|
on Transport Economics |
| By: | Ouassim Manout (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); Azise-Oumar Diallo (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: | Autonomous vehicles will be one of the most disruptive technologies of the automative industry. Their wider implications on society are expected to be considerable, even if these implications are still under debate. Meanwhile, various stakeholders, including cities and tech companies, are launching different AV pilot projects to test and help boost the technology readiness level. This research assesses some of the impacts of three AV mobility scenarios: private, shared, and pooled AVs in Lyon, France. An agent-based simulation framework is used (MATSim). Results suggest that AV services can reshuffle existing transportation dynamics by attracting a significant share of travel demand, especially from public transport and walking. If not regulated, these services can produce substantial excess travel distances and increase energy consumption and emissions of the transportation system. In this regard, pooled robotaxis are the least impactful introduction scenario of AVs compared to non-pooled robotaxis or private AVs. |
| Keywords: | Autonomous vehicle, Shared autonomous vehicle, Pooled autonomous vehicle, Robotaxi, Impact, Agent-based model |
| Date: | 2023–06–14 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-04570546&r= |
| By: | Yanqiao Deng; Minda Ma |
| Abstract: | Assessing the energy and emissions of representative plug-in hybrid electric vehicle (PHEV) model operations is crucial for accelerating carbon neutrality transitions in China's passenger car sector. This study makes the first attempt to create a bottom-up model to measure the real-world energy use and carbon dioxide (CO2) emissions of China's top twenty selling PHEV model operations across different geographical regions during 2020-2022. The results indicate that (1) the actual electricity intensity for the best-selling PEHV models (20.2-38.2 kilowatt-hour [kWh]/100 kilometers [km]) was 30-40% higher than the New European Driving Cycle (NEDC) values, and the actual gasoline intensity (4.7 to 23.5 liters [L]/100 km) was 3-6 times greater than the NEDC values. (2) The overall energy consumption of the best-selling models exhibited variations among various geographical regions, and the total gasoline equivalent was twice as high in southern China (1283 mega-liters, 2020-2022) than in northern China and the Yangtze River Middle Reach. (3) The top-selling models emitted 4.9 mega-tons (Mt) of CO2 nationwide from 2020-2022, 1.9 Mt from electricity and 3 Mt from gasoline. In northern China, carbon emissions per vehicle were more than 1.2 times greater than those in other regions. Furthermore, targeted policy implications for expediting the carbon-neutral transition within the passenger vehicles are proposed. Overall, this study reviews and compares national and regional benchmark data and performance data for PHEV operations. Its objective is to bolster national decarbonization initiatives, ensuring low emissions and expediting the transportation sector's transition toward a net-zero era. |
| Date: | 2024–05 |
| URL: | http://d.repec.org/n?u=RePEc:arx:papers:2405.07308&r= |
| By: | Zhuang, Winnie |
| Abstract: | California boasts nine national parks that are home to a plethora of recreational, cultural, and professional opportunities. It is no surprise that national parks draw in millions of recreational and non-recreational trips from across the country and internationally, however how visitors choose to arrive at these federal lands is a major consideration for land management, policy, and infrastructure decisions. According to the National Park Service’s Visitor Use Statistics, an overwhelming majority of visitors arrive by automobile. Alternative transportation options to national parks in California may increase visitor diversity and encourage the modal shift away from car travel. Additionally, transportation infrastructure has the potential to take up more natural spaces in national parks as population growth and recreational popularity increases in the coming years. Roadway widening, repaving, and other disruptive events can have negative impacts on adjacent ecosystems and communities, as well as contribute to public health issues. In this report, the existing conditions of transit to national parks in California are examined in relation to census tract-level sociodemographic and origin-destination data to reveal the spatial distribution of visitor origins and gaps in national park accessibility. From an equity perspective, findings suggest that median household income is proportional to the network distance between a given trip origin and national park destination, and household vehicle access and race are strongly correlated with national park visitation. By examining the current transit network to national parks, select characteristics of park visitation, and demographics of these visitors, this research aims to reveal opportunities for expanded transit connectivity to California’s national parks. Recommendations are presented to provide guidance to decision makers in the realm of transportation access to recreational spaces. |
| Keywords: | Social and Behavioral Sciences, National parks, accessibility, public transit, transportation equity, travel behavior, demographics |
| Date: | 2024–05–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsrrp:qt4vv0h2sp&r= |
| By: | Kleeman, Michael J. PhD; Wu, Shenglun |
| Abstract: | Lack of a strong reduction in ambient ozone (O3) concentrations during reduced traffic periods associated with COVID-19 calls into question the conventional wisdom that mobile sources dominate air pollution in California. Fossil-fueledmmotor vehicles emit oxides of nitrogen (NOx) and volatile organic compounds (VOCs) that are precursors to O3 formation, but the chemical reaction system that forms O3 is complex. The ratio of NOx/VOCs determines if the O3 formation regime is NOx-limited (reducing NOx reduces O3) or NOx-rich (reducing NOx increases O3). This project developed new methods to directly measure O3 chemistry in the atmosphere and applied them over long-term campaigns in multiple California cities to quantify traffic contributions to O3 formation. A seasonal-cycle was observed of NOx-rich O3 chemistry during cooler months trending toward NOx-limited chemistry in warmer months. Superimposed on this seasonal cycle was a spatial pattern of NOx-rich chemistry in dense urban cores and NOx-limited chemistry in areas downwind of urban cores. Chemistry-based models with source tagging were also developed to better understand these trends. Seasonal changes to biogenic VOC and gasoline evaporative VOC emissions likely explain the seasonal changes in O3 formation chemistry. Reduced traffic emissions in March 2020 did not reduce O3 concentrations because the chemistry was heavily NOx-rich during the spring season. Extended model predictions suggest that similar traffic reductions could have reduced ambient O3 concentrations in small and intermediate cities if they would have occurred in summer months. Traffic reductions alone would not be sufficient to reduce O3 concentrations in the urban cores of larger cities. Reduced emissions from transportation sources can improve air quality in California, but transportation sources no longer exclusively dominate O3 formation. Future emissions controls should be coordinated across multiple sectors (including transportation) to achieve their objectives. |
| Keywords: | Engineering, Air quality, nitrogen oxides, ozone, vehicle emissions, traffic volume |
| Date: | 2023–12–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsdav:qt0sk24033&r= |
| By: | Jinwon Kim (Department of Economics, Sogang University, Seoul, Korea); Jucheol Moon (Department of Computer Engineering & Computer Science, California State University, Long Beach); Dongyun Yang (Department of Economics, The University of Texas, Austin) |
| Abstract: | This paper quanti_es the optimal Pigouvian congestion tolls imposed on California freeway users and the associated welfare gains by estimating the technological supply relationship of roads and the time-cost elasticity of demand using novel identi_cation strategies and big data. Based on our estimates, we suggest that the optimal congestion tolls are around 10-16 cents per vehicle mile under moderate congestion and 25-114 cents under severe congestion, with the amounts varying by freeway depending on road capacity and tra_c demand size. We calculate that the welfare bene_ts from the tolling are typically around USD 20 per lane-mile of road and hour. Under a plausible scenario, the optimal tolls charged on congested freeways in California yield annual aggregate bene_ts of up to USD 1.8 billion. |
| Keywords: | Pigouvian tax, congestion externality, California freeway, quasi experiment, instrumental variable, big data |
| JEL: | R41 H23 Q59 |
| Date: | 2024 |
| URL: | https://d.repec.org/n?u=RePEc:sgo:wpaper:2402&r= |
| By: | Soucy, Andre B. |
| Abstract: | Low-income communities of color in formerly redlined neighborhoods face persistent racial disparities and inequities in pollution exposure, access to transportation and safe streets, and inadequate provisions for health, safety, stable housing, clean air, education, and employment. In the process of attempting to remedy such disparities through major transportation infrastructure and access improvements, residents who are intended to benefit from expanded transportation access and options are often placed at increased risk of harmful displacement, gentrification, and environmental injustice impacts. This research project employs a case study of the International Boulevard Bus Rapid Transit (BRT) project in East Oakland, guided by Community Based Participatory Action Research (CBPAR) principles, to investigate specific traffic safety and racialized displacement impacts from the project and considers potential solutions towards protecting residents and preventing harmful byproducts of major transportation projects. In collaboration with a Community Advisory Council (CAC), a quantitative analysis of collisions along the corridor and demographic changes in select East Oakland neighborhoods was conducted. The results show evidence of increased fatality and injury collisions along the corridor at the start of construction of the BRT and after opening of the service as well as continued trends of gentrification and displacement in many East Oakland neighborhoods along the corridor. It is inconclusive with this research if there is a causal link between the BRT project and exacerbated displacement trends in nearby neighborhoods. Further qualitative research is needed to ground-truth and understand more fully the indirect land and housing market impacts of the BRT project. |
| Keywords: | Engineering, Bus rapid transit, construction, traffic crashes, crash rates, corridors, low income groups, displacement, transportation equity, case studies |
| Date: | 2024–05–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsrrp:qt4zm0z35z&r= |
| By: | Heuser, Katie L. |
| Abstract: | Robotaxi services, or rideshare operated by autonomous vehicles, present an opportunity for independent and convenient transportation for people with disabilities. The proliferation of robotaxis in California has been met with mixed reactions from the disability community. To better understand perceptions of and expectations for robotaxis, this report uses semi-structured interviews with representatives from disability advocacy organizations. For many people with disabilities, especially for people with intellectual, developmental, and/or physical disabilities, robotaxis are inaccessible. Given the intricacies of accommodating a wide audience, not all interviewees were confident that robotaxi design and programming will be inclusive. Some interviewees trusted that autonomous vehicle companies will independently pursue accessibility features in their robotaxis. Other interviewees regarded statewide accessibility standards as essential to ensure accessibility. Overall, interviewees shared that people with disabilities want to be included in the process of designing, testing, and regulating robotaxis. Implications for accessible robotaxi governance in California is presented, with an emphasis on wheelchair access, considering impact on public transportation service, and centering people with disabilities. Interviewees also discussed ideal accommodations that would allow a broad audience to request a ride, board the robotaxi, communicate with the operation system, and exit the vehicle. These findings may be useful to AV companies as they consider how robotaxis can accommodate people with a variety of disabilities. |
| Keywords: | Arts and Humanities, Social and Behavioral Sciences, Taxis, autonomous vehicles, persons with disabilities, interviews, human factors |
| Date: | 2024–05–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsrrp:qt3pp8k71h&r= |
| By: | Almeida, Vanda (OECD); Hoffmann, Claire (OECD); Königs, Sebastian (OECD); Moreno-Monroy, Ana Isabel (OECD); Salazar-Lozada, Mauricio (OECD); Terrero-Dávila, Javier (OECD) |
| Abstract: | People's ability to access essential services is key to their labour market and social inclusion. An important dimension of accessibility is physical accessibility, but little cross-country evidence exists on how close people live to the services facilities they need. This paper helps to address this gap, focusing on three types of essential services: Public Employment Services, primary schools and Early Childhood Education and Care. It collects and maps data on the location of these services for a selection of OECD countries and links them with data on population and transport infrastructure. This allows to compute travel times to the nearest service facility and to quantify disparities in accessibility at the regional level. The results highlight substantial inequalities in accessibility of essential services across and within countries. Although large parts of the population can easily reach these services in most countries, some people are relatively underserved. This is particularly the case in non-metropolitan and low-income regions. At the same time, accessibility seems to be associated with the potential demand for these services once accounting for other regional economic and demographic characteristics. |
| Keywords: | geographic inequalities, geospatial disparities, service accessibility, social services, employment services |
| JEL: | H00 I24 J01 O18 R12 |
| Date: | 2024–04 |
| URL: | http://d.repec.org/n?u=RePEc:iza:izadps:dp16958&r= |
| By: | Ales Franc (Department of Economics, Faculty of Business and Economics, Mendel University in Brno, Czech Republic); Sona Kukuckova (Department of Finance, Faculty of Business and Economics, Mendel University in Brno, Czech Republic); Marek Litzman (Department of Economics, Faculty of Business and Economics, Mendel University in Brno, Czech Republic) |
| Abstract: | Time spent commuting plays a significant role in decision-making within the labour market, particularly for job seekers. Investments in road infrastructure have a direct effect on commuting times and thus may also have an effect on the local labour markets. The aim of the article is to evaluate the effect of improvements in infrastructure on regional unemployment. In this paper, we use a unique database that includes data on the time taken to commute from all municipalities in the Czech Republic (n=6237) to their regional centres for every month between March 2014 and December 2022 (106 periods). Overall 1534 changes that met the criteria for a significant change in travelling time were identified. Our results suggest that a one-minute drop in commuting time from the respective municipality to the regional centre is linked to a 0.07 percentage point drop in the unemployment rate one year later, in comparison to the control group. The ratio rises over time, after five years, the same one-minute reduction in commuting time, is then related to a 0.19 percentage point drop in unemployment. Therefore, better infrastructure can help to reduce differences in regional rates of unemployment and can justify infrastructure investments. |
| Keywords: | commuting, unemployment, road infrastructure, OSRM, New Economic Geography, inter-regional disparities, regional development |
| JEL: | H54 R41 J61 |
| Date: | 2024–05 |
| URL: | http://d.repec.org/n?u=RePEc:men:wpaper:94_2024&r= |
| By: | Chen, Angie |
| Abstract: | As jurisdictions update their High Injury Networks, discrepancies between the initial and updated HINs are to be expected. However, this lack of stability and consistency can negatively impact the prioritization of limited resources. In order to mitigate known issues with crash data underreporting and statistical biases, I examined strategies for utilizing data on underlying roadway characteristics to augment traditional collision analysis. Using the City of Oakland as a case study city, I assessed the stability of the pedestrian High Injury Network across two consecutive five-year periods (2012-2016 and 2017-2021), created with the same methodology. I found that the two HINs identified similar segments, particularly along arterials, but were less consistent in identifying the segments’ start and end points due to variation in crash data. I propose a methodology for finalizing High Injury Network extents based on segment characteristics (number of lanes, posted speed limit, and functional classification), and intersection characteristics (traffic signal presence and estimated pedestrian volumes). Applied to the Oakland case study, this approach results in a High Injury Network that is more stable over time, more focused (fewer street miles), and captures a higher percentage of fatal and severe crashes. This approach has the potential to smooth over inconsistencies in crash reporting, reduce the frequency of network updates needed, and shift High Injury Networks from being reactive to more proactive. |
| Keywords: | Social and Behavioral Sciences, Traffic safety, safe systems, high risk locations, crash data, arterial highways, case studies |
| Date: | 2024–05–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsrrp:qt2pn189p3&r= |
| By: | Xiaoxuan Zhang (University of Waikato); John Gibson (University of Waikato) |
| Abstract: | China’s high-speed rail (HSR) has quickly expanded to over 40, 000 km of lines operating and another 10, 000 km under construction. This is over 10-times longer than the networks in long-established HSR countries like France, Germany or Japan. While fewer than 100 county-level units had stations on the HSR network in the first years of operation, the eight years from 2012-19 saw almost 400 more county-level units connect to the HSR network. Effects on local economic activity from this substantial increase in connections to the HSR network remain contested. Some prior studies find either insignificant effects on local economic growth or even negative effects in peripheral regions. In light of this debate, we use spatial econometric models for a panel for almost 2500 county-level units to study effects of connecting to the HSR network. We especially concentrate on the 2012-19 period that has high quality night-time lights data to provide an alternative to GDP as an indicator of growth in local economic activity. Our spatial econometric models allow for spatial lags of the outcomes, of the covariates, and of the errors. We also address potential endogeneity of the HSR networks and connections, using an instrumental variables strategy. Across a range of specifications, we generally find that growth in local economic activity is lower following connection to the HSR network, with this effect especially apparent when using high quality night-time lights data for the 2012-19 period. Hence, expansion of the HSR network may not boost China’s economic growth. |
| Keywords: | High-speed rail; infrastructure; luminosity; spatial spillovers; China |
| JEL: | R12 |
| Date: | 2024–06–05 |
| URL: | https://d.repec.org/n?u=RePEc:wai:econwp:24/03&r= |
| By: | Tiznado-Aitken, Ignacio; Farber, Steven |
| Abstract: | While urban regions continue to grow, much of the urbanization that is occurring is better described as suburbanization. This is generating and will continue to generate immense pressure on our social and environmental systems. To address these challenges and exploit specific suburban opportunities, cities globally require a complete understanding of the complexity of how human and environmental systems are uniquely intertwined within suburban contexts. The Suburban Mobilities (SuMo) cluster at the University of Toronto Scarborough (UTSC) aims to address these academic and policy challenges, generating transformative, interdisciplinary, partnered research about suburban contexts that will allow communities to solve holistic transportation challenges facing the suburbanized world in the 21st century. Among the multiple projects developed within the SuMo cluster, one highlight is the design of a multidimensional survey in Scarborough, an eastern suburb of Toronto, Canada. Multiple transportation, land use, pricing and census data sources have allowed us to characterize this area to date, and we wondered what information would be helpful to collect in a survey to fill data gaps that will enable a better and deeper characterization of transportation’s impacts on quality of life of people living in Scarborough. This article details the particularities of the Scarborough context, as well as the design process, sampling strategy, representativeness, main descriptive results, and ongoing work using the survey. Finally, a reduced and aggregated survey version is available for the general public with respective documentation for ease of use. |
| Date: | 2024–05–15 |
| URL: | http://d.repec.org/n?u=RePEc:osf:osfxxx:s5jxh&r= |
| By: | Gupta, Mallika |
| Abstract: | Amidst increasing investments in cycling infrastructure in California, trends continue to demonstrate that women from low-income communities of color are underrepresented as cyclists. I argue that prevailing bicycle justice movements have neglected the intersectional needs of women from Black, Indigenous, and People of Color (BIPOC) communities by centering the ‘white, lycra-clad male’ and his commute needs within organized bicycling advocacy. Further, contemporary bicycle planning does little to investigate the barriers and joys related to cycling, as they are experienced by these women. This article draws from nine in-depth interviews with women of color in Oakland, California, to identify the racial and gendered barriers that influence the decision to cycle and whether only the construction of cycling infrastructure is enough to overcome these social barriers. Findings suggest that the fear of traffic injuries, coupled with the perceived and actual risk of victimization, sexual harassment, and racial violence discourage women of color from cycling. The concerns are further exacerbated by systemic failures of the city, including housing unaffordability, increasing income inequality, and the politics of gentrification. This suggests that bicycling planning must address more complex social factors besides infrastructural ones, create more opportunities for women of color to be included in bicycle planning and advocacy spaces, and help destigmatize cycling by increasing the visibility of BIPOC women as cyclists. I conclude this article by offering suggestions for practitioners and policymakers that might help reduce social barriers to cycling for women of color. |
| Keywords: | Social and Behavioral Sciences, Transportation equity, bicycling, gender, people of color, low income groups, bicycle travel, advocacy groups |
| Date: | 2024–05–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsrrp:qt0jw0n66r&r= |
| By: | Miaomiao Shen; Linxuan Yu; Jing Xu; Zihao Sang; Ruijia Li; Xiang Yuan |
| Abstract: | Autonomous vehicles (AVs) have begun experimental commercialization initiatives in places such as Shanghai, China, and it is a valuable research question whether people's willingness to use AVs has changed from the prior. This study explores Shanghai residents' attitudes towards AVs by applying the Technology Acceptance Model (TAM), the Perceived Risk (BAR) model, and introducing perceived externalities as a new psychological variable. Through a survey in Shanghai, where AVs are operational, and structural equation modeling, it was found that perceived usefulness and ease of use positively influence willingness to use AVs, with perceived usefulness being the most significant factor. Perceived externalities have a positive impact, while perceived risk negatively affects willingness to use. Interestingly, ease of use increases perceived risk, but this is mitigated by the benefits perceived in usefulness. This research, differing significantly from previous studies, aims to guide government policy and industry strategies to enhance design, marketing, and popularization. |
| Date: | 2024–05 |
| URL: | http://d.repec.org/n?u=RePEc:arx:papers:2405.05578&r= |
| By: | Hiroaki Ino (School of Economics, Kwansei Gakuin University); Toshihiro Matsumura (Institute of Social Science, The University of Tokyo) |
| Abstract: | This study examines the optimal combination of emission and fuel taxes for reducing greenhouse gas emissions in a monopoly market. Greenhouse gases are emitted during both production and consumption stages (life-cycle emissions). We show that when a producer selects fuel efficiency endogenously, an additional strictly positive fuel tax should be imposed even if an optimal emission tax is introduced. Remarkably, the unit cost of fuel should be larger than the marginal social cost of fuel. The results imply that a government may maintain fuel taxes even after introducing an effective emission tax. |
| Keywords: | fuel tax, emission tax, optimal taxation, carbon pricing, vehicle industry, fuel efficiency |
| JEL: | Q58 Q48 H23 L51 |
| Date: | 2024–05 |
| URL: | https://d.repec.org/n?u=RePEc:kgu:wpaper:273&r= |
| By: | Pan, Alexandra; Deakin, Elizabeth PhD; Shaheen, Susan PhD |
| Abstract: | Growing poverty in America’s suburbs challenges their image as single-family residential communities for middle class, predominantly white families. Research shows that suburban areas now have the largest share of households under the poverty line. Since these areas have lower density development and lower levels of public transit service compared to urban areas, living in the suburbs may pose accessibility challenges for low-income households, particularly those without a personal vehicle. To explore housing and transportation issues associated with the suburbanization of poverty, we combined U.S. Census data from Contra Costa County, which has the highest rates of suburban poverty in the San Francisco Bay Area, and online and in-person surveys with individuals who earn less than 80% of the Area Median Income (AMI), around $75, 000. This research identifies demographic and external factors that lead low- and moderate-income households to move to suburban areas, accessibility barriers faced by low- and moderate-income suburban households, and how transportation use and transportation and housing costs differ between urban and suburban low-income residents in the Bay Area. |
| Keywords: | Social and Behavioral Sciences |
| Date: | 2024–06–06 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsrrp:qt85v1k5ns&r= |
| By: | Bennæs, Anders; Skogset, Martin; Svorkdal, Tormod; Fagerholt, Kjetil; Herlicka, Lisa; Meisel, Frank; Rickels, Wilfried |
| Abstract: | Carbon capture and storage (CCS) for industrial emission point sources is one of the potential instruments to achieve net-zero carbon dioxide (CO2) goals. However, emission point sources and storage formations are often far from each other, which requires capable CO2 transportation infrastructure. While pipeline transportation promises low cost for high and stable flows of CO2, ship transportation may be more expensive but also more flexible with regards to transport quantities and storage locations. Here, we present a mixed integer programming (MIP) model to provide decision support for a CCS Supply Chain Design Problem (CCS-SCDP) with the goal of minimizing total supply chain costs. We apply the model to four future CO2 supply scenarios, capturing CO2 from German industrial sources and bringing them to the Northern Lights unloading port in Kollsnes, Norway, for storage in a submarine geological formation. Our analysis reveals that the fraction of transportation costs of total supply chain costs drop considerably from 22 to 10 percent by economies of scale if annual capture volume increases. For low capture volumes, a ship-based solution is cheaper, while an offshore pipeline solution is favored for larger capture volumes. Accordingly, the potential gains from economies of scale in a pipeline-based solution must be balanced against potential lock-in effects in the investment decision for a CCS supply chain. |
| Keywords: | Carbon capture and storage, Supply chain design, Pipeline network, Ship transportation, German–Norwegian case study, Mixed integer programming |
| Date: | 2024 |
| URL: | http://d.repec.org/n?u=RePEc:zbw:ifwkie:295104&r= |
| By: | FERRARI Emanuele (European Commission - JRC); CHRISTIDIS Panayotis (European Commission - JRC); BOLSI Paolo |
| Abstract: | The surge in maritime transport costs has considerable implications for global economic activity and international trade patterns. Monitoring market dynamics is crucial to anticipate challenges and implement timely policies that support vulnerable economies and maintain stable trade flows. |
| Date: | 2024–03 |
| URL: | http://d.repec.org/n?u=RePEc:ipt:iptwpa:jrc136906&r= |
| By: | Amy Phillips; Dimitra Plastara; Ahmed Z. Khan; Frank Canters |
| Abstract: | Access to urban green space (UGS) is associated with a number of physical and social benefits. Recognizing the importance of UGS access for people's wellbeing, several methods have been proposed to model UGS accessibility and highlight areas underserviced by UGS. However, existing methodologies have several limitations. Models often make use of universal, normative maximum travel distances, which may not reflect the distances people actually travel to reach UGS they regularly visit. Additionally, many of these analyses do not consider UGS quality, which will largely influence use and experience of these spaces and may act as a pull factor affecting the distance people are willing to travel to visit a UGS. Those methods that do integrate quality often rely on proxies, such as size or number of amenities, and fail to consider perceived quality. To address these limitations, we propose a methodology that integrates user perception and the actual distance people are prepared to travel into a quality-accessibility (QA) analysis applied at the building block scale. Information on travel distance and quality are gathered from a public participation GIS survey conducted in the Brussels Capital Region. The results of the analysis highlight inequalities in access to specific, essential UGS experiences throughout the region. Insights provided by this analysis can help planners prioritize interventions to improve access to experiences provided by UGS in parts of the city where interventions are most needed. |
| Keywords: | Environmental justice; Green space equity; PPGIS; Urban green space accessibility; Urban green space quality; Urban green spaces |
| Date: | 2023–12 |
| URL: | http://d.repec.org/n?u=RePEc:ulb:ulbeco:2013/371425&r= |
| By: | Aparajita Dasgupta (Ashoka University); Ashokankur Datta (Shiv Nadar University) |
| Abstract: | How does gender-specific transport subsidy for urban women affect their participation in the labour force? To answer this question, we study the Government of Delhi’s pink pass scheme that made bus travel free for women since October 2019. Using the Time Use Survey of 2019 and employing two alternative difference-in-difference (DID) strategies and a triple difference (DDD) approach, we find weak evidence that the policy increased paid work and employment of women at the intensive margin by 30 to 50 minutes. Strikingly, we find that women from economically marginalized households experience large and statistically significant increases in paid work and employment both at the extensive and intensive margins. The pink pass scheme increases employment of women from economically marginalized group by 24 percentage points at the extensive margin and by 150 minutes at the intensive margin. Our study has important insights for policies addressing supply-side bottlenecks in improving female participation in paid work. |
| Keywords: | Employment; Gender; Subsidy; Time Use; Transport |
| Date: | 2023–10–01 |
| URL: | http://d.repec.org/n?u=RePEc:ash:wpaper:105&r= |
| By: | Pazhanisamy, R.; Mathew, Thomas |
| Abstract: | With the evolving landscape of automotive technologies and increased environmental regulations, there is a pressing need for advanced fuel additives that can enhance the performance, efficiency, and environmental footprint of next-generation combustion engines. The developed additive comprises a unique blend of detergents, cetane and octane boosters, antioxidants, and corrosion inhibitors, tailored to improve fuel efficiency, engine life, and emissions quality. The formulation also includes novel bio-based components that enhance the biodegradability and reduce the carbon footprint of the fuel, aligning with global sustainability goals. The introduction of this fuel additive not only promises to extend the operational life of next-generation engines but also supports the automotive industry's move towards more sustainable and environmentally friendly solutions. Future research will focus on optimizing the additive formulation for use with alternative fuels and exploring the potential impacts on emerging propulsion technologies. In this context a new generation fuel has introduced in India named super petrol which can add the values to the petrol by increasing vehicles performance and reducing the carbon emission with some minimal additional cost. But the market for such inevitable eco friendly product becomes disappeared in both the auto mobile industry and from the literature which demand and attempt to make an investigation into the market failure. This paper is attempted to fill this gap in the research. |
| Keywords: | Environmental effects of fuel, Environmental economics & government policy, Refining Hydrocarbon fuels, Management of Technological Innovation and R&, Alternative Energy Sources, Government policy and externalities |
| JEL: | Q51 Q58 L71 O32 Q42 |
| Date: | 2024 |
| URL: | http://d.repec.org/n?u=RePEc:zbw:esprep:295100&r= |
| By: | Fraske, Tim; Weiser, Annika; Schrapel, Maximilian; Schippl, Jens; Lang, Daniel J.; Vinel, Alexey |
| Abstract: | This systematic literature review inquires into the role of socio-technical experiments for autonomous driving and their potential to shape mobility transitions towards sustainability. As an emerging technology in an early stage of transition, AVs are increasingly being tested in different spatial contexts with diverse actor constellations in order to enhance the technology further. This article critically examines the added value of these experiments, how they affect the scaling-up of autonomous driving, and highlights key themes that researchers and practitioners should consider when designing experiments. The most striking aspect of our sample is the lack of continuous participatory methods, as well as weak linkages to the transition literature. We conclude with central findings that emerged as future research avenues for the topic, such as the need to overcome projectification in the design process of the experiments, a more nuanced perspective on sustainability issues and place-related factors, and implications for local governance. |
| Keywords: | sustainability transitions, mobility, autonomous vehicles, socio-technical system |
| JEL: | C93 O33 Q56 R00 |
| Date: | 2024 |
| URL: | http://d.repec.org/n?u=RePEc:zbw:esprep:295246&r= |
| By: | Nilsson, Pia (Department of Economics, Swedish University of Agricultural Sciences, Uppsala, Sweden.); Johansson, Eleanor (Department of Economics, The Swedish University of Agricultural Sciences, Uppsala, Sweden.); Larsson, Johan P (Department of Land Economy, University of Cambridge, UK.); Naldi, Lucia (Centre for Family Business and Entrepreneurship CeFEO, Jönköping University, Jönköping Sweden.); Westlund, Hans (Department of Urban and Regional Studies, Royal Institute of Technology, Stockholm, Sweden.) |
| Abstract: | We investigate how the lockdown-induced exposure to remote work affected the likelihood of switching to longer commutes using a longitudinal full-population register of Swedish employees. Employees with little experience of long distance commuting were more likely to start commuting longer if they had occupations with high potential for remote work. Examining heterogeneity across sectors, this is especially evident among high-skilled workers in sectors with both high and low pre-existing shares of remote work and longer commutes. Our findings are important for understanding regional expansion and spatial extensions of labour markets in a world where more work can be done remotely. |
| Keywords: | Labour mobility; Commuting distance; Remote work: Knowledge-intensive sectors; Covid-19 |
| JEL: | J24 J61 R10 R30 |
| Date: | 2024–05–23 |
| URL: | https://d.repec.org/n?u=RePEc:hhs:cesisp:0498&r= |