Cheaper Fares Research Articles

How Many Are Too Many? Analyzing Dockless Bike-Sharing Systems with a Parsimonious Model

Using a parsimonious model, this paper analyzes a dockless bike-sharing (DLB) service that competes with walking and a generic motorized mode. The DLB operator chooses a fleet size and a fare schedule that dictate the level of service (LOS) as measured by the access time or the walking time taken to reach the nearest bike location. The market equilibrium is formulated as a solution to a nonlinear equation system over which three counterfactual design problems are defined to maximize (i) profit, (ii) ridership, or (iii) social welfare. The model is calibrated with empirical data collected in Chengdu, China, and all three counterfactual designs are tested against the status quo. We show the LOS of a DLB system is subject to rapidly diminishing returns to the investment on the fleet. Thus, under the monopoly setting considered herein, the current fleet cap set by Chengdu can be cut by up to three quarters even when the DLB operator aims to maximize ridership. This indicates the city’s fleet cap decision might have been misguided by the prevailing conditions of a competitive yet highly inefficient market. For a regulator seeking to influence the DLB operator for social good, the choice of policy instruments depends on the operator’s objective. When the operator focuses on profit, limiting fare is much more effective than limiting fleet size. If, instead, it aims to grow market share, then setting a limit on fleet size becomes a dominant strategy. We also show, both analytically and numerically, that the ability to achieve a stable LOS with a low rebalancing frequency is critical to profitability. A lower rebalancing frequency always rewards users with cheaper fares and better LOS even for a profit-maximizing operator. Funding: This research was partially supported by the U.S. National Science Foundation [Grant CMMI 1922665] and the National Natural Science Foundation of China [Grant 71971044]. Supplemental Material: The online appendix is available at https://doi.org/10.1287/trsc.2022.0304 .

Cheap fares for high-credit passengers: mitigating metro’s overcrowding via a credit-based coordinative pricing scheme

Cheap fares for high-credit passengers: mitigating metro’s overcrowding via a credit-based coordinative pricing scheme

Mengoptimalkan Akurasi Navigasi dan Fleksibilitas Pembayaran pada Aplikasi Maxim : Tinjauan terhadap Pengalaman Pengguna

Maxim is an online transportation service that is often used by people in Indonesia by offering various services including Maxim Ride, Maxim Car, Maxim Delivery, Maxim Food, and Maxim Cargo. Maxim also offers cheap fares start three kilometers on every service used by the community so that it can attract people's interest in using it, it is also supported by Maxim who continues to exist in various regions of Indonesia to enjoy the online transportation service. However, it is possible that there are still problems when users use the service, namely the accuracy of the lacking maps and the less variable payment method. So there needs to be optimization on navigation accuracy and payment flexibility in Maxim application.Therefore, through the MSIB Batch 4 Program of Certified Independent Studies on Product Management Fundamentals for Digital Product at Apiary Academy, The researchers applied the study to Maxim's application in the form of a Final Project supported by a qualitative descriptive research method through a survey and in dep depth interview to find out more details about the user's problems for navigation accuracy planning and flexibility payments can be maximally accepted by the public especially today's users.
 Navigation Accuracy,Payment Flexibility, Maxim, User Experience

Future Perfect

Future Perfect

The growing influence of low-cost carriers in Northeast Asia and its implications for a regional single aviation market

This paper provides an overview of the development of the low-cost carrier (LCC) sector in China, Japan, and South Korea. It is the first paper that documents LCC contributions to the passenger traffic and cheaper fares in Northeast Asia (NEA)'s intra-markets. We argue that a single aviation market can facilitate the growth of the LCC sector, which in turn will make a significant contribution to the NEA connectivity, mobility, and integration. In addition, with a single aviation market, NEA countries can adopt a proactive, unified approach in negotiating air transport agreements with the major aviation partners to maximize the interests of this region as a whole, which will further provide valuable growth opportunities for the LCCs.

Reliability assessment of a stochastic air transport network with late arrivals

With the rapid development of low-fare airlines with cheaper fares, the demand for safe and fast air-travel is growing. However, weather shocks, unpredictable situations, or mismatched interactions between related players sometimes impair the on-time landing of air transport networks. This work considers late arrivals and assesses the reliability of an air transport network and its performance indicator in terms of meeting the requested number of passengers under the time constraint. The available number of seats in each flight is regarded as stochastic owing to the number of seats that have been reserved by both travel agents and individual customers. An air transport network is thus formulated as a stochastic-flow air transport network with late arrivals, and all minimal itineraries feasible under the constraint of time are found through a depth-first search based approach. The reliability is derived from all flow vectors such that its capacity and tardiness-related valid conditions are not bounded while fulfilling the given number of passengers. Evaluating the reliability with considering late arrivals implies handling the rapid increase in flights for each tardiness level and facing the influence on the validity of each minimal itinerary. This study also contributes towards potential improvements in the reliability of air transport networks, which can benefit travel agents.

Adoption and loyalty toward low cost carriers: The case of Taipei–Singapore passengers

This study explores the determinants for the duration of airline passengers to adopt a low cost carrier (LCC) and their loyalty toward the LCC. The analysis results of travel information on 338 passengers traveling between Taipei and Singapore show that business passengers take longer duration to accept the LCC. Cheaper fares and convenient booking channels can shorten the passenger’s duration to adopt the LCC, whereas airline image and safety consideration can increase the duration. Frequent flyer programs and convenient booking channels can increase the passengers’ loyalty toward the LCC.

MRTH コンテナ船による国際コンテナ輸送の超高速化とそのフィージビリティスタディについて

Recently, in the cargo transportation between international, the rate of the change to airlines from conventional container ships rises greatly (over 40% of money base in Asia) in the background of the increase of transit needs between international of the high-tech products such as the electronic parts, semiconductors, office supplies, etc. In this reason, the transportation costs of the high-value-added commodity groups soar, the fare differences between aircrafts and conventional container ships becomes large, and the problem of the earth environment becomes aggravated. From such circumstances, in order to control the rise of the rate of the change to airlines, the Very High Speed MRTH Full Container Ships applied the MRTH (Minimum Resistance Twin Hull) developed by Dr. Maruo, should be adopted to achieve highly speeding up of the container transportations between international.The MRTH Container Ships can provide with an excellent high speed performance that breaks down the limit of the speed performance of conventional container ships and can make the difference at the lead time with aircrafts insignificant by cheap fares. In the present paper, the feasibility studies when the MRTH Container Ships are introduced into the coastal shipping routes, Japan-North West route and North East-Europe route, are described.

A study investigating the travel habits and preferences of older Australian adults with a falls risk

To investigate the travel habits and preferences of city-dwelling older Australians with a falls risk, and factors influencing outings. A retrospective cross-sectional survey was conducted with 96 community-dwelling adults with a falls risk. The mean age of participants was 78.2 years (SD 5.33). The majority were women (77%). Most (75%) went on five or more outings per week (mean 6.9 outings). Men drove more than women (41% vs 31%). Shopping was the most common reason for outings. Walking was the most frequent mode of travel, and buses were both the easiest and most difficult. Factors that enabled bus travel included bus stop location, good services and cheap fares. Primary reasons for restricting outings were poor health, transport barriers, neighbourhood safety and personal motivation. These older adults went out nearly every day. Findings can be used to improve transport services for older people.

End of the free lunch? The responses of traditional European airlines to the low-cost carrier threat

The short-haul operations of traditional European airlines such as British Airways and Lufthansa have come under increasing pressure from the growth of low-cost carriers. This paper examines their competitive responses. These are found to include reductions in labour costs, greater use of regional aircraft and a run-down of secondary hubs. Minimum stay requirements on cheap fares have been axed in many markets, while changes to the on-board service and a move to direct-sell bring these airlines closer to the low-cost carrier product. The network strength is largely maintained, however, which appears a better strategy than setting up a low-cost subsidiary.

GLOBALIZATION AS CHALLENGE AND OPPORTUNITY IN URBAN MISSION

International Review of MissionVolume 88, Issue 351 p. 381-389 GLOBALIZATION AS CHALLENGE AND OPPORTUNITY IN URBAN MISSION AN OUTLOOK FROM LONDON ANDREW P. DAVEY, ANDREW P. DAVEY Andrew P. Davey is Assistant Secretary (Community and Urban Affairs) in the Board for Social Responsibility of the Archbishops' Council, Church of England.Search for more papers by this author ANDREW P. DAVEY, ANDREW P. DAVEY Andrew P. Davey is Assistant Secretary (Community and Urban Affairs) in the Board for Social Responsibility of the Archbishops' Council, Church of England.Search for more papers by this author First published: 25 March 2009 https://doi.org/10.1111/j.1758-6631.1999.tb00166.xCitations: 2 Read the full textAboutPDF ToolsRequest permissionExport citationAdd to favoritesTrack citation ShareShare Give accessShare full text accessShare full-text accessPlease review our Terms and Conditions of Use and check box below to share full-text version of article.I have read and accept the Wiley Online Library Terms and Conditions of UseShareable LinkUse the link below to share a full-text version of this article with your friends and colleagues. Learn more.Copy URL Share a linkShare onFacebookTwitterLinkedInRedditWechat Citing Literature Volume88, Issue351October 1999Pages 381-389 RelatedInformation

A survey of the Swiss public transport system and policy

This paper surveys Swiss public transport structure and policy. The regulatory regime is explained with the division between the two operators working under federal monopoly — the State railways (SBB) and the postbuses (PTT) — and the rest of the system. The rather complicated Swiss subsidy arrangements are described. The federal government's emphasis on introducing cheap public transport fares on environmental grounds through the federal transport measures (BTM) and the use of cheap fares in urban areas are discussed. The paper notes the Swiss people's rejection by a referendum of a federal commission's proposal for an integrated transport policy, though some of the solutions were introduced in their own right: the division of SBB into two parts, and the creation of the concept Rail 2000, later developed into Rail + Bus 2000. Finally, the paper reviews problems of the Swiss policy, including the future of cheap fares, making some comparisons with developments in Scandinavia.

Residential Density Patterns in London—Any Role Left for the Exponential Density Gradient?

In this paper the theoretical economic foundations of the exponential function is reviewed, prior to an investigation of whether the familiar flattening of density gradients may be easily explained by the factors and trends most often used in practice. These are the effect of real income growth on residential land consumption and of possible improvements in speed as well as cheaper fares in the means of commuting. Density gradient estimations are carried out for London, with use of data from wards and London boroughs. A variety of different functional forms are tested, and the possibility is examined of a density discontinuity generated by the River Thames. Weighted regression techniques are used to correct for biases caused by wide variation in the areas used for observations. Finally, the actual variation of real incomes together with real fuel prices and fares on public transport in London are studied. It is concluded that these factors do not explain the observed flattening of density gradients, so that explanations must rest in other directions such as vintage factors and employment subcentres.

Grey literature online: the GLC experience

I can remember quite clearly the scene in the information officers' room at the Research Library in County Hall, the morning after the 1981 GLC elections—what an age ago it seems. There was the Members' information officer having a clear‐out, ditching piles of paper. ‘Airships—out! Olympic Games—out! CB radio—out!’ he sang as he bent with a will to his work. What he was doing was disposing of the bumph accumulated during the lifetime of the previous administration, reams of data collected for the benefit of the outgoing GLC, or acquired at the request of individual Members with bees in their bonnets about one subject or another, who had now fallen in battle. At the same time as the detritus of the previous four years was being swilled away, other hands were already bending to the task of assiduously garnering more bumph on the new ‘in’ topics—control of the police, ethnic minorities, cheap fares. And it is possible that in about three years from now we will be engaged in precisely the same operation in reverse. It's a slightly fanciful picture, but it is a fair comment on the way we operate; not so much ‘expand or die’ (though we do that when we can) as ‘respond or die’. The new administration, of whatever political colour, has its own new ideas that it wants to put into operation as quickly as possible, and it's our job to provide the necessary supporting information as rapidly as we can. What has gone before is largely so much water under the bridge. That's how we view our terms of reference.

Australian Immigration: 1947–73

As in Canada and the United States, immigration has been a major factor in Australian history. Over the 185 year period 1788-1973 (the First Fleet, containing Australia's pioneer garrison and convicts, arrived from Britain in 1788) the population grew from some 300,000 Aborigines to more than 13,300,000 souls of many different origins, 35 per cent by immigration and 65 per cent by natural increase, with much of this last being due to immigrants having children after arrival. This immigration has not always been steady or popular; indeed, Australia has sometimes been called a boa-constrictor, taking huge gulps of immigrants when times are good and immigrants plentiful, and then quietening down for digestion during periods of war or recession, (see Figure I). In particular, the Labor Party and Trade Unions have resolutely opposed large-scale immigration whenever they think there is danger of unemployment, as in the last three years. Additionally, after 25 years of immigration averaging nearly one per cent a year, there has been much talk of too great an immigrant pressure on housing, schooling, welfare and other resources; also much talk of Australia approaching its desirable population size and of the need for a policy of zero population growth. All these considerations led recent governments to cut the immigration target from 170,000 a year or more to some 80,000?this, after deducting the loss of native Australians and former settlers, has produced a net migration gain of something under 40,000 a year, 1971-73, compared with 104,000 a year, 1966-71. Even so, post-war immigrants and their children, have contributed about 59 per cent of Australia's post-war increase and now make up about 25 per cent of Australia's total population. A major element in Australia's immigration has been distance from Europe, some 11,500 miles by sea from London to Sydney via the Suez Canal and 13,000 miles via South Africa. To compete with the pull of much cheaper fares from Europe to the Americas, Australian govern? ments have found it necessary to assist 'desirable' settlers by paying their passage costs and providing them on arrival with initial accommodation and jobs. Over the years 1788-1947 about 45% of settlers arrived with some sort of government assistance, compared with 64% since 1947; this last figure reflecting the very great effort involved in the post-war migration

White Settlement in the Panama Canal Zone

There is every reason why the Americans at Panama should be the happiest body of whites in the world. Not only is the Canal economically profitable in normal times, but the United States government is prepared to foster it on the ground of national defense, with the result that the Canal employees secure large concessions. The Canal Commission, for example, pays salaries and wages on a so-called tropical scale, which is 25 per cent higher than home rates for the same type of work. Although the authorities now make a number of charges, such as rent for bungalows, they grant pensions, special rates at the commissary stores, generous leave, cheap fares for both the personnel and their cars to and from the United States, and other concessions that increase enormously the high remuneration paid under the scale. The housing provided for white Americans is generally excellent and well suited to conditions. The single or fourfamily bungalows are adequately screened, yet completely open to the air. Even the government restaurants are screened, and as they are open on three sides electric fans are neither desired nor necessary. All the houses are fitted with modern sanitation, baths, and plumbing. American methods at Panama put British Indian, British Malayan,