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on Transport Economics |
| By: | Kim, Jae Hong PhD; Barajas, Jesus M. PhD; Marantz, Nicholas J. PhD; Houston, Douglas PhD; Herrera, Veronica; Okashita, Alex; Cabello, Maxwell B. |
| Abstract: | While transportation infrastructure and efficiency should inform where to build more housing, little is known about how housing allocation and development processes can be coordinated more systematically with transportation. To date, transportation-housing coordination has often relied on the densification of areas near rail transit stations, putting heavy burdens on these locations and their residents. Much less attention has been paid to how densification can be achieved in a more equitable manner by encompassing other sites. This report directs attention to non-rail locations, specifically low vehicle miles traveled (VMT) areas and bus corridors, and examines the challenges that can arise in promoting densification more broadly. It shows that data uncertainties can make it challenging to identify low VMT locations and that prioritizing only low VMT locations for residential development may have limited effectiveness in expanding housing opportunities in high opportunity areas. The report further explores ways to achieve more inclusive densification of non-rail transit areas and highlights the importance of anti-displacement strategies. |
| Keywords: | Social and Behavioral Sciences, Housing, transit oriented development, land use, bus transit, vehicle miles of travel, travel behavior |
| Date: | 2024–09–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsdav:qt3qn422qg |
| By: | Jaller, Miguel; Qian, Xiaodong; Xiao, Ivan |
| Abstract: | Finding ways to boost transportation access for underserved populations can unlock broad social benefits. Micromobility programs, including bikesharing, offer scalable solutions. National, state, and regional housing and urban development agencies promote affordable housing and transit-accessible developments by funding programs such as the Low-Income Housing Tax Credit and Community Development Block Grants. However, these efforts are not always coordinated and the physical distance between affordable housing and transit access continues to grow. The problem is compounded by low car ownership rates in lower income urban communities. These circumstances have led to inequitable mobility access. To correct course, pairing affordable housing developments with reliable transit services is essential. This practice can increase equity and accessibility. A team at the University of California, Davis, conducted a case study in Sacramento, California, to explore bikesharing as an option for connecting affordable housing residents with transit services. This brief summarizes the findings from that research and provides implications for the field. View the NCST Project Webpage |
| Keywords: | Social and Behavioral Sciences, Accessibility, bicycles, housing, location, public transit, travel demand, travel time, vehicle sharing |
| Date: | 2024–10–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsdav:qt2z8432cr |
| By: | Kim, Jae Hong; Barajas, Jesus M.; Marantz, Nicholas J.; Houston, Douglas; Herrara, Veronica; Okashita, Alex; Cabello, Maxwell B. |
| Abstract: | More systematic coordination between transportation and housing development is increasingly recognized as a promising strategy for creating more sustainable communities. In California, the importance of transportation-housing coordination is reflected in recent legislative efforts to address the state’s long-standing housing affordability crisis. One approach is to encourage higher density affordable housing developments near transit or in similarly transportation-efficient areas, such as locations with low vehicle miles traveled (VMT). However, little is known about how transportation access should be considered in guiding housing development, what challenges can arise from coordinating housing development with transportation, and what the state can do to better deal with these challenges and achieve more equitable residential densification. |
| Keywords: | Social and Behavioral Sciences |
| Date: | 2024–09–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsdav:qt15d720k1 |
| By: | Mr. Philippe Wingender; Jiaxiong Yao; Robert Zymek; Benjamin Carton; Mr. Diego A. Cerdeiro; Miss Anke Weber |
| Abstract: | European countries have set ambitious goals to reduce their carbon emissions. These goals include a transition to electric vehicles (EVs)—a sector that China increasingly dominates globally—which could reduce the demand for Europe’s large and interconnected auto sector. This paper aims to size up the tradeoffs between Europe’s shift towards EVs and key macroeconomic outcomes, and analyze which policies may sharpen or ease them. Using state-of-the-art macroeconomic and trade models we analyze a scenario in which the share of Chinese cars in EU purchases rises by 15 percent over 5 years as a result of both a positive productivity shock for car production in China and a demand shock that shifts consumer preferences towards Chinese cars (given China’s dominance in the EV sector). We find that for the EU as a whole, the GDP cost of this shift is small in the short term, in the range of 0.2-0.3 percent of GDP, and close to zero over the long term. Adverse short-run effects are more significant for smaller economies heavily reliant on the car sector, mainly in Central Europe. Protectionist policies, such as tariffs on Chinese EVs, would raise the GDP cost of the EV transition. A further increase in Chinese FDI inflows that results in a significant share of Chinese EVs being produced in Central European economies, on the other hand, would offset losses in these economies by supporting their shift from supplying the internal combustion engine (ICE) production chain to that of EVs. |
| Keywords: | Electric vehicles; green transition; trade; tariffs; global value chains. |
| Date: | 2024–10–11 |
| URL: | https://d.repec.org/n?u=RePEc:imf:imfwpa:2024/218 |
| By: | Abdelmonim AMACHRAA |
| Abstract: | Nothing better illustrates the positive contribution of the integration of national economies into global value chains than the fact that in the 1990s, the automotive sector barely existed in Morocco. Now, it is the leading export sector, with a production and assembly capacity of 700, 000 vehicles, making it an attractive and competitive hub linking Africa and Europe in the automotive value chain. However, the automotive industry is on the cusp of change, with advances in electric and autonomous vehicles, and transformations in mobility, lowering the barriers to entry in car assembly, and increasing the need for labor- intensive products such as wiring harnesses. We have identified two trends. First, vehicle manufacturers are engaging in the supply of raw materials. Second, the reorientation of investment flows and the organization of the location of production units will allow Western countries to reduce their dependence on foreign suppliers, particularly China. Upstream integration, semiconductors, clean energy, and batteries are at the center of decoupling negotiations. In an uncertain context, this research is intended to conceptualize an adaptive integration strategy for middle-income countries in global automotive value chains. |
| Date: | 2023–05 |
| URL: | https://d.repec.org/n?u=RePEc:ocp:rpcoen:pp_09-23 |
| By: | Alexandre Sautter,; Guillaume Ficat-Andrieu,; Julien Casals,; Elodie Soundrom,; Mathieu Verdure |
| Abstract: | In the French Overseas territories, as in mainland France, individual car use is largely predominant, generating negative externalities (environmental and economic). It is all the more important in the Overseas territories, due to a lack of public transport and infrastructure adapted to active mobility, and therefore raises socio-territorial issues. Based on a study carried out in La Réunion and financed by the AFD, this paper examines the role and place of carpooling in an integrated public mobility policy. By analyzing the different types of user profiles and their respective obstacles, we identify levers for action and put forward a number of recommendations for AOMs to encourage this practice. |
| Keywords: | Guadeloupe, Guyane, La Réunion, Martinique |
| JEL: | Q |
| Date: | 2024–10–07 |
| URL: | https://d.repec.org/n?u=RePEc:avg:wpaper:en17436 |
| By: | Hoai Thu Tu Thi (LVMT - Laboratoire Ville, Mobilité, Transport - ENPC - École des Ponts ParisTech - Université Gustave Eiffel); Philippe Poinsot (LVMT - Laboratoire Ville, Mobilité, Transport - ENPC - École des Ponts ParisTech - Université Gustave Eiffel, EUP - École d'urbanisme de Paris - UPEM - Université Paris-Est Marne-la-Vallée - UPEC UP12 - Université Paris-Est Créteil Val-de-Marne - Paris 12) |
| Abstract: | While the development of urban public transport (UPT) is considered a priority to promote the ecological transition, the Covid-19 health crisis has affected its operation. It results from constraints on supply, made necessary by travel restrictions and limitations on economic activity during periods of confinement. Existing literature has focused mainly on the use of different modes of transport, changes in mobility practices and the way governments managed the crisis. This article focuses instead on the effects of covid-19 on the supply and financing of UPT, and analyses whether this crisis has given rise to new dynamics in the mobility organising authorities (AOMs). Using data from 95 AOMs (i.e. 35% of all AOMs in 2019) and a survey of some 39 AOMs (14%), three main results are established. First, there is a big fall in fare revenue, whatever the category of AOM in France. However, due to the small proportion of UPT funding paid for by users, this decline is easily offset by a variation in the mobility tax (versement mobilité), government subsidies and an increase in the contribution from local authorities. Second, the AOMs seem confident about the funding for prospects, through an expected increase in UPT patronage and a stability, or even an expected dynamic, in the mobility tax in the future. As a result, the health crisis does not seem to have encouraged the AOMs to find new resources to finance the development of their UPT services in the medium-to-long term. Third, and finally, the health crisis has contributed to shift travel policy priorities in the AOMs, in particular when it comes to investment strategies, by raising the importance of developing the use of bicycles. |
| Abstract: | Alors que le développement des transports collectifs urbains (TCU) est considéré comme une priorité pour favoriser la transition écologique, la crise sanitaire de la Covid-19 a affecté leur fonctionnement par des contraintes en matière d'adaptation de l'offre, rendues nécessaires du fait des restrictions de déplacements et des limitations de l'activité économique pendant les périodes de confinement. La littérature existante s'est principalement focalisée sur la fréquentation des différents modes de transports, l'évolution des pratiques de mobilité et la manière dont les gouvernements ont géré cette crise. Cet article s'intéresse plutôt aux effets de la Covid-19 sur l'offre et le financement des TCU et analyse si cette crise a été à l'origine de nouvelles dynamiques d'investissement et une redéfinition des priorités dans les Autorités Organisatrices de la Mobilité (AOM). En mobilisant les données de 95 AOM (35% des AOM en 2019) et d'une enquête auprès de 39 AOM (14%), trois principaux résultats ont été établis. Le premier est la forte diminution des recettes tarifaires, quelles que soient les catégories d'AOM en France. Toutefois, compte tenu de la contribution limitée des usagers au financement des TCU, celles-ci ont pu être facilement compensées par une augmentation du versement mobilité, des aides de l'Etat ou encore par une contribution des collectivités territoriales. Le deuxième résultat est qu'en dépit de la baisse des recettes tarifaires les AOM demeurent assez confiantes dans leur capacité à financer le développement des TCU dans le futur , via notamment une hausse attendue de la fréquentation et une stabilité, voire une dynamique attendue du VM dans le futur. En conséquence, la crise sanitaire ne semble pas avoir incité les AOM à chercher de nouvelles ressources pour le financement du développement de l'offre de TCU à moyen-long terme. Enfin, le troisième résultat est que la crise sanitaire semble avoir incité les AOM à revoir leurs priorités en termes d'investissement, notamment sur le développement de l'usage du vélo. |
| Keywords: | financement, transports collectifs urbains, crise sanitaire, transition écologique, Funding, urban public transport, health crisis, ecological transition |
| Date: | 2024 |
| URL: | https://d.repec.org/n?u=RePEc:hal:journl:hal-04740078 |