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on Transport Economics |
| By: | Isaksen, Elisabeth; Johansen, Bjørn G. |
| Abstract: | This paper shows that differentiating driving costs by time of day and vehicle type help improve urban air quality, lower driving, and induce adoption of electric vehicles. By taking advantage of a congestion charge that imposed spatial and temporal variation in the cost of driving a conventional vehicle, we find that economic incentives lower traffic and concentrations of NO2. Exploiting a novel dataset on car ownership, we find that households exposed to congestion charging on their way to work were more likely to adopt an electric vehicle. We document strong heterogeneous patterns of electric vehicle adoption along several socioeconomic dimensions, including household type, income, age, education, work distance and public transit quality. |
| Keywords: | air pollution; electric vehicles; transportation policies; congestion charging; Centre for Climate Change Economics and Policy; 267942; 302059; 295789 |
| JEL: | C33 H23 Q53 Q55 Q58 R41 R48 |
| Date: | 2021–06–07 |
| URL: | http://d.repec.org/n?u=RePEc:ehl:lserod:111493&r= |
| By: | Fukushige, Tatsuya; Fitch, Dillon PhD; Handy, Susan |
| Abstract: | Dock-less, electric bike-share services offer cities a new transportation option with the potential to improve environmental, social, and health outcomes. But these benefits accrue only if bike-share use replaces car travel. The purpose of this study is to examine factors influencing whether bike-share substitutes for driving and the degree to which and under what circumstances bike-share use reduces car travel. Major findings in this report include (1) bike-share in the Sacramento region most commonly substitutes for car and walking trips, (2) each bike in the Sacramento bike-share fleet reduces users’ VMT by an average of approximately 2.8 miles per day, (3) areas with a higher proportion of low-income households tend to use bike-share less, (4) bike-share availability appears to induce new trips to restaurants and shopping and for recreation, (5) bike-share trips from commercial and office areas were more likely to replace walking or transit trips, while bike-share trips from non-commercial areas (and trips to home or restaurants) were more likely to replace car trips, (6) expanding the bike-share service boundary at the same fleet density decreases system efficiency and VMT reductions per bike. Our result suggests the need for an efficient rebalancing strategy specific to areas by time of day to increase the service efficiency and its benefits. Further analysis of the data used in this study to examine questions such as how bike share can improve transit connections and factors inducing bike use at the individual level will contribute to the development of more robust models and provide additional insights for bike share operation strategies and policy implementation. |
| Keywords: | Social and Behavioral Sciences, Bicycles, vehicle sharing, electric vehicles, shared mobility, travel demand, travel behavior, travel surveys, demographics, e-scooters, electric bicycles |
| Date: | 2021–07–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt0x373679&r= |
| By: | Fukushige, Tatsuya; Fitch, Dillon; Handy, Susan |
| Abstract: | Dock-less, electric bike-share services offer cities a new transportation option with the potential to improve environmental, social, and health outcomes by increasing physical activity and reducing vehicle miles traveled (VMT) and related greenhouse gas emissions. But these benefits accrue only if bike-share use replaces car travel. If bikeshare pulls users from public transit, personal bikes, or walking, the benefits will be limited. Little is known about the factors influencing whether bike-share substitutes for driving. Understanding the degree to which and under what circumstances bike-share use reduces car travel can inform cities’ efforts to meet VMT reduction goals set under California’s Sustainable Communities and Climate Protection Act of 2008 (Senate Bill 375). Researchers at the University of California, Davis collected user surveys and system-wide trip data from a Sacramentoarea dockless e-bike-share program in 2018 and 2019 to examine factors influencing travel mode substitution and estimated system-wide VMT reductions caused by bikeshare use. They developed a model to examine factors influencing bike-share demand and estimated potential VMT reductions for hypothetical expanded service scenarios. |
| Keywords: | Social and Behavioral Sciences |
| Date: | 2021–08–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt18q404xb&r= |
| By: | Kurani, Kenneth S; Buch, Koral |
| Abstract: | The transition to electric vehicles (EVs) will rely, ultimately, on the participation of all vehicle buyers. While nearly equal numbers of new vehicles are purchased by men and women, to date EVs are being acquired by far more men than women. Prior analysis of data from California at the end of 2014 found no difference between women and men in prospective interest in EVs; similar percentages were interested in an EV being the next new vehicle for their household. Yet today—years after these results were reported—the gender disparity in EV sales and registrations persists. Researchers at the University of California, Davis examined whether the gender similarities in prospective interest in EVs witnessed in California extended to other states that, while generally supportive of California’s EV goals and signatories to many of California’s air quality standards had less supportive policy frameworks, fewer EV sales, and less EV charging infrastructure in 2014. The researchers re-analyzed the same late-2014 data from Oregon, Washington, and the Northeast States for Coordinated Air Use Management (NESCAUM). This policy brief summarizes the findings from that research and provides policy implications. View the NCST Project Webpage |
| Keywords: | Social and Behavioral Sciences, Electric vehicle, zero emission vehicle, gender, sex, policy, market |
| Date: | 2021–08–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt18q5f0ns&r= |
| By: | Nkosi, Mfundo; Dikgang, Johane; Kutela Gelo, Dambala; Pholo, Alain |
| Abstract: | An increasing number of countries around the world have linked taxes with passenger vehicle carbon dioxide (CO2) emission rates. Policymakers use vehicle and fuel taxes to target and reduce transportation greenhouse gas emissions. In 2010, the South African government joined this group, linking taxes to passenger-vehicle CO2-emission rates by introducing the vehicle CO2 tax, to reduce the carbon output of the new vehicle fleet by incentivising the purchase of more fuel-efficient vehicles. However, there is little evidence of the relative efficacy of this measure in South Africa. Based on new-vehicle sales data from 2010 to 2012, single-group interrupted time-series analysis (ITSA) reveals that CO2 taxes reduced average carbon emissions only marginally. This prompted the vehicle-CO2 tax reforms of 2013. Based on subsequent new-vehicle sales data, from 2013 to 2018, we find that the reforms have led to significant CO2 reductions. Overall, CO2 taxes moved consumer preference to low-emission vehicles (i.e., vehicles in the band producing less than 120g/km), and discouraged the purchase of bigger, heavier and more powerful vehicles. They also had a great effect on average emissions; by 2018, average carbon emissions had declined by 21% compared to 2010, to 151g/km. Moreover, there is some evidence that the tax has affected the mix of new vehicles that vehicle manufacturers sell in the South African market, as the volume of low carbon intensity new vehicles increased significantly, to 31% of total sales in 2018 compared to 13% in 2010. |
| Keywords: | CO2,emissions,taxes,vehicles |
| JEL: | H31 L62 Q41 Q54 R48 |
| Date: | 2021 |
| URL: | http://d.repec.org/n?u=RePEc:zbw:esprep:236726&r= |
| By: | Mathieu Gardrat (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); Pascal Pluvinet (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) |
| Abstract: | The objective of this paper is to present a mesoscopic simulation model of urban freight transport called SIMTURB. This model is based on the results and is an extension of the FRETURB urban freight model [1]. With an architecture based on a Markov process, this model offers a complement and to some extent an alternative to multi-agent simulation models, since it makes possible to characterise precisely the routes of freight transport vehicles in a conurbation and characterise the movements of each agent (e.g. vehicle). |
| Keywords: | Urban freight transport,Model,SIMTURB,Multi-agent simulation,Markov process,Working Papers du LAET |
| Date: | 2021–06 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:halshs-03284321&r= |
| By: | Echeverría, Lucía (University of Zaragoza); Gimenez-Nadal, J. Ignacio (University of Zaragoza); Molina, José Alberto (University of Zaragoza) |
| Abstract: | Mobility gives individuals access to different daily activities, facilities, and places, but at the cost of imposing environmental burdens. The sustainable growth of society is linked to green mobility (e.g., public transport, walking, cycling) as a way to alleviate individual carbon footprints. This study explores the socio-demographic profile of individuals performing green travel (public and physical modes of transport) and identifies cross-country differences in green travelling behavior. We rely on information from the Multinational Time Use Study, MTUS. for Bulgaria, Canada, Spain, France, Hungary, Italy, the Netherlands, the United Kingdom, and the United States, from 2000 to 2019. We estimate Ordinary Least Squares regressions modelling individual decisions regarding green mobility. Our results indicate that the socio-demographic and family profile of travelers is not homogenous across green modes of transport, with physical travel exhibiting a much more consistent profile, across countries, in comparison to the use of public transport. Results indicate a positive relationship between living in urban areas and the time proportion of green travel, but estimates by country differ in magnitude and depend on the mode. We also find that some countries are more prone to green travel, and that transport infrastructure is more related to the proportion of time travelled by physical transport than by public transport. Our findings help in understanding who is committed to green mobility, while revealing systematic differences across countries that are worth analyzing. |
| Keywords: | green mobility, public transport, walking/cycling, Multinational Time Use Study |
| JEL: | R40 J22 O57 |
| Date: | 2021–07 |
| URL: | http://d.repec.org/n?u=RePEc:iza:izadps:dp14577&r= |
| By: | Oreffice, Sonia (University of Exeter); Sansone, Dario (University of Exeter) |
| Abstract: | We analyze differences in mode of transportation to work by sexual orientation, using the American Community Survey 2008-2019. Individuals in same-sex couples are significantly less likely to drive to work than men and women in different-sex couples. This gap is particularly stark among men: on average, almost 12 percentage point (or 13%) lower likelihood of driving to work for men in same-sex couples. Individuals in same-sex couples are also more likely to use public transport, walk, or bike to work: on average, men and women are 7 and 3 percentage points more likely, respectively, to take public transportation to work than those in different-sex couples. These differences persist after controlling for demographic characteristics, partner's characteristics, location, fertility, and marital status. Additional evidence from the General Social Survey 2008-2018 suggests that these disparities by sexual orientation may be due to lesbian, gay, and bisexual individuals caring more for the environment than straight individuals. |
| Keywords: | same-sex couples, LGBTQ+, sexual minorities, driving, public transport |
| JEL: | D10 J15 Q50 R40 |
| Date: | 2021–07 |
| URL: | http://d.repec.org/n?u=RePEc:iza:izadps:dp14571&r= |
| By: | Yusuf Sofiyandi (Institute for Economic and Social Research, Faculty of Economics and Business, Universitas Indonesia (LPEM FEB UI)); Yusuf Reza Kurniawan (Institute for Economic and Social Research, Faculty of Economics and Business, Universitas Indonesia (LPEM FEB UI)); Khoirunurrofik (Institute for Economic and Social Research, Faculty of Economics and Business, Universitas Indonesia (LPEM FEB UI)); Prayoga Wiradisuria (PT. MRT Jakarta); Dikki Nur Ahmad Saleh (PT. MRT Jakarta) |
| Abstract: | This paper studies the impact of mobility restriction on daily mass rapid transit (MRT) ridership in Jakarta-Indonesia, and its implication for the farebox revenues during the pandemic COVID-19 outbreak. For the analysis, we primarily used the fare cost and daily passenger datasets of 156 origin-destination pair routes from April 2019 to May 2021. Three types of mobility restrictions are examined: (i) 50% of maximum passenger capacity setting, (ii) station closures, and (iii) changes in service operating hours. A panel dynamic fixed-effects regression model was fitted to quantify the economic losses on farebox revenue due to the mobility restrictions. We find that the average daily MRT ridership decrease by 56.6% due to capacity restriction, 32.6% due to station closures, and 1.7% due to a one-hour decrease in service operating hours. The station closures lead to a route diversion with a significant increase in ridership among other stations. While the effects of capacity restriction and changes in service operation hours have a larger impact during weekdays, the effect of station closure is more pronounced during the weekend. Our estimation results also reveal that the mobility restrictions during the COVID-19 pandemic have caused a loss of IDR 179.4 billion or equal to USD12.4 million in terms of potential farebox revenues to the MRT train service operator. This amount could contribute to 65.6% of total realized farebox revenues in 2019–2020. This finding suggests the importance of adjusting the tariff subsidy policy in times of crisis, considering that the company still bears the operating costs despite decreasing operating hours. It also advises the company to take this crisis as momentum to enhance operational efficiency and expand the business prospect from non-fare box revenue. |
| Keywords: | COVID-19 — pandemic — public transport — MRT — ridership — mobility restriction |
| JEL: | L92 O18 R40 |
| Date: | 2021 |
| URL: | http://d.repec.org/n?u=RePEc:lpe:wpaper:202162&r= |
| By: | Luca J. Santos; Alessandro V. M. Oliveira; Dante Mendes Aldrighi |
| Abstract: | The economic downturn and the air travel crisis triggered by the recent coronavirus pandemic pose a substantial threat to the new consumer class of many emerging economies. In Brazil, considerable improvements in social inclusion have fostered the emergence of hundreds of thousands of first-time fliers over the past decades. We apply a two-step regression methodology in which the first step consists of identifying air transport markets characterized by greater social inclusion, using indicators of the local economies' income distribution, credit availability, and access to the Internet. In the second step, we inspect the drivers of the plunge in air travel demand since the pandemic began, differentiating markets by their predicted social inclusion intensity. After controlling for potential endogeneity stemming from the spread of COVID-19 through air travel, our results suggest that short and low-density routes are among the most impacted airline markets and that business-oriented routes are more impacted than leisure ones. Finally, we estimate that a market with 1 per cent higher social inclusion is associated with a 0.153 per cent to 0.166 per cent more pronounced decline in demand during the pandemic. Therefore, markets that have benefited from greater social inclusion in the country may be the most vulnerable to the current crisis. |
| Date: | 2021–07 |
| URL: | http://d.repec.org/n?u=RePEc:arx:papers:2108.00850&r= |
| By: | Kenneth Gillingham; Pei Huang |
| Abstract: | This study examines the uneven effects of air pollution from maritime ports on physical and mental health across racial groups. We exploit quasi-random variation in vessels in port from weather events far out in the ocean to estimate how port traffic influences air pollution and human health. We find that one additional vessel in a port over a year leads to 3.0 hospital visits per thousand Black residents within 25 miles of the port and only 1.0 per thousand for whites. We assess a port-related environmental regulation and show that the policy can help alleviate racial inequalities in health outcomes. |
| JEL: | D63 I14 Q51 Q53 Q58 R41 |
| Date: | 2021–07 |
| URL: | http://d.repec.org/n?u=RePEc:nbr:nberwo:29108&r= |
| By: | David S. Rapson; Erich Muehlegger |
| Abstract: | Electric vehicles (EVs) powered by renewable electricity are a centerpiece of efforts to decarbonize transportation. EV advocates also claim benefits from local pollution reductions, lower life-cycle costs to consumers, and improved energy security. We examine the theory and evidence behind these claims and evaluate when the market will produce the optimal path of EV adoption. Optimal EV policy is nuanced. While EVs driven in some locations reduce pollution, they increase pollution in others. While many consumers enjoy cost savings from EVs, some experience net benefits from choosing gasoline-powered cars, even after accounting for EV subsidies. And depending on the dynamic benefits of stimulating EV adoption today, optimal policy might front-load stimulus, even though the environmental benefits of EV adoption are likely to increase over time as electricity grids become cleaner. Reflecting these nuances, the policy landscape is complicated and often creates conflicting incentives for EV adoption in regions with ambitious adoption goals. We highlight several themes for policy design, including 1) promoting regional variation in EV policies that align private incentives with social benefits, 2) pursuing a time-path of policies that follows the trajectory of marginal benefits, and 3) rationalizing electricity and gasoline prices to reflect their social marginal cost. On the extensive margin, purchase incentives should ramp-down as learning-by-doing and network externalities that may exist diminish; on the intensive margin, gasoline should become relative more expensive than electricity (per mile traveled) to reflect cleaner marginal emissions from electricity generation. |
| JEL: | Q54 Q55 Q58 R4 |
| Date: | 2021–07 |
| URL: | http://d.repec.org/n?u=RePEc:nbr:nberwo:29093&r= |
| By: | Roberto Bonfatti; Giovanni Facchini; Alexander Tarasov; Gian Luca Tedeschi; Cecilia Testa |
| Abstract: | This paper studies the role played by politics in shaping the Italian railway network, and its impact on long-run growth patterns. Examining a large state-planned railway expansion that took place during the second half of the 19th century in a recently unified country, we first study how both national and local political processes shaped the planned railway construction. Exploiting close elections, we show that a state-funded railway line is more likely to be planned for construction where the local representative is aligned with the government. Furthermore, the actual path followed by the railways was shaped by local pork-barreling, with towns supporting winning candidates more likely to see a railway crossing their territory. Finally, we explore the long-run effects of the network expansion on economic development. Employing population and economic censuses for the entire 20th century, we show that politics at a critical junction played a key role in explaning the long-run evolution of local economies. |
| Keywords: | Infractural Development, Political Economy |
| Date: | 2021 |
| URL: | http://d.repec.org/n?u=RePEc:not:notnic:2021-04&r= |
| By: | Mauro Bucci (Banca d'Italia); Elena Gennari (Banca d'Italia); Giorgio Ivaldi (Banca d'Italia); Giovanna Messina (Banca d'Italia); Luca Moller (Banca d'Italia) |
| Abstract: | This paper provides a methodological contribution to the assessment of the infrastructure endowment for a territory. Compared with existing indicators based on expenditure or physical properties – which can be misleading as they examine only a single dimension – the advantages of the proposed method lie in three features: first, its flexible methodology, which adapts the measurement criteria to the function and nature of different infrastructures; second, the geographical detail, as far down as to 611 economically homogeneous partitions of the Italian territory whenever data availability allows it; third, the ample set of infrastructures considered, both economic (transport networks, ports, airports, power grids, water distribution, fixed and mobile telecommunication networks) and social (health care and waste management facilities). The analysis documents significant infrastructure gaps in Italy, often highlighting a disadvantage for the South and the Islands. |
| Keywords: | infrastructure, utilities, telecommunication networks, transportation networks, health care, waste management |
| JEL: | H54 H42 H51 L90 R40 R58 I1 Q53 |
| Date: | 2021–07 |
| URL: | http://d.repec.org/n?u=RePEc:bdi:opques:qef_635_21&r= |
| By: | Taiwo Adetiloye |
| Abstract: | City logistics involves movements of goods in urban areas respecting the municipal and administrative guidelines. The importance of city logistics is growing over the years especially with its role in minimizing traffic congestion and freeing up of public space for city residents. Collaboration is key to managing city logistics operations efficiently. Collaboration can take place in the form of goods consolidation, sharing of resources, information sharing, etc. We investigate the problems of collaboration planning of stakeholders to achieve sustainable city logistics operations. Two categories of models are proposed to evaluate the collaboration strategies. At the macro level, we have the simplified collaboration square model and advance collaboration square model and at the micro level we have the operational level model. These collaboration decision making models, with their mathematical elaborations on business-to-business, business-to-customer, customer-to-business, and customer-to-customer provide roadmaps for evaluating the collaboration strategies of stakeholders for achieving sustainable city logistics operations attainable under non-chaotic situation and presumptions of human levity tendency. City logistics stakeholders can strive to achieve effective collaboration strategies for sustainable city logistics operations by mitigating the uncertainty effect and understanding the theories behind the moving nature of the individual complexities of a city. To investigate system complexity, we propose axioms of uncertainty and use spider networks and system dynamics modeling to investigate system elements and their behavior over time. |
| Date: | 2021–07 |
| URL: | http://d.repec.org/n?u=RePEc:arx:papers:2107.14049&r= |
| By: | Kristina Hrehova; Erika Sandow; Urban Lindgren |
| Abstract: | In this paper, we study the impact of firm relocations on commuting distance and the probability of married couples and cohabiting couples with children separating. We use Swedish register data for 2010-2016 and select employees of relocating firms with one workplace and more than 10 employees. Focusing on this sample allows us to use plausibly exogenous variation in the commuting distance arising from the relocation. We extend the literature on the effect of commuting on relationship stability by reducing the possibility for unobserved time-variant factors to bias our estimates. While previous literature has focused on the difference between short- and long-distance commuting, we focus on changes in the commuting distance that are externally induced by firm management. We find a small but statistically significant negative effect of increased firm relocation distance on family stability. A 10 km change in commuting distance leads to a 0.09 percentage point higher probability of separation if the commuter remains with the firm for the next 5 years. |
| Keywords: | separation; marriage; commuting time; commuting distance; quasi-experiment; spatial mobility; |
| JEL: | J32 J61 R23 R41 |
| Date: | 2021–07 |
| URL: | http://d.repec.org/n?u=RePEc:cer:papers:wp694&r= |