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on Transport Economics |
| By: | Jenn, Alan; Azevedo, Inês; Michalek, Jeremy Joseph |
| Abstract: | The transportation sector is currently the largest contributor of greenhouse gas (GHG) emissions in the United States, and light-duty vehicles produce the majority of transportation emissions. Federal standards for fleet-averaged vehicle GHG emission rates and their corresponding corporate average fuel economy standards cap GHG emissions of the US light-duty vehicle fleet. In addition, two key policies aim to encourage a future fleet transition to alternative fuel vehicle (AFV) technologies: (1) incentives that treat AFVs favorably in the federal GHG standard, and (2) state zero-emission vehicle (ZEV) policy, which mandates AFV sales in some states. While each of these AFV policies can encourage AFV adoption, we show that net GHG emissions increase when both policies are present simultaneously. Specifically, we estimate changes in life cycle GHG emissions and gasoline consumption, relative to a pure federal fleet GHG standard (without AFV incentives or mandates), resulting from the introduction of (1) AFV incentives in federal fleet GHG policy, (2) state ZEV mandates, and (3) the combination of the two. We find that under fairly general conditions the combined AFV policies produce higher GHG emissions than either policy alone. This result is a consequence of state mandates increasing AFV sales in the presence of federal incentives that relax the fleet GHG standard when AFVs are sold. Using AFV sales projections from the Energy Information Administration and the California Air Resources Board, we estimate that the combined policies produce an increase on the order of 100 million tons of CO2 emissions cumulatively for new passenger cars sold from 2012 through 2025 relative to a pure GHG standard. AFV incentives in the GHG standard conflate policy goals by encouraging AFV adoption at the cost of higher fleet GHG emissions, and they permit even higher fleet GHG emissions when other policies, such as the ZEV mandate, increase AFV adoption. |
| Date: | 2019–06–01 |
| URL: | http://d.repec.org/n?u=RePEc:osf:osfxxx:n69tp&r=all |
| By: | Lisa Ryan (University College, Dublin); Ivan Petrov (University College, Dublin); Andrew Kelly (EnvEcon Decision Support); Yulu Guo (University College, Dublin); Sarah La Monaca (Columbia University) |
| Abstract: | This paper presents the results of an ex post evaluation of the impacts of a vehicle tax reform in Ireland, by carrying out a full social cost benefit analysis of a vehicle tax reform that began in Ireland in 2008 and shows that whilst successful in improving the fuel economy of new passenger cars, it may also have caused unintended effects, such as an increased proliferation of diesel vehicles in the passenger car fleet. These outcomes have mitigated the overall benefits. In addition to quantifying the scale of the various effects and outcomes, this paper clearly demonstrates the importance of broad scope policy design. |
| Keywords: | benefit-cost analysis, economic policy instruments, environmental economics, environmental tax reform, vehicle taxation |
| JEL: | D61 H23 Q51 Q53 R48 |
| Date: | 2019–12–20 |
| URL: | http://d.repec.org/n?u=RePEc:oec:envaaa:153-en&r=all |
| By: | Reiche, Colleen PhD; Goyal, Rohit; Cohen, Adam; Serrao, Jacqueline; Kimmel, Shawn PhD; Fernando, Chris; Shaheen, Susan PhD |
| Abstract: | The Booz Allen Team explored market size and potential barriers to Urban Air Mobility (UAM) by focusing on three potential markets – Airport Shuttle, Air Taxi, and Air Ambulance. We found that the Airport Shuttle and Air Taxi markets are viable, with a significant total available market value in the U.S. of $500 billion, for a fully unconstrained scenario. In this unconstrained best-case scenario, passengers would have the ability to access and fly a UAM at any time, from any location to any destination, without being hindered by constraints such as weather, infrastructure, or traffic volume. Significant legal and regulatory, weather, certification, public perception, and infrastructure constraints exist, which reduce the market potential for these applications to only about 0.5% of the total available market, or $2.5 billion, in the near term. However, we determined that these constraints can be addressed through ongoing intra-governmental partnerships, government and industry collaboration, strong industry commitment, and existing legal and regulatory enablers. We found that the Air Ambulance market is not a viable market if served by electric vertical takeoff and landing (eVTOL) vehicles due to technology constraints but may potentially be viable if a hybrid VTOL aircraft are utilized. |
| Keywords: | Engineering |
| Date: | 2018–11–21 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsrrp:qt0fz0x1s2&r=all |
| By: | Young, Mischa; Farber, Steven |
| Abstract: | Claiming that ride-hailing companies have disrupted the transportation sector is an understatement. The ability and vision of companies, such as Uber and Lyft, to harness smartphones’ built-in GPS technologies, provide real-time information about wait times, and facilitate cashless transactions has enabled them to effectively compete with the taxi industry, and potentially capture a sizeable share of the ridership of other modes as well. RH services are now increasingly being recognized as an accepted transportation service within cities, and have rapidly positioned themselves among the most valuable companies within the transportation sector. Albeit a relatively new field of research, studies on this novel mode of travel have mostly focused on its impacts upon the transportation sector, and on the regulatory and policy frameworks that should be implemented to either encourage or deter its usage. To date, not much work has been done to determine who actually benefits from RH and to understand the equity concerns that it may engender. In this chapter, we explore these largely unaddressed concerns by situating ride-hailing within the well-established transport equity literature that has long focussed on disparities in access and mobility between different social, economic, and demographic groups. This allows us to elaborate on the potentially restrictive nature of RH for many segments of the population. Once unveiled, these equity concerns will shape our discussion and inform our recommendations for an agenda to research equity concerns vis-a-vis ride-hailing. |
| Date: | 2019–04–09 |
| URL: | http://d.repec.org/n?u=RePEc:osf:osfxxx:pz7fk&r=all |
| By: | Ahlfeldt, Gabriel M.; Nitsch, Volker; Wendland, Nicolai |
| Abstract: | For a complete cost-benefit analysis of durable infrastructures, it is important to understand how the value of non-market goods such as transit time and environmental quality changes as incomes rise in the longrun. We use difference-in-differences and spatial differencing to estimate the land price capitalization effects of metro rail in Berlin, Germany today and a century ago. Over this period, the negative effect of rail noise tripled in percentage terms. Our results imply long-run income elasticities of the value of noise reduction and transport access of 2.2 and 1.4, substantially exceeding cross-sectional contingent valuation estimates. |
| JEL: | R12 R14 R41 N73 N74 |
| Date: | 2019–06 |
| URL: | http://d.repec.org/n?u=RePEc:ehl:lserod:102824&r=all |
| By: | Shaheen, Susan PhD; Stocker, Adam; Meza, Ruth |
| Abstract: | This white paper examines the social equity impacts of various congestion management strategies. The paper includes a comprehensive list of 30 congestion management strategies and a discussion of equity implications related to each strategy. The authors analyze existing literature and incorporate findings from 12 expert interviews from academic, non-governmental organization (NGO), public, and private sector respondents to strengthen results and fill gaps in understanding. The literature review applies the Spatial – Temporal – Economic – Physiological – Social (STEPS) Equity Framework (Shaheen et al., 2017) to identify impacts and classify whether social equity barriers are reduced, exacerbated, or both by a particular congestion mitigation measure. The congestion management strategies discussed are grouped into six main categories, including: 1) pricing, 2) parking and curb policies, 3) operational strategies, 4) infrastructure changes, 5) transportation services and strategies, and 6) conventional taxation. The findings show that the social equity impacts of certain congestion management strategies are not well understood, at present, and further empirical research is needed. Congestion mitigation measures have the potential to affect travel costs, commute times, housing, and accessibility in ways that are distinctly positive or negative for different populations. For these reasons, social equity implications of congestion management strategies should be understood and mitigated for in planning and implementation of these strategies. |
| Keywords: | Engineering, Traffic congestion, social equity |
| Date: | 2019–12–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsrrp:qt9z9618mn&r=all |
| By: | Silvia Bruzzone (Istituto Nazionale di Statistica, Direzione centrale per le statistiche sociali e il censimento della popolazione); Stefano Castriota (Department of Political Sciences, University of Pisa); Mirco Tonin (Free University of Bolzano‐Bozen, Faculty of Economics and Management) |
| Abstract: | This paper compares the effects of two reforms implemented in Italy in 2003 and 2016 – respectively the Penalty Points System (PPS) and the Road Homicide (RH) – aimed at reducing road accidents and mortality. In terms of the two main parameters characterizing enforcement – probability and intensity of the penalty – the two policies are opposite. In fact, with the PPS it is very easy to lose points but the maximum penalty – that is, temporary withdrawal of the license – is not dramatic. The RH, instead, introduced heavy penalties in the rare event of dead and injured people. We find a stronger decrease of dead and injured people with the PPS than with the RH. We compare the costs and benefits of the two policies and conclude that, in this context, strong penalties like incarceration are not socially beneficial. |
| Keywords: | Road accidents; penalty points system; road homicide; crime; punishment |
| JEL: | D91 K14 K42 R41 |
| Date: | 2019–12 |
| URL: | http://d.repec.org/n?u=RePEc:bzn:wpaper:bemps66&r=all |
| By: | Laurent Guihéry (MRTE - Laboratoire Mobilités, Réseaux, Territoires, Environnements - UCP - Université de Cergy Pontoise - Université Paris-Seine) |
| Abstract: | Long distance passenger mobility is experiencing a huge structural change in France and Germany. Based on Internet technology and customer-oriented services, new entrants in interurban coach services are diversifying the options for the travelers and have been very successful. This market has been deregulated in 2013 in Germany and 2015 in France. New actors are not only challenging rail operators in France and Germany, but also BlaBlaCar, the world leader in ridesharing and sometimes low cost airlines. Long distance coach players have also experienced in 2019 a concentration of actors: Flixbus, the leader with a market share in Germany of 95% has bought the French outsider Eurolines/Isilines. Eurolines/Isilines (Transdev Group) was the dominant operator before deregulation but had not succeeded to become a leader. Ouibus, which is a subsidiary of SNCF-the challenger of Flixbus in France, experienced high losses in operating, which was backed by public fund and debt, was sold to BlaBlaCar. Ouibus changed its name in BlaBlaBus - and is now becoming the French challenger in coach and ride-sharing operation. Flixbus and BlaBlaBus are now moving on the European market: the aim of our paper is to analyze the development strategies of these coach services leaders in France and Germany in a European perspective. What will be the balance? Which new services will emerge? |
| Keywords: | Long distance coaches,France,Germany,Flixbus,Blablabus,Competition |
| Date: | 2019–11–15 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:halshs-02374703&r=all |
| By: | Yana Bagina (National Research University Higher School of Economics) |
| Abstract: | The paper is focused on the interrelations between citizens’ everyday mobilities and the ways they cope with urban fears. It describes situations when people expect and experience security threats that trigger their fears, while moving in the city. To deal with fears urban citizens develop coping strategies - a set of actions that helps them to manage their emotional experiences. Coping strategies transform various elements of everyday urban mobility and, thus, rearrange and redefine it. The paper is based on semi-structured interviews with Moscow residents and digital diaries of emotions. |
| Keywords: | fear; coping with fear; coping strategies; mobility; everyday travels; urban mobility |
| JEL: | Z |
| Date: | 2019 |
| URL: | http://d.repec.org/n?u=RePEc:hig:wpaper:08/urb/2018&r=all |