Zhenglei Ji | Searcharxiv

arXiv2026

Distance-based subsidy rate design to incentivize ride-hail access to advanced air mobility hubs

The success of advanced air mobility (AAM) operations is largely contingent on its effective integration with other ground transport modes. Under many use cases, AAM operators have to work with ride-hailing operators to create a seamless air taxi travel experience with adequate first and last-mile access. In investigating this multimodal coalition, this study proposes a distance-based subsidy rate design for AAM operators to incentivize ride-hail access to AAM hubs, incorporating air mobility operators' profitability considerations and travelers' route choices jointly. Using New York City (NYC) airport access as a case study, this study integrates high-volume for-hire vehicle (HVFHV) data from NYC taxi zones to consider real-world spatial demand distributions while considering passenger groups with different values of time (VOT) to derive insights on distinctive customer bases. Overall, the results show that AAM operators would need to subsidize the ride-hailing operators on vertiport access trips when air taxi operating costs exceed $12/mi. The analysis of ridership at AAM hubs indicates that ridership and profit contributions differ across different candidate vertiports in Manhattan, reflecting spatial demand heterogeneity. Additionally, having the airport access system in place, the taxi zones that generate the highest passenger demand to all three major NYC airports are identified under lower air taxi fare scenarios. These findings highlight how a distance-based subsidy rate design is beneficial in facilitating better access to vertiports and to foster high air taxi ridership with optimal AAM fare levels.

cs.CY↗

arXiv2026

Distributional welfare impacts and compensatory transit strategies under NYC congestion pricing

Early evaluations of NYC's congestion pricing program indicate overall improvements in vehicle speed and transit ridership. However, its distributional impacts remain understudied, as does the design of compensatory transit strategies needed to mitigate potential welfare losses. This study identifies population segments and regions most affected by congestion pricing, and evaluates how those welfare losses can be compensated through transit improvements funded by the toll revenues. We estimate joint mode and destination models using aggregated synthetic trips in the NY-NJ-CT-PA Combined Statistical Area (CSA) and calibrate toll-related parameters using post-toll changes reported by MTA. Compensatory transit strategies are evaluated by quantifying the reductions in transit wait time and fare discounts required to offset the CS losses. The results show that the program leads to an accessibility-related CS loss of $397.23 million per year, while generating net passenger toll revenue of $523.44 million per year estimated based on the MTA's report--indicating a net welfare gain. However, these gains in benefits conceal significant disparities. Achieving a general compensation requires modest investment--a 0.63-minute (13%) reduction in wait time or $165.15 million in annual fare subsidies for NYC residents, and a 2.12-minute (28%) reduction or $171.42 million for New Jersey residents. However, ensuring that no population group and county unit is made worse off is substantially more costly and infeasible through transit improvements alone. These findings underscore the need for differentiated compensation strategies: uniform fare discounts lead to overcompensation for some groups, whereas segment-specific discounts, origin-based fare reductions, or commuter pass bundles can achieve equitable accessibility restoration at lower fiscal cost.

econ.GN↗