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on Transport Economics |
| By: | Li,Shanjun; Zhu,Xianglei; Ma,Yiding; Zhang,Fan; Zhou,Hui |
| Abstract: | To promote the development and diffusion of electric vehicles, central and local governments in many countries have adopted various incentive programs. This study examines the policy and market drivers behind the rapid development of the electric vehicle market in China, by far the largest one in the world. The analysis is based on the most comprehensive data on electric vehicle sales, local and central government incentive programs, and charging stations in 150 cities from 2015 to 2018. The study addresses the potential endogeneity of key variables, such as local policies and charging infrastructure, using the border regression design and instrumental variable method. The analysis shows that central and local subsidies accounted for over half of the electric vehicles sold during the data period. Investment in charging infrastructure is much more cost-effective than consumer purchase subsidies. In addition, the policy that merely provided electric vehicles a distinctively license plate was strikingly effective. These findings demonstrate the varying efficacy across policy instruments and highlight the critical role of government in promoting fuel-saving technologies. |
| Keywords: | Energy and Environment,Energy Demand,Energy and Mining,Multi Modal Transport,Ports&Waterways,Energy Policies&Economics,Transport Services |
| Date: | 2020–08–13 |
| URL: | http://d.repec.org/n?u=RePEc:wbk:wbrwps:9359&r=all |
| By: | Piera Bello (Istituto di economia politica (IDEP), Facoltà di scienze economiche, Università della Svizzera italiana, Svizzera) |
| Abstract: | This study investigates the effects of driving on air quality and road safety by exploiting exogenous variation in traffic flows associated with the Swiss franc’s appreciation. During the Swiss franc’s appreciation, the volume of cars crossing the Swiss-Italian border rose considerably– the higher purchasing power of Swiss francs in the Euro area induced more Italian workers to cross the border daily to work in Switzerland and increased the propensity for Swiss consumers to shop abroad (Bello, 2019). By using hourly data on traffic flows, road accidents, and air pollution, I show that the higher mobility across the border increased the concentration of oxides of nitrogen at peak hours during working days and the risk of road traffic accidents with personal injuries at late morning on non-working days. The elasticity to the the number of cars of both variables of interest turns out to be larger than 1, providing evidence of a harmful externality. This suggests the need for programmes that treat traffic congestion, air quality, and road safety jointly. Moreover, the existence of an externality has important implications for optimal road use pricing. |
| Keywords: | safety and accidents, air pollution, traffic, geographic labor mobility, cross-border shopping, exchange rate |
| JEL: | Q53 R41 J61 D12 |
| Date: | 2020–04 |
| URL: | http://d.repec.org/n?u=RePEc:lug:wpidep:2001&r=all |
| By: | Guillaume Monchambert (LAET - Laboratoire Aménagement Économie Transports - UL2 - Université Lumière - Lyon 2 - ENTPE - École Nationale des Travaux Publics de l'État - CNRS - Centre National de la Recherche Scientifique, UL2 - Université Lumière - Lyon 2, Université de Lyon) |
| Abstract: | Long-distance carpooling is an emerging mode in France and Europe, but little is known about monetary values of this mode attributes in transport economics. We conducted a discrete choice experiment to identify and measure the values of attributes of long-distance transport modes for a trip as a driver and as a passenger, with a special focus on carpooling. Around 1.700 French individuals have been surveyed. We use discrete mixed logit models to estimate the probability of mode choice. We find that the value of travel time for a driver who carpools is on average 13% higher than the value of travel time when driving alone in his/her car. The average value of travel time for a carpool trip as passenger is around 26 euros per hour, 60% higher than for a train trip and 20% higher than for a bus trip. Moreover, our study confirms a strong preference for driving solo over taking carpoolers in one's car. We also show that individuals traveling as carpool passenger incur a "discomfort" cost of on average 4.5 euros per extra passenger in the same vehicle. Finally, we identify robust socioeconomic effects affecting the probability of carpooling, especially gender effects. When they drive a car, females are less likely to carpool than male, but they prefer to carpool two passengers over only one passenger. |
| Keywords: | Value of time,Long-distance,Carpooling,Discrete choice experiment |
| Date: | 2020 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-02121589&r=all |
| By: | Schwambach Vieira, Renato (Universidade Católica de Brasília); A. Haddad, Eduardo (Departamento de Economia, Universidade de São Paulo) |
| Abstract: | In this paper, we combine data from Uber Movement and from a representative household travel survey to constructs a weighted travel time index for the Metropolitan Region of São Paulo. The index is calculated based on the average travel time of Uber trips taken between each pair of traffic zone and in each hour between January 1st, 2016 to December 31, 2018. The index is weighted based on the travel patterns reported in a representative household travel survey, thus the results reflect average congestion levels faced by individuals in the city. We show that the index has a strong correlation with traditional measures of congestion, however, it has a broader coverage of the road network. Finally, we run two analyses using the index: 1) we evaluate the trends of traffic congestion between 2016 and 2018, showing a significant decline in average time spent in traffic; 2) We analyze the effect of different events on traffic congestion in the city, including holidays, public transit strikes, road shutdowns, rain and Major sport events. |
| Keywords: | Traffic Congestion; Travel Time Index; E-Hailing Data |
| JEL: | C43 D62 R41 |
| Date: | 2020–08–06 |
| URL: | http://d.repec.org/n?u=RePEc:ris:nereus:2020_005&r=all |
| By: | Wolff, Stefanie (E.ON Energy Research Center, Future Energy Consumer Needs and Behavior (FCN)); Madlener, Reinhard (E.ON Energy Research Center, Future Energy Consumer Needs and Behavior (FCN)) |
| Abstract: | In this paper, we spatially map the willingness to pay for e-vehicle charging options according to the availability of public charging spots. We combine a Discrete Choice Experiment on charging preferences with a data set of public charging spots. Our results show spatial heterogeneity, i.e. respondents’ choices depend on the quantity of public charging spots available to them. Non-availability of public charging spots in the vicinity has a larger effect on the choice probability than 1, 2, or 3 charging spots have. This could be evidence for charging infrastructure awareness. For the charging locations, we find marked spatial heterogeneity in the willingness to pay subject to the number of available public charging spots. The interaction of charging location with the number of public charging spots reveals a strong preference for charging at home rather than at work or charging on the road. However, with every additional public charging spot, respondents are more likely to charge away from home. This holds until the number of charging spots has reached a tipping point at which respondents become indifferent between home and work charging. When the tipping point is exceeded, respondents rather charge at work than at home. Thus, with increasing numbers of charging spots, public chargers near home are less relevant than those near work. Eventually, public chargers away from home become more attractive. Also, with increasing numbers of charging spots our results reveal a fivefold greater willingness to pay for reducing waiting time (for a charging spot to become available) than for accelerating charging speed. Thus, charging point operators could surcharge by implementing a booking scheme than by implementing fast-charging. From the findings, we derive further implications for charging infrastructure policy, business models, and infrastructure planning, e.g. regarding the expected break-even points for rolling out charging infrastructure and the provision of green energy. |
| Keywords: | Electric mobility charging behavior; Charging spot awareness; Discrete Choice Experiment; Econometric modeling; Willingness to pay; Germany |
| JEL: | C25 D12 M38 Q58 R40 |
| Date: | 2020–06 |
| URL: | http://d.repec.org/n?u=RePEc:ris:fcnwpa:2020_009&r=all |
| By: | Yoshida, Jun; Kono, Tatsuhito |
| Abstract: | This paper optimizes fuel tax, car ownership tax, highway tolls, and peak-time area pricing in Beijing with explicit consideration of marginal costs of public funds arising from these taxes and pricing. We establish two scenarios: scenario 1 optimizes the two taxes, tolls, and area pricing simultaneously; scenario 2 optimizes the two taxes and tolls without area pricing. Using Beijing’s parameters obtained from previous studies, our calculation results show that 1) the optimal area pricing is 50 CNY/entry; 2) Scenario 1 reduces the number of cars in peak time by more than 50%, but scenario 2 reduces it by 10%; 3) regardless of area pricing, fuel tax should be higher and car ownership tax lower. We do some sensitivity analyses to demonstrate the possible ranges of the tax and pricing instruments. |
| Keywords: | Optimal taxation, Marginal cost of public funds, Externality, Area pricing |
| JEL: | H2 R4 |
| Date: | 2020–07–07 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:101728&r=all |
| By: | Ilse Rubbrecht (National Bank of Belgium); Koen Burggraeve (National Bank of Belgium) |
| Abstract: | This Working Paper provides an extensive overview of the economic importance and development of the Flemish maritime ports, the Liège port complex and the port of Brussels for the period 2013 – 2018 in terms of value added, employment and investment. Each of these ports play a major role in their respective regional economies and in the Belgian economy, not only in terms of industrial activity but also as intermodal centers facilitating the commodity flow. In 2018, Belgian ports generated € 32.1 billion in direct and indirect value added (i.e. 7% of Belgian GDP) and employed 249 612 people as full-time equivalents (FTEs) either directly or indirectly (5.9% of Belgian domestic employment including the self-employed). While direct employment in Belgian ports grew by 1% in 2018, thanks to a significant rise recorded in the branches of the ports themselves, direct value added contracted by 2.9%, compared to the record year 2017. The decline in direct value added was particularly noticeable in the non-maritime branches of the ports of Antwerp and Liège. Direct employment at the Belgian ports increased by 1% in 2018 on the back of a significant rise in the number of jobs registered in the cargo handling sector, part of the maritime cluster. All Flemish ports generated additional jobs. Aside from extra employment creation in cargo handling, also other branches generated supplementary jobs. The pattern of investment is closely linked to projects and therefore highly volatile. Direct investments went up for the third year in a row; to a level of almost € 6 billion in 2018. The increase was mainly explained by investment at the port of Antwerp in the context of a merger operation in the shipping companies branch. Based on the figures of maritime traffic, the Flemish ports can be considered as real bridgeheads for trade with the UK. As the current free access for the UK to the Single Market and for EU member states to the UK will cease to apply once the transition periods ends, the shape of the future trade relationship between the EU and the UK will have an impact on the import and export volumes in terms of tonnage. This chapter will try to shed some light on the macroeconomic impact of Brexit on the Belgian economy as a whole. The initially planned publication of this study coincided with the global outbreak of the COVID-19 crisis. Therefore, a brief chapter is devoted to the economic impact of the corona virus on the Belgian ports, more precisely on the port of Antwerp. |
| Keywords: | Belgian ports, microeconomic data, direct effects, indirect effects, input-output table, employment, value added, investment. |
| JEL: | C13 C43 C67 C81 J21 J49 L91 L92 R11 R15 R41 |
| Date: | 2020–07 |
| URL: | http://d.repec.org/n?u=RePEc:nbb:reswpp:202007-384&r=all |
| By: | Teresa Estañ (Centro de Investigación Operativa (CIO), Universidad Miguel Hernández de Elche.); Natividad Llorca (Centro de Investigación Operativa (CIO), Universidad Miguel Hernández de Elche.); Ricardo Martínez (Department of Economic Theory and Economic History, University of Granada.); Joaquín Sánchez-Soriano (Centro de Investigación Operativa (CIO), Universidad Miguel Hernández de Elche..) |
| Abstract: | In this work we study the allocation of the maintenance cost of a tram line that goes across several cities. Each city may have one or several stations. Information about the flow of passengers between any pair of stations is available. We particularly focus on the distribution of the fixed part of the cost (salaries of the executive staff, repair facilities, or fixed taxes). As our main finding, we obtain that the cost must be allocated proportionally to the number of stations, as long as we require some conditions on fairness and non-manipulability. |
| Keywords: | axiom, cost sharing, fairness, non-manipulability, proportionality. |
| Date: | 2020–08–08 |
| URL: | http://d.repec.org/n?u=RePEc:gra:wpaper:20/08&r=all |
| By: | Takauchi, Kazuhiro; Mizuno, Tomomichi |
| Abstract: | Efficient distribution has a considerable influence on the sales volume of firms, and thus affects the firms' research and development (R&D) activities. This paper analyzes the relationship between competition in the transport sector and R&D of firms using the transportation services. We consider a two-region reciprocal market in which firms invest in cost-reducing R&D and use carriers that engage in price competition to supply their products to the foreign market. We show that, corresponding to the degree of R&D spillover, a transport cost (or price) reduction due to an increase in the number of carriers can increase or decrease the firms' R&D investments. This result is consistent with the finding in previous studies that trade liberalization can hinder R&D. Because inefficient firms lead to high prices in the market, an increase in the number of carriers may reduce consumer surplus. We further discuss a case in which firms have monopsony power in transportation services and show that our main results are robust to the extension. |
| Keywords: | Transport price; R&D spillovers; Price competition; Monopsony power |
| JEL: | F12 L13 R40 |
| Date: | 2020–08–13 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:102391&r=all |
| By: | Salas Rodriguez, Hugo; Hancevic, Pedro |
| Abstract: | Approximately 70 countries worldwide implement a daylight-saving time (DST) policy: setting their clocks forward in the spring and back in the fall. The main purpose of this practice is to save on electricity. However, by artificially changing the distribution of daylight, this practice can have unforeseen effects. This document provides an analysis of the impact of DST on traffic accidents in Mexico, using two empirical strategies: regression discontinuity design (RDD) and difference-in-differences (DD). The main finding is that setting the clocks forward an hour significantly lowers the total number of traffic accidents in the country’s metropolitan areas. However, there is no clear effect on the number of fatal traffic accidents. |
| Keywords: | traffic accidents; daylight saving time; difference-in-differences; regression discontinuity; municipalities in Mexico |
| JEL: | D04 O18 R41 |
| Date: | 2020–07–09 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:101835&r=all |
| By: | Gayle, Philip; Lin, Ying |
| Abstract: | The significant worldwide decline in crude oil price beginning in mid-2014 through to 2015, which resulted in substantial fuel expense reductions for airlines, but no apparent commensurate reductions in industry average airfares has caused much public debate. This paper examines the market mechanisms through which crude oil price may influence airfare, which facilitates identifying the possible market and airline-specific characteristics that influence the extent to which crude oil price changes affect airfare. Interestingly, and new, our analysis reveals that the crude oil-airfare pass-through relationship can be either positive or negative, depending on various market and airline-specific characteristics. We find evidence that airline-specific jet fuel hedging strategy and market origin-destination distance contribute significantly to pass-through rates being negative. Specifically, the value of pass-through rate decreases with airline fuel hedging ratios and with market origin-destination distance, but increases with competition in origin-destination markets. Even when the pass-through relationship is positive, suggesting that a portion of airlines’ fuel cost savings is passed on to consumers via lower airfares, this research reveals the market and airline-specific factors that limit the size of these savings passed on to consumers via lower airfares. |
| Keywords: | Crude oil price-Airfare Cost Pass-through; Jet fuel hedging |
| JEL: | L13 L93 |
| Date: | 2020 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:102018&r=all |
| By: | Satyakti, Yayan |
| Abstract: | Since COVID-19 spread across the globe. Every country has attempted to reduce the spread by containment policy. Indonesia as one of the hot spot countries in South East Asia has been conduct this policy to reduce the spread. The Indonesian government introduce partial lockdown policy that called as Large Scale of Social Restriction (PSBB) in some regions. This paper examined the interaction between restriction of human mobility policy on spreading of COVID-19 confirmed case. I proxied human mobility dataset by hourly report of car congestion traffic from Waze application with sub level district. The COVID-19 confirm case retrieved from official government report with province level. In order to measure the impact of this policy, I conducted regression discontinuity design using consistent panel dataset across sub level district and daily frequency. The result indicates that the containment policy has various impact on other reduce. The policy that impact in adequate region such as DKI Jakarta has effectively reduced about 60%-70% of spreading COVID-19 confirmed case. Whereas the region with vast area such as West Java is depend on neighbor area less effectively impact on spreading COVID-19 confirm case. The model has produced robust estimation that containment policy will reduced human mobility on COVID-19 confirmed case. |
| Keywords: | epidemic model, regression discontinuity, econometric, spatial model, Waze, car congestion report. |
| JEL: | I12 I15 R41 |
| Date: | 2020–07–18 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:101911&r=all |
| By: | Vincent A.C. van den Berg (Vrije Universiteit Amsterdam); Henk Meurs (Radboud University); Erik T. Verhoef (Vrije Universiteit Amsterdam) |
| Abstract: | Travelers often combine transport services from different firms to form trip chains: e.g. first train and then a bus. Integration of different forms of public and private transport into a single service is gaining attention with the concept of Mobility as a Service (MaaS). Usually, the focus is on such things as ease of use, and shifting demand away from the car. We solely focus on the effects on behaviour and welfare via the market structure of transport. In particular, we analyse three archetype ways in which MaaS could be operationalized: Integrator, Platform, and Intermediary. We find that these models differ strongly in how consumers and firms are affected. The Integrator seems best for consumers and social welfare. It always leads to lower prices than Free Competition without Maas and therefore benefits consumers; transport firm profits can be lower or higher. The Platform tends to lead to an outcome that is relatively close to Free Competition without Maas: prices can be higher or lower, while transport firm profits are lower. Finally, the Intermediary tends to lead to much higher prices. Regulation of the price that the MaaS firm has to pay may further lower prices, but compared to the Integrator the difference is often small. So, even without price regulation, MaaS supply can already benefit consumers by increasing competition and removing serial marginalization, even before we consider other benefits of MaaS such as information provision, ease of use and a demand shift towards public transport. |
| Keywords: | MaaS, market structure, platform, intermediary, integrator, regulation |
| JEL: | R40 D21 D43 |
| Date: | 2020–08–20 |
| URL: | http://d.repec.org/n?u=RePEc:tin:wpaper:20200051&r=all |
| By: | Wietschel, Martin; Held, Anne; Pfluger, Benjamin; Ragwitz, Mario |
| Abstract: | [Summary and conclusions] A stronger integration across energy sectors can contribute to achieving climate targets, provided that fossil fuels are substituted by renewable energy sources. One analysis for the German energy market estimates the potential GHG-emission savings due to sector coupling to 50 Mio t of CO2 emissions by 2030 (see Wietschel et al. 2017). A high potential to reduce GHG-emissions in the short and medium term is provided by direct electrification options: e-mobility, heat pumps and electric blast furnace. In the longer term, trolley trucks may also contribute to GHG-emission reductions, but the technology is not yet mature and it will depend on the achievable technology and cost development. There are also options in the industry sector, including methanol, ammonium or refineries, but these options are still far from being economically efficient. Producing electricity mainly based on RES is crucial for exploiting the GHGemission reduction potential of sector coupling technologies. However, we believe that a timely market entry of sector coupling technologies is required in order to exploit potentials on a longer term. The current electricity mix still shows considerable shares of fossil fuels, but a further increase of the RES-E share is a precondition for exploiting the GHG-emission reduction potential of sector coupling technologies. Wietschel et al. (2017) suggest using options with high efficiencies and a high GHG-emission reduction potential in the early phase of the transformation mainly for reasons of public and social acceptance. Sector coupling technologies may also contribute to increasing energy efficiency (e.g. e-mobility, electric steel) and thus reduce GHG-emissions due to efficiency improvements. For example, heat pumps make use of the ambient heat and can therefore improve efficiencies. Wietschel et al. (2017) have estimated for Germany that final energy consumption can be reduced by 180 TWh due to the efficiency effect by 2030, whilst electricity demand of new applications would increase by 50 TWh. Finally, sector-coupling technologies can increase the flexibility of the power system, which can be particularly relevant for systems with high shares of variable RES-E. However, the flexibility potential of different options and technologies strongly differs. According to Wietschel et al. (2017) there are high potentials for e-mobility and electrode boilers in heating networks. |
| Date: | 2020 |
| URL: | http://d.repec.org/n?u=RePEc:zbw:fisisi:s082020&r=all |
| By: | Zijun Wu; Rolf H. Moehring; Chunying Ren; Dachuan Xu |
| Abstract: | This paper provides a comprehensive convergence analysis of the PoA of both pure and mixed Nash equilibria in atomic congestion games with unsplittable demands. |
| Date: | 2020–07 |
| URL: | http://d.repec.org/n?u=RePEc:arx:papers:2007.14769&r=all |