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on Transport Economics |
| By: | Rodier, Caroline; Kaddoura, Ihab; Chai, Huajun |
| Abstract: | The research team used the Los Angeles MATSim model to evaluate the travel, greenhouse gas(GHGs), and equity impacts of single-and multiple-passenger automated taxi scenarios, including free transit fares and a VMT tax. The results indicate that automated taxis increase VMT by about 20 percent across scenarios, and automated taxis mode shares more than offset reductions in personal vehicle travel. The automated taxi-only scenario also reduces transit travel by about 50 percent, but the addition of free transit fares reversed this decline and increased transit use somewhat. New empty passenger automated taxi travel compounds the impact of mode shifts in these scenarios and further increases vehicle travel. There is a slight change in mean vehicles speeds across all scenarios. When automated taxis are not battery electric vehicles (BEVs), GHG emissions increase from 16 to 18 percent across scenarios. However, GHGs decline by 23 to 26 percent when automated taxis are BEVs. The equity analysis shows that the automated taxis scenarios provide more accessibility benefits for travelers in three low-income classes than total benefits and benefits for the middle-and high-income travelers. The addition of free transit to the shared automated taxis-only scenario dramatically increases low-income benefits. The VMT tax eliminates almost all of the benefits from the automated taxi and free transit scenarios and creates losses for all three low-income groups. View the NCST Project Webpage |
| Keywords: | Engineering, Social and Behavioral Sciences, Automated vehicles, ridehailing, pooled ridehailing, free transit, distance-based road charges, travel and equity impact |
| Date: | 2022–01–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt01g0w1gj&r= |
| By: | Kohn, Eben; Huang, Christopher; Kong, Nathaniel; Hardman, Scott |
| Keywords: | Social and Behavioral Sciences, electric vehicle, plug-in hybrid vehicle, incentive, policy |
| Date: | 2022–01–11 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt0tn2p4x6&r= |
| By: | Brita Bye; Kevin R. Kaushal; Orvika Rosnes; Karen Turner; Hidemichi Yonezawa (Statistics Norway) |
| Abstract: | Transportation is one of the main contributors to greenhouse gas emissions. Climate regulations on transportation are often a mix of sector-specific regulations and economy-wide measures (such as emission pricing). In this paper we analyse the effects on economic welfare, abatement costs and emissions of such interacting and partly overlapping climate regulations for private transportation. Our focus is on Norway, a nation where high taxation of conventional fossil-fuelled cars has paved the floor for another pillar of climate policies: promotion of electric vehicles (EVs) in private transport. Our contribution to the literature is two-fold. First, we analyse the costs and impacts of the partly overlapping climate regulations in transportation – the cap on domestic non-ETS emissions and the goal of all new cars for private households being EVs – focussing on the outcome in 2030 in Norway. Second, we respond to an important gap in the literature through a methodological development in economy-wide computable general equilibrium (CGE) approaches for climate policy by introducing EV technologies as an explicit transport equipment choice for private households. We find that, for the case of Norway, combining a specific EV target with policy to cap emissions through a uniform carbon price triples the welfare costs. |
| Keywords: | Climate policy; carbon pricing; green transport policies; overlapping regulations; modelling electric vehicles; CGE-model |
| JEL: | C68 H23 Q54 Q58 |
| Date: | 2021–12 |
| URL: | http://d.repec.org/n?u=RePEc:ssb:dispap:972&r= |
| By: | Jung, Heejung; Johnson, Kent C; Lopez, Brenda |
| Abstract: | Contribution of brake particle emissions to ambient PM2.5 is increasing. Previous studies focused on determination of brake emission rate from lab testing and so it lacks brake activity of real world conditions. The study aimed to establish a test method to determine brake activity of a heavy-duty vehicle. Brake parameters and vehicle parameters were measured during two chassis cycles and two on-road test tests. Brake activity was quantified with brake pressure signal as the first indicator and vehicle speed as the second indicator. Temperature increase was related to the kinetic loss of the vehicle and cooling and heating of brake pad was repeated during on road test. Resulting brake activity was presented in the form of histogram. Future test should use shorter copper cap for thermocouple to better sense friction surface temperature. It is recommended to measure both activity and emissions during on-road test so that a better relationship can be established between brake activity and brake particle emissions. View the NCST Project Webpage |
| Keywords: | Engineering, Heavy-duty vehicle, brake activity |
| Date: | 2022–01–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt4k35g4c0&r= |
| By: | Salgado, Edgar (Inter-American Development Bank); Mitnik, Oscar A. (Inter-American Development Bank) |
| Abstract: | Driving restrictions are popular interventions in rapidly urbanizing developing countries. Their relatively inexpensive implementation appeals to the pressing need to reduce traffic congestion and pollution. Their effectiveness however, remains contested. Using high frequency data from the community-based driving directions app Waze, we evaluate the causal effect on traffic congestion of Lima's Pico y Placa driving restriction policy introduced in 2019. We find small improvements in traffic congestion for the policy's directly targeted areas. However, those improvements are offset by time and spatial spillovers in the opposite direction in the aggregate. Speed improved by 2 percent during the early weeks of the intervention, but this effect disappeared 16 weeks after the start of the policy. Moreover, traffic conditions worsened in adjacent areas and in hours outside the time schedule of the policy. In the aggregate, accounting for time and spatial spillovers, a simulation exercise suggests that overall welfare declined by 2 percent, mostly driven by the extensive margin (more roads becoming congested) outside the direct areas and hours targeted by the policy. The policy seems not only to have failed to achieve its intended benefits in terms of congestion, but also probably caused increases in traffic-related pollution. These results highlight the need for policy makers to take into account the overall impacts of driving restrictions policies before implementing them. |
| Keywords: | driving restrictions, congestion spillovers, welfare impacts |
| JEL: | H41 Q58 R41 R48 |
| Date: | 2021–12 |
| URL: | http://d.repec.org/n?u=RePEc:iza:izadps:dp14932&r= |
| By: | Nicolas Koch (Mercator Research Center for Global Commons and Climate Change (MCC), EUREF Campus 19, 10829 Berlin, Germany; Institute of Labor Economics (IZA), Schaumburg-Lippe-Straße 5–9, 53113 Bonn, Germany); Nolan Ritter (Mercator Research Center for Global Commons and Climate Change (MCC), EUREF Campus 19, 10829 Berlin, Germany); Alexander Rohlf (Mercator Research Center for Global Commons and Climate Change (MCC), EUREF Campus 19, 10829 Berlin, Germany); Francesco Scarazzato (Department of Economics, Vienna University of Economics and Business) |
| Abstract: | This paper investigates whether the world’s most mature electric vehicle (EV) market in Norway has overcome critical mass constraints and can achieve sustainable long-term equilibria without subsidies. We estimate a structural model that allows for multiple equilibria emerging from the interdependence between EV demand and charging station supply. We first estimate the resulting indirect network effects using an instrumental variable approach. Then, we simulate long-term market outcomes for each of the 422 Norwegian municipalities. We find that almost 20% of all municipalities faced critical mass constraints in the earliest stage of the market. Half of them are effectively trapped in a zero-adoption equilibrium. However, in the maturing market, all municipalities have passed critical mass. Overall, about 60% of the Norwegian population now lives in municipalities with a high-adoption equilibrium, even if subsidies were removed. This suggests that critical mass constraints do no longer justify the provision of subsidies. |
| Keywords: | electric vehicles, network externalities, critical mass, subsidies |
| JEL: | H23 L62 Q48 Q58 R48 |
| Date: | 2021–12 |
| URL: | http://d.repec.org/n?u=RePEc:wiw:wiwwuw:wuwp317&r= |
| By: | Luis Delgado; G\'erald Gurtner; Tatjana Boli\'c; Lorenzo Castelli |
| Abstract: | The development of trajectory-based operations and the rolling network operations plan in European air traffic management network implies a move towards more collaborative, strategic flight planning. This opens up the possibility for inclusion of additional information in the collaborative decision-making process. With that in mind, we define the indicator for the economic risk of network elements (e.g., sectors or airports) as the expected costs that the elements impose on airspace users due to Air Traffic Flow Management (ATFM) regulations. The definition of the indicator is based on the analysis of historical ATFM regulations data, that provides an indication of the risk of accruing delay. This risk of delay is translated into a monetary risk for the airspace users, creating the new metric of the economic risk of a given airspace element. We then use some machine learning techniques to find the parameters leading to this economic risk. The metric is accompanied by an indication of the accuracy of the delay cost prediction model. Lastly, the economic risk is transformed into a qualitative economic severity classification. The economic risks and consequently economic severity can be estimated for different temporal horizons and time periods providing an indicator which can be used by Air Navigation Service Providers to identify areas which might need the implementation of strategic measures (e.g., resectorisation or capacity provision change), and by Airspace Users to consider operation of routes which use specific airspace regions. |
| Date: | 2021–12 |
| URL: | http://d.repec.org/n?u=RePEc:arx:papers:2112.11263&r= |
| By: | Jafari Kang, Masood; Mobtahej, Pooyan; Sedaghat, Atefe; Hamidi, Maryam |
| Abstract: | In recent decades, freight transportation systems have been developed rapidly. This development leads to using various policies to enhance system utilization. The studies show that an optimized policy related to space allocation benefits the shareholders in freight transportations. The objective of space allocation problems is to find the best arrangement of cargos in warehouse cells to meet the problem aims. In this paper, inspired by the Office Space Allocation problem, we developed a novel model to minimize the handling costs and to maximize available spaces for the next arriving cargo. We first formulate the optimization model and discuss various constraints. We then present an approach to solve the proposed model. Lastly, we analyze a numerical example derived from the data of Port of Beaumont to illustrate the efficiency of the model. |
| Keywords: | Freight Transportation, System Utilization, Space Allocation Problems, Warehouse, Cargo |
| JEL: | C61 L91 R41 |
| Date: | 2021–11–18 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:111372&r= |
| By: | Gábor Túry (Institute of World Economics, Centre for Economic and Regional Studies, ELRN) |
| Abstract: | Industry trends in recent years have confirmed that the production of electric vehicles in Europe will expand at an unprecedented rate in the coming years. Corporate strategies and new models also reinforce this statement: while maintaining traditional internal combustion propulsion, manufacturers are focusing on the production of electric vehicles. In addition to the emergence of new players, this raises a number of questions about the future and composition of the current supplier system. This working paper examines the role of Japanese automotive companies, focusing on the extent to which electromobility is changing their role in the supply chain. Taking into account short and medium term supply chain and industry trends and the expectations of automotive companies, there are three main factors that will determine the prospects for Japanese suppliers producing in Europe. Declining European production, changing type and quantity of components needed, and last but not least the different strategy of the OEMs and the European support system can displace the overseas companies. |
| Keywords: | Central Europe, automotive industry, electromobility |
| JEL: | L23 L62 O33 |
| Date: | 2021–12 |
| URL: | http://d.repec.org/n?u=RePEc:iwe:workpr:265&r= |