Transportation Research Part A Policy and Practice Journal Impact Factor & Information

Publisher: Elsevier

Journal description

Transportation Research: Part A contains papers of general interest in all passenger and freight transportation modes: policy analysis, formulation and evaluation; planning; interaction with the political, socioeconomic and physical environment; design, management and evaluation of transportation systems. Topics are approached from any discipline or perspective: economics, engineering, sociology, psychology, etc. Case studies, survey and expository papers are included, as are articles which contribute to unification of the field, or to an understanding of the comparative aspects of different systems. Papers which assess the scope for technological innovation within a social or political framework are also published. The journal is international, and places equal emphasis on the problems of industrialized and non-industrialized regions. Part A's aims and scope are complementary to Transportation Research Part B: Methodological, Part C: Emerging Technologies and Part D: Transport and Environment. The complete set forms the most cohesive and comprehensive reference of current research in transportation science. Selected abstracts from the Transportation Research Part A: Policy and Practice are available in TR Update, the Elsevier Science transportation newsletter.

Current impact factor: 2.79

Impact Factor Rankings

2015 Impact Factor Available summer 2016
2014 Impact Factor 2.789
2012 Impact Factor 2.725
2011 Impact Factor 2.354
2010 Impact Factor 1.601
2009 Impact Factor 1.715
2008 Impact Factor 1.832
2007 Impact Factor 1.352
2006 Impact Factor 1.634
2005 Impact Factor 0.646
2004 Impact Factor 0.73
2003 Impact Factor 0.792
2002 Impact Factor 0.868
2001 Impact Factor 0.531
2000 Impact Factor 0.28
1999 Impact Factor 0.319
1998 Impact Factor 0.582
1997 Impact Factor 0.474
1996 Impact Factor 0.462
1995 Impact Factor 0.47
1994 Impact Factor 0.424
1993 Impact Factor 0.083
1992 Impact Factor 0.013

Impact factor over time

Impact factor

Additional details

5-year impact 3.56
Cited half-life 8.00
Immediacy index 0.36
Eigenfactor 0.01
Article influence 1.10
Website Transportation Research Part A: Policy and Practice website
Other titles Transportation research. Part A, Policy and practice, Policy and practice, Transportation research-A
ISSN 0965-8564
OCLC 25574875
Material type Periodical, Internet resource
Document type Journal / Magazine / Newspaper, Internet Resource

Publisher details


  • Pre-print
    • Author can archive a pre-print version
  • Post-print
    • Author can archive a post-print version
  • Conditions
    • Authors pre-print on any website, including arXiv and RePEC
    • Author's post-print on author's personal website immediately
    • Author's post-print on open access repository after an embargo period of between 12 months and 48 months
    • Permitted deposit due to Funding Body, Institutional and Governmental policy or mandate, may be required to comply with embargo periods of 12 months to 48 months
    • Author's post-print may be used to update arXiv and RepEC
    • Publisher's version/PDF cannot be used
    • Must link to publisher version with DOI
    • Author's post-print must be released with a Creative Commons Attribution Non-Commercial No Derivatives License
    • Publisher last reviewed on 03/06/2015
  • Classification
    ​ green

Publications in this journal

  • Transportation Research Part A Policy and Practice 01/2016; 83:1-13. DOI:10.1016/j.tra.2015.10.003
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    ABSTRACT: Several recent studies in transportation have analysed how choices made by individuals are influenced by attitudes. Other studies have contributed to our understanding of apparently non-rational behaviour by examining how choices may reflect reference-dependent preferences. This paper examines how reference-dependent preferences and attitudes together may explain individual choices. In a modelling framework based on a hybrid choice model allowing for both concepts, we investigate how attitudes and reference-dependent preferences interact and how they affect willingness-to-pay measures and demand elasticities. Using a data set with stated choices among alternative-fuel vehicles, we see that allowing for reference-dependent preferences improves our ability to explain the stated choices in the data and that the attitude (appreciation of car features) explains part of the preference heterogeneity across individuals. The results indicate that individuals have reference-dependent preferences that could be explained by loss aversion and that these are indeed related to an individual's attitude towards car features. The models are validated using a large hold-out sample. This shows that the inclusion of attitudes improves the models' ability to explain behaviour in the hold-out sample. While neither reference-dependent preferences nor the attitude affect the average willingness-to-pay measures in our sample, their effect on choice behaviour has implications for policy recommendations as segments with varying attitudes and reference values will act differently when affected by policy instruments related to the demand for alternative-fuel vehicles, e.g. subsidies.
    Transportation Research Part A Policy and Practice 12/2015; 82:17-28. DOI:10.1016/j.tra.2015.08.006
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    ABSTRACT: Airlines frequently use advance purchase ticket deadlines to segment consumers. Few empirical studies have investigated how individuals respond to advance purchase deadlines and price uncertainties induced by these deadlines. We model the number of searches (and purchases) for specific search and departure dates using an instrumental variable approach that corrects for price endogeneity. Results show that search and purchase behaviors vary by search day of week, days from departure, lowest offered fares, variation in lowest offered fares across competitors, and market distance. After controlling for the presence of web bots, we find that the number of consumer searches increases just prior to an advance purchase deadline. This increase can be explained by consumers switching their desired departure dates by one or two days to avoid higher fares that occur immediately after an advance purchase deadline has passed. This reallocation of demand has significant practical implications for the airline industry because the majority of revenue management and scheduling decision support systems currently do not incorporate these behaviors.
    Transportation Research Part A Policy and Practice 12/2015; 82:1-16. DOI:10.1016/j.tra.2015.09.001

  • Transportation Research Part A Policy and Practice 12/2015; 82:141-157. DOI:10.1016/j.tra.2015.09.013
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    ABSTRACT: This paper examines the variation in the value of travel-time savings (VTTS), a fundamental element determining the market demand for high-speed rail. Following a review of time allocation theories, a time allocation model for general travel behavior is proposed as a further elaboration of Evans' (1972) activities analysis. There are relationships among activities that can be expressed using a linear inequality to show the constraints on the arrangement of activities. This model indicates that two or more activities can be simultaneously rearranged to improve time management, which may be a source of variation in VTTS. This time allocation model can explain why large-scale high-speed rail construction in China faces significant market risks and a high likelihood of economic loss. Data from a new ticket sales and booking system for railway passengers indicate that passengers prefer conventional overnight sleeper trains, rather than high-speed trains, for long-distance travel, which supports the analysis of the time allocation model.
    Transportation Research Part A Policy and Practice 12/2015; 82:130-140. DOI:10.1016/j.tra.2015.09.012
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    ABSTRACT: The purpose of this study is to assess differences in the levels of cost efficiency of bus lines operated under competitively tendered contracts and performance-based negotiated contracts. Following the revision of the Swiss railways act in 1996, regional public authorities were given the choice between two different contractual regimes to procure public passenger transport services. We directly compare the impact of competitive tendering and performance-based negotiation by applying a stochastic frontier analysis to the complete dataset of bus lines (n= 630) operated by the main Swiss company (Swiss Post) at the same time (in 2009) throughout the country. The overall results show that the differences in the levels of cost efficiency between the two contractual regimes are not significant. Our findings are in line with recent evidence of cost convergence between competitive tendering and performance-based negotiation, and suggest that the practice of using both contractual regimes is challenging for the operators in terms of competitive pressure. The threat of competitive tendering may have a disciplining effect on negotiation since it prevents bus companies from bargaining inadequate rents and inducing asymmetric information advantages.
    Transportation Research Part A Policy and Practice 12/2015; 82:158-168. DOI:10.1016/j.tra.2015.09.007
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    ABSTRACT: This study examines how consumers evaluate and respond to two economically equivalent but different forms of threshold free shipping (TFS) policy: piece-based or dollar-based (e.g., Regular: $25; free shipping on orders of "4 items" as opposed to "$100") offered by an online store. We first demonstrate that a piece-based TFS will result in a higher intention to shop than a dollar-based TFS. However, this effect is attenuated when information about the shipping charge is present (e.g., "$4.99 flat rate shipping. Free shipping on orders of ___") or when the time restriction for the TFS policy is short (e.g., "today only"). Finally, the effect of the TFS policy on intention to shop is shown to be mediated by the consumer's evaluation of the offer. The observations have important implications for internet retailers.
    Transportation Research Part A Policy and Practice 12/2015; 82:193-203. DOI:10.1016/j.tra.2015.09.015
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    ABSTRACT: Hong Kong drivers face daily congestion, especially at the Cross Harbor Tunnel (CHT) whose tolls are substantially lower than those of the drivers' other two tunnel options: the Eastern Harbor Crossing (EHC) and the Western Harbor Crossing (WHC). In 2013, the Hong Kong Special Administrative Region (HKSAR) Government issued a consultation paper, seeking public comments on three toll-change proposals that would raise the CHT's tolls and lower the EHC's tolls. The WHC's tolls would remain unchanged due to its congested connecting roads. Using monthly crossing data available from the HKSAR's Transport Department for 2000-2012, this paper uses a Generalized Leontief demand system to document that the usage patterns of the three tunnels is price-responsive. Hence, we conclude that the proposed toll changes are likely to be effective in transportation demand management, by shifting a portion of the CHT's usage to the EHC and WHC, thereby relieving the CHT's congestion.
    Transportation Research Part A Policy and Practice 12/2015; 82:94-109. DOI:10.1016/j.tra.2015.09.002
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    ABSTRACT: Utility controlled-charging (UCC) of plug-in electric vehicles (PEVs) could potentially align vehicle charging with the availability of intermittent, renewable electricity sources. We investigated the case of a nightly charging program where the electric utility can control home PEV charging. To explore consumer acceptance of this form of UCC, we implemented a web-based survey of new vehicle buyers in Canada (. n=. 1470). The survey assessed interest in PEVs, explained UCC, and elicited openness to UCC through attitudinal questions and a stated choice experiment. We find potential for UCC support among one-half to two-thirds of respondents interested in purchasing a PEV, depending on the scenario. However, some respondents express concerns with privacy and loss of control. To quantify preferences for UCC, we estimated a latent class choice model where respondents chose between different PEV charging programs. The model identified four distinct respondent segments (or classes) that vary in their acceptance of UCC, as well as their valuation of renewable electricity, saving money on their electrical bill, and undergoing charging inconvenience. The overall sample was more sensitive to cost incentives than to renewable incentives, where cost-based UCC programs garnered 63-78% enrollment while renewable-based programs garnered only 49-59% enrollment. Overall, we observe the potential for widespread acceptance of UCC programs among Canadian PEV buyers, but program design and deployment will need to carefully acknowledge the various motivations and concerns of different vehicle buyer segments.
    Transportation Research Part A Policy and Practice 12/2015; 82:29-46. DOI:10.1016/j.tra.2015.09.004

  • Transportation Research Part A Policy and Practice 11/2015; DOI:10.1016/j.tra.2015.10.006

  • Transportation Research Part A Policy and Practice 11/2015; DOI:10.1016/j.tra.2015.10.007

  • Transportation Research Part A Policy and Practice 11/2015; DOI:10.1016/j.tra.2015.10.008
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    ABSTRACT: Burgeoning container port facilities have fostered intensified competition among container terminal operating companies (CTOCs). However, despite research into their survival strategies which identified antecedents of competitiveness including hard factors such as facilities, available cargo and cargo processing ability, softer factors spanning human resource management, networks and strategic alliances with universities and government agencies in industry-university-government (I-U-G) networks have been overlooked. This study aims to examine both hard and softer antecedents of competitiveness as perceived by 152 professionals in South Korean CTOCs; empirical relationships among these antecedents, I-U-G networks, and competitiveness itself; and the significance of the I-U-G network in establishing and improving competitiveness. Posited antecedents of competitiveness included human resources, facilities, service quality, customer orientation, reputation, and government support policy as independent variables; the I-U-G network as a moderating variable and competitiveness as a dependent variable. Empirical structural relationships revealed that excepting government support policy, each variable significantly affected CTOC competitiveness. Further, the I-U-G network moderated the relationships between the antecedents of competitiveness and competitiveness. Because an effective I-U-G network was pivotal in controlling CTOC competitiveness, improved competitiveness requires not only differentiation of human resources, facilities, service quality, customer orientation, and reputation factors but also I-U-G network developments.
    Transportation Research Part A Policy and Practice 10/2015; 80:1-14. DOI:10.1016/j.tra.2015.07.009