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on Transport Economics |
| By: | Tal, Gil; Lee, Jae H; Chakraborty, Debapriya; Davis, Adam |
| Abstract: | Very little research has been conducted on the second (and third, and thereafter) owners of new technologies. For light duty vehicles, the research has been focused on the first owners. In the case of plug-in electric vehicles (PEVs), understanding the secondary market is especially important for many reasons, including the vehicle market development and on-road usage. The second owner is also an adopter of new technology, many times taking greater risk than the original owner by purchasing a vehicle close to, or after, the end of the warranty. Data on vehicle ownership at the zip code level was used to explore the total number of vehicles, the number of electric vehicles (EVs) owned by the original owner, and the number of EVs owned by a second or third owner. Results suggest that in areas with few EVs overall, used PEVs make up a higher share of all PEVs, but a lower share of all vehicles. Used PEVs are slightly less spatially concentrated than new ones, possibly because of a weaker neighborhood effect and possibly because their lower cost makes them accessible to slightly more people. The study finds that at least in this phase of the market development, used PEVs are not trickling down at a high rate, but more research is needed to evaluate the reasons for this phenomenon. Policies that focus on the progression of used PEVs to secondary owners by improving the information provided to used car buyers, reducing the risk of purchasing a new technology, improving the availability of charging, and addressing other barriers, can help communities with low rates of PEV adoption and improve the market growth in the future. View the NCST Project Webpage |
| Keywords: | Engineering, Social and Behavioral Sciences, Plug-in electric vehicles, travel behavior, consumers, markets, infrastructure, used electric vehicles, previously-owned vehicles |
| Date: | 2021–07–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt8125k5tf&r= |
| By: | Kim, Youngjoon (KnowledgeWorks co., Ltd.); Lee, Jinhyung; Kim, Junghwan; Nakajima, Naoto |
| Abstract: | Transportation is a key element to understanding the socio-spatial structure of colonial cities and the lives of individuals living under colonial governance. This study investigates the disparity in transit-based travel time between colonial rulers (Japanese) and subjects (Koreans) in Colonial Seoul (Keijo) in 1936 using modern GIS and open-source transport analysis tools. Findings suggest a significant disparity in travel time to a major urban facility (i.e., City Hall) between the two population groups of the largest colonial city in the Korean peninsula. |
| Date: | 2021–07–07 |
| URL: | http://d.repec.org/n?u=RePEc:osf:osfxxx:qf65w&r= |
| By: | Tal, Gil; Lee, Jae Hyun; Ji, Wei |
| Abstract: | This project creates a toolkit that run in ArcGIS and allows users to project where EV owners will live, work, and charge. There are three distinct modules: market analysis, workplace charging, and home charging presented in block group level. The tool can be updated by the MPO users to reflect new technologies and policies, and to be used by local planners using the web interface. DVRPC has uploaded the tool’s results to an ArcGIS online interface so that interested parties may use the results in their own analyses. The researchers expect these results to be useful for electric distribution companies, businesses, developers, EV charging companies, and all levels of governments in their EV planning efforts. View the NCST Project Webpage |
| Keywords: | Engineering, Electric vehicles, Charging infrastructure, planning toolbox, GIS |
| Date: | 2021–07–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt1cg3322r&r= |
| By: | Barbour, Elisa; Jin, Janet; Goldsmith, Emma; Grover, Salvador; Martinez, Jacqueline; Handy, Susan |
| Abstract: | This report provides research findings from the second year of a two-year research project on patterns of local policymaking in California to support transit-oriented development (TOD), transit, and active transport. Through survey research and case studies, the project assessed motivations, perceived obstacles, and priorities for development near transit, in relation to patterns of local policy adoption, from the perspective of city planners in the state’s four largest regions: the San Francisco Bay, Los Angeles, San Diego, and Sacramento metropolitan areas. The second research phase based on case study analysis identified tensions and trade-offs in policy “packaging” to support TOD in six large and five smaller cities in the same regions. View the NCST Project Webpage |
| Keywords: | Social and Behavioral Sciences, Transit-oriented development, transit, land-use planning, policy design and adoption |
| Date: | 2021–07–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt49t729rc&r= |
| By: | Mazzone, Daniel; Witcover, Julie; Murphy, Colin |
| Abstract: | California and British Columbia transportation fuel carbon intensity (CI) standards have been in effect since 2011, and Oregon’s since 2016. Total transport energy consumption under the programs was over 23 billion gasoline gallon equivalents (gge) in 2019. By 2019, the transport energy share from lower-carbon alternative fuels rose under each program to about 11%, 8%, and 7% in California, Oregon, and British Columbia, respectively. Each program met its CI targets and accumulated a bank of credits, which represent greenhouse gas (GHG) emission savings beyond the annual target. Credits cover program deficits assessed for emissions above target levels and can be applied towards future compliance. California and British Columbia drew down their credit banks each year since 2017; Oregon’s credit bank grew since the 2016 program start. Program credit prices in 2020 averaged $200/metric ton (MT), $132/MT, and $192/MT (all $USD) in California, Oregon, and British Columbia, respectively. In California, growth of cost-effective diesel substitutes led to over-compliance with the diesel pool standard (a 25% CI reduction for California in 2020), more than offsetting under-compliance in the gasoline pool (a 3% CI reduction there). The same is true in Oregon and British Columbia to a lesser extent. Renewable diesel (RD) generated a notable share of compliance credits in each jurisdiction, despite zero or near-zero volumes when the programs began. In 2019, RD accounted for more than 16% by volume of the liquid diesel pool in California and approximately 30% of alternative fuel energy and credits in British Columbia. RD was first credited in Oregon in 2019. Biomass-based diesel from used cooking oil grew rapidly; 2019 consumption increased by at least 70% over previous year in all three programs. Low-CI rated electricity (i.e., below the state grid average) accounted for approximately 4% of all credits in California beginning in 2019, after indirect accounting mechanisms that avoid the need for physical traceability became available. Oregon expanded its low-CI value electricity options in 2021 in a similar fashion to California. California’s is the only program to track and penalize increasing CI of petroleum fuels. Additional deficits accrued in 2020, totaling 192,000 – 2.6% of the total – through Q2. All three programs continue to adopt amendments, including extending targets and program durations (20% CI reduction by 2030 for all); opt-in credits for alternative jet fuel (California and Oregon); use of advanced crediting for electric vehicle (EV) charging (California and Oregon); an EV rebate program funded by residential charging credit revenue (California); infrastructure capacity crediting for zero emission vehicle (ZEV) fueling (California); third-party verification (California and Oregon), and carbon capture and sequestration protocol (California).o Washington state passed legislation adopting a Clean Fuel Standard to take effect in 2023. An online visualization tool and data repository, available athttps://asmith.ucdavis.edu/data/LCFS, includes much of the data used in this report. |
| Keywords: | Engineering, Social and Behavioral Sciences, fuel policy, transportation, carbon intensity standard, Low Carbon Fuel Standard, greenhouse gas emissions, California, Oregon, British Columbia |
| Date: | 2021–07–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt080390x8&r= |
| By: | Ilse Rubbrecht (National Bank of Belgium); Emmanuel Dhyne (Economics and Research Department, NBB); Cédric Duprez (Economics and Research Department, NBB) |
| Abstract: | The main purpose of this Working Paper is providing an overview of the economic importance of the Flemish maritime ports, the Liège port complex and the port of Brussels over the period 2014–2019 in terms of value added, employment and investment based on annual account figures. In 2019, Belgian ports generated € 32.2 billion in direct and indirect value added (6.8% of Belgian GDP) and employed 254 009 full-time equivalents (FTEs) either directly or indirectly (5.9% of Belgian domestic employment including the self-employed). Direct employment at Belgian ports rose by 2% in 2019 mainly due to additional jobs in the cargo handling. Other sectors generated extra jobs too. All Belgian ports except for Brussels contributed to the overall job growth. Direct value added at Belgian ports grew by 1.4% in 2019. The increase was particularly evident at the ports of Antwerp and Liège, partly owing to wider capacity at nuclear power plants, after lower capacity in 2018. At the port of Antwerp, shipping companies faced higher value added. All Belgian ports enjoyed a rise in direct value added. After a high investment volume in 2018 thanks to a merger among shipping companies direct investment by all Belgian ports together bounced back by 22.9% to a level of € 4.8 billion in 2019, an amount quite similar to that seen two years before. Sea transport is the dominant transport mode of Belgian international trade in terms of volumes to countries outside the EU. The trend in international trade by shipping is explored, with a particular focus on the trade situation during the COVID-19 pandemic. To contain the spread of COVID-19, governments worldwide imposed stringent containment measures that resulted in huge economic disruptions. A first glimpse of the impact on Belgian ports in 2020 is provided, based on monthly turnover figures |
| 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: | 2021–05 |
| URL: | http://d.repec.org/n?u=RePEc:nbb:reswpp:202105-400&r= |
| By: | Dodson, Jago; Curtis, Carey; Ashmore, David; Woodcock, Ian; Kovacs, Stephen |
| Abstract: | This research explores how Australian urban transport programs and policies are responding to changes in transport technology, travel patterns, environmental imperatives and spatial development dynamics in order to offer guidance about future directions and options, and seeks to identify potential policy directions for Australia’s cities and policy arrangements. |
| Date: | 2021–07–28 |
| URL: | http://d.repec.org/n?u=RePEc:osf:socarx:n3g5d&r= |
| By: | Kevin Ankney (Department of Economics, Georgetown University) |
| Abstract: | The “energy efficiency gap” is a puzzle characterized by consumer under-investment in energy efficient products (e.g., hybrid vehicles), whose higher upfront cost is offset by future energy savings. One common but empirically unsubstantiated explanation for the gap is that credit constraints – prohibitively high borrowing costs or a lack of access to credit – hinder consumers’ ability to make energy efficiency investments. This paper provides the first direct evidence of the relationship between credit constraints and fuel economy demand in the U.S. new vehicle market. On average, increasing a consumer’s auto loan interest rate from 2% to 5% APR is associated with a 0.09 MPG decrease in purchased fuel economy. For a typical auto loan, this corresponds to $2,313 in additional interest paid, but only $86 in lifetime fuel cost savings lost. This disparity calls into question the suggestion that credit constraints are a meaningful contributor to the energy efficiency gap. Classification-D12, Q58 |
| Keywords: | credit constraints, fuel economy standards, passenger vehicles, energy efficiency |
| Date: | 2021–07–12 |
| URL: | http://d.repec.org/n?u=RePEc:geo:guwopa:gueconwpa~21-21-17&r= |
| By: | Yoo, Sunbin; Kumagai, Junya; Kawabata, Yuta; Keeley, Alexander; Managi, Shunsuke |
| Abstract: | We seek to understand whether environmental concerns, fears of potential accidents, and merits regarding fully autonomous vehicles (FAVs) are motivators of willingness to buy (WTB) and willingness to pay (WTP) of FAVs. To do so, a large-scale survey on FAVs of more than 180,000 respondents was collected in Japan, and structural equation modeling (SEM) validated our findings. Interestingly, this study implicates a form of WTB-WTP disparity: those interested in natural environment conservation would purchase FAVs because they show high interest in overall social problems, and new technologies such as FAVs can resolve such problems, according to previous works. However, our result implies that they would not show high WTP because adopting FAVs does not `directly' contribute to natural environment conservation. Additionally, our results indicate that those who appreciate potential merits would have higher WTB and WTP, while those who fear FAV technology would not purchase FAVs and would have lower WTP. The results bear crucial policy implications for planners by showing the complexity between the factors of FAV WTB and WTP. |
| Keywords: | Fully autonomous vehicle; WTP; structural equation model; environmental concerns. |
| JEL: | R4 R40 R41 |
| Date: | 2021–06 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:108882&r= |
| By: | Bruno T. Rocha; Nuno Afonso; Patrícia C. Melo; João de Abreu e Silva |
| Abstract: | This study investigates the factors that influenced the allocation of motorways across municipalities in mainland Portugal over the period from 1981 to 2011. Our analysis, based on Poisson Pseudo-maximum Likelihood models, suggests that population size and market potential in 1981 are important determinants of motorway density in 2011. Likewise, physical and geographical variables also help explain the spatial distribution of motorway investment, as terrain ruggedness, distance to the coast, and distance to the border with Spain are negatively associated with motorway density. In addition, we consider the influence of the proximity to historical and pre-existing transport networks on the allocation of motorways; we find that municipalities that are closer to the 1800’s itineraries, the main roads of the 1945’s National Road Plan, and 1981’s train stations appear to have higher motorway densities in 2011, but this effect is concentrated in the vast and sparsely populated area of the country that excludes what we term the highdensity Portuguese “blue banana”. Interestingly, it is also only in this low-density region that partisan alignment between the municipal and the national levels of government appears to affect the allocation of transport investment, which suggests that motorways are more of a political asset in more remote or less urbanised areas. |
| Date: | 2021–07 |
| URL: | http://d.repec.org/n?u=RePEc:ise:remwps:wp01842021&r= |
| By: | Myers, Caitlin Knowles (Middlebury College) |
| Abstract: | I compile and disseminate novel panel data sets measuring county-level travel distances to abortion facilities and resident abortion rates. Using these data and exploiting temporal and spatial variation in distances, I implement difference-in-difference research designs measuring the causal effects of distance to the nearest abortion facility. The results indicate large and non-linear effect: An increase in travel distance from 0 to 100 miles—a level that courts have generally treated as not unduly burdensome for women seeking abortions—is estimated to prevent 20.5% of women seeking an abortion from reaching a provider, and in turn to increase births by 2.4%. |
| Keywords: | travel distance, abortions, births |
| JEL: | I11 I12 J13 |
| Date: | 2021–07 |
| URL: | http://d.repec.org/n?u=RePEc:iza:izadps:dp14556&r= |
| By: | Wang, Feicheng; Wang, Zheng; Zhou, Zhou |
| Abstract: | Despite the increasing dominance of digital technology in modern communications, face-to-face interactions are believed to play an irreplaceable role in facilitating complex crossborder business transactions. However, empirical research to identify the impact often faces the challenge of two-way causality when cross-country in-person meetings are measured by international air passenger flows. We propose a novel instrumental variable to estimate the causal effect of international air travel on bilateral trade. Our identification strategy exploits variations in connecting flight capacities in the global flight network to leverage exogenous variations in the air connectivity between two countries. With the inclusion of stringent fixed effects in our estimations and checked for robustness against many possible threats to the identification, our results show that international air connectivity facilitates trade between countries, but only for industries with a higher reliance on relationship-specific investments or incomplete contracts. We also find that stronger enforcement of contracts in the importing country amplifies the trade promoting effect of air connectivity, and that trade in new products, relative to existing products, responds more positively to improved air transport links. Together, these findings suggest that in-person communications reduce transaction costs in international trade by facilitating the exchange of complex knowledge that cannot be easily and completely codified and by breaking market entry barriers. |
| Keywords: | air connectivity,face-to-face communications,connecting flights,trade |
| JEL: | F1 F2 R4 |
| Date: | 2021 |
| URL: | http://d.repec.org/n?u=RePEc:zbw:cegedp:425&r= |
| By: | Moretti, Ayla; Cocker, David III; Barth, Matthew |
| Abstract: | This research focused on developing a module that can be added into current emission simulators, such as the EPA’s MOVES, that bridges the gap between portable emissions measurement systems (PEMS) / dynamometer measurements to account for gas-particle partitioning processes occurring on a timescale representative of near roadway monitors. View the NCST Project Webpage |
| Keywords: | Engineering |
| Date: | 2020–02–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt3z9851w9&r= |
| By: | Feicheng Wang; Zheng Wang; Zhuo Zhou |
| Abstract: | Despite the increasing dominance of digital technology in modern communications, face-to-face interactions are believed to play an irreplaceable role in facilitating complex crossborder business transactions. However, empirical research to identify the impact often faces the challenge of two-way causality when cross-country in-person meetings are measured by international air passenger flows. We propose a novel instrumental variable to estimate the causal effect of international air travel on bilateral trade. Our identification strategy exploits variations in connecting flight capacities in the global flight network to leverage exogenous variations in the air connectivity between two countries. With the inclusion of stringent fixed effects in our estimations and checked for robustness against many possible threats to the identification, our results show that international air connectivity facilitates trade between countries, but only for industries with a higher reliance on relationship-specific investments or incomplete contracts. We also find that stronger enforcement of contracts in the importing country amplifies the trade promoting effect of air connectivity, and that trade in new products, relative to existing products, responds more positively to improved air transport links. Together, these findings suggest that in-person communications reduce transaction costs in international trade by facilitating the exchange of complex knowledge that cannot be easily and completely codified and by breaking market entry barriers. |
| Keywords: | air connectivity, face-to-face communications, connecting flights, trade |
| Date: | 2021 |
| URL: | http://d.repec.org/n?u=RePEc:not:notgep:2021-04&r= |
| By: | François Gardes (CES - Centre d'économie de la Sorbonne - UP1 - Université Paris 1 Panthéon-Sorbonne - CNRS - Centre National de la Recherche Scientifique) |
| Abstract: | Using a generalization of Becker's time allocation model in order to estimate the shadow price of time, we explore the relationship between the inter-temporal substitution rate and the opportunity cost of time, allowing the endogenization of the time preference from the estimation of the value of time. |
| Keywords: | Time Allocation,Inter-temporal substitution rate,psychological rate of interest,Opportunity cost of time |
| Date: | 2021–03–09 |
| URL: | http://d.repec.org/n?u=RePEc:hal:cesptp:halshs-03289200&r= |