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on Transport Economics |
| By: | Wang, Lanlan; Xu, Jintao; Zheng, Xinye; Qin, Ping |
| Abstract: | A driving restriction policy, as a control-and-command rationing measure, is a politically acceptable policy tool to address traffic congestion and air pollution in some countries and cities. Beijing was the first city in China to implement this policy. A one-day-a-week driving restriction scheme was expected to take 20 percent of cars off the road every weekday. Using household survey and travel diary data, we analyze the short-term effect of the driving restriction policy on individual mode choice. The data also allow us to identify which demographic groups are more likely to break the rules. The estimates reveal that the restriction policy in Beijing does not have a significant influence on individual driving choices, as compared with its influence on public transit. The rule-breaking behavior is constant and pervasive. We found that 47.8 percent of the regulated car owners didn’t follow the rules and drove “illegally” to their destinations. On average, car owners who traveled during peak hours or for work trips, and those whose destinations were farther away from the city center or subway stations, were more likely to break the rules. |
| Keywords: | driving restriction policy, Beijing, mode choice, rule breaker Creation-Date: 2013-09-30 |
| JEL: | Q58 R41 D01 |
| URL: | http://d.repec.org/n?u=RePEc:rff:dpaper:dp-13-11-efd&r=tre |
| By: | Eliasson, Jonas (KTH) |
| Abstract: | Congestion charges were introduced in Stockholm in 2006 as a seven-month trial, followed by a referendum where a majority voted in favour of the charges. This led to the reintroduction of congestion charges in August 2007, and they have been operational since then. The system has attracted worldwide attention worldwide, both because it achieved substantial congestion reductions, and because the system overcame fierce initial hostility, surviving a heated and complicated political and legal process, and eventually gaining support by more than 2/3 of the population and all political parties. This report summarises the story of the Stockholm congestion charges, pointing out experiences and lessons learnt. |
| Keywords: | Congestion charges; Stockholm; Sustainable transport |
| JEL: | H23 H54 R41 R48 |
| Date: | 2014–04–01 |
| URL: | http://d.repec.org/n?u=RePEc:hhs:ctswps:2014_007&r=tre |
| By: | Gernot Sieg (Institute of Transport Economics, Muenster) |
| Abstract: | This study presents a cost-benefit analysis of a law requiring cyclists to wear a helmet when riding a bicycle in Germany. The cost benefit-analysis takes into account the benefit of increased security when cyclists wear a helmet or use a transport mode that is less risky than cycling. The analysis also considers the cost of purchasing helmets, reduced fitness when cycling is replaced by a motorized transport mode, the discomfort of wearing helmets and environmental externalities. The benefits of a helmet law are estimated at about 0.714 of the costs. A bicycle helmet law for Germany is found to be a waste of resources. |
| Keywords: | bicycle helmets, cost-benefit analysis, helmet law |
| JEL: | K32 L91 R41 |
| Date: | 2014–03 |
| URL: | http://d.repec.org/n?u=RePEc:mut:wpaper:21&r=tre |
| By: | Eliasson, Jonas (KTH); Börjesson, Maria (KTH); Odeck, James (NTNU, Trondheim); Welde, Morten (NTNU, Trondheim) |
| Abstract: | We explore how benefit-cost efficiency and electoral support affect road investment decisions in Sweden and Norway. In Norway, neither benefits nor costs seem to affect project selection. In Sweden, civil servants’ decisions are strongly affected by projects’ benefit-cost ratios, with a stronger effect for more expensive projects, while politicians’ decisions are only weakly affected, and only for small projects. In both countries, governments tend to favour investments in regions where they enjoy strong local electoral support. Using cost efficiency as a final selection criterion seems to filter out many inefficient projects already at an early stage of the planning process. We argue that even if political decisionmakers are apparently mostly governed by other concerns than cost efficiency, civil servants at the administrations should not shy away from preparing efficient project suggestions for decisionmakers to choose from. |
| Keywords: | Cost benefit analysis; Project appraisal; Public decision making; Transport investments |
| JEL: | H43 R42 R48 |
| Date: | 2014–04–01 |
| URL: | http://d.repec.org/n?u=RePEc:hhs:ctswps:2014_006&r=tre |
| By: | Mandell, Svante (KTH and VTI); Nilsson , Jan-Eric (VTI); Vierth , Inge (VTI) |
| Abstract: | The impact of policy instruments supposed to reduce greenhouse gas emissions from road freight transports may seem smaller than expected. Using insights from economics and contract theory, the paper sorts out the (possible) instances of market failure in the freight transport market; operator market power, asymmetric information split incentives, and public goods. The primary limitations of standard policy instruments are demonstrated to be linked to unobservable information. Some of these may be reduced but not eliminated as information technologies develop, making it possible to observe, verify and provide contract-relevant information to the uninformed parties. There is little reason to believe that possible market failures present major limitations to the efficiency of economic instruments geared toward protecting the climate, other than possibly in the short run |
| Keywords: | Freight transport; Climate; Greenhouse gas; Policy instruments; Asymmetric information; Split incentives |
| JEL: | R40 |
| Date: | 2014–03–25 |
| URL: | http://d.repec.org/n?u=RePEc:hhs:ctswps:2014_005&r=tre |
| By: | Adrien Vogt-Schilb (CIRED - Centre International de Recherche sur l'Environnement et le Développement - Centre de coopération internationale en recherche agronomique pour le développement [CIRAD] : UMR56 - CNRS : UMR8568 - École des Hautes Études en Sciences Sociales (EHESS) - École des Ponts ParisTech (ENPC) - AgroParisTech); Stéphane Hallegatte (World Bank - World Bank); Christophe De Gouvello (World Bank - World Bank) |
| Abstract: | Decision makers facing abatement targets need to decide which abatement measures to implement, and in which order. This paper investigates the ability of marginal abatement cost (MAC) curves to inform this decision, reanalysing a MAC curve developed by the World Bank on Brazil. Misinterpreting MAC curves and focusing on short-term targets (e.g., for 2020) would lead to under-invest in expensive, long-to-implement and large-potential options, such as clean transportation infrastructure. Meeting short-term targets with marginal energy-efficiency improvements would lead to carbon-intensive lock-ins that make longer-term targets (e.g., for 2030 and beyond) impossible or too expensive to reach. Improvements to existing MAC curves are proposed, based on (1) enhanced data collection and reporting; (2) a simple optimization tool that accounts for constraints on implementation speeds; and (3) new graphical representations of MAC curves. Climate mitigation policies can be designed through a pragmatic combination of two approaches. The synergy approach is based on MAC curves to identify the cheapest mitigation options and maximize co-benefits. The urgency approach considers the long-term objective (e.g., halving emissions by 2050) and works backward to identify actions that need to be implemented early, such as public support to clean infrastructure and zero-carbon technologies. |
| Date: | 2014 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-00966821&r=tre |
| By: | Ignacio Inoa (THEMA - Théorie économique, modélisation et applications - CNRS : UMR8184 - Université de Cergy Pontoise); Nathalie Picard (THEMA - Théorie économique, modélisation et applications - CNRS : UMR8184 - Université de Cergy Pontoise, Department of Economics, Ecole Polytechnique - CNRS : UMR7176 - Polytechnique - X); André De Palma (Department of Economics, Ecole Polytechnique - CNRS : UMR7176 - Polytechnique - X, ENS Cachan - École Normale Supérieure de Cachan - École normale supérieure [ENS] - Cachan) |
| Abstract: | A three-level nested logit model for the choice of residential location, workplace, and type of employment is used to assess the effect of an individual-specific measure of accessibility to employments that takes into account the attractiveness of different occupations when the choice of workplace is anticipated in the decision of residential location. The model allows for variation in the preferences for types of employment across individuals and accounts for individual heterogeneity of preferences at each choice level in education, age, gender, and children. Using data from the Île-de-France region, it shows that the individual specific accessibility measure is an important determinant of the choice of residential location and its effect differs along the life cycle. The attractiveness of the types of employment is a better predictor of the workplace location than the usual total number of employments. |
| Keywords: | residential location, employment location, accessibility, nested logit, Île-de-France. |
| Date: | 2014–03–24 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:hal-00964212&r=tre |
| By: | Nathalie Picard (THEMA - Théorie économique, modélisation et applications - CNRS : UMR8184 - Université de Cergy Pontoise, Department of Economics, Ecole Polytechnique - CNRS : UMR7176 - Polytechnique - X); André De Palma (Department of Economics, Ecole Polytechnique - CNRS : UMR7176 - Polytechnique - X, ENS Cachan - École Normale Supérieure de Cachan - École normale supérieure [ENS] - Cachan); Ignacio Inoa (THEMA - Théorie économique, modélisation et applications - CNRS : UMR8184 - Université de Cergy Pontoise) |
| Abstract: | Residential location decision is often a household joint decision involving several decision-makers. These different decision-makers usually have diverging preferences, especially in dual-earner households, when spouses work at different locations. Since about half a century, literature on residential location has studied in great detail the influence of socio-demographic characteristics (and in particular the differences between females and males or between multiple-worker and single-worker households). However, there is no research devoted to the within-family joint decision process leading to residential location decision (and work-place decisions). In the context of Paris Area, we analyze differences between spouses' values of commuting times and show that spouses' disparities in commuting decisions is a key element in the intra-household decision process. The single-worker household approach leaves aside by construction important intra-household considerations that influence commuting time and accessibility to jobs. We review different models useful to study intra-household decisions in dual-earner households. To do that, we base our analysis on the framework introduced by Chiappori, de Palma, Picard, and Inoa (2013), which applies the collective approach of household behavior(Chiappori, 1988; Chiappori, 1992) to describe residential location choice of dual-earner households. This collective approach has been used in several economic fields, but not in urban and transport economics so far. Furthermore, we argue that the framework developed by Inoa, Picard, and de Palma (2013), can also be adapted to analyze the joint residential and job location decisions in a two-worker household. The analysis is based on two accessibility variables (one for each spouse) embedded in a three-level nested Logit model which is used to study the interdependence of residential and workplace locations, while accounting for variation of preferences for job types across individuals. |
| Keywords: | intra-household interaction, residential location, Paris region |
| Date: | 2014–03–24 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:hal-00964351&r=tre |
| By: | Richard Darbéra (LATTS - Laboratoire Techniques, Territoires et Sociétés - Université Paris-Est Marne-la-Vallée (UPEMLV) - École des Ponts ParisTech (ENPC) - CNRS : UMR8134) |
| Abstract: | Les taxis ne peuvent prendre des clients dans la rue ou en station qu'à l'intérieur du périmètre de l'autorité qui leur a accordé la licence. C'est leur " zone de prise en charge ". Dans la plupart des pays d'Europe il n'y a que quelques centaines de ces zones. En France il y en a potentiellement 36 000. Leur étroitesse, combinée au fait que ces licences sont négociables, empêche les taxis d'offrir un service optimisé pour le transport de malades ou d'adopter les nouvelles technologies de réservation par applications de téléphonie mobile. |
| Keywords: | taxi; régulation; téléphonie mobile |
| Date: | 2014–02–13 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:halshs-00971522&r=tre |
| By: | Dederke, Julian |
| Abstract: | Ehemals staatliche oder staatsnahe Sektoren wie der Schienenverkehr sind im Zuge der Europäischen Integration und des Binnenmarktprojekts einem markt- und wettbewerbsorientierten Liberalisierungsprozess ausgesetzt. Diesen treibt die Europäische Kommission (KOM) auf verschiedenen Wegen voran. Die vorliegende Arbeit untersucht eine Reihe von Vertragsverletzungsklagen der KOM gegen Mitgliedstaaten (MS), die keine ausreichenden Umsetzungsschritte bei der Eisenbahnliberalisierung ergriffen hätten. Mit dieser Klagewelle erhielt der EuGH erstmals die Möglichkeit zur Rechtsauslegung im Schienenverkehrssektor und fällte unterschiedliche Urteile. Die Arbeit fragt nach den Gründen für die Differenzierung im Angesicht der Rolle des EuGH als politischer und politisch restringierter Akteur. Diese wird in der wissenschaftlichen Debatte unterschiedlich bewertet: integrationsorientierter Liberalisierungsmotor einerseits, politisch restringiert innerhalb des politischen Umfelds andererseits. Anknüpfend an eine Debatte im American Political Science Review werden konkurrierende Hypothesen zur politischen Autonomie des EuGH generiert. In den Verfahren kam es zu zahlreichen Interventionen durch MS, die als Streithelfer aufseiten der Verklagten auftraten. Die Befunde der Arbeit weisen den Streithelfern in der untersuchten Klagewelle jedoch keinen zentralen Einfluss zu. Dagegen folgten die RichterInnen fast ausnahmslos den Empfehlungen des EuGH-Generalanwalts, der als unabhängiger Sachverständiger sachlich differenziert einzelne Rügen in Klageverfahren bestätigt oder zurückweist. Dies traf sowohl bei Empfehlungen zugunsten der Klägerin (KOM) als auch zugunsten der Verklagten (MS) zu. Das Urteilsmuster des EuGH zeigt außerdem, dass er Bahn-Holdingmodelle - als vertikal integrierte Unternehmensstrukturen einer der stärksten Konfliktpunkte zwischen KOM und MS - toleriert. Eine grundsätzlich liberalisierende und KOM-freundliche Positionierung des EuGH ist nicht erkennbar. -- Former public sectors or sectors close to the state (staatsnahe Sektoren) like rail transport are exposed to a market- and competition-based liberalisation process in the context of European integration and the single market project. The European Commission (COM) promotes liberalisation in various ways. This paper analyses a number of infringement lawsuits led by COM against several member states (MSs) accused of not having transposed the sectoral directives on railway liberalisation properly. These lawsuits allowed the ECJ to interpret the European legislation on rail transport for the first time. The role of the ECJ as political and politically restricted actor is evaluated differently in the scientific debate. On the one hand, the ECJ is argued to be an integrationist engine of liberalization. On the other hand, it is perceived to be bounded by its political surroundings. The judgments in the cases considered differ and the paper asks for the reason for this differentiation. For this purpose, following a debate in the American Political Science Review, competing hypotheses concerning the ECJ's political autonomy are generated and tested statistically. Since many MSs decided to intervene as third parties in support of other MSs during the proceedings at a first glance the interventions seemed to be of vital importance. However, the results don't support assumptions of MS interveners playing a key role in the observed lawsuits. Against this, the judges followed the court's Advocate General nearly without exception, who as an independent expert witness confirms or rejects individual complaints of an infringement process in a factual manner. This holds true for recommendations in favour of the plaintiff (COM) as well as for those in favour of the indictee (MS). Beyond this, the judgment pattern shows that railway company holding models are tolerated by the ECJ. Such vertically integrated firm structures have been one of the core points of contention between COM and MS. In this paper, I do not find evidence that the ECJ holds a strict bias in favor of liberalisation or the European Commission. |
| Date: | 2014 |
| URL: | http://d.repec.org/n?u=RePEc:zbw:fubipe:202014&r=tre |
| By: | Eggert, Håkan; Greaker, Mads |
| Abstract: | The transport sector contributes almost a fifth of the current global emissions of greenhouse gases (GHG), and its share is likely to increase in the future. The US, Brazil, and a number of European and other countries worldwide have introduced various support schemes for biofuels. The advantage of biofuels is that they are easily integrated with the current fossil fuel–based transport sector. However, recent studies question whether the supply of feedstock is sufficient, and to what extent biofuels lead to GHG emission reductions. In addition, studies find that some first generation (1G) biofuels have had a significant impact on food commodity prices. 1G biofuels’ problems can be overcome by a transition to second generation (2G) biofuels. So far, 2G biofuels are much more costly to produce. We therefore ask to what extent targeted support to 2G biofuels is likely to bring costs down. Are current support schemes for biofuels well designed in order to promote the development of 2G biofuels? We find that ethanol made from cellulose using the biochemical conversion process is far from a ripe technology, with several cost-reducing opportunities yet to be developed. Hence, targeted support to cellulosic ethanol might induce a switch from 1G to 2G biofuels. However, we find little evidence that production and use of 1G biofuels will bridge the conversion to 2G biofuels. The production processes are so different that more use of 1G biofuels will have little impact on technological development in 2G biofuels. Hence, to the extent that private investment in the development of 2G biofuels is too low,current support schemes for 1G fuels may block 2G biofuels instead of promoting them. Classification-JEL: separated by commas |
| Keywords: | biofuels, ethanol, cellulose, second generation |
| Date: | 2013–12–27 |
| URL: | http://d.repec.org/n?u=RePEc:rff:dpaper:dp-13-18-efd&r=tre |
| By: | Eliasson, Jonas (KTH); Aronsson, Martin (SICS) |
| Abstract: | När inte järnvägskapaciteten räcker till för alla tågoperatörers önskemål ska Trafikverket enligt järnvägslagen fördela kapacitet till olika operatörer på ett samhällsekonomiskt effektivt sätt. För att utföra detta använder Trafikverket s k prioriteringskriterier. Vi diskuterar vi först ett antal problem med dessa, för att sedan argumentera att det i praktiken är omöjligt för Trafikverket att göra en samhällsekonomiskt effektiv prioritering mellan olika typer av kommersiell trafik och mellan kommersiell och offentligt beslutad trafik (såsom pendeltåg), eftersom väsentlig information om den kommersiella trafiken som t ex trafikvolymer, priser och vinster är okända för Trafikverket. Vi föreslår i stället en princip för kapacitetstilldelning där offentligt beslutad trafik värderas samhällsekonomiskt, medan kommersiell trafik (såväl som gods) tilldelas kapacitet med hjälp av olika typer av marknadsmekanismer såsom auktioner eller dynamisk prissättning. |
| Keywords: | Railway |
| JEL: | R40 |
| Date: | 2014–03–25 |
| URL: | http://d.repec.org/n?u=RePEc:hhs:ctswps:2014_004&r=tre |