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on Transport Economics |
| By: | Almeida, Vanda (OECD); Brunelli, Filippo (European Commission - Joint Research Centre (JRC)); Caisl, Jakub (European Commission - DG EMPL); Giordano, Alessandro (European Commission - Joint Research Centre (JRC)); Hoffmann, Claire (OECD); Königs, Sebastian (OECD); Moreno-Monroy, Ana (OECD); Pacheco, Tainá (OECD); Salazar-Lozada, Mauricio (OECD) |
| Abstract: | Access to enabling services is an important determinant of labour market participation and social inclusion. This paper examines the role of capacity constraints and public transport access in shaping the accessibility of early childhood education and care (ECEC), primary schools and Public Employment Services (PES) at the municipal level and across degrees of urbanisation in Estonia and the Netherlands, drawing on data on service locations, capacity, enrolment and local transport infrastructure. The results confirm a clear urban-rural gradient in physical accessibility. However, proximity alone provides an incomplete picture: people in more densely populated areas benefit from shorter travel times, but high demand pressure and capacity constraints can result in lower competitive accessibility compared to less densely populated areas. In both countries, 13% to 14% of children in primary school face a double disadvantage of longer travel times and below-median competitive accessibility. For PES, geographic disparities in public transport provision can represent a source of vulnerability for people without access to a private motor vehicle. |
| Keywords: | access to essential services, accessibility, transport networks, public employment services, early childhood education and care (ECEC), primary education, service capacity, Estonia, Netherlands |
| JEL: | I24 J13 O18 R23 R53 |
| Date: | 2026–07 |
| URL: | https://d.repec.org/n?u=RePEc:iza:izadps:dp18811 |
| By: | Pan-Yang Su; Negar Mehr; Shankar Sastry |
| Abstract: | In emerging urban mobility and logistics applications, such as advanced air mobility, electric vehicle charging, and shared service systems, agents with heterogeneous valuations choose among multiple destinations while sharing congested network resources. However, existing congestion game and resource allocation models do not simultaneously capture heterogeneous destination preferences and aggregate congestion externalities. We introduce a new nonatomic congestion game framework in which agents are endowed with heterogeneous destination valuations modeled by a measure space. We characterize Nash equilibria and social optima in this setting and show that both admit finite-dimensional representations in terms of threshold vectors and dual potentials. These structures induce a partition of the valuation space that determines agents' destination choices. Our analysis leverages Kantorovich duality from optimal transport theory and provides a new geometric perspective on congestion games with heterogeneous valuations. |
| Date: | 2026–07 |
| URL: | https://d.repec.org/n?u=RePEc:arx:papers:2607.03625 |
| By: | Elham Soufiani; Mehrdad Pirnia |
| Abstract: | This paper presents a multi-period mixed-integer linear programming (MILP) framework for planning the transition from conventional to electric aircraft in regional aviation. The model jointly optimizes fleet acquisition, infrastructure deployment, and service allocation over time, while accounting for policy constraints such as emissions reduction targets, electric service share, and budget limits. A real-world case study based on Helijet's short-haul network in British Columbia demonstrates the applicability of the model. The results show that electrification can reduce emissions by more than 70\% within five years while remaining economically viable. However, the transition is primarily limited by the capacity of the fleet and operational structure, rather than the charging infrastructure, leading to unmet demand under direct aircraft replacement. These findings emphasize the need for coordinated planning across fleet sizing, scheduling, and route prioritization to ensure a practical and efficient transition to electric aviation. |
| Date: | 2026–06 |
| URL: | https://d.repec.org/n?u=RePEc:arx:papers:2606.28312 |
| By: | Markus Gehrsitz; Christian Traxler |
| Abstract: | This paper studies how vehicle taxation shapes fleet exit. We exploit Germany's 2008/9 circulation tax reform, which generated a sharp discontinuity in annual tax liabilities at a registration cutoff date. Using administrative micro-data covering the universe of registered vehicles during the second half of 2008, we apply a difference-in-discontinuities design to estimate the effect of annual circulation taxes on permanent deregistrations. A 10 percent higher tax increases the share of deregistered vehicles after six years by about 2.8 percent. Duration analyses exploiting within-model variation in taxes yield closely consistent estimates. The effect seems to be mainly driven by exports rather than vehicle retirement. |
| Keywords: | vehicle taxation, circulation tax, deregistrations |
| JEL: | H23 R48 Q58 |
| Date: | 2026 |
| URL: | https://d.repec.org/n?u=RePEc:ces:ceswps:_12815 |
| By: | Youngjin Hong; In Kyung Kim; Frank Verboven |
| Abstract: | We develop a framework to compare the relative effectiveness of subsidizing alternative emission-reducing technologies. We show that an intermediate technology may reduce emissions more effectively than the cleanest technology if it induces sufficiently greater substitution away from the prevailing high-emission technology. We apply the framework to the South Korean passenger vehicle market using a demand model that incorporates mileage heterogeneity, an important determinant of fuel-type choice. First, reallocating existing subsidies from battery electric vehicles (BEVs), the cleanest technology, to hybrid electric vehicles (HEVs), an intermediate technology, would reduce total greenhouse gas emissions by an additional 47%. Second, for a BEV-focused subsidy policy to outperform an HEV-focused policy, the carbon intensity of electricity generation would need to fall by approximately 45%. Our findings suggest that HEV subsidies remain more effective than BEV subsidies until consumers become sufficiently willing to switch to BEVs or electricity generation becomes sufficiently decarbonized. |
| Date: | 2026–07 |
| URL: | https://d.repec.org/n?u=RePEc:arx:papers:2607.14446 |
| By: | Jean Dubé; Francesco Ciari; Sara Gharavi; Rakibul Hassan; Hamed Naseri |
| Abstract: | Although remote working is not a new phenomenon and was already well established before the pandemic struck, its use has grown exponentially since 2020. In theory, working from home should lead to a decrease in the use of transportation infrastructure and, consequently, a reduction in pollutant emissions. However, research has shown that travel patterns change when workers choose to work from home or remotely. Thus, while the number of commutes may decrease, other trips may be added to the new daily routine. This substitution has potential implications for transportation demand and its environmental consequences. In this study, the authors attempt to quantify the likely impact of the uptake of remote working on transport demand and greenhouse gas (GHG) emissions using the Québec City metropolitan area as a case study. This study represents a significant contribution from a methodological perspective. The analyses are conducted using an agent-based simulation model to compare the effects of various scenarios with the baseline scenario. The results suggest that teleworking is likely not the solution to the environmental problems arising from people’s travel choices. The expected benefits in terms of reducing traffic and pollutant emissions are not as significant as might initially have been anticipated. Même si le télétravail n’est pas un phénomène nouveau et qu’il était déjà bien implanté avant l’arrivée de la pandémie, son utilisation s’est accrue de manière exponentielle à partir de 2020. En théorie, le travail à domicile devrait entraîner une diminution de l’utilisation des infrastructures de transport et, par conséquent, une réduction des émissions polluantes. Or, la littérature a montré que les habitudes de déplacements changent lorsque les travailleurs optent pour le travail à domicile ou à distance. Ainsi, la réduction du nombre de déplacements domicile-travail peut avoir pour effet d’ajouter d’autres trajets à la nouvelle routine quotidienne. Cette substitution a des incidences potentielles sur la demande en transport et ses conséquences environnementales. Dans cette étude, les auteurs tentent de chiffrer l’impact vraisemblable du recours au télétravail sur la demande en transport et les émissions de gaz à effet de serre (GES) en utilisant la région métropolitaine de Québec comme cas d’étude. Cette étude représente une contribution importante du point de vue méthodologique. Les analyses sont effectuées à partir d’un modèle de simulation par agents afin de comparer l’effet de différents scénarios au scénario de référence. Les résultats donnent à penser que le recours au télétravail n’est probablement pas la solution aux problèmes environnementaux découlant des choix de déplacements des individus. Les retombées positives attendues sur la diminution du trafic et des émissions polluantes ne sont pas aussi importantes qu’on aurait pu l’anticiper au départ. |
| Keywords: | telework, agent-based simulation model, traffic, rebound effect, pollutant emissions, télétravail, modèle de simulation par agents, trafic, effet rebond, émissions polluantes |
| Date: | 2026–07–28 |
| URL: | https://d.repec.org/n?u=RePEc:cir:cirpro:2026rp-15 |
| By: | Yuqing Xing (National Graduate Institute for Policy Studies, Tokyo, Japan); Peihao Yang (China Electronics Standardization Institute, Beijing, China); Kun Cai (University of International Business and Economics, Beijing, China); Zhi Wang (Institute of Global Development, Tsinghua University, Beijing, China; Schar School of Policy and Government, George Mason University, USA) |
| Abstract: | This paper examines supply-chain localization, domestic value capture, and technological dependence in Chinese electric vehicles using product-level teardown evidence from two representative battery-electric models: the BYD Seal and the Tesla Model 3 manufactured in Shanghai. We identify Tier-1 suppliers, classify them by location and ownership, allocate bill-of-material costs across major subsystems, and adjust domestic content using sector-level value-added and import coefficients from China’s 2023 input-output table. The results show that the supply chains of both vehicles are highly localized in China: 90.8% of BYD Seal suppliers and 96.7% of Tesla Model 3 suppliers are located in China. The estimated domestic value-added share is 82.9%–90.4% for the BYD Seal and 51.3%–57.9% for the Tesla Model 3. Chinese firms dominate batteries and several core EV subsystems, but foreign suppliers remain dominant in advanced automotive semiconductors, especially computing, memory, sensor, and microcontroller chips. The findings highlight both the depth of China's EV supply-chain capability and its remaining technological bottlenecks. |
| Keywords: | electric vehicles (EVs), global value chains (GVCs), value added, industrial policy, technological independence, China |
| Date: | 2026–07 |
| URL: | https://d.repec.org/n?u=RePEc:ngi:dpaper:26-4 |
| By: | Stanislas Kihm (ISTEC - Institut supérieur des Sciences, Techniques et Economie Commerciales - ISTEC, IDHES - Institutions et Dynamiques Historiques de l'Économie et de la Société - UP1 - Université Paris 1 Panthéon-Sorbonne - UP8 - Université Paris 8 - UPN - Université Paris Nanterre - UEVE - Université d'Évry-Val-d'Essonne - CNRS - Centre National de la Recherche Scientifique - ENS Paris Saclay - Ecole Normale Supérieure Paris-Saclay); Adrien Jean-Guy Passant (Université Paris-Saclay, UVSQ - Université de Versailles Saint-Quentin-en-Yvelines, ISTEC - Institut supérieur des Sciences, Techniques et Economie Commerciales - ISTEC) |
| Abstract: | Electric vehicles (EVs) are central to automotive strategy, yet their adoption has been gradual. For decades, electrification competed with hybrids, hydrogen/fuel cells, and improved combustion engines, without any dominant path. Situated within business history and the 'companies in transition' framework, this article examines Renault, a European carmaker that was not 'born green' , through a historical case study. The firm began experimenting with electromobility in the 1970s, but not until the mid-2000s did it launch a program for mainstream consumers. Using various sources, we trace Renault's discontinuous engagement with EVs over five decades. We use a 'roads not taken' approach, grounded in contemporaneous options documented in our sources, to discuss alternative trajectories that might have accele rated learning and coordination. By demonstrating how firms influence energy transitions, this study contributes to understanding electromobility trajectories and clarifies the role of organizational ambidexterity and 'perpetually emerging technologies' in contexts of technological and institutional uncertainty. |
| Keywords: | automotive industry, sustainability transitions, electric vehicles, strategy, Organizational ambidexterity, Organizational ambidexterity strategy electric vehicles automotive industry sustainability transitions |
| Date: | 2026–07–02 |
| URL: | https://d.repec.org/n?u=RePEc:hal:journl:hal-05678896 |
| By: | Ge, Houtian; Gomez, Miguel; Peters, Christian |
| Abstract: | Fresh produce supply chains depend on supplier logistics services that connect spatially dispersed production regions, import entry points, aggregation facilities, domestic consumption markets, and export destinations. Yet the intermediary logistics segment remains less integrated into economic models of fresh produce market structure and spatial allocation. This study develops a two-stage framework that combines hub location optimization with a CESbased spatial equilibrium model to analyze supplier logistics in U.S. fresh produce markets. In the first stage, a mixed-integer optimization model selects aggregation hubs from Major Land Resource Area centroid candidates and determines hub-level domestic and import assembly volumes and FOB hub prices for nine fresh produce categories. In the second stage, these optimized hub outputs are used to calibrate 108 commodity-month gravity allocation models that distribute product flows from hubs to Grocery Marketing Areas and export port markets. The model characterizes hub-to-market shipments, composite delivered prices, route-specific supplier attractiveness, and transportation-related food-loss exposure. Results show that large-volume hubs tend to rely less on residual route-attractiveness adjustments, while smaller hubs often require stronger non-price or unobserved logistical advantages to explain their market roles. Destination-level price differences are driven primarily by outbound shipment costs rather than hub FOB price variation, and regions farther from major hub corridors face both higher delivered prices and greater distance-related food-loss exposure. The framework advances spatial foodmarket analysis by linking logistics infrastructure, supplier differentiation, delivered-price formation, and perishability-related losses within a unified economic system. It provides a basis for evaluating how aggregation network design can support more efficient, resilient, and sustainable fresh produce distribution. |
| Keywords: | Industrial Organization |
| Date: | 2026 |
| URL: | https://d.repec.org/n?u=RePEc:ags:aaea26:404626 |
| By: | Jason Hawkins; Usman Ahmed; Omid Armantalab |
| Abstract: | Online shopping is a growing trend, particularly following the COVID-19 lock-downs enacted by many cities. Understanding these trends requires robust panel dat methods. However, panel data (i.e., with repeated measurements of the same observational units) are often unavailable. In this study, we use a propensity score weighting (PSW) approach to adjust repeated cross-sectional travel diary surveys collected in the Puget Sound Regional Council (PSRC) region. The most common home delivery is packages (2.09 days per week in 2023), followed by food (0.36 days per week in 2023). We find that single-family detached and townhouse residents tend to receive more home deliveries than those living in apartments. We also find a difference in several patterns pre- and post-COVID pandemic. Vehicle deficient households did not exhibit the same increase in home delivery frequency as other households pre-COVID, but the pattern reversed in the post-COVID period - i.e., vehicle deficient households saw a relative increase in delivery frequency. Overall, this study demonstrates the pseudo-panel approach to causal inference by leveraging differences in PSW-weighted in delivery frequency across treatment groups. |
| Date: | 2026–07 |
| URL: | https://d.repec.org/n?u=RePEc:arx:papers:2607.03665 |