|
on Transport Economics |
| By: | Léonard Moulin; Valeria Maria Urbano |
| Abstract: | Congestion pricing, also referred to as road pricing, is a form of Pigouvian taxation designed to limit or reduce vehicular traffic within a specific area. These systems aim to encourage changes in driving behavior and the choice of transportation mode. An example of a congestion pricing system is the Milan Area C charging zone, which operates on a fixed-rate basis. In recent years, two modifications to the restrictions have been introduced: i) limitations on vehicle types allowed to enter the zone, and ii) a 50 percent increase in congestion charges. By using open data from Area C vehicle access and mobile phone data on overall presence in the area, this study seeks to evaluate the effectiveness of these two restriction policies within the AREA C congestion policy. The findings indicate that both restrictions influenced the choice of transportation mode, with vehicle type limitations having a greater impact than price increases. This evidence showing the effectiveness of vehicle type restrictions and increased charges could support the enhancement of pricing policies and vehicle limitations in Milan and similar cities. Moreover, demographic factors, including the proportion of women and elderly people in the area, significantly influence transportation choices, underscoring the importance of equitable policy implementation to enhance acceptance and effectiveness among more vulnerable groups. |
| Keywords: | congestion charge, road pricing, mobile phone data, traffic congestion, transport, behavior, Milano, Italy, COLLECTE DES DONNEES / DATA COLLECTION, CIRCULATION URBAINE / URBAN TRAFFIC, COMPORTEMENT / BEHAVIOUR, ITALIE / ITALY, TRANSPORT / TRANSPORT |
| Date: | 2024 |
| URL: | https://d.repec.org/n?u=RePEc:idg:wpaper:ow6aajiba-ruexq09xdg |
| By: | Sara MacLennan |
| Abstract: | Being on the move can spiral our mood up or down. There is well-known evidence that walking and cycling can directly improve our mental health as well as our physical health1; many of us have experienced feelings of freedom when driving a car or riding a bicycle; as well as the moments of calm when sitting in a comfortable train, being carried across the country. Yet public transport can induce stress when crowded, as can a commute by car and evidence tends to show that commuting in general is not enjoyed. Not moving when we should be is even worse: surveys of wellbeing 'in the moment' show that one of the very few things which people rate as worse than commuting is waiting while commuting: waiting in a traffic jam, or waiting for a bus that seems like it will never come. |
| Keywords: | transport, roads, travel |
| Date: | 2024–09–04 |
| URL: | https://d.repec.org/n?u=RePEc:cep:cepops:65 |
| By: | Manaka, Kyoko; Kikuchi, Hinata; Nakamura, Akihiro |
| Abstract: | Efforts to promote the widespread adoption of electric vehicles (EVs), which contribute to the realization of a carbon-neutral society, are being discussed. According to the Japan Automobile Dealers Association, the share of EVs in new passenger car sales was approximately 1.16% in the period ending December 2024, with a total share of about 1.85%. Past surveys related to Battery Electric Vehicles (BEVs)indicate that factors such as driving range and vehicle specifications, as well as the availability of charging facilities, are key to their widespread adoption (Pysalska et al., 2022; Phillipsen et al., 2020; Khan et al., 2017; Kudoh and Motose, 2010). There are different types of EV charging facilities, such as regular recharging facilities which take several hours to charge for a 100 km drive and fast charging facilities which take about 30 minutes to charge for a 100 km drive. The installation cost of the former is relatively low, and it can be installed in individual homes using subsidies. In contrast, the installation cost of the latter ranges from 10 to 20 million yen, making it impractical for individual homes and used by the public in a manner similar to current gasoline stations. Additionally, there are Super-fast charging facilities called Superchargers, dedicated to Tesla vehicles, which allow significantly faster charging than fast charging facilities. Currently, fast charging facilities are mainly installed in locations such as automobile dealerships, convenience stores, roadside stations, and expressways (SA/PA), with 40% of installations at automobile dealerships, while only 10% are at convenience stores and roadside stations/highways (Source: March 2023, e-mobility power charging spot list). On the other hand, regular recharging facilities are installed mainly in destinations with long stay times such as hotels and shopping malls, in addition to individual home installations. The necessity for adequate recharging facilities is evident as BEV usage can only become widespread if users have convenient access to recharging options. In Japan, over 29, 000 recharging facilities exist, with approximately 70% being regular recharging facilities and 30% being fast recharging facilities. It is relatively easy to install in detached houses but challenging in apartment buildings. According to the "Housing and Land Statistics Survey" by the Statistics Bureau of Japan in 2018, 53.6% of households live in detached houses, and 43.5% live in apartment buildings, with the percentage of apartment dwellers reaching 71% in Tokyo. This higher ratio in urban areas presents a challenge to the widespread installation of charging facilities. While installing regular recharging facilities in individual homes is relatively easy, in apartment-type residences, it is necessary to obtain approval from the residents' association, which is organized by the inhabitants, to install charging facilities in communal parking areas. these households face significant constraints in installing personal recharging stations in their parking spaces. This is one reason why apartment dwellers hesitate to purchase BEVs. Charging facilities remain idle when not in use and are suitable for shared use. In fact, public fast recharging facilities are used as shared infrastructure. While regular recharging facilities are generally installed in individual homes and are not typically considered for shared use, the advancement of ICT and the widespread ownership of smartphones suggest that shared use of regular recharging facilities in individual homes would be quite feasible. Previous studies highlight the critical role of ICT in optimizing various services and systems, including transportation. For instance, Benevolo et al. (2016) and Jittrapirom et al. (2017) emphasize how ICT can enhance smart mobility and user-centered mobility services. Breidbach and Brodie (2017) discuss the sharing economy's reliance on ICT for facilitating value co-creation and engagement. Billhardt et al. (2019) demonstrate how ICT improves the matching efficiency of cab dispatch services. These studies would indicate that ICT may contribute the matching efficiency of recharging facilities online. In Japan, currently, it is possible to search for recharging facilities online, but there are not many facilities that can be reserved via apps. If recharging facilities become more widely available, and if it becomes possible to check their real-time availability and make reservations using a smartphone app, this is likely to increase the willingness to purchase EVs. Especially in Japanese urban areas with a high ratio of apartment dwellers, the efficient use of infrastructure, including regular recharging facilities, is essential for high EV adoption rates. Based on this awareness, this study aims to explore the impact of enhanced availability of charging facilities, such as through sharing and online reservations, on the intention to purchase BEVs in urban areas of Japan with high apartment dwelling ratios. |
| Date: | 2024 |
| URL: | https://d.repec.org/n?u=RePEc:zbw:itsb24:302467 |
| By: | Darr, Justin |
| Abstract: | The UC Davis Campus Travel Survey is an annual survey led by Transportation Services (TS)—formerly known as Transportation and Parking Services (TAPS)—and the National Center for Sustainable Transportation (NCST), part of the Institute of Transportation Studies (ITS) at UC Davis. It collects a rich set of data about travel to the UC Davis campus, demographics, and attitudes toward travel. The 2023-24 survey collected data from 4, 774 people affiliated with UC Davis about their travel to campus during a single week in October and November 2023. It used a stratified random sampling method with the intent to gather a representative sample of the campus population. About 14 percent of those invited responded to this year’s survey. For the statistics presented throughout this report, we weight the responses by campus role (freshman, sophomore, junior, senior, Master’s, PhD, faculty, and staff) and gender so that the proportion of respondents in each group reflects their proportion in the campus population. |
| Keywords: | Social and Behavioral Sciences, College students, Mode choice, Travel behavior, Travel surveys, Universities and colleges |
| Date: | 2024–09–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsdav:qt5vf1b6s1 |
| By: | Crowner, Jarah; Chen, Katherine L. |
| Abstract: | Motor vehicle traffic fatalities are a public health problem in the United States. In 2022, there were 42, 514 people killed and another 2.38 million people injured on U.S. roadways (National Center for Statistics and Analysis [NCSA], 2024). These fatalities are a leading cause of death and kill over 116 people each day. According to the Centers for Disease Control and Prevention (CDC) Web-based Injury Statistics Query and Reporting System (WISQARS), in 2022, for people ages 15-24, motor vehicle crashes were the leading cause of death in the United States (CDC, 2022). Across all age groups, motor vehicle crashes are in the top 10 leading causes of death. |
| Keywords: | Engineering, Social and Behavioral Sciences |
| Date: | 2024–09–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsrrp:qt9b88z0gs |
| By: | Brown, Anne (University of Oregon) |
| Abstract: | Personal vehicles positively impact outcomes ranging from employment to activity participation. Yet owning and maintaining a personal vehicle often proves challenging for households earning low incomes. Ride-hail and delivery platforms, which allow drivers to operate personal vehicles or rent vehicles by the week, may offer low-income workers new access to vehicles and alter the labor market landscape. This paper uses data from three focus groups and a national US survey of active Uber ride-hail drivers and couriers living in low-income households to examine 1) peoples’ motivations for driving on ride-hail or delivery platforms, 2) how driving impacts car access for low-income households, and 3) how driving fits into peoples’ broader work experiences. I find that ride-hail/delivery work is far from one-size-fits-all. Drivers use platform work to complement, supplement, or replace traditional work; in other words, people drive to fill gaps in employment, earn extra money on top of primary full-time work, or opt to drive over other jobs. The role driving plays in peoples’ lives often changes over time in response to variable household and financial needs. Drivers leverage the position’s flexibility, which is rarely found in employment opportunities available to people earning low-incomes. Drivers also report how platform work can both alleviate existing financial precarity and create new forms of economic uncertainty. For a subset of drivers, many of whom could not previously afford a personal car, ride-hail/delivery work—and particularly renting vehicles from company partners—appears an important avenue to access and maintain a personal vehicle. |
| Date: | 2024–09–11 |
| URL: | https://d.repec.org/n?u=RePEc:osf:osfxxx:bdah6 |
| By: | Gabriel Felbermayr (Austrian Institute of Economic Research (WIFO); Kiel Institute for the World Economy); Klaus Friesenbichler (Austrian Institute of Economic Research (WIFO); Supply Chain Intelligence Institute Austria (ASCII)); Julian Hinz (Kiel Institute for the World Economy); Hendrik Mahlkow (Austrian Institute of Economic Research (WIFO); Kiel Institute for the World Economy) |
| Abstract: | On 12 June, the European Commission announced provisional countervailing tariffs of 21% on battery electric vehicles (BEVs) imported from China. This paper uses a large-scale trade model (KITE) to assess the impact of the tariffs, showing that while short-term effects may be larger, long-term effects are likely to be moderate. BEV imports from China are projected to fall by 42%, with limited impacts on EU car exports. This policy brief also analyzes potential retaliatory measures from China, including tariffs on EU pork exports, and highlights the need for careful negotiation to avoid escalation. |
| Keywords: | BEVs, Trade Policy, Countervailing Tariffs, EU-China Relations, Retaliatory Measures, KITE Model |
| Date: | 2024–07 |
| URL: | https://d.repec.org/n?u=RePEc:bdt:asciis:004 |
| By: | Mukherjee, Krishnendu |
| Abstract: | Transportation Network Companies (TNCs) face two extreme situa-tions, namely, high demand and low demand. In high demand, TNCs use surge multiplier or surge rate to balance the high demand of riders with available drivers. Willingness of drivers, willingness of riders to pay more and appropriate surge rate play a crucial role in maximizing profits of TNCs. Otherwise, a considerable number of trips can be dis-carded either by drivers or riders. This paper explains an application of a combined classification and regression model for surge rate pre-diction. In this paper, twenty-six different machine learning (ML) al-gorithms are considered for classification and twenty-nine ML algo-rithms are considered for regression. A total of 55 ML algorithms is considered for surge rate prediction. This paper shows that estimated distance, trip price, acceptance date and time of the trip, finishing time of the trip, starting time of the trip, search radius, base price, wind velocity, humidity, wind pressure, temperature etc. determine whether surge rate or surge multiplier will be applied or not. The price per mi-nute applied for the current trip or minute price, base price, cost of the trip after inflation or deflation (i.e. trip price), the applied radius search for the trip or search radius, humidity, acceptance date of the trip with date and time, barometric pressure, wind velocity, minimum price of the trip, the price per km etc., on the other hands, influenced surge rate A case study has been discussed to implement the proposed algorithm. |
| Keywords: | Machine Learning, Surge Rate Prediction, Surge Price, Classification, Regression, Random Forest, Light GBM, XGBoost |
| JEL: | C63 C88 Y10 |
| Date: | 2024–09–19 |
| URL: | https://d.repec.org/n?u=RePEc:pra:mprapa:122151 |
| By: | Léon-Gómez, Carlos R.; Teixidó, Jordi J.; Verde, Stefano F. |
| Abstract: | We study the local distortionary effects of notches in Spain’s CO2-based vehicle registration tax on the distribution of new car CO2 performance. These effects are the smoking gun of carmaker strategic behaviour and affect in turn tax revenue and CO2 emissions. Using model-level data on all car registrations in Spain 2010-2020, we apply the bunching approach to the three thresholds of the tax scheme: 120, 160, and 200 gCO2/km. We find that the tax notches strongly affected market outcomes, resulting in the sale of about 388, 000 more cars (overall) at or just below the thresholds compared to the respective counterfactuals without the thresholds. This translates into about €335 million of foregone tax revenue and only very limited extra abatement of CO2 emissions. Over 90-95% of all estimated bunching took place at the first threshold (120 gCO2/km). Over 60% of all estimated bunching took place before 2015. Bunching diminished over time, which reflects diminished effectiveness of the tax in both reducing CO2 emissions and generating revenue. Taking the interactions with both EU vehicle emission standards and similar CO2-related policies in other Member States into consideration is important for interpreting these results. |
| Keywords: | CO2-based vehicle taxes, Notches, Bunching, Carmakers, Strategic behaviour, Emissions, Tax revenue, Policy interactions |
| JEL: | H23 H30 Q58 |
| Date: | 2024–09–14 |
| URL: | https://d.repec.org/n?u=RePEc:pra:mprapa:122103 |
| By: | Riukula, Krista; Väänänen, Touko |
| Abstract: | Abstract Effects on labour market outcomes are often referred to when discussing the wider economic benefits of transport projects. However, research on the topic in the Finnish context is scarce. Thus, proponents of transport projects may put exaggerated hopes on the labour market effects when arguing for the projects. This review aims to give researchers a good starting point for analyzing the labour market effects of transport projects in Finland. We review theoretical frameworks and recent empirical literature on the effects of transport projects and accessibility on the labour market. We discuss the available data sources in Finland and methodological considerations for analyzing causal effects. Furthermore, we explore the integration of labour market impacts into cost-benefit analyses considering, for example, the risk of double-counting benefits. |
| Keywords: | Transport project, Labour market, Wider economic impacts, Empirical research |
| JEL: | R42 H43 J68 H54 |
| Date: | 2024–10–02 |
| URL: | https://d.repec.org/n?u=RePEc:rif:wpaper:120 |
| By: | GAVIGAN James (European Commission - JRC); FAKO Peter (European Commission - JRC); COMPANO Ramon (European Commission - JRC) |
| Abstract: | The ongoing transformation of the automotive sector is in part driven by factors such as the unrelenting onslaught of electric/hybrid powertrain technologies, in-vehicle and networked software applications, rising demand for electric vehicles, and the emergence of new entrants like Tesla and others notably in China. The response of automotive firms to these challenges includes, inter alia, Open Innovation (OI) tools and strategies of which Corporate Venture Capital (CVC) is one element. CVC investments by large automotive companies are globally spread, but there is a clear concentration of these investments in the US, particularly in California. The vast majority of CVC investments in startups are made in conjunction with other co-investors, reflecting the high-risk nature of the innovative technologies being developed. Newcomers to the automotive industry, such as Tesla and BYD, are primarily beneficiaries of venture capital financing, including corporate VC, rather than themselves engaging in venture financing. Despite a drop in CVC in 2023, the rising trend in automotive CVC may return over the medium to long term, driven by increasing startup activity in automotive-relevant areas. |
| Date: | 2024–09 |
| URL: | https://d.repec.org/n?u=RePEc:ipt:wpaper:202402 |
| By: | Nicholas Bloom; Gordon B. Dahl; Dan-Olof Rooth |
| Abstract: | There has been a dramatic rise in disability employment in the US since the pandemic, a pattern mirrored in other countries as well. A similar increase is not found for any other major gender, race, age or education demographic. At the same time, work from home has risen four-fold. This paper asks whether the two are causally related. Analyzing CPS and ACS microdata, we find the increase in disability employment is concentrated in occupations with high levels of working from home. Controlling for compositional changes and labor market tightness, we estimate that a 1 percentage point increase in work from home increases full-time employment by 1.1% for individuals with a physical disability. A back of the envelope calculation reveals that the post pandemic increase in working from home explains 80% of the rise in full-time employment. Wage data suggests that WFH increased the supply of workers with a disability, likely by reducing commuting costs and enabling better control of working conditions. |
| JEL: | J14 J20 |
| Date: | 2024–09 |
| URL: | https://d.repec.org/n?u=RePEc:nbr:nberwo:32943 |