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on Transport Economics |
| By: | Fukushige, Tatsuya MS; Fitch, Dillon T. PhD; Mohiuddin, Hossain MS; Andersen, Hayden BS; Jenn, Alan PhD |
| Abstract: | While micromobility services (e.g., bikeshare, e-bike share, e-scooter share) hold great potential for providing clean travel, estimating the effects of those services on vehicle miles traveled and reducing greenhouse gases is challenging. To address some of the challenges, this study examined survey, micromobility, and transit data collected from 2017 to 2021 in approximately 20 U.S. cities. Micromobility fleet utilization ranged widely from 0.7 to 12 trips per vehicle per day, and the average trip distance was 0.8 to 3.6 miles. The median (range) rates at which micromobility trips substituted for other modes were 41% (16–71%) for car trips, 36% (5–48%) for walking, and 8% (2–35%) for transit, 5% (2–42%) for no trip. In most cities, the mean actual trip distance was approximately 1.5 to 2 times longer than the mean distance of a line connecting origin to destination. There was a weak and unclear connection between micromobility use and transit use that requires further study to more clearly delineate, but micromobility use had a stronger positive relationship to nearby rail use than to nearby bus use in cities with rail and bus service. The COVID-19 pandemic led to more moderate declines in docked than in dockless bike-share systems. Metrics that would enable better assessment of the impacts of micromobility are vehicle miles traveled and emissions of micromobility fleets and their service vehicles, and miles and percentage of micromobility trips that connect to transit or substitute for car trips. |
| Keywords: | Engineering, Micromobility, sustainable transportation, public transit, travel behavior, mode choice, performance metrics, COVID-19 |
| Date: | 2022–05–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt2pk6t2cz&r= |
| By: | Cathrine Hagem; Snorre Kverndokk; Eric Nævdal; Knut Einar Rosendahl |
| Abstract: | Abatement can be performed by measures that have an impact on present emissions, but no lasting effect, and by long-lived infrastructure investments. We study the optimal combination of short and long-lived options for reducing greenhouse gas (GHG) emissions, by specifying abatement cost functions depending on abatement from these two options. Electrification of the transport sector is used as an example. A transition from internal combustion engines vehicles (ICEVs) to electric vehicles (EVs) can be incentivized by both subsidies on purchases of EVs and increased density of fast chargers. Subsidizing the purchase of EVs only leads to emissions reductions in the next few years (static option), whereas investment in infrastructure also will reduce abatement costs in several years to come (dynamic option). We find that the present marginal abatement cost of the dynamic alternative exceeds the costs of static abatement in optimum, thus the dynamic option may be profitable even if it is more expensive. A higher expected abatement cost in later periods most likely makes it even more profitable to use the dynamic policy instrument. This framework is used for a numerical study on electrification of the transport sector in Norway. The numerical simulations confirm the results of the theory model. Flexibility in the domestic target over time and the presence of an international permit market affect the combination of static and dynamic abatement. This stresses the importance of early and time consistent plans for international regulations of GHG emissions. |
| Keywords: | emissions permit market, infrastructure investments, electric vehicles |
| JEL: | C63 H21 Q54 R42 |
| Date: | 2022 |
| URL: | http://d.repec.org/n?u=RePEc:ces:ceswps:_9735&r= |
| By: | Merkel, Axel (Swedish National Road & Transport Research Institute (VTI)); Lindgren, Samuel (Swedish National Road & Transport Research Institute (VTI)) |
| Abstract: | The objective of this paper is to provide empirical insights into how shipowners’ fleet deployment decisions are affected by changes in vessel-specific voyage costs. Voyage cost components which are fixed with respect to sailed distance, e.g., port charges or other infrastructure fees, may significantly influence the competitiveness of a maritime transport service, for instance if the level of such costs necessitate a very high degree of capacity utilization. We investigate empirically the effect of charges on the deployment and utilization of vessels in short-sea shipping by using the most recent reform of the Swedish fairway dues system as a natural experiment. Exploiting a stepwise differentiation of fees with respect to size, we utilize a regression discontinuity approach to elicit plausibly causal effects of increased fees on the deployment and utilization of vessels. The results show that increased voyage costs in the form of raised charges lead to affected vessels being deployed on fewer calls but with a slightly higher degree of capacity utilization. Heterogeneity analyses reveal estimates for port calls are larger for small shipowners and for vessels in high-frequency traffic. Overall, the results of the study highlight that charges levied on ships affect the supply structure of short-sea shipping by inducing shipowners to mitigate increased costs through adjusted deployment strategies. |
| Keywords: | Short-sea shipping; Capacity utilization; Fleet deployment; Regression discontinuity; Infrastructure pricing |
| JEL: | C36 R40 R41 R48 |
| Date: | 2022–05–09 |
| URL: | http://d.repec.org/n?u=RePEc:hhs:vtiwps:2022_003&r= |
| By: | Geoff Boeing; William Riggs |
| Abstract: | Planning scholars have identified economic, safety, and social benefits of converting one-way streets to two-way. Less is known about how conversions could impact vehicular distances traveled - of growing relevance in an era of fleet automation, electrification, and ride-hailing. We simulate such a conversion in San Francisco, California. We find that its current street network's average intra-city trip is about 1.7% longer than it would be with all two-way streets, corresponding to 27 million kilometers of annual surplus travel. As transportation technologies evolve, planners must consider different facets of network efficiency to align local policy and street design with sustainability and other societal goals. |
| Date: | 2022–04 |
| URL: | http://d.repec.org/n?u=RePEc:arx:papers:2204.10944&r= |
| By: | Frédéric Cherbonnier (TSE - Toulouse School of Economics - UT1 - Université Toulouse 1 Capitole - Université Fédérale Toulouse Midi-Pyrénées - EHESS - École des hautes études en sciences sociales - CNRS - Centre National de la Recherche Scientifique - INRAE - Institut National de Recherche pour l’Agriculture, l’Alimentation et l’Environnement); David J. Salant; Karine van der Straeten (TSE - Toulouse School of Economics - UT1 - Université Toulouse 1 Capitole - Université Fédérale Toulouse Midi-Pyrénées - EHESS - École des hautes études en sciences sociales - CNRS - Centre National de la Recherche Scientifique - INRAE - Institut National de Recherche pour l’Agriculture, l’Alimentation et l’Environnement, CNRS - Centre National de la Recherche Scientifique) |
| Abstract: | An auction of transport capacity can only roll forward if competitive bidders show up at the start. To characterize bidding behavior, we develop a model with a single incumbent potentially in competition with a single challenger; should the challenger obtain slots, the two firms will engage post-auction in capacity con-strained price competition. We show how the auction structure, that is, whether the slots are auctioned one at a time, and if not, how they are packaged affects the outcome. Our key finding is that the division of the available slots into tranches can significantly affect the outcome of the auction. Absent any set-asides, a single auc-tion for all the slots will almost certainly be won by an incumbent. Set-asides can enable the challenger to win one or more packages of slots. Further, when the slots are split up, and auctioned one-at-a-time or in batches, a challenger's prospects improve significantly, and no longer rely only on set-asides. The implications of our analysis are (a) the outcome will depend crucially on auction design decisions,(b) set-asides for challengers can help and (c) an auction that results in successful entry by challengers may result in reduced auction revenues and industry profits. |
| Keywords: | Rail transportation,Open access,Auctions,Regulation |
| Date: | 2022–04–04 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:hal-03629619&r= |
| By: | Alicia Garcia-Herrero (Chief Economist for Asia Pacific at Natixis; Institute for Emerging Market Studies, Hong Kong University of Science and Technology) |
| Abstract: | Why so much attention is being paid to electric vehicles (EVs) in the green transition? The main reason is that the technology already exists to help governments reduce emissions as at reasonable costs. By pushing the shift towards EVs, governments can buy time to develop the technology to reduce emissions in other sectors at a reasonable cost. A second reason is that the EV sector offers a great industrial opportunity, not only for those who have traditionally produced cars but also for newcomers. Who is leading the race? The EU and China are so far leading but in different ways. The EU was the first to encourage the demand for sustainable cars, and to a lesser extent to produce them. China encourages productions with subsidies and is expected to benefit from the huge potential demands Alicia Garcia Herrero Adjunct Professor for Science and Technology at HKUST Senior Research Fellow at BRUEGEL The Future of Electric Vehicles in Asia from Asia. China also leads in battery components and controls the supply of related raw materials. The more batteries become a bottleneck to production, the more China can lead the race. Can the EV industry become another geopolitical battlefield? Components for EV batteries could easily become another geopolitical standoff and, possibly, a new bottleneck in the global supply chain. Countries that have benefited from Europe's leadership position in the automotive sector need to get their act together by starting production and ensuring the supply of their components. As for Asia ex-China, it is time to think of stepping up production of EVs and batteries to avoid excessive reliance on Chinese exports. |
| Date: | 2022–05 |
| URL: | http://d.repec.org/n?u=RePEc:hku:briefs:202264&r= |
| By: | RADICS Miklos (European Commission - JRC); CHRISTIDIS Panayotis (European Commission - JRC) |
| Abstract: | This report presents the results of an analysis on mobility related consequences of the COVID-19 pandemic and the applied restricting measures in Spain covering the period of March 1, 2020 – October 1, 2021. The analysis focuses on how the number of trips changed on national, autonomous community and provincial levels as well as on the potential causes behind the changes. Multiple open mobility data sources were used that describe the evolution of the number of trips published by the Spanish Ministry of Transport and tech companies. Results show that due to the unpredictable consequences of the coronavirus disease and strict governmental responses, the number of trips dropped drastically in all Spanish autonomous communities to 40-50 % compared pre-pandemic levels after the first state of alarm was introduced in March 2020. After hard lockdown was lifted, mobility levels gradually returned to 70-80% compared to the baseline level regardless of the number of coronavirus infections and deaths of the subsequent waves of infection that exceeded the first wave. The pandemic brought significant changes in the individual behaviour that also has an impact on trip demand and distribution. Although the second state of alarm ended in May 2021, and since then only minor restrictions influence mobility, after 1.5 years of pandemic public transport is still underperforming and teleworking levels are higher compared to the pre-pandemic situation in major Spanish cities. |
| Keywords: | COVID-19 |
| Date: | 2022–04 |
| URL: | http://d.repec.org/n?u=RePEc:ipt:iptwpa:jrc128451&r= |
| By: | Beshir, H.A.;; Fichera, E.; |
| Abstract: | Air pollution is a global concern for its negative externalities on the climate, but also on the healthcare sector and human capital accumulation. Yet, there is scant evidence on the effectiveness of clean air transport policies. In this study we investigate the effects of London’s Low Emission Zone (LEZ) and Ultra-Low Emission Zone (ULEZ) on health and well-being. We exploit the temporal and spatial variation of these policies, implemented in Greater London (LEZ) and Central London (ULEZ) in 2008 and 2019, respectively. Using a difference-in-differences approach and linked survey and administrative data, we find LEZ has significantly reduced PM10 by 12% of the baseline mean and ULEZ has reduced both NO2 by 12.4% and PM10 by 27%. We also show improvements in health with LEZ reducing limiting health problems by 7%, COPD by 14.5% and sick leave by 17%; and ULEZ reducing number of health conditions by 22.5%, anxiety by 6.5%, and sick leave by 18%. A back of the envelope cost-benefit analysis indicates savings for £963.7M for the overall population. |
| Keywords: | air pollution; well-being; low emission zones; |
| JEL: | I25 J1 O12 |
| Date: | 2022–05 |
| URL: | http://d.repec.org/n?u=RePEc:yor:hectdg:22/09&r= |
| By: | Tien Mai; The Viet Bui; Quoc Phong Nguyen; Tho V. Le |
| Abstract: | This work concerns the estimation of recursive route choice models in the situation that the trip observations are incomplete, i.e., there are unconnected links (or nodes) in the observations. A direct approach to handle this issue would be intractable because enumerating all paths between unconnected links (or nodes) in a real network is typically not possible. We exploit an expectation-maximization (EM) method that allows to deal with the missing-data issue by alternatively performing two steps of sampling the missing segments in the observations and solving maximum likelihood estimation problems. Moreover, observing that the EM method would be expensive, we propose a new estimation method based on the idea that the choice probabilities of unconnected link observations can be exactly computed by solving systems of linear equations. We further design a new algorithm, called as decomposition-composition (DC), that helps reduce the number of systems of linear equations to be solved and speed up the estimation. We compare our proposed algorithms with some standard baselines using a dataset from a real network and show that the DC algorithm outperforms the other approaches in recovering missing information in the observations. Our methods work with most of the recursive route choice models proposed in the literature, including the recursive logit, nested recursive logit, or discounted recursive models. |
| Date: | 2022–04 |
| URL: | http://d.repec.org/n?u=RePEc:arx:papers:2204.12992&r= |