|
on Transport Economics |
| By: | Xize Wang; John L. Renne |
| Abstract: | Using the 2017 National Household Travel Survey (NHTS), this study analyzes America's urban travel trends compared with earlier nationwide travel surveys, and examines the variations in travel behaviors among a range of socioeconomic groups. The most noticeable trend for the 2017 NHTS is that although private automobiles continue to be the dominant travel mode in American cities, the share of car trips has slightly and steadily decreased since its peak in 2001. In contrast, the share of transit, non-motorized, and taxicab (including ride-hailing) trips has steadily increased. Besides this overall trend, there are important variations in travel behaviors across income, home ownership, ethnicity, gender, age, and life-cycle stages. Although the trends in transit development, shared mobility, e-commerce, and lifestyle changes offer optimism about American cities becoming more multimodal, policymakers should consider these differences in socioeconomic factors and try to provide more equitable access to sustainable mobility across different socioeconomic groups. |
| Date: | 2023–03 |
| URL: | http://d.repec.org/n?u=RePEc:arx:papers:2303.04812&r=tre |
| By: | Gessner, Johannes; Habla, Wolfgang; Wagner, Ulrich J. |
| Abstract: | In a field experiment with 341 participants, we study whether social comparisons, either in isolation or in combination with a climate-related moral appeal, can change the use of public and car-related transportation. We do so in the context of a mobility budget offered to employees of a large German company as an alternative to a company car. The budget can be used to pay for both leisure and commuting trips, and for various modes of transport. Behavioral interventions in this setting are of particular interest, since companies are constrained to significantly alter financial benefits to employees yet strive to lower carbon emissions via a shift to low-emission transport modes. We find strong evidence for a reduction in car-related mobility in response to the combined treatment, driven by reduced expenditures for taxi and UBER rides. This is accompanied by substitution towards micromobility, but not towards public transport. Furthermore, we do not find any effects of the social comparison alone. Our results demonstrate that norm-based nudges are able to change transportation behavior, at least temporarily. |
| Keywords: | mobility behavior, randomized experiment, nudging, descriptive norm, injunctive norm, social norms, moral appeal, habit formation |
| JEL: | C93 D04 D91 L91 |
| Date: | 2023 |
| URL: | http://d.repec.org/n?u=RePEc:zbw:zewdip:23003&r=tre |
| By: | Ouassim Manout (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); Azise Oumar Diallo (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); Thibault Gloriot |
| Abstract: | In many cities, shared micromobility services (SMMS) have become popular. These services contribute to the popularity of car-alternative mobility by promoting the use of micro-vehicles. Bike-sharing and escooter-sharing systems are examples of these services. Despite their potential, SMMS are still marginal. To unlock this full potential, there is a need to comprehend the implications of the introduction strategies of SMMS on the adoption, use, and profitability of these services. This paper investigates the implications of the size of the fleet and pricing of shared bikes and escooters. This research relies on an agent-based transport simulation framework of Lyon, France. The results show that despite their actual marginal share, SMMS have a non negligible growth potential in Lyon. This potential is actually unfulfilled due to sub-optimal pricing and fleet size strategies. More optimal strategies from the point of view of service providers and customers are discussed in the paper. |
| Keywords: | Shared micromobility services, E-scooter, Bike-sharing, Pricing, Fleet size, Agent-based |
| Date: | 2023–03–07 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:hal-04017908&r=tre |
| By: | Jussila Hammes, Johanna (Swedish National Road & Transport Research Institute (VTI)); Johansson, Magnus (Swedish National Road & Transport Research Institute (VTI)) |
| Abstract: | Increasing climate ambitions mean that emissions of greenhouse gases, even from the aviation sector, must fall. The purpose of this study has been to contribute to this development by doing a benefit-cost analysis of all-electric aviation (AEA). We define AEA as battery-driven aviation without a combustion engine or fuel cell on board. Since the technology only exists in very small scale today, much of the work has been to find guestimates of the costs. However, we have been able to build on very good data on all take-offs and landings in Sweden year 2019. On the other hand, the data we have had on ticket prices is very poor. Based on the available data, we have estimated supply and demand functions for conventional flight in 2019. These estimates have been used to calculate the producer and consumer surpluses from flight, both in 2019, in the business-as-usual using sustainable aviation fuels (SAFs), and for AEAs, the latter two in 2030, 2040, and 2050, respectively. The results indicate that at least from 2040 onwards, with the introduction of larger aircraft with the capacity of up to 100 passengers and a range of 650 km, AEAs will be commercially viable on many, if not all routes studied. AEAs seem to have a higher producer surplus than conventional, SAF-driven aircraft. Since AEAs, at least in 2030 and 2040 are slower than conventional aircraft, the consumer surplus falls given fixed ticket prices. We also calculate the benefits from reduced high-altitude effects, which gives a measure of the societal benefits from AEA and thus an indication of how much public funds that could be invested in airport infrastructure for AEAs. We recommend that investments for AEA infrastructure start from a few airports and are expanded over time. The only further policy we recommend is R&D subsidies for AEA and battery technology development. No other policy instruments seem to be necessary to get AEAs to fly. |
| Keywords: | All-electric aviation; Benefit-cost analysis; Regional flight; Sweden |
| JEL: | D61 D62 R41 |
| Date: | 2023–03–28 |
| URL: | http://d.repec.org/n?u=RePEc:hhs:vtiwps:2023_003&r=tre |
| By: | Guillaume Monchambert (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) |
| Abstract: | This paper investigates pricing decisions when a monopolistic multi-sided platform is myopic, that is unable to distinguish between two agents who participate on the same side of the platform but produce different externalities. We find that the structure of prices is the same for profit- and welfare-maximizing platforms. The unique price supplied to the two undistinguishable agents is a weighted average of the perfect information prices, where the weights depend on demand elasticities and externalities produced by the other undistinguishable agent. The prices supplied to the distinguishable agents are also affected by information asymmetry through an extra term than can be positive or negative. Introducing Hotelling competition does not affect results. We apply the model to a monopolistic short-distance carpooling platform with and without HOV lane, and show that the profit-maximizing platform does not subsidize efficiently the "good" side of the market, leading to very little traffic reduction. These results call for a discussion of the regulation of myopic platforms in general, and those of carpooling in particular. |
| Keywords: | Network effect, Information asymmetry, Externality, Working Papers du LAET |
| Date: | 2023–02–14 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:halshs-03980205&r=tre |
| By: | Bontemps, Christian; Gualdani, Cristina; Remmy, Kevin |
| Abstract: | We develop a two-stage game in which competing airlines first choose the networks of markets to serve in the first stage before competing in price in the second stage. Spillovers in entry decisions across markets are allowed, which accrue on the demand, marginal cost, and fixed cost sides. We show that the second-stage parameters are point identified, and we design a tractable procedure to set identify the first-stage parameters and to conduct inference. Further, we estimate the model using data from the domestic US airline market and find significant spillovers in entry. In a counterfactual exercise, we evaluate the 2013 merger between American Airlines and US Airways. Our results highlight that spillovers in entry and post-merger network readjustments play an important role in shaping post-merger outcomes. |
| Keywords: | Endogenous market structure; Networks; Airlines; Oligopoly; Product repositioning; Mergers; Remedies |
| Date: | 2023–03–09 |
| URL: | http://d.repec.org/n?u=RePEc:tse:wpaper:127943&r=tre |
| By: | Qingyi Wang; Shenhao Wang; Yunhan Zheng; Hongzhou Lin; Xiaohu Zhang; Jinhua Zhao; Joan Walker |
| Abstract: | Classical demand modeling analyzes travel behavior using only low-dimensional numeric data (i.e. sociodemographics and travel attributes) but not high-dimensional urban imagery. However, travel behavior depends on the factors represented by both numeric data and urban imagery, thus necessitating a synergetic framework to combine them. This study creates a theoretical framework of deep hybrid models with a crossing structure consisting of a mixing operator and a behavioral predictor, thus integrating the numeric and imagery data into a latent space. Empirically, this framework is applied to analyze travel mode choice using the MyDailyTravel Survey from Chicago as the numeric inputs and the satellite images as the imagery inputs. We found that deep hybrid models outperform both the traditional demand models and the recent deep learning in predicting the aggregate and disaggregate travel behavior with our supervision-as-mixing design. The latent space in deep hybrid models can be interpreted, because it reveals meaningful spatial and social patterns. The deep hybrid models can also generate new urban images that do not exist in reality and interpret them with economic theory, such as computing substitution patterns and social welfare changes. Overall, the deep hybrid models demonstrate the complementarity between the low-dimensional numeric and high-dimensional imagery data and between the traditional demand modeling and recent deep learning. It generalizes the latent classes and variables in classical hybrid demand models to a latent space, and leverages the computational power of deep learning for imagery while retaining the economic interpretability on the microeconomics foundation. |
| Date: | 2023–03 |
| URL: | http://d.repec.org/n?u=RePEc:arx:papers:2303.04204&r=tre |
| By: | Rim Rejeb (GAEL - Laboratoire d'Economie Appliquée de Grenoble - CNRS - Centre National de la Recherche Scientifique - INRAE - Institut National de Recherche pour l’Agriculture, l’Alimentation et l’Environnement - UGA - Université Grenoble Alpes - Grenoble INP - Institut polytechnique de Grenoble - Grenoble Institute of Technology - UGA - Université Grenoble Alpes); Hélène Bouscasse (CESAER - Centre d'Economie et de Sociologie Rurales Appliquées à l'Agriculture et aux Espaces Ruraux - AgroSup Dijon - Institut National Supérieur des Sciences Agronomiques, de l'Alimentation et de l'Environnement - INRAE - Institut National de Recherche pour l’Agriculture, l’Alimentation et l’Environnement); Sandrine Mathy (GAEL - Laboratoire d'Economie Appliquée de Grenoble - CNRS - Centre National de la Recherche Scientifique - INRAE - Institut National de Recherche pour l’Agriculture, l’Alimentation et l’Environnement - UGA - Université Grenoble Alpes - Grenoble INP - Institut polytechnique de Grenoble - Grenoble Institute of Technology - UGA - Université Grenoble Alpes); Carole Treibich (GAEL - Laboratoire d'Economie Appliquée de Grenoble - CNRS - Centre National de la Recherche Scientifique - INRAE - Institut National de Recherche pour l’Agriculture, l’Alimentation et l’Environnement - UGA - Université Grenoble Alpes - Grenoble INP - Institut polytechnique de Grenoble - Grenoble Institute of Technology - UGA - Université Grenoble Alpes) |
| Abstract: | Although France is exposed to significant levels of air pollution, it is lagging behind its European neighbors in the implementation of low-emission zones (LEZs). Acceptability issues seem to be central to this delay. The Climate and Resilience Law passed in 2021 introduces the obligation for cities with more than 150, 000 inhabitants to implement a LEZ by the end of 2024. Thirty-three new urban areas in France are thus concerned, including the Grenoble metropolitan area. Using original survey data, this article proposes an ex-ante evaluation of the acceptability of this future LEZ and its determinants. The analysis is based on original data collected through a telephone survey. Using bivariate analysis and binary logit regression, we found a good level of acceptability of the LEZ on average, but with lower levels for individuals directly affected by the traffic restrictions. The results show that acceptability is mainly determined by positive attitudes and individual perceptions of the LEZ and less influenced by socio-demographic characteristics. |
| Abstract: | Bien qu'elle soit exposée à des niveaux importants de pollution atmosphérique, la France est en retard par rapport à ses voisins européens dans la mise en oeuvre des zones à faibles émissions (ZFE). Les questions d'acceptabilité semblent être centrales pour expliquer ce retard. La loi Climat et Résilience votée en 2021 introduit l'obligation pour les villes de plus de 150.000 habitants de mettre en place une ZFE d'ici fin 2024. Trente-trois nouvelles zones urbaines en France sont ainsi concernées dont l'agglomération de Grenoble. A travers des données originales d'enquête cet article propose une évaluation ex-ante de l'acceptabilité de cette future ZFE et de ses déterminants. L'analyse s'appuie sur des données originales recueillies par une enquête téléphonique. La mise en oeuvre d'une analyse bivariée et d'une régression logit binaire nous a permis d'observer un bon niveau d'acceptabilité de la ZFE en moyenne, mais avec des niveaux moindres pour les individus directement concernés par les restrictions de circulation. Les résultats montrent que l'acceptabilité est principalement déterminée par les attitudes positives et les perceptions individuelles de la ZFE et moins influencée par les caractéristiques sociodémographiques. |
| Keywords: | Low emission zones, Social acceptability, Econometric analysis, France, Zones à faible émissions, Acceptabilité sociale, Analyse économétrique |
| Date: | 2023 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:hal-03996727&r=tre |
| By: | Md Deluair Hossen |
| Abstract: | In international trade, firms face lengthy ordering-producing-delivery times and make shipping frequency decisions based on the per-shipment costs and financing costs. In this paper, I develop a model of importer-exporter procurement where the importer procures international inputs from exporting firms in developing countries. The exporters are credit constrained for working capital, incur the per-shipment fixed costs, and get paid after goods are delivered to the importer. The model shows that the shipping frequency increases for high financing costs in origin and destination. Furthermore, longer delivery times increase shipping frequency as well as procurement costs. The model also shows that the higher per-shipment fixed costs reduce the shipping frequency, in line with previous literature. Reduced transaction costs lower the exporter's demand for financial services through shipping frequency adjustment, mitigating the financial frictions of the firm. Then, I empirically investigate whether the conclusions regarding the effect of per-shipment fixed costs on shipping frequency from the theoretical model and in the existing literature extend to developing countries. My estimation method addresses several biases. First, I deal with aggregation bias with the firm, product, and country-level analysis. Second, I consider the Poisson Pseudo Maximum Likelihood (PPML) estimation method to deal with heteroscedasticity bias from the OLS estimation of log-linear models. Third, I fix the distance non-linearity of Bangladeshi exports. Finally, I consider the effect of financing cost on shipping frequency to address omitted variable bias. Using transaction-level export data from Bangladesh, I find that 10% higher per-shipment costs reduce the shipping frequency by 3.45%. The findings are robust to different specifications and subsamples. |
| Date: | 2023–03 |
| URL: | http://d.repec.org/n?u=RePEc:arx:papers:2303.04223&r=tre |
| By: | Dianzhuo Zhu (DRM - Dauphine Recherches en Management - Université Paris Dauphine-PSL - PSL - Université Paris sciences et lettres - CNRS - Centre National de la Recherche Scientifique) |
| Abstract: | In recent years ridesharing, for both local and inter-city trips, has been a fast-growing sector in France.Nonprofessional drivers and passengers share the same ride under the cost-sharing principle. The practice isencouraged by the 2019 Loi d'Orientation de la Mobilité (hereafter called LOM), or mobility orientation law, which gives it more policy clout. In this note, we will review the historical development of ridesharing and showhow it is connected to the main business models in today's French market. We then highlight some common trendsin organizing ridesharing services. Business models diverge according to distance and geography and convergeinside each market. We also review the debates on the environmental and societal impacts of ridesharing. Weconclude by giving insights on promoting ridesharing in the long term. On the basis of research findings, we arguethat although tangible benefits are indispensable for behavioural change, non-monetary incentives should be givenmore attention to sustain the behaviour in the long run. Practitioners, policy makers and academics shouldcollaborate to achieve this goal. |
| Date: | 2022 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:hal-03994900&r=tre |
| By: | Nathalie Touratier-Muller (ESC PAU - Ecole Supérieure de Commerce, Pau Business School); Karim Machat (LIREM - Laboratoire de Recherche en Management (LIREM) - UPPA - Université de Pau et des Pays de l'Adour); Jacques Jaussaud (TREE - Transitions Energétiques et Environnementales - UPPA - Université de Pau et des Pays de l'Adour - CNRS - Centre National de la Recherche Scientifique) |
| Abstract: | This article explores the behaviour of small- and medium-sized enterprises (SMEs) regarding mandatory and voluntary measures established by the French government to reduce carbon dioxide (CO2) emissions generated by freight transport operations. Through semi-structured interviews with fourteen SMEs (five shippers, eight carriers and a consultant) located throughout France, this research examines the integration of sustainable development into organizational and decision-making practices since the introduction of these programmes on the French territory. Our qualitative study suggests that active environmental implications stem mainly from the company's internal dynamics, driven by its management, as well as end customers' expectations. The voluntary policies seem to appeal more to SMEs than the mandatory measures implemented since 2013. This research shows that the carriers surveyed are highly environmentally proactive, regardless of their size. It also sheds light on techniques that could increase the efficiency and widespread adoption of governmental measures, in particular through the increasing use of on-board telematics. |
| Abstract: | Cet article explore le comportement des petites et moyennes entreprises (PME) suite aux dispositifs obligatoires et volontaires mis en place par le gouvernement français pour réduire les émissions de CO2 générées par le transport de marchandises. Grâce à des entretiens semi-directifs réalisés auprès de quatorze entreprises réparties sur le territoire français (cinq chargeurs, huit transporteurs et un consultant), nous examinons la prise en compte du développement durable dans les pratiques organisationnelles et décisionnelles des PME depuis l'apparition de ces dispositifs. Notre étude qualitative suggère que les implications environnementales actives découlent principalement de la dynamique interne de l'entreprise, pilotée par sa direction, ainsi que des attentes des clients finaux. Ce sont les démarches volontaires qui semblent séduire davantage les PME par rapport aux dispositifs obligatoires mis en place depuis 2013. Nous identifions une forte proactivité environnementale des transporteurs interrogés, quelle que soit leur taille. Notre travail apporte également un éclairage sur les techniques qui permettraient d'accroître l'efficacité et l'adoption des dispositifs gouvernementaux, notamment via une utilisation croissante de la télématique embarquée. |
| Keywords: | Sustainable transportation, government programmes, freight transport, SME, CO2 emissions reduction, Transport durable, dispositifs gouvernementaux, transport de fret, PME, réduction des émissions de CO2 |
| Date: | 2023–02–17 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:hal-03691089&r=tre |