Trunk Routes Research Articles

VARIABLE ASSESSMENT OF THE TRANSPORT AND LOGISTICS SCHEME FOR THE DISTRIBUTION OF GOODS TO THE TRADE NETWORK

The distribution of goods to the trade network is a complex process that requires a careful approach to determining the hierarchical structure of the interaction of participants in the logistics chain and planning their activities. An essential element of this process is choosing the configuration of the transport and logistics scheme, which ensures efficient and timely delivery of goods to the trade network. In this study, we propose to carry out a variable assessment of the efficiency of the distribution of goods according to basic schemes on the ground of taking into account a set of factors, such as the distance of transportation, volume of cargo, delivery terms, specific costs for transportation and storage of freight, the impact of changes in the speed of movement and the time of cargo operations. It makes it possible to present the choice of a rational transport and logistics scheme in the form of an optimisation process to make it more flexible and adaptable to the changing conditions that characterise the current distribution of goods. The article aims to establish a rational structure for determining the efficiency of the delivery of goods to the trade network based on evaluating a sensible version of the transport and logistics scheme, which ensures the conditions for implementing technological operations in time. The methodological basis for establishing a rational version of the transport and logistics scheme is a developed structural model of the influence of input parameters on the total costs and timeliness of delivery of a batch of goods to the trade network. Such a research model describes the functional relationship between incoming information flows about the volumes of orders for the delivery of goods, the nature of changes in the parameters of cars in motion and under loading-unloading, information about the structure of the available car fleet, and the characteristics of the communication network and the controlling influences represented by the choice of a rational total of trunk and delivery routes. Designating a logical sequence of communication between these flows enables determining the value of the components of the efficiency criterion of the transport and logistics delivery system. We established that the transport and logistics scheme of delivery is the basis for the development of transportation routes and the organisation of the functioning of warehouse distribution complexes. The developed structure for evaluating the efficiency of the delivery of goods to the trade network allows for determining the core conditions of activity of the logistics chain participants and specifying a set of technical, operational, and economic indicators of their work. Accounting for the time parameters of the transport and logistics chain enables taking into account the influence of fluctuations in the high-speed mode of movement and idle time at loading and unloading points. The developed models for estimating the time parameters of cargo delivery facilitate efficient planning of the transportation routes and determine the rational time for delivery of each consignment. All local models work in a complex with the general structure of evaluating the efficiency of goods delivery and ensuring a more efficient and transparent management of logistics processes. Their use allows logistics companies to reduce delivery costs, improve the quality of customer service, and increase the competitiveness of the trading network in the market. Keywords: delivery, product, trade network, delivery chain, logistics system.

Analysis of the Liner Shipping Network Structure of the Asia–Europe Main Trunk Route Using Social Network Analysis

Due to COVID-19, the shipping market has faced uncertainty, and the possibility of changes in port routes has increased. The purpose of this study was to analyze the network of container liner shipping routes between Asia and Europe. In particular, this research focused on a global risky situation—the COVID-19 pandemic. The data examined encompassed Asia–Europe route schedules from January 2018 to October 2021, which exhibited significant fluctuations due to the COVID-19 pandemic originating in 2019. To access this problem, utilizing concepts of centrality from social network analysis (SNA), namely degree centrality and betweenness centrality, this analysis incorporated route capacity as a weighted factor. The findings revealed that the port of Rotterdam held the highest degree of centrality in 2018, 2019, and 2021, while Shanghai claimed the highest degree of centrality in 2020. Singapore exhibited the highest betweenness centrality. Asian ports wielded greater influence during the COVID-19 pandemic compared to European ports. Furthermore, Singapore emerged as a pivotal mediator in the Asia–Europe routes, playing a significant role within the global supply chain. Results showed that the port could be put into an unstable situation. Therefore, the managers of port and shipping companies should be ready to minimize risk. From an academic perspective, it is difficult to integrate and analyze container liner schedules as they are monthly updated. This study therefore analyzed continuous schedules to examine dynamic changes in schedules. By adopting SNA, we presented changes in connectivity over multiple periods. This study addressed questions stakeholders may have had about route changes during the global crisis, contributing to sustainable container transportation. This study provides a general understanding of Asia–Europe container scheduling for decision makers. Using market schedules, this research analyzed the connections, and evaluated and compared each port.

Cooperative design of feeder bus and bike-sharing systems

Feeder services, which provide travellers effective access from local areas to trunk-line systems, are essential, especially when the long-haul trunk routes are designed with large spacing between stations. Apart from the short-haul bus, the development of bike-sharing systems has led to a powerful supplementary feeder service. Most research on feeder services focuses on the separate design of bike and bus systems, but their joint design deserves further study. This research proposes a bi-level mixed-integer programming model to simultaneously design the locations of feeder buses and shared bike stations as well as the bus routes. A modified genetic algorithm that encapsulates the fixed-point iteration and Frank-Wolfe algorithms is developed to solve the model for large network applications. Numerical examples are given to compare the joint design with the separate design. The key factors that affect the design outcomes are investigated. The effects of joint design on operators and travellers are also discussed.

VeLP: Vehicle Loading Plan Learning from Human Behavior in Nationwide Logistics System

For a nationwide logistics transportation system, it is critical to make the vehicle loading plans (i.e., given many packages, deciding vehicle types and numbers) at each sorting and distribution center. This task is currently completed by dispatchers at each center in many logistics companies and consumes a lot of workloads for dispatchers. Existing works formulate such an issue as a cargo loading problem and solve it by combinatorial optimization methods. However, it cannot work in some real-world nationwide applications due to the lack of accurate cargo volume information and effective model design under complicated impact factors as well as temporal correlation. In this paper, we explore a new opportunity to utilize large-scale route and human behavior data (i.e., dispatchers' decision process on planning vehicles) to generate vehicle loading plans (i.e., plans). Specifically, we collect a five-month nationwide operational dataset from JD Logistics in China and comprehensively analyze human behaviors. Based on the data-driven analytics insights, we design a <u>Ve</u>hicle <u>L</u>oading <u>P</u>lan learning model, named VeLP, which consists of a pattern mining module and a deep temporal cross neural network, to learn the human behaviors on regular and irregular routes, respectively. Extensive experiments demonstrate the superiority of VeLP, which achieves performance improvement by 35.8% and 50% for trunk and branch routes compared with baselines, respectively. Besides, we deployed VeLP in JDL and applied it in about 400 routes, reducing the time by approximately 20% in creating plans. It saves significant human workload and improves operational efficiency for the logistics company.

Liner shipping network design model with carbon tax, seasonal freight rate fluctuations and empty container relocation

In response to the challenges posed by the shipping carbon tax resulting from the low-carbon environmental policy, the seasonal fluctuation of freight rates in the container liner shipping market, and the reduced flexibility in fleet adjustment, we develop a bi-level programming model to maximize the average revenue per container ship and the total revenue of the fleet.The upper-level model selects the optimal shipping networks for both the off-season and peak season, while also designing the liner fleet for these two networks. The lower-level model optimizes the slot allocation scheme and the empty container storage and transportation scheme to evaluate the revenue of the network calculated by the upper-level model. Three meta-heuristic algorithms are proposed. We take the China-West Europe liner shipping route as the research object, and conduct numerical experiments on different optimization objectives and liner types. Results demonstrate that maximizing the average revenue per container ship involves reducing the carbon tax cost, simplifying the trunk route structure, and increasing the number of feeder routes. These changes lead to reduced satisfaction rates for transportation demands in both China and Europe. If the company seeks to maximize total revenue, they may achieve the opposite result. Therefore, liner companies should reasonably set optimization goals, adjust the network structure and liner operation status in a timely manner, and scientifically allocate container ship and empty containers to achieve the operational goals of reducing carbon emissions and maximizing revenue to cope with the volatile market and the low-carbon regulations.

An Approach for Quick Method of Estimating Passenger And Aircraft Demand for Feeder Air Services in India

The recent and the proposed entry of new airlines both in the ‘no-frills’ and in the "full service" categories has completely changed the aviation scenario in India. Obviously this explosive increase in capacity will have a profound effect on the economy of the airlines both in the short term as well as in the long-term period. A growth of over 25% per annum in passenger traffic may not be sustainable for long; thus galloping increase in capacity may result in mergers and strategic alliances of airlines on one side and closing down of some of the airlines on the other side. A point, which is to be noted is that, most of the new entrants also operate in the major trunk routes and serve the metros and the major cities. What appears to have not been tapped is the equally large potential in the regional and short haul sectors, which serve major, and small city pairs and also act as feeders to the major hubs.Realizing the importance of this, the government in its new civil aviation policy has given thrust to regional/ short-haul air travel. In this paper, an attempt is made to review the hierarchy of airline networks in India with respect to trunk, major and feeder routes. The air passenger traffic carried in terms of revenue passenger kilometers (RPK) is compared with upper class rail traffic. The present status of feeder airline services in India is outlined. It is pertinent to study the passenger traffic demand in these feeder routes as compared to upper class rail traffic as some percentage of upper class rail passengers are willing to shift to air travel due to marginal difference between airfare and upper class rail fare and time factor. The future RPKs are forecasted based on the actual RPKs data and the estimated RPKs of earlier market survey. A suitable aircraft size for airline operations in these feeder routes is arrived at based on existing air traffic data by a simplified approach from the basic principles of airline business. A macroscopic measure is used to determine the aircraft demand by assuming average block speed and utilization for each aircraft type. A sensitivity analysis was carried out for various levels of traffic growth keeping in view the sharp increase of air travel in recent years and further growth in air traffic fuelled by feeder sector as the hinterland opens up industry, services and tourism.

On the “Plateau Silk Road” Jointly Created by Ancient People of Various Ethnic Groups on the Qinghai-Tibet Plateau

Abstract The “Silk Road” has referred to the roads or the road networks that facilitated East–West communication, with ancient China as the starting point in the East. For a long time, the Qinghai-Tibet Plateau, known as the “roof of the world,” has not been included in discussions of the Silk Road, as it has been generally understood as dangerous for overland passage due to its location in the alpine snow region, challenging natural environment, and sparse population. As a result, few references on East–West passage through the plateau have been found in the historical records, in both the Chinese and Tibetan languages. However, archaeological discoveries in recent years have shown that from prehistoric times the early people on the Qinghai-Tibet Plateau began their communication and exchanges with the outside world in various ways. No later than the Han and the Jin dynasties, the traditional “Land Silk Road” had extended its trunk routes into the plateau. During the Tang dynasty, as the Tubo kingdom expanded continuously, it built a relatively stable transportation and road network that connected it with South, Central, and East Asia, which this article terms the “Plateau Silk Road.” The formation of the Plateau Silk Road was of great significance, as it not only connected the “Land Silk Road” and the “Steppe Silk Road” in North China as well as the “Maritime Silk Road” and the “Southwest Silk Road” in South China as a whole, but also played an irreplaceable role in integrating the western territories of China and the ethnic groups inhabiting these territories into the Chinese national community. In this process, the ancient people of all ethnic groups on the Qinghai-Tibet Plateau made important historical contributions.

Identification of Common Paths for Rideshare Routing by Mining Vehicle Trajectories

Trajectory data generated from various location sensors are increasingly available nowadays, providing comprehensive information on detailed itineraries that can be used in traffic and mobility analyses. This paper presents a study on the identification of underlying traffic stream clusters by exploring vehicle trajectory data. It aims to break down the spatial distribution of mobility flows and recognize the common paths according to which tentative rideshare routes could be set up. A step-by-step methodological framework, which includes map matching, measuring path similarity at the geometry level, trajectory clustering according to overlapping segments, locating trunk routes on the network, and classifying new trajectories on the identified routes, is proposed. An experiment has been conducted using trajectories collected in the real world. The results showed that different traffic streams with regard to direction and travel distance can be identified clearly. Overall, this study offers a comprehensive means of leveraging trajectory data to analyze itinerary patterns and make comparisons between trajectories. Compared with previous efforts, the proposed method is effective in distinguishing between traffic streams even with regard to bidirectional flows along the same route. In addition, it has the capacity to identify the common routes of underlying traffic streams instead of simply picking out single hot links or origin–destination pairs. This study is an example of data-driven research that uses digital trajectories to detect common path issues and offers detailed guidance on its application in this respect.

Cost Advantages of Far East/Europe Trunk Route Deployment With Port Selection in East Asia

To cater to the gradually increasing sizes of ships, several traditional container ports in East Asia built deep-water wharves to attract shipping carriers to berth, a decision that is considered highly reasonable because it allows for shipping carriers to gain a cost advantage. For traditional Far East/Europe (F/E) trunk routes, shipping carriers must deploy vessels that are large enough at hub ports to maintain low transshipment costs. However, for a port to attract shipping carriers, it should be able to first meet the cargo demand of these carriers. The port would also need to improve the loading ratio to enjoy the cost advantage. Simultaneously, the port should leverage the loading and unloading efficiency of the terminal to gain a competitive advantage. Although the port congestion observed at the F/E trunk during COVID-19 was not as serious as that in North American ports, it was sufficient to affect the route deployment and port selection decisions of shipping carriers. Currently, because the size of container carriers is the most critical factor in the reduction of shipping costs, as demonstrated in this study, the upsizing trend of container ships is regarded as a highly relevant aspect in the deployment of trunk routes and the selection of hub ports.

Seasonality of flights in China: Spatial heterogeneity and its determinants

Seasonality is an essential issue for service industries but lacks the attention of most transport scholars. To close this gap, this study explored the spatial heterogeneity and determinants of flight seasonality from a supply-side perspective, using the monthly flights of 222 airports in China during 2018 as a sample. The following conclusions were drawn. First, domestic flights in China face seasonality due to the country's vast territory and diverse natural environment. Second, from an airport perspective, seasonality is high in small airports serving remote places and in cities that are tourism destinations. Third, from a route perspective, feeder routes in the air transport network of China face higher seasonality when compared to trunk routes. Finally, airport size and a mix of natural landscape factors shape domestic flight seasonality at the national level. At the local level, most factors (e.g., airport size and temperature) are more evident in the northwest region.

Assessment of Abuja-Kaduna “Trunk A” Carriageway Drains and its Implications on National Development

The development of road transport in Nigeria dates back to 1910, when the existing bush pathways were converted into motorable highways. When the country witnessed a modernized network of important roads for articulated vehicles and passenger automobiles at the conclusion of the Second World War. Since 1975 and via the third and fourth Development Rolling Plans in Nigeria, the government at all levels has used road construction as a tool of pollution control since it impacts people's socioeconomic lives. As a result, many road construction projects are failing long before the worldwide standard lifespan of 20 to 25 years. This study evaluates the carriageway cambering condition, which is one of the primary fundamental elements influencing highway durability. It determines the carriage water drain and road pounding by vehicular weight transfer along the "A2" trunk route linking Lokoja, Abuja, Kaduna, Zaria, and Kano. According to the study, the gradient of all the portions of the road rehabilitated tends to be zero camber, resulting in the occurrence of visible surface folding, potholes, and pounding ln a defined pattern. It is thus recommended that all major road constructions in Nigeria be subjected to cambering tests prior to project delivery and utilisation in order to reduce the economic waste expended on constant repairs of this and other such roads in a country, which mostly transport its goods and services on roads.

REGIONAL GEOTURISTIC POTENTIAL TERNAVA RIVER VALLEYS IN THE LOWER COURSE

The publication highlights the regional features of the geotourism potential of the Ternava river valley (further on the river) and the conditions for the implementation of geotours, as basic components of the structure of the complex route “Terra Podolica”, the territory of Podilsk Transnistria, in particular within the study region. The advantages of the geographical location of the region in the system of regional tourist transfers have been established, which generally creates a demand for the development and implementation of geotourist routes here. The advantages of developing universal routes with spatial and content variations of tours, which are justified from an economic and eco-educational point of view, have been proven. The basic conditions and components of the geotourist potential of the Ternava River valley for the development of geotours within the selected locations with a description of their technical aspects are disclosed. The conditions for the effective implementation of geotours in the system of the regional recreation complex are determined. limiting factors and problematic aspects of their implementation. In particular, the role and features of relief forms in the visual-aesthetic perception of the landscape from the standpoint of developing interpretive geotours are revealed, and their technical parameters are described in detail from the standpoint of laying the route line. The factors of adaptation of promising geotourism products based on routes within the Ternava River valley to the needs of different groups of consumers are indicated. Meteorological and seasonal conditions for the sale of the specified geotourism products were analyzed. The Kytaygorod Outcrop and the conditions for carrying out activities within its boundaries have been determined as the main geotourism object. Prospective routes and variations of their spatial combination are characterized. An assessment of the complex combination of proposed routes (or their elements) within the Kamianets-Podilskyi – Bakota trunk route was carried out. The possibilities of component content specialization (in particular, litholo-paleontological and hydrological) routes have been demonstrated. An analysis of the effectiveness of promising geotourism development formats based on regional natural conditions was carried out. The results of the practical approbation of geotourism products are indicated. Key words: geotourism; resources; Ternava River; Podolia.

Analysis of the Carbon Intensity of Container Shipping on Trunk Routes: Referring to the Decarbonization Trajectory of the Poseidon Principle

Container shipping industries are highly capital intensive. If shipping carriers want to execute international shipping financing, they must follow the IMO emission reduction targets and meet the decarbonization trajectory of the Poseidon Principle (PP). This article used an activity-based model to calculate container shipping industry carbon emissions. It was found that the carbon intensity per unit for each ship was decreased because of the upsizing of container vessels and route deployment based on the alliance strategy. On the Asia–Europe (A/E) trunk route, as the ship size increased from 11,300 to 24,000 TEU, the results showed that the carbon intensity ranged from 6.48 to 3.06 g/ton-nm. It is also proven that the mega-container deployment on the A/E trunk route followed the decarbonization trajectory proposed by PP, while the Asia–Pacific trunk route was not fully in line with the trajectory of EEOI/AER. It is worth noting that starting from 2020, due to the COVID-19 pandemic, shipping companies deployed a higher number of small-size vessels to boost revenues, resulting in more pollutants produced and a mismatch of the trajectory proposed by PP.

Exploring Low-Carbon Bus Options for Urban BRT Systems: The Case of Amman

Being able to provide high-quality, metro-like transit service at a fraction of the cost of other options, bus rapid transit (BRT) has been viewed as one of the most cost-effective public mass transport systems suitable for urban areas. Since significant amounts of greenhouse gas (GHG) and air pollutant emissions are attributed to the transport sector, deploying low-carbon buses for BRT systems should be of high priority. With a view to promoting low-carbon buses instead of diesel buses for a BRT system currently being planned in Amman, Jordan, this paper evaluates several low-carbon bus options—hybrid, plug-in hybrid, opportunity charging, trolleybus, and battery electric bus—against the baseline case of diesel buses. While low-carbon buses reduce GHG and air pollutant emissions often considerably, they usually require higher upfront capital costs and additional infrastructure investments. On the other hand, they tend to incur lower energy and maintenance costs and have a longer lifetime, particularly battery electric buses. All these advantages and disadvantages are included in the assessment of low-carbon bus options relative to diesel buses. For the trunk routes of the Amman BRT, the analysis shows that the opportunity charging bus can be the most appealing option, having a positive internal rate of return (IRR) for the incremental investment costs. For the feeder routes, both low-carbon bus options considered, hybrid and battery electric, do not result in a positive IRR. Nevertheless, the battery electric bus is found to be a comparatively better option than the hybrid bus. A sensitivity analysis was conducted for both trunk and feeder routes to examine the variability of several parameters used in the study, such as capital expenditures, electricity price, and diesel price. The results show that IRR could increase favorably under certain conditions.

Influence of vessel upsizing on pollution emissions along Far East-Europe trunk routes.

The emissions of vessels are higher when they sail at sea than when they are at a port, and such emissions affect air quality considerably. In this study, an activity-based method was used to calculate the quantities of various pollutants emitted by large container ships sailing at optimal speed on Far East–Europe trunk routes, which cover seven of the largest economies with high population density. We determined the emission quantities of various pollutant, such as carbon dioxide (CO2), sulfide ({mathrm{SO}}_{mathrm{x}}), nitride ({mathrm{NO}}_{mathrm{x}}), and particulate matter—for the newest mega container ships deployed on the aforementioned routes by THE Alliance. This study considered vessel speed as a critical variable and found that to reduce vessel emissions, port authorities should mandate that vessels reduce their speed when entering and leaving a port. Considering maritime practice, setting the optimal speed of a vessel as 15–18 knots is the most effective method for reducing emissions. On the basis of the obtained results, appropriate recommendations are made to the International Maritime Organization, international shipping companies, and port authorities.

Logistics strategy simulation of second-ranked ports on the basis of Japan’s port reforms: a case study of Hakata Port

ABSTRACT As a result of the port reforms in Japan, the Japanese government has intensively invested in physical infrastructure to maintain the trunk routes at selected and legally repositioned first rank strategic international ports under the Strategic International Container Port Policy. However, although central international ports, which are legally ranked second, have important roles to play in trade with Asia, it is difficult to expand the functions of these ports further without the development of strategic measures, given the government policies and accompanying budget constraints. This paper describes an examination of the feasibility of logistics strategies for a second-rank port to become a hub for Asia in Japan consistent with the current policy by using the global logistics intermodal network simulation, considering Hakata Port as a case study. The results show that Hakata Port has the potential to collect cargo from ports on the Japan Sea side and to launch shuttle services to Southeast Asia. The simulation results also suggest that cooperation with Kitakyushu Port, which is geographically close, is desirable. Approaches based on the characteristics of port governance in Japan are also presented.

Impacts of national strategies on gateway ports: An empirical study in the Bohai Rim

National strategies have a large influence on the development of ports, especially gateway ports. The Bohai Rim is facing a new round of China's national strategies. It could be predicted that the statuses of the regional gateway ports in the international liner shipping network would change. In this paper, AIS data are adopted to identify the gateway ports in the Bohai Rim. With consideration of the choice behaviour of shippers and the uncertainty of the effects of national strategies, a liner network optimization model is constructed to estimate the service frequency of liners at four gateway ports (Qingdao, Tianjin, Dalian, Busan). On this basis, the roles of these ports in the global liner shipping network and the competitiveness regarding typical shipping routes (U.S., European and Southeast Asian routes) are investigated. The results reveal the following: (i) The transport demand growth brought by the revitalization strategy of the Old Industrial Base would significantly promote the status of Dalian Port. The calling frequencies of Qingdao Port would be improved, narrowing the gap in route density between it and Busan Port. However, more than expected, this growth might weaken the competitiveness of Tianjin Port, especially regarding U.S. and Southeast Asian routes. (ii) The pilot free trade zone (FTZ) policy could significantly promote the service frequencies of trunk routes at the Qingdao, Tianjin and Dalian Ports. When trade facilitation reaches the same level as that of Busan Port, the calling frequencies of Qingdao Port might surpass those of Busan Port.

THE EVALUATION OF COMPETITIVENESS ON COST ADVANTAGE OF REGIONAL HUB PORT: THE CASE STUDY OF TRANS-PACIFIC ROUTE AGAINST KAOHSIUNG PORT

Numerous conventional container ports in East Asia are evolving from intercontinental into regional hub ports. This study adopted the Port of Kaohsiung as an example of competition with neighboring ports. The results of this study demonstrated that the Port of Kaohsiung is still a competitive docking port on trans-Pacific trunk routes for North America, despite facing external threats (e.g., upsizing of ships, lack of new deep-water terminals, and new strategic alliances affecting terminal operations), overall shipping cost considerations (e.g., container volume, different ship sizes, and port selection), and increasingly intense competition with neighboring ports. Under such circumstances, the Port of Kaohsiung must keep pace with container ship upsizing, sufficiently increase deep-water terminal capacity, and improve its existing container terminals’ operating efficiency to attract route deployment and larger container ships and thereby maintain its current advantages and position as a regional hub port.

What does it Take to Improve Road Safety in Asia?

Despite global, regional, and national efforts in reducing the number of road crashes, the number of fatalities from these crashes is increasing globally as well as in Asia. The Asia-Pacific region currently accounts for 60% of global road fatalities. There are wide variations in the number of road fatalities among the regions, subregions, and countries. Within Asia, the South and South-West Asia subregion has the highest fatality rate of 20.3 fatalities per 100,000 population followed by South-East Asia with a fatality rate of 17.8 per 100,000 population. This paper reviews and analyses the road safety situation and implementation of road safety policies and practices in Asian countries. Identified are distinct risk factors that demand priority consideration. Some of the actions suggested for improving road safety in Asia are: Ensuring the availability of accurate road safety data, addressing the challenges of Vulnerable Road Users and powered two-wheelers, changing behaviors of road users and long haul drivers, ensuring safety features in trunk routes, improving infrastructure and facilities for non-motorised and public transport in cities, prioritising safety in rural and remote areas, empowering road safety institutions with accountability, focusing on low-cost solutions, and advocacy and education.

Airfares Data in New Zealand Domestic Aviation Market

Price competition has been a growing concern of worldwide researchers and managers. In the aviation market, especially with the help from e-commerce platforms such as Expedia, TripAdvisor, and SkyScanner, airfares are now available to customers in the easiest and quickest way. It thus allows airlines to match their fares immediately and simultaneously upon any changes of their rivals, given that customer’ choices are made with regard to their incomes. This study provides a dataset on domestic airfares in New Zealand that could be useful for future studies in the fields of marketing, business and economics, transportation and aviation, or management. The dataset covers 12 trunk routes and 40 secondary routes in New Zealand from 19 September 2019 to 18 December 2019, a total of 90 days. It provides a rich dataset of more than 162,000 observations regarding the airfare, departure time, arrival time, flight duration, airline, departure airport, arrival airport, transiting airport, and so on. There are possibilities to extend the dataset (e.g., in terms of flying distance, airport characteristics, and airline characteristics) to make it be valuable for future study.