengthen competitive capital programming systems.
This study applies a multidimensional benchmarking framework to evaluate the operational and financial efficiency of nine Indian metro systems using a panel dataset from fiscal years 2015 to 2022. The framework integrates Principal Component Analysis (PCA) with Quartimax rotation to reduce dimensionality and address multicollinearity among thirteen performance indicators, identifying two orthogonal components, operational and financial, that collectively explain 99% of the total variance. Following dimensionality reduction, Stochastic Frontier Analysis (SFA) is employed to estimate operational efficiency using ridership as the output and financial efficiency using total revenue as the output. A composite index combining both dimensions enables cross-city benchmarking. Results reveal substantial heterogeneity in performance. Mature, high-throughput systems such as Mumbai and Delhi operate close to the operational frontier, while smaller or newer systems exhibit significant underutilisation. Track length shows negative elasticity. Conversely, workforce deployment and soft cost emerge as critical drivers of operational and financial performance, respectively. Longitudinal analysis reveals that efficiency improvements during the COVID-19 pandemic are often driven by cost adjustments rather than demand recovery, suggesting a strategic trade-off between financial sustainability and service availability. Sensitivity analyses confirm that efficiency rankings are robust to alternative variable specifications and weighting schemes. The findings offer actionable insights for metro operators and policymakers. Investments should prioritise demand-aligned corridors supported by transit-oriented development and feeder systems. Operational improvements should focus on service frequency and workforce optimisation. Financial sustainability requires diversified non-fare revenues and disciplined cost governance. By integrating dimensionality reduction with frontier efficiency analysis, this study provides a scalable benchmarking framework applicable to urban rail systems in rapidly urbanising contexts globally.
This paper analyzes the interaction mechanism and multidimensional impacts of Urban Air Mobility (UAM) and ride-hailing services by a Cournot competition model. A case study based on operated UAM service between Shanghai and Suzhou in Yangtze River Delta urban agglomeration is conducted. The results indicate that the introduction of UAM does not necessarily result in a simple substitution effect on ride-hailing, and the impact of competition depends on the relative intensity of complementary and substitution effects. Ride-hailing demand, service prices, and platform profits increase when the complementary effect prevails. The competition promotes the passengers’ total travel demands and utility level but may not benefit social surplus with noise externalities.
The Essential Air Service (EAS) program in the United States subsidizes scheduled air links for eligible small communities. This paper develops an ex post monitoring architecture for subsidized air-service obligations by measuring how contract-listed capacity converts into observed passenger use. The study links October 2025 EAS contract records from the United States Department of Transportation (DOT) with 2025 T-100 airport-level and segment-level operating records from the Bureau of Transportation Statistics (BTS). The subsidy measure is a contract-listed annualized exposure measure; audited calendar-year disbursements are a separate fiscal accounting record. In the 48 contiguous states, Hawaii, and Puerto Rico, all 112 EAS contract airports match to BTS T-100 outcomes. Contract-listed annualized subsidy exposure in the October 2025 DOT report sums to United States dollars (USD) 627.36 million. The matched airports reported 2.99 million seats and carried 1.64 million passengers, leaving 1.35 million reported seats unused. Segment diagnostics show that 91 airports had at least 90 percent of reported seats supplied by the listed contract carrier, and a high-attribution subset of 76 airports still had a 48.10 percent aggregate unused-seat rate. The main hub-distance screen identifies 32 current monitoring flags and 36 October 2026 flags. A contract-window sensitivity using prorated listed rates yields a 45.14 percent unused-seat rate and 31 current monitoring flags. The results provide a screening workflow for policy review and transferable Public Service Obligation (PSO)-style applications.
Shared spaces have been proposed and implemented as a means of supporting safe and sustainable road networks by reducing the prominence of vehicles and defining places for people. However, empirical evidence on their performance remains limited, particularly in the Australian context. This paper presents a before-and-after empirical evaluation of three shared space applications in New South Wales, Australia. The implementations were delivered through the “Streets as Shared Spaces” program by local government authorities with support from the New South Wales Government. Each application was similar in scale but situated in different geographic and land-use contexts, representing lower-intensity shared space interventions within a broader spectrum of shared space design.Crowdsourced vehicle performance data and routine administrative crash statistics informed the evaluation, directly addressing safety concerns highlighted in the existing literature. Changes in speed, acceleration and braking behaviour were initially assessed using descriptive before-and-after comparisons, while near-miss and crash records provided descriptive indicators of safety conditions. The speed data was further examined using a modified difference-in-differences (DiD) framework, with within-site pre-intervention conditions serving as the internal comparator and time-series diagnostics used to assess baseline stability. The results suggest reductions in vehicle speeds across both shared space segments and surrounding links, with largely limited changes in acceleration and braking behaviour, aside from some variation near approach and exit segments to the shared space. Safety indicators show no clear deterioration in safety during the early post-implementation period, although longer-term monitoring is required. The findings are indicative and case specific rather than causal but illustrate how connected vehicle data can support scalable and transferable monitoring of place-based street interventions.
Transport planning has traditionally been dominated by expert-driven approaches, often overlooking social dimensions such as accessibility, safety, and the lived experiences of vulnerable groups. In the light of calls for more sustainable and just transport systems, this paper examines the role of public participation through co-creation in urban transport planning. The paper presents a case study from Lund, Sweden, based on a co-creation workshop conducted with women aged 65 and over, a group identified as particularly vulnerable in relation to traffic safety and accessibility. The workshop combined exploratory walks with a World Café activity to explore participants’ experiences of public space, mobility, and transport-related challenges around a central urban square and an adjacent street. The results show how the co-creation activities generated not only situated knowledge about transport, but also public space design, green structures, safety, well-being, and place identity. While the workshop focused on a specific citizen/societal group, participants raised concerns relevant to other vulnerable groups, highlighting the interconnections between transport, accessibility, and urban liveability. The paper concludes by reflecting on methodological lessons and the potential of co-creation processes to support more sustainable and just transport policy and practice.
Flag States occupy a pivotal position in the governance architecture of maritime decarbonization. As primary regulators under the IMO regime, they are responsible for implementing and enforcing environmental standards across globally mobile fleets. Yet flag administrations differ markedly in fleet composition, enforcement capacity, and technological uptake, raising important questions about comparative environmental readiness and institutional competitiveness.This study develops a fleet-level framework to assess environmental readiness across ten major flag States: Cyprus, Greece, Japan, Liberia, Malta, Marshall Islands, Norway, Singapore, Turkey, and the United States. Three dimensions are operationalized using harmonized registry data: decarbonization readiness (alternative-fuel capability), efficiency and modernization readiness (eco/electronic engine technologies), and air-pollution compliance readiness (SOx scrubber installations). A scenario-based multi-criteria decision analysis evaluates how comparative rankings change under alternative policy priorities.Results reveal a layered adaptation structure: efficiency technologies are most widely diffused, scrubbers function as mature compliance tools, and alternative-fuel readiness remains more concentrated. Large open registries achieve stable top rankings under most weighting structures, reflecting broad diffusion across extensive fleets, while registries specializing in advanced decarbonization technologies perform strongly only under transition-focused scenarios. The findings highlight a governance trade-off between fleet scale and the depth of technological transition and demonstrate the importance of scenario-based evaluation in comparative environmental performance assessment.
