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on Transport Economics |
| By: | van Lieshout, R.N. |
| Abstract: | Periodic timetabling is one of the most well researched problems in the public transport optimization literature. However, the impact timetabling has on the number of required vehicles, which directly translates to operator costs, is rarely considered. Therefore, in this paper, we consider the problem of jointly optimizing the timetable and the vehicle circulation schedule, which specifies the cyclic sequences of trips vehicles perform. In order to be able to solve realistic instances, we improve an earlier proposed formulation by contraction techniques, valid inequalities and symmetry-breaking constraints. Ultimately, this allows us to explore the trade-off between the number of vehicles and the attractiveness of the timetable from the passengers' perspective. An extensive computational study demonstrates the effectiveness of the improved formulation. Moreover, using this approach we are able to find timetables requiring substantially fewer vehicles at the cost of minimal increases of the average travel time of passengers. |
| Date: | 2019–08–01 |
| URL: | http://d.repec.org/n?u=RePEc:ems:eureir:118655&r=all |
| By: | Marc-Olivier Pepin; Georges A. Tanguay |
| Abstract: | In this article, we estimate the car trips generated by the arrival of autonomous vehicles (AV) in the Greater Montreal Area. Our research methodology is based on a simulation model which estimates new travel demand associated with AV by measuring differences in travel needs by age categories. Given the uncertainty regarding the evolution of critical variables such as future car occupancy rate, we evaluate different scenarios to assess a range of potential effects of VA on motorized travel. Thus, the results predict a 13% average increase in motorized trips based on overall results, and a 16% to 20% increase in trips based on a stable average vehicle occupancy rate in the coming years. Otherwise, the predicted increase in travel is between 2%, based on a 14% increase in occupancy, and 26%, based on a 5% decrease in occupancy. For each of the scenarios assessed in the analysis, we estimate the effects on external costs caused by automobile travel. According to our results, AV could reduce private and social costs by $ 5,059 billion in Quebec. |
| Keywords: | Autonomous Cars,Driverless,Self-Driving,Motorized Travel,Age, |
| Date: | 2019–08–14 |
| URL: | http://d.repec.org/n?u=RePEc:cir:cirwor:2019s-17&r=all |
| By: | ALONSO RAPOSO Maria (European Commission - JRC); CIUFFO Biagio (European Commission – JRC); ARDENTE Fulvio (European Commission - JRC); AURAMBOUT Jean Philippe (European Commission - JRC); Gianmarco BALDINI (European Commission - JRC); Robert BRAUN (European Commission - JRC); Panayotis CHRISTIDIS (European Commission - JRC); Aris Christodoulou (European Commission - JRC); Amandine DUBOZ (European Commission - JRC); Sofia FELICI (European Commission - JRC); Jaime FERRAGUT (European Commission - JRC); Aliki GEORGAKAKI (European Commission - JRC); Konstantinos GKOUMAS (European Commission - JRC); Monica GROSSO (European Commission - JRC); Maria IGLESIAS (European Commission - JRC); Andreea JULEA (European Commission - JRC); Jette KRAUSE (European Commission - JRC); Bertin MARTENS (European Commission - JRC); Fabrice MATHIEUX (European Commission - JRC); Gerhard MENZEL (European Commission - JRC); Silvia MONDELLO (European Commission - JRC); Elena NAVAJAS (European Commission - JRC); Ferenc PEKAR (European Commission - JRC); Ioan RAILEANU (European Commission - JRC); Harald SCHOLZ (European Commission - JRC); Marie TAMBA (European Commission - JRC); Anastasios TSAKALIDIS (European Commission - JRC); Mitchell VAN BALEN (European Commission - JRC); Ine VANDECASTEELE (European Commission - JRC) |
| Abstract: | A perfect storm of new technologies and new business models is transforming not only our vehicles, but everything about how we get around, and how we live our lives. The JRC report “The future of road transport - Implications of automated, connected, low-carbon and shared mobility†looks at some main enablers of the transformation of road transport, such as data governance, infrastructures, communication technologies and cybersecurity, and legislation. It discusses the potential impacts on the economy, employment and skills, energy use and emissions, the sustainability of raw materials, democracy, privacy and social fairness, as well as on the urban context. It shows how the massive changes on the horizon represent an opportunity to move towards a transport system that is more efficient, safer, less polluting and more accessible to larger parts of society than the current one centred on car ownership. However, new transport technologies, on their own, won't spontaneously make our lives better without upgrading our transport systems and policies to the 21st century. The improvement of governance and the development of innovative mobility solutions will be crucial to ensure that the future of transport is cleaner and more equitable than its car-centred present. |
| Keywords: | road transport, mobility, connected vehicles, automated vehicles |
| JEL: | R00 R40 O18 L91 L62 |
| Date: | 2019–06 |
| URL: | http://d.repec.org/n?u=RePEc:ipt:iptwpa:jrc116644&r=all |
| By: | Rodier, Caroline; Alemi, Farzad; Johnston, Robert A. |
| Abstract: | Coordinated land use and transportation plans that locate high-density, mixed-use development near high-quality rail and bus transit are essential in helping communities reach important goals, such as economic development, reduced traffic congestion, greater transportation choices, and improved public health. These plans may also be critical to meet greenhouse gas (GHG) reduction goals and reduce harmful effects to human and natural systems. However, there are concerns that these plans could undermine the well-being of low-income groups and GHG reduction efforts. Investments for transit-oriented developments (TODs) may increase property values and gentrification, which could cause displacement of low-income groups. If low-income groups are pushed out of TODs, they will likely live farther from their daily destinations, require a car for transportation, and be more likely to buy a used or older-model car that will increase GHG emissions. Furthermore, higher-income families living in TODs may be more likely to drive since they can afford it, further increasing GHG emissions. By using the Sacramento PECAS (Production, Exchange, and Consumption Allocation System) and Sacramento travel demand models, the effects of TOD development policies on the larger economy and on specific socio-economic groups can be predicted. This policy brief summarizes findings from the report of the same title. View the NCST Project Webpage |
| Keywords: | Social and Behavioral Sciences, Economic impacts, Environmental impacts, Equity (Justice), Greenhouse gases, Socioeconomic factors, Transit oriented development, Travel demand |
| Date: | 2019–06–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt5dr9k67f&r=all |
| By: | Eva, Mihail; Mihai, Florin-Constantin; Munteanu, Alina-Violeta |
| Abstract: | Between 1990 and 2015, the annual global amount of CO 2 emission generated by transport has increased by 68%, from around 4.6 GtCO 2 to around 7.7 GtCO2. Technological advances towards eco friendly vehicles and policy incentives promoting environmental friendly modes of transport have thus been offset by economic growth and increasing mobility. This study questions the relationship between economic growth and sustainability performance of transport sector. It adds to the literature new insights concerning recent trends in the relationship between gross domestic product and various aspects of transport sustainability such as carbon footprint, carbon intensity and transport safety. A particular attention is given to discussing the emerging issues of “carbon inequality” and the role of political entities that contribute most to global CO2 emissions, such China, USA and the EU. Finally, this study adds to the literature a composite index of transport sustainability performance and explores between country inequalities in terms of sustainability performance. |
| Keywords: | CO 2 emissions, environmental impact, OECD countries, carbon footprint, carbon inequality, road fatalities. |
| JEL: | O13 O18 O19 O44 O47 P48 Q53 Q56 R40 R41 |
| Date: | 2019 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:95491&r=all |
| By: | Ruediger Bachmann; Gabriel Ehrlich; Ying Fan; Dimitrije Ruzic |
| Abstract: | This paper uses the 2015 Volkswagen emissions scandal as a natural experiment to provide evidence that collective reputation externalities matter for firms. We find that the Volkswagen scandal reduced the U.S. sales of the other German auto manufacturers—BMW, Mercedes-Benz, and Smart—by about 105,000 vehicles worth $5.2 billion. The decline was principally driven by an adverse reputation spillover, which was reinforced by consumer substitution away from diesel vehicles and was partially offset by substitution away from Volkswagen. These estimates come from a model of vehicle demand, the conclusions of which are also consistent with difference-in-differences estimates. We provide direct evidence on internet search behavior and consumer sentiment displayed on social media to support our interpretation that the estimates reflect a reputation spillover. |
| JEL: | D12 D22 D90 L14 L15 L62 |
| Date: | 2019–07 |
| URL: | http://d.repec.org/n?u=RePEc:nbr:nberwo:26117&r=all |
| By: | Fajgelbaum, Pablo; Schaal, Edouard |
| Abstract: | We study optimal transport networks in spatial equilibrium. We develop a framework consisting of a neoclassical trade model with labor mobility in which locations are arranged on a graph. Goods must be shipped through linked locations, and transport costs depend on congestion and on the infrastructure in each link, giving rise to an optimal transport problem in general equilibrium. The optimal transport network is the solution to a social planner's problem of building infrastructure in each link. We provide conditions such that this problem is globally convex, guaranteeing its numerical tractability. We also study cases with increasing returns to transport technologies in which global convexity fails. We apply the framework to assess optimal investments and inefficiencies in observed road networks in European countries. |
| JEL: | F11 O18 R13 |
| Date: | 2019–07 |
| URL: | http://d.repec.org/n?u=RePEc:cpr:ceprdp:13861&r=all |
| By: | D'Agostino, Mollie; Pellaton, Paige; Brown, Austin |
| Abstract: | Dynamic and responsive transportation systems are a core pillar of equitable and sustainable communities. Achieving such systems requires comprehensive mobility data, or data that reports the movement of individuals and vehicles. Such data enable planners and policymakers to make informed decisions and enable researchers to model the effects of various transportation solutions. However, collecting mobility data also raises concerns about privacy and proprietary interests. This issue paper provides an overview of the top needs and challenges surrounding mobility data sharing and presents four relevant policy strategies: (1) Foster voluntary agreement among mobility providers for a set of standardized data specifications; (2) Develop clear data-sharing requirements designed for transportation network companies and other mobility providers; (3) Establish publicly held big-data repositories, managed by third parties, to securely hold mobility data and provide structured access by states, cities, and researchers; (4) Leverage innovative land-use and transportation-planning tools. |
| Keywords: | Social and Behavioral Sciences, data sharing, policy making, transportation policy, shared mobility, transportation planning, city planning |
| Date: | 2019–08–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt4gw8g9ms&r=all |
| By: | Severen, Christopher; Van Benthem, Arthur |
| Abstract: | An individual's initial experiences with a common good, such as gasoline, can shape their behavior for decades. We first show that the 1979 oil crisis had a persistent negative effect on the likelihood that individuals that came of driving age during this time drove to work in the year 2000 (i.e., in their mid 30s). The effect is stronger for those with lower incomes and those in cities. Combining data on many cohorts, we then show that large increases in gasoline prices between the ages of 15 and 18 significantly reduce both (i) the likelihood of driving a private automobile to work and (ii) total annual vehicle miles traveled later in life, while also increasing public transit use. Differences in driver license age requirements generate additional variation in the formative window. These effects cannot be explained by contemporaneous income and do not appear to be only due to increased costs from delayed driving skill acquisition. Instead, they seem to reflect the formation of preferences for driving or persistent changes in the perceived costs of driving. |
| Keywords: | driving behavior; formative experiences; gasoline price; path dependence; preference persistence |
| JEL: | D12 D90 L91 Q41 R41 |
| Date: | 2019–07 |
| URL: | http://d.repec.org/n?u=RePEc:cpr:ceprdp:13859&r=all |
| By: | Vinish Shrestha (Department of Economics, Towson University) |
| Abstract: | Deaths from motor vehicle crashes are a leading cause of unintentional deaths in the United States. This paper investigates the effect of increases in cigarette taxes and prices following the Master Settlement Agreement (MSA) on non-alcohol and alcohol-related motor vehicle fatalities among youths. I find that increases in cigarette taxes and prices are associated with a reduction in non-alcohol related accidents between 1998 and 2006 among 16-to-20 year olds. |
| Keywords: | Cigarette Taxes and Prices, Driving Fatalities, Externalities. |
| JEL: | I10 I12 I18 |
| Date: | 2019–08 |
| URL: | http://d.repec.org/n?u=RePEc:tow:wpaper:2019-02&r=all |
| By: | Dong Cheng; Mario J. Crucini; Hyunseung Oh; Hakan Yilmazkuday |
| Abstract: | The beginning of the twentieth century provides a unique opportunity to explore the interaction of rapid technological progress and trade barriers in shaping the worldwide diffusion of a new, highly traded good: the automobile. We scrape historical data on the quantity and value of passenger vehicles exported from the United States to other destination countries, annually from 1913 to 1940. We model the rise of US automobile from global obscurity toward a level dependent upon the extent of long-run pass-through of US prices into destination markets and destination GDP per capita. The results based on a diffusion model with CES preferences and non-unitary income elasticity shows that 62% of the gap in diffusion levels between the U.S. and the rest of the world is due to price frictions such as markups, tariffs, and trade costs, while the remaining 38% is due to income effects. |
| JEL: | F1 L62 N60 N70 O33 |
| Date: | 2019–07 |
| URL: | http://d.repec.org/n?u=RePEc:nbr:nberwo:26121&r=all |