|
on Transport Economics |
| By: | Patrick Bigler; Doina Maria Radulescu |
| Abstract: | We analyze welfare implications of policies promoting environmentally friendly vehicles employing rich Swiss micro-data on 23,000 newly purchased cars and their buyers. Our estimates reveal substantial income heterogeneity in price elasticity and electric vehicle (EV) adoption. While CO2 levies secure road financing revenue, emissions of the new car fleet only slightly decrease. In contrast, subsidies support EV uptake, and lead to a more pronounced emission reduction. Both instruments have redistributive implications. We compute optimal subsidy - fuel tax combinations subject to a pre-specified EV target and to securing road financing in the presence or absence of equity concerns. |
| Keywords: | electric vehicles, mixed logit, welfare, fuel tax, subsidies, CO2 emissions |
| JEL: | C25 D12 H23 L62 Q48 |
| Date: | 2022 |
| URL: | http://d.repec.org/n?u=RePEc:ces:ceswps:_9645&r= |
| By: | Sutton, Katrina; Hardman, Scott; Tal, Gil |
| Abstract: | This paper investigates strategies to increase charging station utilization, reduce congestion, and increase access to chargers at workplaces. Interviews with plug-in electric vehicle (PEV) drivers across California revealed three styles of workplace charging management: authoritative (rules introduced by the employer), collective (rules introduced by employees), and unmanaged (no rules in place). Authoritative charging included digital queuing, time limits with pricing, pricing, and valet charging. Collective management included day restrictions, time restrictions, messaging groups, and spreadsheets with driver information. Charging management strategies can increase accessibility and utilization of stations by reducing congestion, increasing vehicle throughput and discouraging those that do not need to charge from doing so. Workplaces with charging management may need less charging infrastructure to support more PEVs. Interviewees reported positive experiences with the charging management strategies at their workplaces. Charging management strategies appear to be a user-friendly approach to reducing charge point congestion, vehicles overstaying, and increase utilization of workplace charging. |
| Keywords: | Social and Behavioral Sciences, Traffic Congestion, Electric Vehicle Charging, Charging Behavior |
| Date: | 2022–04–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt2345r48k&r= |
| By: | Hardman, Scott; Davis, Adam; Tal, Gil |
| Abstract: | California has a goal of reaching 100% zero emission vehicle (ZEV) sales by 2035. Most ZEV sales to date have been plug-in electric vehicles, with fuel cell electric vehicles (FCEVs) making up only around 1% of ZEV sales. The market for FCEVs may be constrained because, unlike plugin electric vehicles, FCEVs need an entirely new refueling infrastructure network. To date, only 48 hydrogen refueling stations are operational in California. This number will need to increase substantially for FCEVs to become a viable option for consumers. Researchers at the University of California, Davis surveyed more than 700 FCEV drivers about their use of hydrogen fueling stations in California to understand consumer preferences and inform the development of future hydrogen infrastructure. |
| Keywords: | Engineering |
| Date: | 2022–04–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt37n951ww&r= |
| By: | Hardman, Scott PhD; Davis, Adam PhD; Tal, Gil PhD |
| Abstract: | California has set a goal of reaching 100% zero emission vehicle (ZEV) sales by 2035. Most ZEV sales to date have been battery electric vehicles (BEVs) or plug-in hybrid electric vehicles (PHEVs), while fuel cell electric vehicles (FCEVs) make up only a small portion of ZEV sales. The market for FCEVs may be partially constrained because, unlike BEVs and PHEVs, they cannot use any existing infrastructure. This research investigates FCEV drivers use of hydrogen stations in California (of which there are 47 in operation) with the goal of informing the development of hydrogen infrastructure. Hydrogen station use was studied using results from a 2017 survey of 395 fuel cell electric vehicle (FCEV) owners and a 2018 survey of 328 FCEV owners. The results show FCEV drivers use on average 2.4 hydrogen stations. The average shortest distance FCEV owners would need to travel from home, work, or their commute to a hydrogen refueling station was 10 miles. Those whose most-used station was not the closest station available were more likely than those whose most-used station was the closest to use renewable hydrogen, suggesting that some drivers may prefer renewable hydrogen. Currently the percentage of California census block groups with one, two, and three hydrogen stations within 10 miles of households are 52.4%, 25.6%, and 22.5%; these census block groups are concentrated primarily in large metropolitan areas. Finally, 70% of FCEV owners said they would not have purchased the vehicle if their primary station had not been available, pointing the importance of station availability to FCEV adoption. |
| Keywords: | Engineering, Zero emission vehicles, electric vehicles, fuel cell vehicles, hydrogen fuels, service stations, vehicle range, surveys, travel behavior |
| Date: | 2022–04–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt4qp5m2kr&r= |
| By: | Burke, Andrew |
| Abstract: | California’s Advanced Clean Trucks regulation requires sales of zero-emission tractor-trailer trucks starting in 2024, increasing to 30% by 2030. Since most of these trucks will travel predominantly on the state’s major highways, a robust network of battery charging infrastructure will be needed along these routes. The California Department of Transportation (Caltrans) maintains an extensive series of roadside rest areas throughout the state that are widely used by long-haul trucks. Providing charging at roadside rest areas, especially those along interstate highways, could help meet the needs of battery-electric tractortrailer trucks making multi-day trips. Thus, Caltrans should consider becoming involved with the establishment of battery charging facilities at its rest areas. Researchers at the University of California, Davis assessed the possibilities for and barriers to providing charging infrastructure for heavy-duty, long-haul trucks at rest areas in California. This policy brief summarizes the findings from that research and provides policy implications. View the NCST Project Webpage |
| Keywords: | Engineering, Benefit cost analysis, Electric trucks, Electric vehicle charging, Roadside rest areas |
| Date: | 2022–04–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt9tr1w4dx&r= |
| By: | El Mehdi Er Raqabi; Wenkai Li (IUJ Research Institutey, International University of Japan) |
| Abstract: | Electric vehicles (EVs), with lighter environmental footprint than traditional gasoline vehicles, are growing rapidly worldwide. Some countries such as Norway and Canada have successfully established EV networks and achieved a significant progress towards EV deployment. While the EV technology is becoming popular in developed countries, emerging countries are lacking behind mainly because of the huge investment hurdle to establishing EV networks. This paper developed an efficient Electric Vehicle Migration Framework (EVMF) aiming to minimize the total costs involved in establishing an EV network, using real world data from three major cities of Morocco: Rabat, Casablanca, and Fes. A given set of public institutions having a fleet of EVs are first grouped into zones based on clustering algorithms. MILP (Mixed Integer Linear Programming) models are developed to optimally select EV charging station locations within these organizations, with an objective to minimize the total cost. This paper can help to minimize the investment needed to establish EV networks. The transition towards EV networks can first take place in cities, especially at public institutions, followed by locations among cities. With the framework developed in this paper, policy makers can make better decisions on EV network migration. |
| Keywords: | Electric vehicle, range anxiety, public transport, optimization, MILP, data mining, remote sensing, clustering. |
| Date: | 2022–04 |
| URL: | http://d.repec.org/n?u=RePEc:iuj:wpaper:ems_2022_03&r= |
| By: | Jason Soria; Shelly Etzioni; Yoram Shiftan; Amanda Stathopoulos; Eran Ben-Elia |
| Abstract: | On-demand mobility platforms play an increasingly important role in urban mobility systems. Impacts are still debated, as these platforms supply personalized and optimized services, while also contributing to existing sustainability challenges. Recently, microtransit services have emerged, promising to combine advantages of pooled on-demand rides with more sustainable fixed-route public transit services. Understanding traveler behavior becomes a primary focus to analyze adoption likelihood and perceptions of different microtransit attributes. The COVID-19 pandemic context adds an additional layer of complexity to analyzing mobility innovation acceptance. This study investigates the potential demand for microtransit options against the background of the pandemic. We use a stated choice experiment to study the decision-making of Israeli public transit and car commuters when offered to use novel microtransit options (sedan vs. passenger van). We investigate the tradeoffs related to traditional fare and travel time attributes, along with microtransit features; namely walking time to pickup location, vehicle sharing, waiting time, minimum advanced reservation time, and shelter at designated boarding locations. Additionally, we analyze two latent constructs: attitudes towards sharing, as well as experiences and risk-perceptions related to the COVID-19 pandemic. We develop Integrated Choice and Latent Variable models to compare the two commuter groups in terms of the likelihood to switch to microtransit, attribute trade-offs, sharing preferences and pandemic impacts. The results reveal high elasticities of several time and COVID effects for car commuters compared to relative insensitivity of transit commuters to the risk of COVID contraction. Moreover, for car commuters, those with strong sharing identities were more likely to be comfortable in COVID risk situations, and to accept microtransit. |
| Date: | 2022–04 |
| URL: | http://d.repec.org/n?u=RePEc:arx:papers:2204.01974&r= |
| By: | Circella, Giovanni; Sun, Ran; Le, Tho V.; Soza-Parra, Jaime; Qian, Xiaodong; Bunch, David; Jaller, Miguel |
| Abstract: | This project aims to provide recommendations on the methodology and design specifications for the travel demand model to be built for the Link21 program in the Northern California megaregion. The Link21 program is a major rail investment program that will considerably improve and upgrade the passenger rail services in the Northern California megaregion, centered around the Transbay Corridor between Oakland and San Francisco in the San Francisco Bay Area. To support this effort, we reviewed the current and potential travel markets for the Link21 program, assessed the available travel demand models that could be used to support the modeling efforts for the Link21 program, and conducted interviews with experts from academic institutions, metropolitan planning organizations, state and federal agencies, and US DOE national labs. Considering the goals and objectives of the Link21 program, a list of 20 critical, important, and optional modeling features were identified, which should be considered for the Link21 program. We reviewed 11 existing travel demand models based on the evaluation of their modeling features, and present four proposed modeling approaches which could be considered to support the Link21 program. For each modeling approach, we summarize pros and cons in terms of fulfilling the requirements of the Link21 program. The four modeling approaches include: 1) building on the Metropolitan Transportation Commission (MTC) TM 2.1 regional travel demand model without a dedicated long-distance travel model component; 2) building on the MTC TM 2.1 regional travel demand model with a dedicated long-distance travel model component; 3) building on the San Francisco County Transportation Authority (SFCTA) regional travel demand model with or without a dedicated long-distance travel model component; and 4) building on the California High Speed Rail (CHSR) or the new statewide rail model that is currently under development. The study also discusses some sources of uncertainties that might affect future travel demand and the modeling practice in the Link21 regions. These include the impacts of the COVID-19 pandemic on work patterns and activity/travel choices, the introduction of shared mobility services, micromobility, the potential deployment of Mobility as a Service (MaaS) solutions, and the forthcoming deployment of connected and automated vehicles (CAVs). Given the complexity of the Link21 program and the requested 18-month timeline for developing a new travel demand model to support the program, we recommend that the model development for the Link21 program build on an existing modeling framework and adopt a modular system, which can be updated over time. An initial model release would become available in the proposed timeline of 18 months, while future updates and improvements in the model components could be added in future model updates. This process also would be well-suited to address eventual modeling issues that could arise with the initial model release, and it would benefit from the development and updates of other models in the Northern California megaregion that are being carried out in parallel. |
| Keywords: | Engineering, Transportation Modeling |
| Date: | 2022–03–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt43t98653&r= |
| By: | Mohammad Asghari (emlyon business school); Seyed Mohammad Javad Mirzapour Al-E-Hashem; Yacine Rekik |
| Abstract: | This study addresses one of the most challenging issues in designing a sustainable and efficient ride-sharing service. This paper uses an extensive computational study to quantify the behavior of carpooling in customized bus routing problems. This mechanism allows organizations to draw on the potential of their employees' private cars to provide convenient alternative rides for other employees, thereby reducing air pollution and greenhouse gas emissions as well as increasing overall satisfaction with the transportation system offered. The objective functions minimize: (i) total transportation costs and incentives paid to drivers of private cars, (ii) dissatisfaction as determined by staff walking distance, travel time, and delays in arriving at work, and (iii) total carbon emissions generated by commuting. We propose a resolution algorithm based on Pareto Strength Ant Colony Optimization (PSACO) as an effective meta-heuristic method for solving the multi-objective mathematical model and compare it with the results obtained by an exact method. The effectiveness and applicability of the proposed problem have been evaluated by performing computational experiments on a real case study in Paris using a number of comparative metrics with appropriate assumptions. Different parameters affecting the performance of the algorithm are also investigated. The concluding section presents a comparison of the results achieved. The test outcomes confirm that the formulation and the solution methods can be useful references for practice. The insights obtained from the research could provide the basis for designing incentive schemes and information campaigns aimed at making ride-sharing systems more successful and improving their performance. |
| Keywords: | Ride-sharing system,Customized buses,vehicle routing problem,Sustainable transportation,Pareto strength ant colony optimization |
| Date: | 2022–01–17 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-03598768&r= |
| By: | Ankit Singhal; Sarmad Hanif; Bishnu Bhattarai; Fernando B. dos Reis; Hayden Reeve; Robert Pratt |
| Abstract: | The proliferation of electric vehicles (EVs) and their inherent flexibility in charging timings make them an asset to improve grid performance. In contrast to direct control by a utility or autonomous price-based charging, the transactive control framework not only provides benefits to both grid and customers but also ensures customer autonomy. In this work, we design a transactive electric vehicle (TEV) agent that incorporates the EV owner's willingness to trade-off between savings and amenity in form of a slider, where the EV owner's amenity is characterized as vehicle readiness. Further, a privacy-preserving bidding formulation is proposed that also represents the customer's transactive preference. A transactive market mechanism is discussed that integrates the TEV Agents into the local retail market and reconciles with the current day-ahead and real-time market structure. It is demonstrated that the proposed slider is able to provide a preferred trade-off between savings and amenity to individual customers. At the same time, the market mechanism is shown to successfully reduce both peak prices and peak demand. A comparative investigation of V1G and V2G technologies with respect to the battery prices is also discussed. |
| Date: | 2022–03 |
| URL: | http://d.repec.org/n?u=RePEc:arx:papers:2203.16516&r= |
| By: | Maria Juliana Suarrez Foréro (IFPEN - IFP Energies nouvelles - IFPEN - IFP Energies nouvelles, IFP School, RENAULT, Chaire EEM - Chaire European Electricity Markets - Université Paris Dauphine-PSL - PSL - Université Paris sciences et lettres); Frédéric Lantz (IFPEN - IFP Energies nouvelles - IFPEN - IFP Energies nouvelles, IFP School); Pierre Nicolas (RENAULT); Pierre Geoffron (Chaire EEM - Chaire European Electricity Markets - Université Paris Dauphine-PSL - PSL - Université Paris sciences et lettres) |
| Abstract: | The rapidly increasing participation of renewable energies (REn) into the electric mix, clearly traces the trends for the decarbonization goals in the European Union. Under the priority sale conditions established by governments, the commercialization of REn plays an important role in the consolidation of market prices, which are on a decreasing trend with large fluctuations that reduce the profit in the power sector and therefore, the interest of potential investors. The incorporation of small power capacities, available with a considerable fleet of electric vehicles (EV) disposed to support the bulk power system through an intelligent, and possibly bidirectional recharging system (the vehicle grid integration VGI), could have a positive impact on the electricity market as well as in CO2 emissions. In this context, our purpose is to simulate the impact of a large development of EV on the electricity market and the economic surplus of the power sector. Through a VGI tool that includes an algorithm of smart charging, we simulate the behavior of a fleet composed by some millions of EV as follows: a decentralized VGI algorithm of smart charging included in each EV estimates the energy consumption in time of the EV fleet. For a specific number of EV, we simulate the aggregated charge on the power grid, and anticipate the total expected load curve for one day. We use the estimated load curve as input in an electricity market model for calculating the producer's surplus over one year. We show that the increasing EV fleet significantly decreases the fluctuation of the residual electricity demand as well as the electricity price. Consequently, this has a positive impact on the surplus of the sector. |
| Keywords: | Energy transition,Electricity markets,Merit order effect,Vehicle grid integration. |
| Date: | 2022–01 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:hal-03609361&r= |
| By: | Beecham, Roger; Tait, Caroline; Lovelace, Robin; Yang, Yuanxuan |
| Abstract: | Bikeability, the extent to which a settlement, area or route network enables cycling for everyday travel, is a frequently-cited theme for increasing and diversifying cycling uptake and therefore one that attracts much research attention. Indexes designed to quantify bikeability typically generate a single bikeability value for a single locality. Important to transport planners making infrastructure decisions, however, is how well-connected by bike are pairs of localities. For this it is necessary to estimate the bikeability of plausible routes connecting different parts of a city. We approximate routes for all origin-destination journey pairs cycled in the London Cycle Hire Scheme for 2018 and estimate the bikeability of each route, linking to the newly-released London Cycle Infrastructure Database. We then divide the area of inner London covered by the bikeshare scheme into ‘villages’ and profile how bikeability varies for trips connecting those villages – we call this connected bikeability. Our bikeability scores vary geographically with certain localities in London better connected by bike than others. The highest levels of bikeability coincide with villages that are connected by dedicated cycling infrastructure, whilst lower levels of bikeability are between villages that require crossing the river Thames or navigating central parts of London with dense road networks and limited space for dedicated infrastructure. We demonstrate the usefulness of the index through a data analysis that relates inequalities in connected bikeability to London’s labour market geography. Focussing on potentially cyclable commutes to job-rich villages in London, we evaluate differences in connected bikeability against demand and identify key commutes made by lower-wage non- professional workers that have comparatively low levels of bikeability and that may warrant attention from transport planners. |
| Date: | 2022–04–06 |
| URL: | http://d.repec.org/n?u=RePEc:osf:osfxxx:gbfz8&r= |
| By: | Naroa Coretti Sanchez; Luis Alonso Pastor; Kent Larson |
| Abstract: | Autonomous bicycles have recently been proposed as a new and more efficient approach to bicycle-sharing systems (BSS), but the corresponding environmental implications remain unresearched. Conducting environmental impact assessments at an early technological stage is critical to influencing the design and, ultimately, environmental impacts of a system. Consequently, this paper aims to assess the environmental impact of autonomous shared bikes compared with current station-based and dockless systems under different sets of modeling hypotheses and mode-shift scenarios. The results indicate that autonomy could reduce the environmental impact per passenger kilometer traveled of current station-based and dockless BSS by 33.1 % and 58.0 %. The sensitivity analysis shows that the environmental impact of autonomous shared bicycles will mainly depend on vehicle usage rates and the need for infrastructure. Finally, this study highlights the importance of targeting the mode replacement from more polluting modes, especially as traditional mobility modes decarbonize and become more efficient. |
| Date: | 2022–02 |
| URL: | http://d.repec.org/n?u=RePEc:arx:papers:2202.12405&r= |
| By: | Shilling, Fraser; Waetjen, David; Vickers, Winston; McDowell, Sean; Oke, Adetayo; Bass, Aaron; Longcore, Travis; Stevens, Clark |
| Abstract: | Transportation and other agencies and organizations are increasingly planning and building under- and over-crossing structures to allow wildlife to traverse busy highways. Research has shown that traffic noise and light can impede wildlife species from using these structures. However, existing guidance in the field of wildlife crossing design inadequately addresses how structural and vegetation elements can be used to reduce such disturbance. If wildlife is hesitant to or refuses to approach structures due to noise, light, and other factors, then the structures may have a much lower benefit-to-cost ratio than expected. To help address this gap in guidance for design, a research team led by UC Davis used field measurements and modeling of light and noise from traffic to inform and test wildlife crossing designs. The researchers developed wildlife-responsive designs using berms, barriers, and new paths for two crossings being considered by the California Department of Transportation: 1) the proposed WallisAnnenberg wildlife over-crossing (WAOC) across US 101 in the city of Agoura Hills, and 2) a potential over-crossing across Interstate 15, south of the City of Temecula (TOC). The researchers identified key limitations and opportunities for each design approach and concluded that creating “dark and quiet paths” could increase the wildlife-responsiveness of the designs. |
| Keywords: | Engineering |
| Date: | 2022–04–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt9sx5s4x9&r= |
| By: | Devin Bunten; Ellen Fu; Lyndsey Rolheiser; Christopher Severen |
| Abstract: | How have the longer journeys to work faced by Black commuters evolved in the United States over the last four decades? Black commuters spent 50.3 more minutes commuting per week in 1980 than White commuters; this difference declined to 22.4 minutes per week in 2019. Two factors account for the majority of the difference: Black workers are more likely to commute by transit, and Black workers make up a larger share of the population in cities with long average commutes. Increases in car commuting by Black workers account for nearly one-quarter of the decline in the racialized difference in commute times between 1980 and 2019. Today, commute times have mostly converged (conditional on observables) for car commuters in small- and midsized cities. In contrast, persistent differences in commute times today arise in large, segregated, congested, and — especially — expensive cities, revealing the limits of cars in overcoming entrenched racialization of other factors of commuting. |
| Date: | 2022–04–18 |
| URL: | http://d.repec.org/n?u=RePEc:fip:fedpwp:94008&r= |
| By: | Risienne Mazengani (Orange Labs [Chatillon] - Orange Labs, RITM - Réseaux Innovation Territoires et Mondialisation - Université Paris-Saclay); Jean-Marc Josset (Orange Labs [Chatillon] - Orange Labs, RITM - Réseaux Innovation Territoires et Mondialisation - Université Paris-Saclay); Nicolas Soulié (RITM - Réseaux Innovation Territoires et Mondialisation - Université Paris-Saclay) |
| Abstract: | This article analyzes the impacts of objective (duration, conditions, demographics) and subjective (preferences, attitudes, etc.) factors on well-being in transportation. We rely on an exploratory survey carried out in 2017 and 2018 on the daily trips of 126 students (608 trips) toward their place of studies at Paris-Saclay. Using a questionnaire accessible from a smartphone, participants were asked to describe their daily trip (duration, conditions, activities, etc.), and give a rate after each trip. The results confirm the negative effect of travel time for trips longer than 80 minutes, and a time loss aversion effect. Difficult transport conditions (delays, space, noise, etc.) have also negative impacts on travelers' well-being. Finally, some activities realised on smartphones (music, videos, etc.) affect travelers' satisfaction, because they are interesting or necessary (music), or performed to pass the time in transports (games, videos). If usual travelers seem to be resigned by the trip duration, they seem to be more sensitive to unfavorable transport conditions as well as certain activities carried out while traveling. |
| Abstract: | Cet article propose une analyse de l'impact d'éléments objectifs (temps, conditions, caractéristiques socio-démographiques) et subjectifs (préférences, attitudes, etc.) sur le bien-être ressenti par les utilisateurs de transports en commun. Pour cela, une enquête exploratoire a été réalisée en 2017 et 2018 sur les déplacements quotidiens de 126 étudiants (608 trajets) vers leur lieu d'étude sur le plateau de Saclay. Grâce à un questionnaire accessible depuis leur smartphone, les participants sont interrogés sur leurs trajets quotidiens (temps, conditions, activités, etc.) et attribuent une note à chaque trajet effectué. Les résultats issus de nos modèles confirment un effet négatif de la durée du transport au-delà de 80 minutes, ainsi qu'une aversion à la perte de temps par rapport à la durée habituelle du trajet. Les conditions de transport difficiles (retard, espace, bruit, etc.) ont également un impact négatif sur le bien-être des passagers. Enfin, certaines activités réalisées en période de mobilité (musique, vidéos, etc.), font varier la satisfaction apportée par les déplacements, car elles sont intéressantes ou nécessaires (musique) ou réalisées pour faire passer le temps dans les transports (jeux, visionnage de vidéos). Si les voyageurs habitués à leur trajet semblent être résignés par la durée transport (effet de résignation), ils semblent plus sensibles aux conditions de transport défavorables ainsi qu'à certaines activités pratiquées au cours des déplacements. |
| Keywords: | subjective well-being,transport,conditions,activities,habits,bien-être subjectif,activités,habitude |
| Date: | 2022–02–18 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-03578482&r= |
| By: | Ginés de Rus; M. Pilar Socorro; Jorge Valido; Javier Campos |
| Abstract: | This paper describes this method for the assessment of the economic effects of any project and then addresses an alternative approach based on the aggregation of changes in surpluses. |
| Date: | 2022–05 |
| URL: | http://d.repec.org/n?u=RePEc:fda:fdaddt:2022-05&r= |
| By: | Sophie Hasiak (Cerema Equipe-projet ESPRIM - Centre d'Etudes et d'Expertise sur les Risques, l'Environnement, la Mobilité et l'Aménagement - Equipe-projet ESPRIM - Cerema - Centre d'Etudes et d'Expertise sur les Risques, l'Environnement, la Mobilité et l'Aménagement) |
| Abstract: | There have been more and more debates on free public transport in France since several years. After having concerned small public transport networks, they now affect larger networks, including those irrigating metropolises. In France, any election campaign is conducive to this type of passionate debates. This paper provides an analysis of the prominence of the free transport subject in the last municipal elections campaign (2020) in French metropolises. It underlines its important role as one of the different transport tariff levers. Partial free transport appears to be the most planned measure, at least initially during the first stage of the mandate, with various design of the notion of partial free of charge. Based on views expressed by the elected candidates, this paper sketches out a short-term perspective on the future of free metropolitan public transport networks and opens the debate on the extension of the free transport measure beyond urban conurbation networks. |
| Abstract: | Les débats sur la gratuité des transports se sont intensifiés en France depuis quelques années. Après avoir concerné des réseaux de transports urbains de petite taille, ils s'invitent désormais au sein des réseaux plus importants, dont ceux irriguant les métropoles. En France, toute période électorale est propice à nourrir ce type de débats passionnés. L'article propose ainsi une analyse de la place accordée à la gratuité des transports par les candidats à la mairie des villes centres des métropoles lors des dernières élections municipales de juin 2020. Il souligne la place importante accordée à cette mesure portée par les candidats au titre des leviers tarifaires des transports envisageables. Ces candidats soutiennent différents modèles de gratuité partielle comme la mesure envisageable pour les territoires métropolitains, du moins dans un premier temps du mandat. À partir des positions exprimées par les candidats élus, cet article esquisse une prospective à court terme des réseaux métropolitains pouvant devenir gratuits et ouvre le débat sur l'extension de la gratuité des transports au-delà des réseaux urbains d'agglomération. |
| Keywords: | free public transport,debates,municipal elections,metropolises,France,gratuité des transports,débats,élections municipales,métropoles |
| Date: | 2022–02–28 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-03591222&r= |