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on Transport Economics |
| By: | Mohiuddin, Hossain; Fitch-Polse, Dillon T. PhD |
| Abstract: | To understand the extent to which micromobility services such as bike-share and scooter-share are enabling car-light lifestyles by replacing driving, we explore the trip-chaining patterns of micromobility users. We use travel diary data collected from micromobility users in 48 cities across the US. Our analysis incorporated 15, 985 trip chains from 1, 157 survey participants who provided at least seven days of travel diary data, and an imputed dataset of 35, 623 trip chains from 1, 838 participants from the same survey. Our analysis of both datasets shows that a considerable portion of car owners are leaving their cars at home when using micromobility. This suggests that, for a subset of users, micromobility can form part of a car-free or car-light day of travel, despite having a car available. Trip chains with less frequent car use are composed of a variety of different modes in combination with micromobility. Micromobility services are supportive of complex trip chains that include both work and non-work trips with reduced reliance on cars. The use of micromobility services tends to entirely replace shorter car trips on shorter-length trip chains. Our findings show the importance of considering the chain of trips rather than individual trips to understand the sustainability potential of micromobility services. The policy implications of these findings are improving methods of travel behavior analysis of shared mobility services. |
| Keywords: | Social and Behavioral Sciences, Micromobility, shared mobility, trip chaining, mode choice, travel surveys |
| Date: | 2024–09–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsdav:qt2r66k788 |
| By: | Sanguinetti, Angela PhD; Alston-Stepnitz, Eli; Nelson, Leslie; Searl, Emily; DePew, Ashley |
| Abstract: | Pilot programs in California and beyond are exploring universal basic mobility (UBM), which calls upon government actors to ensure that everyone can access transportation services for basic needs. UBM addresses the problem of transport poverty, which is defined in various ways but is generally when transportation spending puts one below the poverty line or transportation is exceedingly time-consuming, unsafe, or unavailable. This research evaluated UBM-inspired pilot programs in Oakland and Bakersfield, via pre- and post-pilot surveys and interviews during the programs. Both pilots provided free-fare transportation services (shared micromobility in both cities and public transit services in Oakland) to populations vulnerable to transport poverty (residents of a low-income, minority-majority community in East Oakland and current and former foster youth in Bakersfield). Participants replaced car trips and/or walking with shared mobility and/or public transportation and reported improved access to jobs, food, health care, and social and recreational opportunities. They were able to go more places, more efficiently, and perhaps even enjoy the trip. The services helped participants carry out activities with more comfort and dignity and yielded social and cultural benefits. Lessons learned for program design and administration include the need for: providing some car-based services; clear communications throughout the program; training/support components for new mobility options; troubleshooting operations; and planning for turnover in program staff and fast changes in micromobility services. |
| Keywords: | Social and Behavioral Sciences, Mobility, transportation disadvantaged persons, low income groups, travel behavior, public transit, shared mobility, micromobility, pilot studies |
| Date: | 2024–10–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsdav:qt6j66v8kc |
| By: | Lola Blandin (GAEL - Laboratoire d'Economie Appliquée de Grenoble - CNRS - Centre National de la Recherche Scientifique - INRAE - Institut National de Recherche pour l’Agriculture, l’Alimentation et l’Environnement - UGA - Université Grenoble Alpes - Grenoble INP - Institut polytechnique de Grenoble - Grenoble Institute of Technology - UGA - Université Grenoble Alpes); Hélène Bouscasse (CESAER - Centre d'économie et de sociologie rurales appliquées à l'agriculture et aux espaces ruraux - UBFC - Université Bourgogne Franche-Comté [COMUE] - INRAE - Institut National de Recherche pour l’Agriculture, l’Alimentation et l’Environnement - Institut Agro Dijon - Institut Agro - Institut national d'enseignement supérieur pour l'agriculture, l'alimentation et l'environnement); Sandrine Mathy (GAEL - Laboratoire d'Economie Appliquée de Grenoble - CNRS - Centre National de la Recherche Scientifique - INRAE - Institut National de Recherche pour l’Agriculture, l’Alimentation et l’Environnement - UGA - Université Grenoble Alpes - Grenoble INP - Institut polytechnique de Grenoble - Grenoble Institute of Technology - UGA - Université Grenoble Alpes) |
| Abstract: | Numerous Low Emission Zones (LEZs) have been implemented across Europe to improve air quality and reduce car use. However, to date, the impact of LEZs has been widely perceived as regressive, since vehicles that meet the low emission requirements are more expensive than others. The literature assessing the impact of LEZs on vulnerable and poor households prior to their implementation is sparse, particularly if we take into account the diversity of households' capacities to adapt according to their characteristics and mobility habits, beyond the sole solution of purchasing a LEZ-compatible vehicle. However, such assessments would make it possible to define accompanying policies to improve the social justice of the LEZs. In this article, we develop a methodology to evaluate the ex-ante impacts of a LEZ on vulnerable or poor households. First, we identify households affected by the LEZ. Second, the VulMob multidimensional indicator is used to identify, among affected households, households with low transport-affordability and highly vulnerable households according to their vulnerability profiles. Third, we assess the adaptive capacity in terms of modal shift options and considering the possibility to modify the destination. We apply this methodology to the Grenoble area (France), using the Local Household Travel Survey. The results show that not only are highly vulnerable households more affected by the LEZ than other households, but also that more of them are left with no alternative but to buy a LEZ-compliant car. Nevertheless, modal shift seems an adaptation solution with great potential for all households. This could improve the environmental and health performance of LEZs. This work can guide decision-makers in the definition of preventive and compensatory policies, considering the profiles of transport vulnerability and the specificities of the territory. |
| Keywords: | Low-emission zone, Transport vulnerability, Ex-ante evaluation |
| Date: | 2025–03 |
| URL: | https://d.repec.org/n?u=RePEc:hal:journl:hal-04766903 |
| By: | Bach, Amadeus (U of Mannheim); Onori, Simona (Stanford U); Reichelstein, Stefan J. (U of Mannheim and Stanford U); Zhuang, Jihan (Stanford U) |
| Abstract: | The rapidly growing number of lithium-ion battery packs deployed in electric vehicles (EVs) entails enormous economic potential for used EV batteries to be redeployed in a second life application, e.g., for behind-the-meter stationary energy storage. To examine this potential, we develop a generic economic valuation model for used capacity assets in which second life usage requires repurposing costs and delays the receipt of recycling payoffs. Our model estimates point to a robust economic case for repurposing battery packs with iron-based cathodes (LFP batteries). Specifically, we project that the fair market value of LFP batteries exiting from electric vehicles generally exceeds 40% of the market value of a new battery. The value retention shares of used LFP packs are substantially higher in the U.S. market than in China, owing to the fact that new batteries are traded at higher market prices in the U.S. In contrast, our findings point only to a marginal economic case for repurposing batteries with nickel-cobalt-based cathodes (NCX batteries) in the context of the U.S. market. This finding reflects the relatively large recycling payoffs available from nickel and cobalt as well as the relatively short life cycle of NCX cathodes. For the Chinese market, we obtain the unambiguous conclusion that owners of NCX batteries are better off not incurring the requisite repurposing costs but instead immediately collecting the available recycling payoff. |
| Date: | 2024–08 |
| URL: | https://d.repec.org/n?u=RePEc:ecl:stabus:4203 |
| By: | Righetti, Edoardo; Egenhofer, Christian |
| Abstract: | The European Union’s climate neutrality objective will require the progressive decarbonisation of the transport sector, including road. Targets and policies are lowering technology costs and accelerating the deployment of low-carbon vehicles. The rollout of a widespread and reliable refuelling and recharging infrastructure is a condition for these policies and technologies to succeed. In the context of the Alternative Fuels Infrastructure Regulation, the deployment of hydrogen refuelling stations is under discussion and soon to be agreed upon. Most studies predict a considerable number of hydrogen-fuelled vans and trucks, with demand for hydrogen-fuelled passenger vehicles continuing to be subject to debate. Current low market penetration of hydrogen-powered vehicles limits the profitability of the hydrogen refuelling infrastructure. Support mechanisms will be required to ensure stations’ profitability and sustain their deployment. Building on an analysis of the economics of hydrogen refuelling stations and an overview of support measures typically implemented in Europe and beyond in infrastructure development, this report focuses on the cost-effectiveness of instruments in a situation of initial low demand. It identifies mandates and availability payments as the most suitable instruments, allowing the mobilisation of private capital. |
| Date: | 2022–12 |
| URL: | https://d.repec.org/n?u=RePEc:eps:cepswp:38567 |
| By: | Christelle Camman (CRET-LOG - Centre de Recherche sur le Transport et la Logistique - AMU - Aix Marseille Université); Laurent Livolsi (CRET-LOG - Centre de Recherche sur le Transport et la Logistique - AMU - Aix Marseille Université) |
| Abstract: | Over the last thirty years, the increasing globalisation of economic exchanges has contributed to the emergence of a network of main ports linked together by maritime transport and, in particular, the lines developed by the major shipping lines or the alliances they have formed. In addition to Asian ports, and particularly Chinese ports given the national port strategy, this network of main ports has also been structured by investments made by shipping lines in port terminals intended to become their regional hubs and thus facilitate the massification of flows. From these hubs, feeders serve other ports, giving rise to a form of classification within these main global ports. This organisation has helped to shape the global value chains, or world trade routes, which are both the medium and the result of globalisation. The covid-19 health crisis, the ensuing economic crisis and current geopolitical tensions are all contributing to a possible transformation of these global value chains. The purpose of this paper is therefore to examine the possible impacts on maritime transport, with a focus on the renewed role of secondary ports. Based on the results of a survey of around one hundred shippers (supply chain management), three elements will be highlighted. The first concerns changes in purchasing strategies, with, at the very least, a "China+1" strategy, which may extend to industrial relocations. The challenge is to examine the possible locations for these relocations and to consider the potential advantages of the secondary ports of origin. In considering these changes of port of origin, the second is maritime transport and the relevance of having smaller ships to link these secondary ports of origin to secondary ports of destination, in a model comparable to that of charter airlines. Finally, and this constitutes the third element, the question of the reintegration of maritime transport arises, which accentuates the relevance of the choice of secondary ports. |
| Abstract: | Ces trente dernières années, la mondialisation croissante des échanges économiques a contribué à faire émerger un réseau de ports principaux reliés entre eux par le transport maritime et, en particulier, les lignes élaborées par les grandes compagnies maritimes ou les alliances qu'elles constituent. Au-delà des ports asiatiques, et particulièrement chinois compte tenu de la stratégie portuaire nationale, ce réseau de ports principaux s'est aussi structuré au gré des investissements consentis par les compagnies maritimes dans des terminaux portuaires destinés à devenir leurs hubs régionaux et à faciliter ainsi la massification des flux. A partir de ces hubs, des feeders desservent d'autres ports et font ainsi apparaître une forme de classification au sein de ces ports principaux à vocation mondiale. Cette organisation a contribué à façonner les global value chains, ces routes du commerce mondial, qui sont à la fois le médium et le résultat de la mondialisation. La crise sanitaire de la covid-19 tout comme la crise économique qui lui a succédé ou les tensions géopolitiques actuelles contribuent à une possible transformation de ces global value chains. L'objet de cette communication est alors d'étudier les impacts possibles sur le transport maritime avec un focus sur un rôle renouvelé des ports secondaires. En nous fondant sur les résultats d'une enquête auprès d'une centaine de chargeurs (direction supply chain), trois éléments seront mis en avant. Le premier concerne les changements en termes de stratégies achat avec, a minima, une stratégie « Chine+1 » qui peut s'élargir à des relocalisations industrielles. L'enjeu est de questionner les lieux possibles de ces relocalisations et d'envisager les avantages potentiels des ports secondaires d'origine. En envisageant ces changements de ports d'origine, le deuxième relève du transport maritime et de la pertinence d'avoir des navires de plus petite taille pour lier ces ports secondaires d'origine à des ports secondaires de destination dans un modèle comparable à celui des compagnies charters dans le transport aérien. Enfin, et cela constitue le troisième élément, la question de la réintégration du transport maritime se pose et accentue alors la pertinence du choix des ports secondaires. |
| Keywords: | secondary ports, transformation of supply chains, global value chains, ports secondaires, transformation des supply chains |
| Date: | 2024–11–04 |
| URL: | https://d.repec.org/n?u=RePEc:hal:journl:hal-04273702 |
| By: | Greer, Fiona PhD; Bin Thaneya, Ahmad; Apte, Joshua PhD; Rakas, Jasenka PhD; Horvath, Arpad PhD |
| Abstract: | California must build, operate, and maintain transportation infrastructure while ensuring that the health of communities and the planet are not compromised. In addition to vehicleemissions, supply chain inputs and energy use from constructing and maintaining transportation projects (e.g., roads, airports, bridges) result in pollution that contributes to climate change and impacts the health of local communities. Project-specific air and noise pollution can further burden vulnerable populations. By assessing transportation projects using a life-cycle perspective, all relevant emission sources and activities from raw material production, supply chain logistics, construction, operation, maintenance, and end-of-life phases of a project can be analyzed and mitigated. |
| Keywords: | Engineering |
| Date: | 2024–11–18 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsrrp:qt5tg2b0dp |
| By: | Urban, Patricia; Nipius, Luca; Egenhofer, Christian |
| Abstract: | The nascent green steel industry requires increased demand to grow and a stable market to facilitate investments and to scale up production sites. Simultaneously, the automotive industry can use green steel’s environmental benefits to reduce its carbon footprint, as a large share of the industry’s emissions stem from the different steel components used in the construction of vehicles. Accounting for around 12 % of global steel consumption but potentially being able to pass on the price of a ‘green steel premium’ to its end consumers, the automotive industry is uniquely positioned to create demand for green steel without having to rely on public subsidies. This CEPS In-Depth Analysis investigates different policy options that could trigger more demand for green steel from the automotive industry. We analysed various multi-stakeholder initiatives as well as a range of policy options in terms of their potential to facilitate such demand. While multi-stakeholder initiatives have been important for industry cooperation and creating awareness for green steel within the automotive industry, the differences between their definitions and standards make it difficult to compare the various kinds of low-carbon steel. This may therefore reduce their potential to stimulate demand. The need for common EU standards for green steel has emerged as a crucial prerequisite for many policy options. Against the backdrop of carbon pricing and sustainable finance, creating transparency (e.g. through reporting activities) may indirectly induce demand for low-emissions steel among vehicle manufacturers. However, introducing a set target for reduced material emissions would likely have the largest potential to drive change. There are several policy options that could have scope to introduce such a target. Still, many uncertainties remain on how such a target could be designed and implemented, and policymakers will need to address some inherent conflicts. For example, obliging manufacturers to use a certain share of green steel for producing a vehicle may instead incentivise them to switch to other materials. Trying to regulate a vehicle’s overall carbon footprint could have a similar impact. Carmakers could achieve the necessary emissions reductions by using other materials while continuing to buy conventionally produced steel. This would not stimulate demand for green steel. |
| Date: | 2024–01 |
| URL: | https://d.repec.org/n?u=RePEc:eps:cepswp:42024 |
| By: | Athey, Susan (Stanford U); Castillo, Juan Camilo (U of Pennsylvania); Chandar, Bharat (Stanford U) |
| Abstract: | The rise of marketplaces for goods and services has led to changes in the mechanisms used to ensure high quality. We analyze this phenomenon in the Uber market, where the system of pre-screening that prevailed in the taxi industry has been diminished in favor of (automated) quality measurement, reviews, and incentives. This shift allows greater flexibility in the workforce but its net effect on quality is unclear. Using telematics data as an objective quality outcome, we show that UberX drivers provide better quality than UberTaxi drivers, controlling for all observables of the ride. We then explore whether this difference is driven by incentives, nudges, and information. We show that riders’ preferences shape driving behavior. We also find that drivers respond to both user preferences and nudges, such as notifications when ratings fall below a threshold. Finally, we show that informing drivers about their past behavior increases quality, especially for low-performing drivers. |
| JEL: | D83 L91 O33 |
| Date: | 2024–09 |
| URL: | https://d.repec.org/n?u=RePEc:ecl:stabus:3894 |
| By: | Rajaona, Ambinistoa; Limbe, Medad; Ali, Mustaf |
| Abstract: | This study investigates the impact of formal employment on household welfare in rural Tanzania using data from the 2012/13 Tanzania National Panel. Distance to major roads is employed as an instrumental variable to estimate the local area treatment effect (LATE) of formal employment participation on household consumption levels. Results from the first stage show that as distance from major roads increases the likelihood of participating in formal employment also declines. The second stage results reveal that households that are engaged in formal employment have significantly higher consumption levels compared to households to non-participating households. The findings highlight the crucial role that improving road infrastructure can play in promoting access to formal employment opportunities and improving living standards in rural areas. |
| Keywords: | employment; welfare; infrastructure; tanzania; instrumental variables; LATE |
| JEL: | D1 D6 I3 I38 |
| Date: | 2024–06–02 |
| URL: | https://d.repec.org/n?u=RePEc:pra:mprapa:122180 |
| By: | Qiulin Ke |
| Abstract: | The benefits of cycling as a sustainable transportation mode are widely recognized. In recent years, the concept of commuting by bike has gained considerable attention. Cycling to work brings a multiple benefits for individuals, employers and the environment from improving physical health, wellbeing, productivity and public health to reducing carbon emissions. Governments in many countries have implemented a variety of policy measures, intervention and initiatives to increase the cycling level. Some cities and town encouraged workplaces to provide bike-friendly amenities such as secure bike parking/storage, showers, and changing rooms (called end of trip facilities) to accommodate cyclists and motivate more employees to embrace sustainable transportation options. At the same time, such amenities are identified to influence cycling behavior and deter the people from cycling to work. Given the desirability for these amenities, the number of the office building with bike storage and share room is small; their economic value is unknown. In this paper, we investigate whether presence of cycling to work supportive facilities could add value to office buildings. This study uses office buildings across the England at the end of 2021, we examine with hedonic technique:1. Whether the office buildings with bike storage and/or shower facility could secure rent premium; 2. Whether the existence of rent premium for bike storage and/or shower varies in location and across regions in England and independently from the premium for BREEM certificate. |
| Keywords: | bike storage; cycle to work; rent of office building; shower room |
| JEL: | R3 |
| Date: | 2024–01–01 |
| URL: | https://d.repec.org/n?u=RePEc:arz:wpaper:eres2024-224 |
| By: | Hajar Fatorachian (Leeds Business School, Leeds, LS1 3HB, Leeds, United Kingdom Author-2-Name: Author-2-Workplace-Name: Author-3-Name: Author-3-Workplace-Name: Author-4-Name: Author-4-Workplace-Name: Author-5-Name: Author-5-Workplace-Name: Author-6-Name: Author-6-Workplace-Name: Author-7-Name: Author-7-Workplace-Name: Author-8-Name: Author-8-Workplace-Name:) |
| Abstract: | " Objective - Artificial Intelligence (AI) has become a pivotal technology in transforming logistics performance. This paper aims to comprehensively understand how AI-enabled solutions improve efficiency, accuracy, and responsiveness in logistics operations. The study focuses on synthesizing current research to explore AI applications across various logistics domains, such as predictive analytics, autonomous vehicles, and smart warehousing. Methodology/Technique - A systematic review approach was used to gather and analyze existing literature on AI applications in logistics. The review covered studies published in recent years, highlighting the advancements and impact of AI on logistics processes. The methodology included selecting relevant sources, categorizing AI applications, and assessing their effects on different logistics functions. Finding - The findings reveal that AI adoption substantially improves logistics operations, including enhanced operational performance, cost reduction, and increased customer satisfaction. Specific AI applications, such as predictive analytics for demand forecasting, autonomous vehicles for transportation, and smart warehousing for inventory management, were identified as key contributors to these improvements. However, challenges such as data privacy concerns and integration complexities were also noted. Novelty - This study's novelty lies in its comprehensive analysis of AI applications across various logistics domains, offering a holistic view of AI's role in optimizing logistics performance. This paper highlights the benefits of AI adoption and addresses the associated challenges, providing insights into future research directions and practical implications for leveraging AI in logistics. Type of Paper - Review" |
| Keywords: | Artificial Intelligence; Logistics; Performance Improvement; Predictive Analytics; Autonomous Vehicles; Smart Warehousing |
| JEL: | C61 C62 D83 |
| Date: | 2024–09–30 |
| URL: | https://d.repec.org/n?u=RePEc:gtr:gatrjs:gjbssr655 |