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on Transport Economics |
| By: | Banerjee, Ipsita PhD; Griswold, Julia B. PhD |
| Abstract: | Since 2009, pedestrian fatalities have risen by 80%, which mirrors the increase in the average weight of vehicles accompanying the rising popularity of SUVs and pickup trucks. Additionally, many modern safety and environmental technologies, including those in electric vehicles, contribute to increased vehicle weight. Heavier vehicles generate greater kinetic energy, which can lead to a higher risk of fatalities and serious injuries in crashes. This research synthesis examines the relationship between vehicle weight, design, and safety for road users, particularly pedestrians. However, not all studies find a statistically significant link between vehicle weight and pedestrian injuries, possibly because even lighter vehicles already weigh so much more than pedestrians. Existing research indicates that vehicle design is a more critical factor. For example, the higher front ends of light trucks are more likely to strike a pedestrian's upper body and abdomen, causing more severe injuries than the lower front ends of sedans, which typically impact the legs. Our findings suggest that design changes, such as lowering front-end heights and adding safety features, would be more effective in reducing risks to pedestrians from vehicle crashes. |
| Keywords: | Engineering, Traffic safety, Vehicle weight, Vehicle front end, Vehicle factors in crashes, Crash injuries, Fatalities, Vulnerable road users |
| Date: | 2026–10–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsrrp:qt1nc3h26q |
| By: | Anthony Wiskich |
| Abstract: | Autonomous and electric vehicles could shift personal travel from aviation to roads, changing a basket of external costs - climate, accidents, noise, air pollution and land. We estimate the effect for European personal travel with a parsimonious discrete-choice model of car, rail and air, whose substitution elasticity sets a nonlinear "modal cliff" - the car-to-air switch as distance rises - estimated on European modal splits. Re-parameterising the car for a mature autonomous electric fleet draws travellers from both aviation and rail: personal air passengers on land-connected routes fall by a quarter (24.6% centrally, 18% to 32% across plausible distaste for driving, the key uncertainty). Because emissions concentrate in longer flights cars cannot replace, the shift reaches about a fifth (19%) of land-connected aviation CO2e and cuts its external cost by as much: with an electric fleet a switched flight's warming is avoided almost in full, and short-haul switchers shed disproportionate noise and air-pollution costs. Automation neutralises driving's accident cost and electrification its climate cost, more than halving driving’s external cost from 5.1ct/pkm to 2.2ct/pkm at a conservative 100€ per tonne CO2. |
| Keywords: | aviation, autonomous vehicles, rail, modal substitution, external costs, discrete choice |
| JEL: | O33 Q54 R40 R41 |
| Date: | 2026–10 |
| URL: | https://d.repec.org/n?u=RePEc:een:camaaa:2026-90 |
| By: | Gutiérrez-Lythgoe, Antonio; Sergio, Faci-Lázaro; David, Iñiguez; Jose Alberto, Molina; José Antonio, Chanca Cáceres; Jesús Ángel, García Rubio; José Manuel, Lestegás Rivas; Pes Cifuentes, Esther |
| Abstract: | This paper combines two complementary tools for urban mobility planning in Zaragoza. First, we estimate an origin–destination matrix of the trips made in the city during the week of 20–26 May 2024. The destinations of bus and tram trips are inferred from anonymised smart card validation records using the trip-chaining method. These flows are anchored to total mobility observed in mobile phone data, and the remaining modes are disaggregated in a cascade. Most trips are made on foot (49.7%) or by car (29.1%); public transport accounts for 15.5% (11.5% bus and 4.0% tram), and bicycles and personal mobility vehicles for 5.7%. Second, we build an Explore and Preferential Return (EPR) mobility model, calibrated with bike-sharing (Bizi), bus and tram data, which allows the system to be simulated under perturbations. Measured by relative travel time, the Bizi network ceases to be efficient at around 11 users per bicycle in 2025 and 10 in 2026, which, given the expanded fleet, more than doubles the number of users the system can serve. The bus and tram network shows a high degree of redundancy: the efficiency-loss threshold is only reached when 13 lines or 7% of stops are attacked. |
| Keywords: | origin–destination matrix; trip-chaining method; mobile phone data; modal split; EPR model; network resilience; bike-sharing. |
| JEL: | C55 C63 R41 R42 |
| Date: | 2026–10 |
| URL: | https://d.repec.org/n?u=RePEc:pra:mprapa:131614 |
| By: | Itai Ater; Brad Ross; Adi Shany; Shoshana Vasserman |
| Abstract: | Congestion pricing policies are widely debated and critics often argue that toll costs outweigh congestion relief. We show theoretically that welfare gains depend on two forces: the extent of driver heterogeneity—both in preferences and in exposure to highly demanded roads and times of day—and the extent of revenue recycling. We quantify the impact of both forces using data from a large-scale experiment that tracked driving behavior with and without usage-based congestion pricing incentives for nearly 10, 000 drivers over two years. Using a model of time-varying traffic equilibrium with heterogeneous drivers and a granular road network, we show that a congestion pricing policy using the experiment's price schedule would raise welfare by as much as adding a new lane to every highway and would raise enough revenue to fully compensate losers. Moreover, the extent of driver heterogeneity entails that optimal prices can improve net welfare with only a small fraction of toll revenue. |
| JEL: | H0 L0 R4 R40 R41 R48 |
| Date: | 2026–10 |
| URL: | https://d.repec.org/n?u=RePEc:nbr:nberwo:35887 |
| By: | Janak Parmar; Huseyin Ayan; Dilum Dissanayake; Margaret Bell |
| Abstract: | Battery swapping replaces a depleted EV battery with a charged one, reducing waiting time and enabling off-peak charging. Evidence on acceptance, however, remains concentrated in Asian markets, and most studies examine individual adoption intentions. This study asks whether current UK EV users judge swapping differently as a purchase option and as a technology for the transport system. Using Behavioural Reasoning Theory, an integrated choice and latent variable model, and latent class analysis, we analyse perceived usefulness, energy-system concerns, practical barriers, and satisfaction with current charging. Usefulness and energy-system concerns relate more strongly to expectations about the system. Battery compatibility and station coverage relate more strongly to personal preference, while spare battery costs relate to expectations about network viability. User groups differ in how they balance benefits, barriers, and satisfaction with existing charging. Policy should address driver barriers and network viability as distinct but connected priorities. |
| Date: | 2026–10 |
| URL: | https://d.repec.org/n?u=RePEc:arx:papers:2610.37269 |
| By: | Vincent Bertrand (Université Marie et Louis Pasteur, CRESE UR3190, F-25000 Besançon, France); Moustapha Mounmemi (Université Marie et Louis Pasteur, CRESE UR3190, F-25000 Besançon, France); Fihavanantsoa K. Manitriniaina (Université Marie et Louis Pasteur, CRESE UR3190, F-25000 Besançon, France) |
| Abstract: | Decarbonizing transport in low-density territories is constrained not only by price signals but also by coordination frictions between transport modes. This study examines the relative roles of economic incentives and multimodal coordination in shaping mobility equilibria, CO₂ emissions, and welfare outcomes in the Nord Franche-Comté region of France. We develop a multimodal equilibrium framework incorporating private cars, regular carpooling, and public transport while accounting for coordination costs in multimodal travel chains. Alternative policy regimes combine conventional carpooling, carbon-related incentives, fuel taxation, and Mu-CAR, an intelligent Mobility-as-a-Service infrastructure designed to reduce intermodal transaction costs. Pricing instruments alone generate limited changes in modal shares and emissions, whereas Mu-CAR induces a structural shift from solo driving towards carpooling and public transport. Mu-CAR achieves an annual CO₂ abatement of 2, 429.96 tCO₂, compared with 222.62 tCO₂ under regular carpooling, representing more than a tenfold increase in emissions abatement. The Mu-CAR + CR + FT scenario reaches 2, 619.30 tCO₂/year while maintaining a net welfare gain, although additional pricing instruments yield diminishing environmental benefits and reduce welfare gains. Sensitivity analysis further show that Mu-CAR's relative environmental and economic performance is strongly conditioned by travel distance, with environmental and economic advantages occurring over different distance ranges. These findings indicate that transport decarbonization depends fundamentally on the coordination architecture of mobility systems, with pricing instruments playing a complementary role. Conceptually, the study extends the Avoid–Shift–Improve framework by identifying coordination as an enabling mechanism for shifting travellers towards lower-carbon and integrated mobility. |
| Keywords: | Intelligent Multimodal Coordination; Carpooling; Structural Determinant; Transport Decarbonization; Carbon Pricing |
| Date: | 2026–10 |
| URL: | https://d.repec.org/n?u=RePEc:crb:wpaper:2026-13 |
| By: | Anthony Wiskich |
| Abstract: | Battery-electric propulsion is already the least-cost zero-emission option on short, high-utilisation routes, and is displacing incumbents among ferries, harbour craft and inland vessels. This chapter argues that its economics turn less on energy density than on the opportunity cost of stored energy: batteries must be cycled frequently to pay, so the binding constraint on longer routes is the inability to recharge at sea. Because shipping is a technology taker that inherits cheaper, safer, longer-lived cells from far larger road-transport and grid-storage markets, the economically electrifiable boundary moves outward with global cell production, largely independent of maritime demand-whereas synthetic marine fuels must finance their own scale-up. Comparing shipping with road freight isolates six differences: fuel price, energy efficiency and safety disadvantage maritime electrification, while lower sensitivity to battery weight and large electrical auxiliary loads on cruise and container ships favour it. We trace how powertrain architecture - from mechanical drive with power take-in to fuel-electric and pure-electric - and onboard DC distribution shape adoption, and add an often-overlooked energy-security dividend: electrification converts a disruptible fuel import into a one-off equipment purchase followed by domestic energy. Electrification advances along a predictable ladder, from harbour ferries through inland and short-sea vessels to port-anchored coastal routes, with deep-sea trades reachable only through infrastructure-mediated configurations, if at all. Low-regret policy levers include port electricity infrastructure, harmonised standards and broad emissions pricing. |
| Keywords: | battery-electric vessels, maritime decarbonization, economics of electrification, shore charging, short-sea shipping |
| JEL: | Q42 Q48 Q55 R41 L91 O33 |
| Date: | 2026–10 |
| URL: | https://d.repec.org/n?u=RePEc:een:camaaa:2026-87 |
| By: | Yash Prajapati |
| Abstract: | On January 5, 2025, New York City became the first U.S. city to operate a permanent cordon-based congestion toll, charging vehicles entering Manhattan's Central Business District (the Congestion Relief Zone, or CRZ). This study estimates the short-run causal effect of the toll on hourly traffic volumes using a two-way fixed-effects difference in-differences (TWFE-DiD) strategy that compares treated CRZ street segments to untreated Manhattan segments north of 60th Street. The empirical analysis exploits hourly entry counts from the MTA's toll-meter system (4.86 million ten-minute-block records) as the primary descriptive panel and high-frequency NYC DOT Automated Traffic Recorder (ATR) data as the within-segment identification panel. The headline TWFE-DiD point estimate indicates a 40 to 45 percent reduction in log hourly volume at treated CRZ locations, with the effect direction consistent across nine pre-registered alternative specifications and concentrated in peak hours. East River bridges in the balanced panel exhibit a statistically significant 25 percent post-period increase in volume, consistent with route substitution. |
| Date: | 2026–10 |
| URL: | https://d.repec.org/n?u=RePEc:arx:papers:2610.34818 |
| By: | Pike , Susan; Bhagat-Conway, Matthew; Kamruzzaman, Mohammad Hider; Panjaitan, Naomi; Trejo-Vera, Carlos; Ngo, Joanna; Nierva, Olivia |
| Abstract: | Land use development projects around transit may take on many forms, thereby having various effects on transit use in theproject vicinity. One approach, Transit-Oriented Development (TOD), is the creation of compact, walkable, pedestrian-oriented, mixed-use projects centered around stations along transit priority corridors (rail, bus rapid transit). There is a needfor research on the quantifiable impacts of land use development projects, and TOD in particular, on transit ridership toguide policy and investments in TOD for future transit plans. This study draws on a comprehensive review of the literatureon ridership outcomes impacted by TOD and related built environment characteristics, transit service characteristics, andsociodemographics. The research team conducted 16 practitioner interviews to contextualize the literature review andgather practitioner input related to ridership estimation for land use development projects around transit. Both theliterature review and interview results are then used to inform a blueprint for the planning and implementation of a TODridership calculator to assist in local planning as well as policy and funding allocation decision-making. The proposedcalculator improves on the current hugely variable methods for estimating outcomes based on land use developmentprojects around transit. The report presents recommendations for the necessary data, potential model formulae, andmodel structures for incorporation into the calculator. The calculator will provide well-supported, transparent, reliablenumbers for local governments and transit operators as well as state agencies and grant application evaluators. View the NCST Project Webpage |
| Keywords: | Social and Behavioral Sciences, Transit oriented development, literature review, qualitative research, land use and transportation planning |
| Date: | 2026–09–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsdav:qt3h7932qq |
| By: | Redding, Stephen J. |
| Abstract: | The recent development of quantitative urban models provides a new set of tools for evaluating transport improvements. Conventional cost-benefit analyses are typically undertaken in partial equilibrium. In contrast, quantitative urban models characterize the spatial distribution of economic activity within cities in general equilibrium. We compare evaluations of a transport improvement using conventional cost-benefit analysis, sufficient statistics approaches based on changes in market access, and model-based counterfactuals. We show that quantitative urban models predict a reorganization of economic activity within cities in response to a transport improvement, which can lead to substantial differences between the predictions of these three approaches for large changes in transport costs. |
| Keywords: | transportation;spatial economics;urban economics |
| JEL: | R30 R40 R52 |
| Date: | 2025–02–26 |
| URL: | https://d.repec.org/n?u=RePEc:ehl:lserod:141748 |
| By: | Ang Ji; Zhennan Ma; Hongtai Yang; Asad J. Khattak; David Levinson (TransportLab, School of Civil Engineering, University of Sydney) |
| Abstract: | This paper proposes a multi-agent reinforcement learning (MARL) framework that combines an offline shared pool of information (SPI) with hypernetworks to enable cooperative on-ramp merging among high-level autonomous vehicles (AVs), leveraging common knowledge for spontaneous cooperation. First, we discuss the construction method of the common knowledge base-SPI from two approaches: model- and data-driven methods. Then, we design an on-board fine-tuning algorithm that enables each agent to refine its policy from local observations without any communication protocols. Based on the above advances, we develop a hybrid SPI-based on-ramp merging strategy driven by the physical model and human driving data. Finally, the proposed framework is evaluated in simulated peak- and off-peak traffic scenarios calibrated by the Zen trajectory dataset. The results demonstrate improved traffic efficiency outcomes and fewer collision occurrences than several baselines under the evaluated conditions. The findings reveal possible research directions for future work and provide insights for the application of the decentralized-training-decentralized-execution framework in autonomous driving. |
| Keywords: | Autonomous vehicles; Multi-agent reinforcement learning; Ramp merging; Shared information pool |
| JEL: | R40 |
| Date: | 2026–10–12 |
| URL: | https://d.repec.org/n?u=RePEc:nex:wpaper:paper-2026-23 |
| By: | Daniel De Wolf (TVES - Territoires, Villes, Environnement & Société - ULR 4477 - ULCO - Université du Littoral Côte d'Opale - Université de Lille); Marine Van’t Westeinde (CORE | LIDAM - Center for Operations Research and Econometrics [UCLouvain] - UCLouvain - Université Catholique de Louvain = Catholic University of Louvain); Chunzi Qu (NHH - Norwegian School of Economics and Business Administration) |
| Abstract: | This study evaluates the optimal technological pathway for the Brussels Intercommunal Transport Company (STIB) to progressively decarbonize its urban surface transit fleet. A comprehensive, region-specific evaluation framework is developed, comparing Battery Electric Buses (BEBs) and Fuel Cell Electric Buses (FCEBs) across three key pillars: environmental performance, economic feasibility, and operational practicality. The methodology integrates a cradle-to-grave Life Cycle Assessment (LCA), a discounted Net Present Value Total Cost of Ownership (TCO) model, semi-structured interviews with transit engineering experts, and a final Multi-Criteria Decision-Making (MCDM) matrix. The LCA results demonstrate that environmental benefits are highly contingent upon upstream energy pathways; under an optimized low-carbon Belgian electricity mix and green hydrogen, FCEBs achieve lower lifetime emissions than BEBs (0.21 versus 0.30kgCO2e/km), though this advantage is entirely neutralized if fossil-derived grey hydrogen is used. Conversely, the TCO analysis outlines a severe economic penalty for hydrogen fleets; over a 15-year design lifespan and 675, 000 km of operation, BEBs achieve a standardized unit TCO including infrastructure amortization of 1.19€/km compared to 1.84€/km for FCEBs, a gap driven by current green hydrogen market price premiums relative to grid electricity. Empirical interview results confirm that BEBs exhibit superior localized practicality due to established infrastructure compatibility, mature depot electrification roadmaps, and high power supply reliability, which offset the FCEB's theoretical advantages in range and refueling logistics. Finally, the multi-criteria analysis confirms that BEBs represent the optimal near-to-mid-term transition pathway for STIB, securing a global suitability score of 0.94 compared to 0.76 for FCEBs. |
| Abstract: | Cette étude évalue la trajectoire technologique optimale pour la Société des Transports Intercommunaux de Bruxelles (STIB) en vue de décarboner progressivement sa flotte de véhicules de transport urbain en surface. Un cadre d'évaluation complet, adapté au contexte régional, a été élaboré pour comparer les autobus électriques à batterie (BEB) et les autobus électriques à pile à combustible (FCEB) selon trois axes principaux : la performance environnementale, la faisabilité économique et la praticité opérationnelle. La méthodologie intègre une analyse du cycle de vie (ACV) « du berceau à la tombe », un modèle de coût total de possession (TCO) basé sur la valeur actuelle nette, des entretiens semi-directifs avec des experts en ingénierie des transports, ainsi qu'une matrice d'aide à la décision multicritère. Les résultats de l'ACV montrent que les bénéfices environnementaux dépendent fortement des filières énergétiques en amont ; avec un mix électrique belge optimisé (à faible intensité carbone) et de l'hydrogène vert, les FCEB génèrent moins d'émissions sur l'ensemble de leur cycle de vie que les BEB (0, 21 contre 0, 30 kg d'équivalent CO2 par km). Toutefois, cet avantage est totalement annulé si l'on utilise de l'hydrogène « gris » issu d'énergies fossiles. Par ailleurs, l'analyse du TCO révèle un désavantage économique marqué pour les flottes à hydrogène : sur une durée de vie de 15 ans et un parcours de 675 000 km, le TCO unitaire — incluant l'amortissement des infrastructures — s'établit à 1, 19 €/km pour les BEB, contre 1, 84 €/km pour les FCEB. Cet écart s'explique par le surcoût actuel de l'hydrogène vert par rapport à l'électricité issue du réseau. Les entretiens confirment que les BEB offrent une meilleure praticité opérationnelle, grâce à une compatibilité avec les infrastructures existantes, des stratégies éprouvées d'électrification des dépôts et une grande fiabilité de l'approvisionnement électrique ; ces atouts compensent les avantages théoriques des FCEB en matière d'autonomie et de logistique de ravitaillement. Enfin, l'analyse multicritère confirme que les BEB constituent la trajectoire de transition optimale pour la STIB à court et moyen terme, avec un score d'adéquation globale de 0, 94, contre 0, 76 pour les FCEB. |
| Keywords: | total cost of ownership, operational usability, life cycle assessment, energy path dependence, decarbonization, fuel cell electric buses, battery electric buses, battery electric buses fuel cell electric buses decarbonization energy path dependence life cycle assessment total cost of ownership operational usability |
| Date: | 2026–10–17 |
| URL: | https://d.repec.org/n?u=RePEc:hal:journl:hal-05835225 |
| By: | Russell Pittman (U.S. Department of Justice) |
| Abstract: | In its 2023 decision approving the acquisition of the Kansas City Southern Railway by the Canadian Pacific, the U.S. Surface Transportation Board conditioned its approval on the merged railway’s commitment “to keep gateways open on commercially reasonable terms” – that is, to allow shippers and non-merging railroads to continue to enjoy the option of using joint-line service, despite the merger’s creation of the alternative of single-line service on the merged railroad. A century has p assed since the Board’s predecessor agency, the Interstate Commerce Commission, first imposed a condition of the maintenance of open gateways as a condition for approving a rail merger. This paper asks three questions. First, exactly what, in practice, are open gateways? Second, how have the two regulatory agencies dealt with the inherent tension between maintaining open gateways and achieving merger efficiencies? Third, what is the current state of play? |
| Date: | 2024–12 |
| URL: | https://d.repec.org/n?u=RePEc:doj:eagpap:202403 |
| By: | Anthony Wiskich |
| Abstract: | Batteries can power a large ship two ways: carried together onboard, or sent alone as speculative battery vessels (BVs) coupled to a host under way, powering it over a short segment, and recharging in port. Onboard storage is limited by heterogeneous charging opportunities; a BV is more flexible but carries high fixed costs. We assess both on the busy Western Mediterranean cruise corridor, subject to EU policy on port couplers (OPS) and emissions, using real schedules, prices and sea states to optimise pack sizes, charging times and BV routes for maximum fleet profit. At projected 2040 battery costs, onboard batteries are viable first, led in value order by the near-year-round hosts that exploit sunk OPS spare capacity, from an implied carbon price around €95/tCO2e. BVs switch on above about €175/tCO2e, below the implied all-in carbon price of about €260/tCO2e from the current regulatory stack. Four BVs supplementing onboard packs then electrify about 50% of the fleet’s at-sea energy against 36% without them, by serving hosts that leave the corridor seasonally and raising port-coupler utilisation. High BV utilisation requires traffic density or host route flexibility. |
| Keywords: | shipping decarbonisation, battery-electric propulsion, shore power (OPS), technoeconomic optimisation, FuelEU Maritime, EU Emissions Trading System |
| JEL: | C61 L91 Q42 Q48 Q54 |
| Date: | 2026–10 |
| URL: | https://d.repec.org/n?u=RePEc:een:camaaa:2026-92 |
| By: | Giuseppe Rocco (Department of Economics and Management, University of Ferrara; Sustainability, Environmental Economics and Dynamic Studies (SEEDS)) |
| Abstract: | The economic assessment of sustainable mobility services raises questions about how public-service provision is valued by individuals and households. In the context of school mobility, understanding these valuations can contribute to the appraisal of initiatives intended to encourage more sustainable travel practices. This paper examines stated economic valuations associated with the provision and modification of a supervised active school travel service, drawing on the Contingent Valuation Method (CVM). The analysis considers how parents assess potential changes in service provision, distinguishing between the amounts they would be willing to pay for an improvement or activation and the compensation they would require in the event of a reduction. These two measures offer different perspectives on how individuals evaluate changes in public-service provision, and their divergence is interpreted through the lens of behavioural economics, particularly where assessments depend on the reference conditions against which changes are considered. The findings suggest that the divergence between the two measures is substantial and that reference dependence plays a relevant role in shaping stated valuations. The discussion addresses the implications of these valuation approaches for the economic appraisal of sustainable mobility initiatives and for the design of public policies that account for differences in individual preferences. |
| Keywords: | Prospect theory; Active school travel; Sustainable mobility; Contingent Valuation Method |
| JEL: | D91 R41 Q56 H41 I28 |
| Date: | 2026–10 |
| URL: | https://d.repec.org/n?u=RePEc:srt:wpaper:1426 |
| By: | Salomé Pinel (LAET - Laboratoire Aménagement Économie Transports - UL2 - Université Lumière - Lyon 2 - ENTPE - École Nationale des Travaux Publics de l'État - CNRS - Centre National de la Recherche Scientifique, Arcadis); Nathalie Havet (LAET - Laboratoire Aménagement Économie Transports - UL2 - Université Lumière - Lyon 2 - ENTPE - École Nationale des Travaux Publics de l'État - CNRS - Centre National de la Recherche Scientifique, LSAF - Laboratoire de Sciences Actuarielle et Financière - UCBL - Université Claude Bernard Lyon 1 - Université de Lyon) |
| Abstract: | Participatory governance, seen as a key lever to guide and legitimize public action in urban planning and mobility, is at the heart of French Metropolitan Regional Express Services (SERM) projects. However, their specificities - service-oriented, multimodal, multiscale and multistakeholder - make their planning more complex, without a theoretical or operational framework being clearly established. This article sheds light on these issues through a critical review of participatory approaches in railway transport planning, whether mandatory or voluntary. It also relies on an in-depth analysis of the Clermont-Auvergne SERM, where focus groups and mapping tools are evaluated for their contribution to co-design. Our review shows that participatory approaches for infrastructure planning, whether mandatory or voluntary, often remain limited to top-down information sharing, with weak integration into project engineering. Voluntary approaches to service planning seem better suited but are rare. For SERM-type projects, despite tools better suited to capture service dynamics and territorial complexity, participation remains uneven and poorly integrated into decision-making. The case study highlights the value of an anticipated, progressive and visual approach, promoting iteration, understanding of the issues, and co-construction of proposals. It also reveals the persistent limitations of innovative geo-governance approaches that hinder co-design: lack of inclusion, weak appropriation, and absence of methodological framework. The proposed recommendations aim to structure an active, reproducible participatory method tailored to multicriteria criteria planning of complex services like SERM, within a dynamic of cross-fertilization between research and action to realize the participatory ambition. |
| Abstract: | La gouvernance participative, perçue comme levier clé pour orienter et légitimer l'action publique en matière d'aménagement et de mobilité, est au cœur des projets français de Services express régionaux métropolitains (SERM). Pourtant, leurs spécificités – servicielle, multimodale, multiéchelle et multiacteur – complexifient leur planification, sans qu'un cadre théorique ou opérationnel soit clairement établi. Cet article éclaire ces enjeux par une revue critique des approches participatives dans la planification du transport ferroviaire, qu'elles soient obligatoires ou facultatives. Il s'appuie aussi sur une analyse fine du SERM Clermont-Auvergne, où focus groups et outils cartographiques sont évalués pour leurs apports à la co-conception. Notre revue montre que les démarches participatives pour la planification d'infrastructures restent souvent cantonnées à une information descendante, moyennant une faible articulation avec l'ingénierie de projet. Les démarches volontaires pour la planification de services semblent mieux adaptées mais sont rares. Pour les projets de type SERM, malgré des outils plus appropriés pour saisir les logiques de services et la complexité territoriale, la participation reste hétérogène et peu intégrée aux décisions. L'étude de cas souligne l'intérêt d'une démarche anticipée, progressive et visuelle, favorisant l'itération, la compréhension des enjeux et la co-construction des propositions. Elle révèle aussi les limites persistantes des démarches innovantes de géo-gouvernance freinant la co-conception : déficit d'inclusion, faible appropriation et manque de cadrage méthodologique. Les recommandations proposées visent à structurer une méthode participative active, reproductible et adaptée aux planifications multicritères de services complexes comme les SERM, dans une dynamique de fertilisation croisée entre recherche et action pour concrétiser l'ambition participative. |
| Keywords: | Rail services conception, Participatory approach, SERM, Public participation, Participatory geographic information systems (PGIS), Participation citoyenne, Systèmes d'information géographique participatifs, Démarche participative, Scénarisation d'offre ferroviaire |
| Date: | 2026–10–07 |
| URL: | https://d.repec.org/n?u=RePEc:hal:journl:hal-05189756 |
| By: | Ertian Chen; Lichao Chen; Lars Nesheim |
| Abstract: | The European Union Emissions Trading System is set to substantially increase the effective carbon price faced by airlines. We estimate a two-stage model of airline competition with endogenous product entry, direct departure frequencies, and pricing. Impacts are highly asymmetric across carrier types and market segments. Consumer surplus declines by up to 34% overall and up to 95% in medium- and long-haul markets. Short-haul markets gain welfare as airlines reallocate capacity toward shorter routes. Airline profits decline by 1–42%, but carbon tax revenue of $1.9–2.9 billion and the social value of avoided emissions of $2.7–4.0 billion more than offset private-surplus losses. |
| Date: | 2026–10–28 |
| URL: | https://d.repec.org/n?u=RePEc:azt:cemmap:20/26 |
| By: | Jonathan Garson (CREST - Centre de Recherche en Économie et Statistique - ENSAI - Ecole Nationale de la Statistique et de l'Analyse de l'Information [Bruz] - Groupe ENSAE-ENSAI - Groupe des Écoles Nationales d'Économie et Statistique - X - École polytechnique - IP Paris - Institut Polytechnique de Paris - ENSAE Paris - École Nationale de la Statistique et de l'Administration Économique - Groupe ENSAE-ENSAI - Groupe des Écoles Nationales d'Économie et Statistique - IP Paris - Institut Polytechnique de Paris - CNRS - Centre National de la Recherche Scientifique); Clément Malgouyres (CREST - Centre de Recherche en Economie et Statistique [Bruz] - ENSAI - Ecole Nationale de la Statistique et de l'Analyse de l'Information [Bruz] - Groupe ENSAE-ENSAI - Groupe des Écoles Nationales d'Économie et Statistique, PSE - Paris School of Economics - UP1 - Université Paris 1 Panthéon-Sorbonne - ENS-PSL - École normale supérieure - Paris - PSL - Université Paris Sciences et Lettres - EHESS - École des hautes études en sciences sociales - ENPC - École nationale des ponts et chaussées - CNRS - Centre National de la Recherche Scientifique - INRAE - Institut National de Recherche pour l’Agriculture, l’Alimentation et l’Environnement, IPP - Institut des politiques publiques); Maxime Tô (IPP - Institut des politiques publiques, CREST - Centre de Recherche en Économie et Statistique - ENSAI - Ecole Nationale de la Statistique et de l'Analyse de l'Information [Bruz] - Groupe ENSAE-ENSAI - Groupe des Écoles Nationales d'Économie et Statistique - X - École polytechnique - IP Paris - Institut Polytechnique de Paris - ENSAE Paris - École Nationale de la Statistique et de l'Administration Économique - Groupe ENSAE-ENSAI - Groupe des Écoles Nationales d'Économie et Statistique - IP Paris - Institut Polytechnique de Paris - CNRS - Centre National de la Recherche Scientifique, IFS - Laboratory of the Institute for Fiscal Studies - Institute for Fiscal Studies); Corentin Trevien (INSEE - Institut national de la statistique et des études économiques (INSEE), CREST - Centre de Recherche en Économie et Statistique - ENSAI - Ecole Nationale de la Statistique et de l'Analyse de l'Information [Bruz] - Groupe ENSAE-ENSAI - Groupe des Écoles Nationales d'Économie et Statistique - X - École polytechnique - IP Paris - Institut Polytechnique de Paris - ENSAE Paris - École Nationale de la Statistique et de l'Administration Économique - Groupe ENSAE-ENSAI - Groupe des Écoles Nationales d'Économie et Statistique - IP Paris - Institut Polytechnique de Paris - CNRS - Centre National de la Recherche Scientifique, IPP - Institut des politiques publiques) |
| Abstract: | This paper examines the effects of Low-Emission Zones (LEZs) on vehicle fleet composition and car market dynamics in France. We find that LEZs encourage the early replacement of older and more polluting vehicles with cleaner alternatives. This effect, however, remains small relative to the natural renewal of the fleet, as older vehicles gradually become obsolete and are replaced by newer ones. Adjustments occur primarily at the point of purchase, rather than through accelerated scrappage or earlier vehicle replacement. Anticipatory responses are pronounced, reflecting forward-looking behavior in a context of early policy announcements, despite limited enforcement. |
| Abstract: | Cet article examine les effets des zones à faibles émissions (ZFE) sur la composition du parc automobile et le marché automobile en France. Nous montrons que les ZFE favorisent le remplacement anticipé des véhicules anciens et plus polluants par des alternatives moins polluantes. Cet effet reste toutefois limité par rapport au renouvellement tendanciel du parc, lié au remplacement progressif des véhicules anciens devenus obsolètes par des véhicules plus récents. Les ajustements se produisent principalement au moment de l'achat, plutôt que par une augmentation des mises au rebut ou un remplacement plus précoce des véhicules. Les réactions d'anticipation sont marquées et les ménages adaptent leurs comportements d'achat dès l'annonce, souvent plusieurs années à l'avance, de la mise en place des ZFE, malgré des sanctions limitées. |
| Keywords: | Low emission zones, local pollution, driving restrictions, Zones à faibles émissions, pollution locale, restrictions de circulation |
| Date: | 2026–08–26 |
| URL: | https://d.repec.org/n?u=RePEc:hal:ipppap:hal-05805477 |
| By: | Sajad Askari; Nebiyou Tilahun; David Levinson (TransportLab, School of Civil Engineering, University of Sydney) |
| Abstract: | Although speed cameras are widely documented to reduce speeds and improve road safety, less is known about how jurisdictions decide where to place them and whether placement aligns with stated safety and equity goals. This study examines speed camera location decisions in Chicago. We compare selected camera sites with legally eligible but non-selected candidate sites within school and park safety zones, and analyze how crash history, nearby child population share, neighborhood socio-demographics, political engagement, and roadway-user composition are associated with camera placement. Models are estimated using the full eligible-site sample, a propensity-score matched sample, and a stricter caliper-matched sample. The results show that crash history and nearby child population share are the strongest predictors of camera installation. After accounting for these safety-related criteria, camera placement is negatively associated with neighborhood poverty and population density. Tract racial composition is not a robust predictor of camera placement, while roadway-user composition and voter turnout show less stable associations across specifications. Overall, the findings suggest that Chicago's initial speed camera deployment was largely aligned with stated safety criteria. However, the negative association between poverty and camera placement points to a safety-equity tradeoff. Municipalities should ensure that efforts to reduce fine burdens in disadvantaged areas do not leave high-risk locations without other safety interventions. |
| Keywords: | Automated traffic enforcement, Speed camera, Camera site selection, Propensity score matching, Safety |
| JEL: | R40 |
| Date: | 2026 |
| URL: | https://d.repec.org/n?u=RePEc:nex:wpaper:paper-2026-24 |