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on Transport Economics |
| By: | Wierenga, Synthia Winnie Maria |
| Abstract: | The transition to sustainable transportation is challenging for governments, transport operators and travellers (Liu, Yu, Trisha, & Beimborn, 2020). In this research, the challenges for development and implementation of sustainable mobility have been researched from a multi-actor perspective for the rural area. This thesis's overall research objective is: to identify the challenges and opportunities of the transition towards sustainable mobility in Dutch rural areas from a multi-actor perspective. The study area of this research is the Achterhoek. Multiple methods are used to conduct this research. A literature study was conducted into travel behaviour, sustainable transport, rural mobility, and multiple actors' role in the transition of sustainable mobility. Subsequently, an analysis was carried out of OViN and ODiN data (Onderzoek Verplaatsingen in Nederland, CBS) in which travel behaviour, motives and transport choices were presented. Besides, a survey was conducted among respondents living in the Achterhoek (N = 399). A policy analysis at the national, provincial, and regional level has been carried out concerning (sustainable) transport and mobility to gain insight into the government’s and transport operator's perspective. In-depth interviews were held with various actors in the area: the province, municipality, 8RHK (semi-government), entrepreneurs and transport operators. With a cooperative structure, actors aim at realising sustainable mobility. However, current policies focus on the provision of sustainable transportation instead of focusing on sustainable mobility, without a complete understanding of the needs, opportunities, and abilities of the travellers and the actors' goals. This is an important finding in understanding the challenges regarding developing and implementing sustainable mobility in rural areas. Therefore, for establishing sustainable mobility, an approach that emphasized changing travel behaviour for specific traveller groups will be more successful (Ahmed et al., 2020; Hamidi & Zhao, 2020; Zhang & Van Acker, 2017). From this research it can be concluded that the current travel behaviour of the people in the Achterhoek is not very sustainable. Dominant car use, little use of public transportation and indispensability of cars according to respondents will be a challenge for governments and operators when it comes to implementation of sustainable mobility. Travellers do not play a big role in most of the policies of governments and transport operators. However, as mobility is all about someone’s ability to travel from origin to destination with a certain travel mode, the travellers should also have a place in the whole transition towards sustainable mobility. Therefore, the biggest challenge is to change the travellers travel behaviour into sustainable travel behaviour. |
| Date: | 2021–03–25 |
| URL: | http://d.repec.org/n?u=RePEc:osf:thesis:dn24t&r=all |
| By: | Bassem Haidar (LGI - Laboratoire Génie Industriel - CentraleSupélec - Université Paris-Saclay); Pascal da Costa; Jan Lepoutre; Fabrice Vidal |
| Abstract: | Battery Electric Vehicles (BEVs) are essential for reducing greenhouse gas emissions related to the transport sector towards meeting global emissions targets. Although this technology is gaining much attention, techno-economic barriers hinder the widespread of BEVs, namely the high investments, the limited autonomy, and the lack of public-charging infrastructure. A bigger battery leads simultaneously to more autonomy and higher-priced BEV, due to the battery-pack cost. Deploying more public chargers, a solution for limited autonomy BEVs, is facing other obstacles: vehicle-charger adaptability in terms of charging power, and additional investments for charging operators. Therefore, this paper aims to find the most cost-efficient solution(s) of battery capacity and charging power combination(s), considering technoeconomic factors. Based on French travel surveys data, we simulate the needs of 12 scenarios of 5,000 identical privately-purchased BEVs, by changing their battery capacity for both urban and rural areas, before determining the optimal number of charging stations. We then analyze the BEV owner and the charging operator business models in order to conclude with win-win situations for both parties. Results show cheaper investments in charging infrastructure, especially 22 kW charger, rather than in bigger batteries. For urban (rural) areas, purchasing a 35 to 50 kWh BEV (65 kWh BEV for rural) and deploying 22 and 50 kW chargers (50 kW for rural) proves the most cost-efficient and profitable solutions for both BEV owners and charging operators. We finally recommend charging operators to review their charging tariffs, and to take into account the acceptability of customer. |
| Keywords: | Battery range,Charging infrastructure,Electric vehicles,Innovative business model,Techno-economic scenarios |
| Date: | 2020–11–25 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-03071656&r=all |
| By: | Jenn, Alan |
| Abstract: | With recent policies such as the Clean Miles Standard in California and Lyft’s announcement to reach 100% electric vehicles (EVs) by 2030, the electrification of vehicles on ride-hailing platforms is inevitable. The impacts of this transition are not well-studied. This work attempts to examine the infrastructure deployment necessary to meet demand from electric vehicles being driven on Uber and Lyft platforms using empirical trip data from the two services. The Widespread Infrastructure for Ride-hail EV Deployment (WIRED) model was developed to examine a set of case studies for charger installation in San Diego, Los Angeles, and the San Francisco Bay Area. A set of sensitivity scenarios was also conducted to measure the tradeoff between explicit costs of infrastructure versus weighting factors for valuing the time for drivers to travel to a charger (from where they are providing rides) and valuing the rate of charging (to minimize the amount of time that drivers have to wait to charge their vehicle). There are several notable findings from the study: 1) DC fast charging infrastructure is the dominant charger type necessary to meet ride-hailing demand, 2) shifting to overnight charging behavior that places less emphasis on daytime public charging can significantly reduce costs, and 3) the necessary ratio of chargers is approximately 10 times higher for EVs in Uber and Lyft compared to chargers for the general EV owning public. |
| Keywords: | Engineering, Social and Behavioral Sciences, Electric vehicles, charging infrastructure, transportation network companies, Clean Miles Standard |
| Date: | 2021–03–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt6vk0h1mj&r=all |
| By: | Jens F. Peters; Mercedes Burguillo; Jose M. Arranz |
| Abstract: | This study analyses the actual effect of a representative low-emission zone (LEZ) in terms of shifting vehicle registrations towards alternative fuel technologies and its effectiveness for reducing vehicle fleet CO2 emissions. Vehicle registration data is combined with real life fuel consumption values on individual vehicle model level, and the impact of the LEZ is then determined via an econometric approach. The increase in alternative fuel vehicles (AFV) registration shares due to the LEZ is found to be significant but fosters rather fossil fuel powered AFV and plug-in hybrid electric vehicles than zero emission vehicles. This is reflected in the average CO2 emissions of newly registered vehicles, which do not decrease significantly. In consequence, while the LEZ is an effective measure for stimulating the shift towards low emission vehicles, the support of non-electric AFV as low emission vehicles jeopardizes its effectiveness for decarbonizing the vehicle fleet. |
| Date: | 2021–03 |
| URL: | http://d.repec.org/n?u=RePEc:arx:papers:2103.13801&r=all |
| By: | Fuller, Sam; Kunz, Tatjana; Brown, Austin L.; D'Agostino, Mollie C. |
| Abstract: | Cities and states across the U.S. are assessing fees or taxes on transportation network company (TNC) platforms, such as Uber and Lyft. The goals of these policies include traffic and emissions mitigation, as well as revenue generation, among other objectives. This research aims to assess the goals and effectiveness of these fees in achieving some of these policy objectives, primarily congestion and emissions mitigation. The analysis addresses a core difficulty in comparing TNC fees—some fees are assessed per mile and others per trip. The researchers compared 21 fees implemented by state and local governments across the United States and apply a methodology to compare these diverse fees and taxes based on a hypothetical ride informed by Uber’s fare calculator, as well as other sources. The findings show that when adjusted for comparison, the highest fees, by a wide margin, are assessed in downtown New York City and Chicago (during peak hours). A key policy implication of this research is that most fees or taxes are not large enough to affect enough travelers' choices to hail a TNC, and most do not differentiate between solo and pooled/shared rides. Only San Francisco, Chicago, New York City, and New Jersey differentiate between solo and shared rides, which is likely to influence travelers in choosing to share a ride. This is problematic given that increasing passengers per vehicle mile traveled is an essential strategy in managing congestion and reducing emissions associated with all vehicle travel, including TNCs. View the NCST Project Webpage |
| Keywords: | Business, Social and Behavioral Sciences, Pooling, Transportation Network Companies, Sustainability, Emissions, Congestion |
| Date: | 2021–03–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt3wd145hq&r=all |
| By: | Janotta, Frederica; Hogreve, Jens |
| Abstract: | In the face of continuing urbanization and population growth, cities are seeking to implement safer, more efficient and more sustainable transport modes to cope with the increasing strain on urban traffic. So-called "electrical vertical take-off and landing" (eVTOL) aircrafts, in the context of passenger transportation often referred to as "air taxis", offer a potential solution to these challenges. However, next to technological, legal and infrastructural barriers, the acceptance of this radically new technology by potential users and society in general are among the key challenges. A central prerequisite for the successful uptake of UAM services will be the careful consideration of trust, perceived safety and user experience. This study aims to identify the relevant factors influencing individual acceptance of Urban Air Mobility services using a virtual reality (VR) simulation, which allowed participants to experience a flight in an air taxi from a passenger’s perspective. |
| Date: | 2021–03–18 |
| URL: | http://d.repec.org/n?u=RePEc:osf:osfxxx:m62yd&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 long-run. 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 implicit hedonic price of rail noise tripled. Our results imply income elasticities of the value of noise reduction and transport access of 2.2 and 1.4, substantially exceeding cross-sectional contingent valuation estimates. |
| Keywords: | accessibility; spatial differencing; noise; difference-in-differences; income elasticity; land price |
| JEL: | R12 R14 R41 N73 N74 |
| Date: | 2019–11–01 |
| URL: | http://d.repec.org/n?u=RePEc:ehl:lserod:101736&r=all |
| By: | Delmelle, Elizabeth C. |
| Abstract: | Investments in new transportation infrastructure hold the potential to transform the urban socioeconomic landscape by reshaping accessibility and by encouraging new developments around these investments. This chapter outlines the theoretical arguments for why and how transport, specifically rail transit, is expected to impact the socioeconomic composition of neighborhoods and reviews the relevant empirical literature on the subject. Neighborhood socioeconomic change, including gentrification, can be viewed as the product of shifts in residential sorting of residents reacting to the placement of a new (transit) amenity which may place increased demand for living in a particular area. This demand may place an upward pressure on nearby housing values and rents, affecting the socioeconomic composition of those willing and able to afford these price premiums, thus spurring or accelerating gentrification. Rising land values may also lead to the disproportionate exit of lower-income residents unable to keep up with elevated rents or property taxes. To date, the empirical evidence on the link between transport investments and gentrification has mixed findings, very often underscoring the importance of local context in directing a neighborhood’s path. Research has overwhelmingly centered on aggregate neighborhood changes, but several studies have recently emerged that center on individual movements that give rise to these neighborhood-scale outcomes. |
| Date: | 2021–03–24 |
| URL: | http://d.repec.org/n?u=RePEc:osf:socarx:5ka2g&r=all |
| By: | Jesus Ochoa Robles (LGC - Laboratoire de Génie Chimique - Toulouse INP - Institut National Polytechnique (Toulouse) - Université Fédérale Toulouse Midi-Pyrénées - UT3 - Université Toulouse III - Paul Sabatier - Université Fédérale Toulouse Midi-Pyrénées - CNRS - Centre National de la Recherche Scientifique); Catherine Azzaro-Pantel (LGC - Laboratoire de Génie Chimique - Toulouse INP - Institut National Polytechnique (Toulouse) - Université Fédérale Toulouse Midi-Pyrénées - UT3 - Université Toulouse III - Paul Sabatier - Université Fédérale Toulouse Midi-Pyrénées - CNRS - Centre National de la Recherche Scientifique); Guillem Martinez Garcia (LGC - Laboratoire de Génie Chimique - Toulouse INP - Institut National Polytechnique (Toulouse) - Université Fédérale Toulouse Midi-Pyrénées - UT3 - Université Toulouse III - Paul Sabatier - Université Fédérale Toulouse Midi-Pyrénées - CNRS - Centre National de la Recherche Scientifique); Alberto Aguilar Lasserre (Instituto Tecnológico de Orizaba) |
| Abstract: | A lot of recent studies have concluded that hydrogen could gradually become a much more significant component of the European energy mix for mobility and stationary fuel cell system applications. Yet, the challenge of developing a future commercial hydrogen economy still remains through the deployment of a viable hydrogen supply chain and an increasing fuel cell vehicle market share, which allows to nar- row the existing cost difference regarding the conventional fossil fuel vehicle market. In this paper, the market penetration of hydrogen fuel cell vehicles, as substitutes for internal combustion engine vehicles has been evaluated from a social and a subsidy-policy perspective from 2020 to 2050. For this purpose, the best compromise hydrogen supply chain network configuration after the sequential application of an optimization strategy and a multi-criteria decision-making tool has been assessed through a Social Cost-Benefit Analysis (SCBA) to determine whether the hydrogen mobility deployment increases enough the social welfare. The scientific objective of this work is essentially based on the development of a method- ological framework to quantify potential societal benefits of hydrogen fuel cell vehicles. The case study of the Occitania Region in France supports the analysis. The externality costs involve the abatement cost of CO2 , noise and local pollution as well as platinum depletion. A subsidy policy scenario has also been im- plemented. For the case study considered, the results obtained that are not intended to be general, show that CO2 abatement dominates the externalities, platinum is the second largest externality, yet reduc- ing the benefits obtained by the CO2 abatement. The positive externalities from air pollution and noise abatement almost reach to compensate for the negative costs caused by platinum depletion. The exter- nalities have a positive effect from 2025. Using a societal cost accounting framework with externalities and subsidies, hydrogen transition timing is reduced by four years for the example considered. |
| Keywords: | Social cost-benefit analysis,Hydrogen mobility,Fuel cell vehicles,Hydrogen supply chain |
| Date: | 2020 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-03118656&r=all |
| By: | Tamara Sheldon; Rubal Dua; Omar Al Harbi (King Abdullah Petroleum Studies and Research Center) |
| Abstract: | Various subsidies for plug-in electric vehicles (PEVs) have been implemented worldwide at the federal, state and regional levels. These subsidies aim to promote PEV adoption to help reduce both local air pollution and greenhouse gas emissions (Hardman 2019). In the United States (U.S.), the federal government began subsidizing PEVs in 2010. |
| Keywords: | Fleet fuel economy, Plug-in electric vehicles, Subsidies |
| Date: | 2021–03–22 |
| URL: | http://d.repec.org/n?u=RePEc:prc:dpaper:ks--2021-dp04&r=all |
| By: | Mauch, Michael; Skabardonis, Alexander |
| Abstract: | Freeway on-ramp metering (RM) has been extensively used as a traffic control strategy to regulate the entry of the on-ramp vehicles to prevent congestion at the freeway merging areas and preserve the freeway capacity. Benefits of RM include improved freeway travel times, improved travel time reliability, and accident reductions. Fixed-rate ramp metering strategies are based on historical data and implemented by time of day. Traffic responsive RM strategies are based on real time freeway traffic data provided by loop detectors at the vicinity of the on-ramp. Coordinated RM determine the metering rates at the ramps along a freeway corridor to minimize the delays or maximize the freeway throughput. The objective of this research was to evaluate the traffic performance of coordinated traffic responsive systems (CRM) currently implemented by Caltrans based on field data. |
| Keywords: | Engineering |
| Date: | 2021–03–30 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsrrp:qt3bk7x574&r=all |
| By: | Rouhani, Omid |
| Abstract: | Building upon an earlier version, I further review the key methods to evaluate transportation projects. Since transportation projects offer substantial social benefits and costs, it is vital to provide a comparative analysis on the commonly-used methods, i.e., which method(s) to use and under what conditions. In this short paper, I provide such analysis briefly. |
| Keywords: | Project evaluation methods, Transport projects, Comparative analysis, Multi-criteria analysis, Social welfare analysis. |
| JEL: | D6 D61 H4 H43 R4 |
| Date: | 2021–02–02 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:105729&r=all |
| By: | Juan de O\~na; Esperanza Est\'evez; Rocio de O\~na |
| Abstract: | This paper aims to further understand the main factors influencing the behavioural intentions (BI) of private vehicle users towards public transport to provide policymakers and public transport operators with the tools they need to attract more private vehicle users. As service quality, satisfaction and attitudes towards public transport are considered the main motivational forces behind the BI of public transport users, this research analyses 26 indicators frequently associated with these constructs for both public transport users and private vehicle users. Non-parametric tests and ordinal logit models have been applied to an online survey asked in Madrid's metropolitan area with a sample size of 1,025 respondents (525 regular public transport users and 500 regular private vehicle users). In order to achieve a comprehensive analysis and to deal with heterogeneity in perceptions, 338 models have been developed for the entire sample and for 12 users' segments. The results led to the identification of indicators with no significant differences between public transport and private vehicle users in any of the segments being considered (punctuality, information and low-income), as well as those that did show significant differences in all the segments (proximity, intermodality, save time and money, and lifestyle). The main differences between public transport and private vehicle users were found in the attitudes towards public transport and for certain user segments (residents in the city centre, males, young, with university qualification and with incomes above 2,700EUR/month). Findings from this study can be used to develop policies and recommendations for persuading more private vehicle users to use the public transport services. |
| Date: | 2021–03 |
| URL: | http://d.repec.org/n?u=RePEc:arx:papers:2103.14762&r=all |
| By: | Jason Bantjes (Department of Psychology, Stellenbosch University); Sophia du Plessis (Department of Economics, Stellenbosch University); Ada Jansen (Department of Economics, Stellenbosch University); Krige Siebrits (Department of Economics, Stellenbosch University) |
| Abstract: | While a large body of research has established that effective enforcement of speeding laws is essential for reducing the economic and social costs of road accidents, some studies have suggested that interventions aimed at moral beliefs about speeding and peer-related and other social contagion effects may be important complements to law enforcement activities. This article presents tentative evidence of the complementary nature of interventions to influence moral beliefs and steps to strengthen the enforcement of traffic laws. It does this by presenting and discussing the results of a survey that elicited information about the attitudes of motorists in Cape Town regarding speeding fines and aspects of the administration of traffic laws in South Africa. The self-reported fine-paying of the respondents correlates with instrumental factors shaped by the effectiveness of enforcement actions (e.g. compliance and monetary costs) as well as normative factors influenced by the moral beliefs of drivers and their social groups as well as the perceived legitimacy of traffic laws and officials. Regression results also provide evidence of a statistically significant relationship between the respondents' self-reported fine-paying behaviour and their moral beliefs regarding payment of speeding fines. |
| Keywords: | Road safety, speeding laws, law enforcement, South Africa, AARTO Act |
| JEL: | R41 R48 |
| Date: | 2021 |
| URL: | http://d.repec.org/n?u=RePEc:sza:wpaper:wpapers363&r=all |
| By: | Mogens Fosgerau; Mads Paulsen; Thomas Kj{\ae}r Rasmussen |
| Abstract: | We propose a model in which a utility maximizing traveler assigns flow across an entire network under a flow conservation constraint. Substitution between routes depends on how much they overlap. This model can be estimated from route choice data, where the full set of route alternatives is included and no choice set generation is required. Nevertheless, estimation requires only linear regression and is very fast. Predictions from the model can be computed using convex optimization and is straightforward even for large networks. |
| Date: | 2021–03 |
| URL: | http://d.repec.org/n?u=RePEc:arx:papers:2103.13784&r=all |
| By: | João M. Pinto (Universidade Católica Portuguesa, Católica Porto Business School and CEGE); Mário Coutinho dos Santos (CICEE – Centro de Investigação em Ciências Económicas e Empresariais); Pedro Verga Matos (Instituto Superior de Economia e Gestão, Universidade de Lisboa) |
| Keywords: | public transportation; privatization; performance-based contracting; bonus / malus mechanism |
| JEL: | H40 L24 L33 |
| Date: | 2021–03 |
| URL: | http://d.repec.org/n?u=RePEc:cap:wpaper:022021&r=all |