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on Transport Economics |
| By: | Hu, Bingtao; Ioannou, Petros |
| Abstract: | The transportation sector contributes significantly to emissions, with heavy-duty (HD) vehicles responsible for a disproportionately large share. Zero-emission trucks, particularly battery electric trucks (BETs), have emerged as potential solutions to reduce these emissions. BETs offer benefits such as high energy efficiency with low operating noise while facing the challenges such as range anxiety and inadequate infrastructure. This report presents a survey of the latest advancements in battery technologies and primarily focusing on Class 7 and Class 8 heavy-duty vehicles due to their critical role in freight transport. This report further provides information of the status and future expectations of BETs. Finally, a feasibility analysis is presented to assess the battery requirement and operating cost for a 410-mile route from Long Beach, CA to San Francisco, CA. The results highlight the importance of charging scheduling and strategic planning for infrastructure to lower the operating cost and accelerate the widespread adoption of zero-emission trucks. These findings aim to offer insights for policymakers and researchers working toward sustainable freight transport. View the NCST Project Webpage |
| Keywords: | Engineering, Battery electric truck, state of charge, operating cost |
| Date: | 2025–04–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsdav:qt5rw5h907 |
| By: | Carsten Creutzburg (Chair for Economic Policy, University of Hamburg); Leo M. Doerr (Chair for Economic Policy, University of Hamburg); Wolfgang Maennig (Chair for Economic Policy, University of Hamburg) |
| Abstract: | This is the first study to employ a national full sample dataset for a socioeconomic analysis of the adoption of electric vehicles (EVs). We use the most recent vehicle registration dataset from the Fed-eral Motor Transport Authority of Germany, which includes the entire underlying population of German vehicle owners. Combining web-scraped data covering all vehicles available in the German market with actual registration data allows a unique analysis of the individual decisions to purchase an EV. Our results suggest that financial incentives are the most relevant factor for EV adoption, with a €1, 000 subsidy in-crease boosting EV choice probability by 1.2 percentage points. Given that EVs currently constitute 12% of newly registered private vehicles in Germany, our model calculates that, in the absence of subsidies, this share would be 1.2%. In contrast, a uniform maximum subsidy of €9, 000 from 2011 to 2023 could have increased the adoption rate to 20%. These results underscore the importance of fin ancial incentives in achieving policy targets for EV adoption and suggest that purchase subsidies exhibit increasing marginal returns. |
| Keywords: | Electric vehicles, Vehicle choice, Financial Incentives, Discrete choice |
| JEL: | Q42 R41 H23 C35 |
| Date: | 2025–04–15 |
| URL: | https://d.repec.org/n?u=RePEc:hce:wpaper:081 |
| By: | Agarwal, Swati; Fitch-Polse, Dillon T |
| Abstract: | This project reviews and summarizes empirical evidence for a selection of transportation and land use policies, infrastructure investments, demand management programs, and pricing policies for reducing vehicle miles traveled (VMT) and greenhouse gas (GHG) emissions. The project explicitly considers social equity (fairness that accounts for differences in opportunity) and justice (equity of social systems) for the strategies and their outcomes. Each brief identifies the best available evidence in the peer-reviewed academic literature and has detailed discussions of study selection and methodological issues.VMT and GHG emissions reduction is shown by effect size, defined as the amount of change in VMT (or other measures of travel behavior) per unit of the strategy, e.g., a unit increase in density. Effect sizes can be used to predict the outcome of a proposed policy or strategy. They can be in absolute terms (e.g., VMT reduced), but are more commonly in relative terms (e.g., percent VMT reduced). Relative effect sizes are often reported as the percent change in the outcome divided by the percent change in the strategy, also called an elasticity. |
| Keywords: | Engineering, Social and Behavioral Sciences |
| Date: | 2025–04–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsdav:qt1091n164 |
| By: | Handy, Susan |
| Abstract: | This project reviews and summarizes empirical evidence for a selection of transportation and land use policies, infrastructure investments, demand management programs, and pricing policies for reducing vehicle miles traveled (VMT) and greenhouse gas (GHG) emissions. The project explicitly considers social equity (fairness that accounts for differences in opportunity) and justice (equity of social systems) for the strategies and their outcomes. Each brief identifies the best available evidence in the peer-reviewed academic literature and has detailed discussions of study selection and methodological issues. VMT and GHG emissions reduction is shown by effect size, defined as the amount of change in VMT (or other measures of travel behavior) per unit of the strategy, e.g., a unit increase in density. Effect sizes can be used to predict the outcome of a proposed policy or strategy. They can be in absolute terms (e.g., VMT reduced), but are more commonly in relative terms (e.g., percent VMT reduced). Relative effect sizes are often reported as the percent change in the outcome divided by the percent change in the strategy, also called an elasticity. |
| Keywords: | Engineering, Social and Behavioral Sciences |
| Date: | 2025–04–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsdav:qt99q2m7rf |
| By: | Handy, Susan |
| Abstract: | This project reviews and summarizes empirical evidence for a selection of transportation and land usepolicies, infrastructure investments, demand management programs, and pricing policies for reducingvehicle miles traveled (VMT) and greenhouse gas (GHG) emissions. The project explicitly considers socialequity (fairness that accounts for differences in opportunity) and justice (equity of social systems) forthe strategies and their outcomes. Each brief identifies the best available evidence in the peer-reviewedacademic literature and has detailed discussions of study selection and methodological issues. VMT and GHG emissions reduction is shown by effect size, defined as the amount of change in VMT (orother measures of travel behavior) per unit of the strategy, e.g., a unit increase in density. Effect sizescan be used to predict the outcome of a proposed policy or strategy. They can be in absolute terms (e.g., VMT reduced), but are more commonly in relative terms (e.g., percent VMT reduced). Relative effectsizes are often reported as the percent change in the outcome divided by the percent change in thestrategy, also called an elasticity. |
| Keywords: | Engineering, Social and Behavioral Sciences |
| Date: | 2025–04–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsdav:qt94x127n7 |
| By: | Hwang, Kyung In (Korea Institute for Industrial Economics and Trade) |
| Abstract: | Concerns over the recent downturn in the battery industry are growing, primarily due to the slowdown in the electric vehicle (EV) industry, which accounts for 70 to 80 percent of total battery demand. The market for battery electric vehicles (BEVs), or cars powered entirely by rechargeable batteries, has entered a contractionary phase in Europe, has shrunk by 2.2 percent in the first half of 2024. BEV sales growth has also fallen off in the United States, recording just four percent growth in the first half of 2024, a steep decline from the 54-percent-growth figure posted in 2023. Battery makers had a rough 2024, largely due to the slowdown in BEV sales as well as price declines caused by falling prices for minerals and other key battery ingredients. There are some positives, however, including the prospect for a demand recovery in Europe as the bloc introduces stricter regulations on carbon emissions, and as the prices of important raw materials begin to stabilize. But the second administration of current US President Donald Trump poses an enormous risk to battery makers worldwide. Up to this point, American battery demand has lifted the fortunes of South Korean battery makers. But if the Trump administration follows through with its threats to repeal, revise, or retract some of the critical incentives of the Inflation Reduction Act, demand for Korean batteries could collapse, sending shockwaves through the industry. Nevertheless, batteries are poised to remain a core technology in global electrification, decarbonization, and digital transformation efforts, and in the long run, the industry is likely to continue down a path of structural growth. This paper proposes a two-pronged policy package designed to help Korean battery makers navigate these choppy waters. First, it is essential for South Korea to persuade the new US administration to shape future battery policies in a way that is favorable to South Korea by emphasizing the achievements of Korean investments in the United States and Korean companies’ efforts to establish a battery supply chain outside the Chinese sphere of influence. Second, since the market is likely to rebound at some point, it is crucial to expand tax incentives and increase R&D funding to ensure that Korean companies can continue making investments even during periods of business turbulence. |
| Keywords: | secondary batteries; rechargeable batteries; electric vehicles; EVs; battery industry; LG Energy Solution; SK On; Samsung SDI; CATL; Xiaomi; BYD; South Korea; China; Korea Institute for Industrial Economics and Trade; KIET |
| JEL: | L62 L65 |
| Date: | 2024–11–29 |
| URL: | https://d.repec.org/n?u=RePEc:ris:kietrp:2024_011 |
| By: | Frondel, Manuel; Helmers, Viola; Sommer, Stephan |
| Abstract: | Although there is ample empirical evidence that congestion charges can effectively reduce traffic congestion and its detrimental effects, this instrument has only been implemented in a handful European cities. On the basis of a randomized information experiment that was embedded in a survey across seven European countries, this paper empirically investigates whether information on their (i) effectiveness and (ii) a-posteriori acceptance may increase the public support for congestion charges. Relative to the control group, the results indicate that, on average, this information can raise acceptance by 9.3% and 7.1%, respectively. Moreover, while there is substantial heterogeneity in the acceptance across countries, attributing a concrete price level to the charge uniformly raises acceptance at low charge levels, but lowers it at high levels. Based on these results, we conclude that information campaigns on congestion charges and their benefits for commuters and city-dwellers are essential for fostering public support for this rarely employed transport policy instrument. |
| Abstract: | Trotz zahlreicher Studien die belegen, dass eine Städtemaut die urbane Verkehrsüberlastung und ihre negativen Auswirkungen wirksam verringern kann, wurde dieses Instrument bisher nur in einer Handvoll europäischer Städte eingeführt. Auf Grundlage eines randomisierten Informationsexperiments, das in eine Umfrage in sieben europäischen Ländern eingebettet war, wird in dieser Studie empirisch untersucht, ob Informationen (i) über die Wirksamkeit und (ii) über a-posteriori Akzeptanz von bereits eingeführten Städtemauten die Unterstützung für eine solche Maßnahme beeinflussen können. Die Ergebnisse zeigen, dass die gegebenen Informationen die Akzeptanz unter den Befragten im Durchschnitt um 9, 3 % bzw. 7, 1 % erhöhen. Darüber hinaus ist die Akzeptanz in den einzelnen Ländern zwar unterschiedlich, aber die Zuweisung eines konkreten Preisniveaus für die Gebühr erhöht die Akzeptanz in allen Ländern bei niedrigen Gebühren und senkt sie bei hohen Gebühren. Auf der Grundlage dieser Ergebnisse kommen wir zu dem Schluss, dass Informationskampagnen über Staugebühren und ihre Vorteile für Pendler und Stadtbewohner wesentlich sind, um die öffentliche Unterstützung für dieses selten eingesetzte aber effektive verkehrspolitische Instrument zu fördern. |
| Keywords: | Acceptability, congestion charge, public support, road pricing |
| JEL: | R48 C25 |
| Date: | 2025 |
| URL: | https://d.repec.org/n?u=RePEc:zbw:rwirep:315484 |
| By: | Xu, Tao Louie |
| Abstract: | The multi-staged impact of the high-speed railway site-specific complementary policymaking on urban industrialisation remains subject to controversy. This preliminary report examines whether HSR new town planning constrains urban industrialisation with electricity consumption as a proxy for industrial activities. Employing the data of cities in the Yangtze Delta region and the DiD approach, the preliminary regressions estimate the effect of HSR new town policy on urban electricity usage. Our findings indicate a 15% to 20% significant decline in electricity consumption in cities with arranged HSR new town developments, particularly in smaller cities. The preliminary report challenges the assumption that HSR infrastructure inherently facilitates urban growth and calls for more attention to mitigating the negative externalities of transport infrastructure. |
| Keywords: | high-speed railway; new town planning; urban industrialisation; electricity consumption |
| JEL: | O2 R4 Y2 Y6 |
| Date: | 2025–03–01 |
| URL: | https://d.repec.org/n?u=RePEc:pra:mprapa:124235 |
| By: | Barbour, Elisa; Thoron, Noah |
| Abstract: | In California, local option sales taxes (LOSTs) are adopted by voters to increase the retail sales tax. Revenues are used to fund specific transportation projects. Meanwhile, metropolitan planning organizations (MPOs) are required by Senate Bill 375 to develop long-range plans to achieve reductions in vehicle miles traveled and emissions. But MPOs do not directly control the sponsorship or funding of most transportation projects in these plans. LOSTs are not bound by requirements of SB 375, even though MPOs must still account for impacts of LOST spending. In this context, an important question is whether and how LOST measures influence transportation planning priorities. To explore this question, researchers from the University of California, Davis, examined county LOST measures and regional transportation plans in California’s “big four” MPO regions—the San Francisco, Los Angeles, San Diego, and Sacramento metropolitan areas. This policy brief summarizes the findings from that research and provides policy implications. View the NCST Project Webpage |
| Keywords: | Social and Behavioral Sciences, expenditures, financing, local taxation, metropolitan planning organizations, sales tax |
| Date: | 2025–04–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsdav:qt2h40g923 |
| By: | Ollila, Saana (Swedish National Road and Transport Research Institute (VTI)); Bratt Börjesson, Maria (Swedish National Road and Transport Research Institute (VTI)); Proost, Stef (KU Leuven) |
| Abstract: | This paper examines carbon pricing in the international shipping sector, considering that the benefits from shipping trade and the willingness to pay (WTP) for reducing carbon emissions vary among countries. Given each country’s WTP for reducing carbon emissions, we derive optimal carbon pricing for three different cooperation scenarios and numerically illustrate their welfare effects for shipping trade between five major trading blocs (treated as countries). Full global cooperation provides a benchmark for the analysis. The focus of this study is on self-enforcing bilateral agreements, where we analyze two types of agreement: one with an equal allocation of tax revenues and one with a flexible allocation of tax revenues. We show what drives cooperation and how shipping trade volumes and shipping technologies respond to the agreements. Self-enforcing bilateral agreements between the five trading blocs could reduce emissions by three to seventeen percent compared to a baseline scenario with no emission reduction policies in place. The reduction in emissions is the result of a reduction of the volume of trade and implementation of abatement technologies. The high carbon abatement costs in shipping remain the main limitation for larger emission reductions. |
| Keywords: | Climate; shipping; international agreements; carbon taxes; Emissions Trading System; IMO |
| JEL: | F18 H23 Q56 Q58 |
| Date: | 2025–04–23 |
| URL: | https://d.repec.org/n?u=RePEc:hhs:vtiwps:2025_002 |
| By: | Bloom, Nicholas (Stanford University); Dahl, Gordon B. (University of California, San Diego); Rooth, Dan-Olof (Swedish Institute for Social Research) |
| 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. |
| Keywords: | disability employment; remote work |
| JEL: | J14 J20 |
| Date: | 2025–04–15 |
| URL: | https://d.repec.org/n?u=RePEc:hhs:sofile:2025_005 |
| By: | Pengl, Yannick I.; Muller-Crepon, Carl; Valli, Roberto; Cederman, Lars-Erik; Girardin, Luc |
| Abstract: | This paper uses the gradual expansion of the European railway network to investigate how this key technological driver of modernization affected ethnic separatism between 1816 and 1945. Combining new historical data on ethnic settlement areas, conflict, and railway construction, we test how railroads affected separatist conflict and successful secession as well as independence claims among peripheral ethnic groups. Difference-in-differences, event study, and instrumental variable models show that, on average, railway-based modernization increased separatist mobilization and secession. These effects concentrate in countries with small core groups, weak state capacity, and low levels of economic development as well as in large ethnic minority regions. Exploring causal mechanisms, we show how railway networks can facilitate mobilization by increasing the internal connectivity of ethnic regions and hamper it by boosting state reach. Overall, our findings call for a more nuanced understanding of the effects of European modernization on nation building. |
| JEL: | N0 |
| Date: | 2025–03–21 |
| URL: | https://d.repec.org/n?u=RePEc:ehl:lserod:127734 |
| By: | Katharina Bettig; Valentin Lindlacher |
| Abstract: | Commuting is a fundamental aspect of employees’ daily routines and continues to evolve with technological advancements. Yet the effects of commuting on subjective well-being remain insufficiently investigated in the context of expanding digital connectivity. This paper examines the causal effects of changes in commuting distance on subjective well-being in an era of widespread mobile internet availability. Exploiting exogenous shifts in commuting distance resulting from employer-driven workplace relocations, we employ a Difference-in-Differences framework using data from the German Socio-Economic Panel (SOEP) from 2010 to 2019. Our results show that an involuntary increase in commuting distance reduces life satisfaction by 3 percent, on average, and heightens feelings of worry by almost 8 percent, on average. Our heterogeneity analysis shows that increased mobile coverage during commutes partially mitigates the decline in life satisfaction but exacerbates the negative impact on satisfaction with leisure. |
| Keywords: | commuting, subjective well-being, mobile coverage, life satisfaction, SOEP, panel data |
| JEL: | I31 J28 R40 |
| Date: | 2025 |
| URL: | https://d.repec.org/n?u=RePEc:ces:ceswps:_11784 |