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on Transport Economics |
| By: | Maria Fernanda Guajardo Ortega; Heike Link |
| Abstract: | This study analyses the behavioural response of travellers on a temporal reduction of public transport prices in Germany through the so-called 9 Euro Ticket during summer 2022. The focus is on the inertia effect, e.g. the resistance to change behaviour, on people's travel mode decisions for commuter trips. We estimate mixed logit models for nearly 7, 000 commuter trips, based on GPS-tracking data collected as a panel dataset before and after the price intervention. We find significant inertia effects for all travel modes except walking, with negative effects for car and positive effects for public transport and cycling, indicating that car users are less willing to change travel mode while cyclists and public transport users tend to be less resistant. Cross-elasticities of car with respect to public transport attributes are higher than the cross-elasticities of public transport with respect to car attributes such as in-vehicle time and cost. This effect is even higher in the inertia model. Our modelling results suggest that car travel is inelastic and characterised by negative inertia, with a relationship between both effects. Future policy interventions such as the 49-Euro ticket should therefore not focus on price reductions alone, but need additionally to improve other attributes of public transport such as frequency, reliability, safety and comfort in order to incentivise motorists to shift from car to public transport. |
| Keywords: | Inertia, price elasticities, revealed preference, GPS panel data, mode choice |
| JEL: | C23 C25 R41 |
| Date: | 2023 |
| URL: | http://d.repec.org/n?u=RePEc:diw:diwwpp:dp2052&r=tre |
| By: | Tal, Gil; Gamage, Tisura; Karanam, Vaishnavi; Garas, Dahlia |
| Keywords: | Engineering, electric vehicle, charging infrastructure, zero-emissions vehicle, DC fast charger |
| Date: | 2023–11–21 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt0z69n0x6&r=tre |
| By: | Patire, Anthony D. PhD; Dion, Francois PhD; Bayen, Alexandre M. PhD |
| Abstract: | Connected and automated vehicles (CAVs) willrevolutionize the way we travel; however, what impact this revolution will have on advancing broader societal goals is uncertain. To date, the private sector technology rollout has emphasized the automation side of CAVs and neglected the potentially transformative possibilities brought by a more collaborative notion of connectivity. This may have significant downsides from a broader societal perspective. For example, CAVs (including those on the road today) collect a vast amount of data gathered through onboard systems (e.g., radar, lidar, camera), however, this data is not typically shared with other vehicles, roadside infrastructure, or public transportation agencies. This lack of collaboration will likely make traffic worse and forfeit the opportunity to manage traffic at the systems-level, which is where significant gains can be made in terms of improving traffic flow and safety, reducing greenhouse gas emissions and vehicle energy use, and more. |
| Keywords: | Engineering |
| Date: | 2023–12–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsrrp:qt7vm0d838&r=tre |
| By: | Jenn, Alan; Li, Xinwei |
| Abstract: | Vehicle electrification has attracted strong policy support in California due to its air quality and climate benefits from adoption. However, it is unclear whether these benefits are equitable across the state’s sensitive populations and socioeconomic groups and whether disadvantaged communities are able to take advantage of the emission savings and associated health benefits of electric vehicle (EV) adoption. In this study, we analyze the statewide health impacts from the reduction of on-road emissions reduction (from reducing gasoline powered cars) and the increase in power plant emissions (from EV charging) across disadvantaged communities (DACs) detected by using the environmental justice screening tool CalEnviroScreen. The results indicate that EV adoption will reduce statewide primary PM2.5 emissions by 24.02-25.05 kilotonnes and CO2 emissions by 1, 223-1, 255 megatonnes through 2045, and the overall monetized emission-related health benefits from decreased mortality and morbidity can be 2.52-2.76 billion dollars overall. However, the average per capita per year air pollution benefit in DACs is about $1.60 lower than that in the least 10% vulnerable communities in 2020, and this disparity expands to over $31 per capita per year in 2045, indicating that the benefits overlook some of the state's most vulnerable population, and suggesting clear distributive and equity impacts of existing EV support policies. This study contributes to our growing understanding of environmental justice rising from vehicle electrification, underscoring the need for policy frameworks that create a more equitable transportation system. View the NCST Project Webpage |
| Keywords: | Social and Behavioral Sciences, Electric vehicles, emissions, health impacts, environmental justice |
| Date: | 2023–12–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt5xv65775&r=tre |
| By: | Ekaterina Alekhanova (Department of Economics, Carleton University); Kate Foreman (NERA Economic Consulting); Maya Papineau (Department of Economics, Carleton University); Reid Stevens (Independent Consultant) |
| Abstract: | On July 1, 2010, congestion pricing during peak traffic times was implemented on the San Francisco-Oakland Bay Bridge. In response to the toll, automobile traffic on the bridge declined. Exploiting a quasi-experimental approach, the study finds that although public transit ridership increased after the new road toll policy went into effect, congestion pricing did not cause a change in traffic-related air pollution and respiratory illness incidence in the bridge vicinity, in contrast with the past work on the topic in other settings. This points to the importance of considering the heterogenous place-based factors that drive the welfare effects of environmental policy. |
| Keywords: | Air Pollution, Respiratory Health, Congestion Pricing, Public Transit |
| Date: | 2023–11–12 |
| URL: | http://d.repec.org/n?u=RePEc:car:carecp:23-07&r=tre |
| By: | LE BOENNEC, Rémy; SALLADARRE, Frédéric |
| Abstract: | Micromobility modes such as scooters, e-scooters, skateboards, or hoverboards has recently emerged as part of the urban landscape. In this paper, we analyze the use of modes of micromobility for commuting. We distinguish between monomodality (commuters using one mode of micromobility only) and multimodality (commuters using micromobility as a complement or substitute to other modes of transport). We apply non-parametric ordered methods to a survey that was conducted in 2018 on mobility users in four European countries. The survey gathered 4, 873 observations from commuters in France, Germany, Spain, and the United Kingdom (UK). Micromobility commuting is marginal in all four European countries. The sociodemographic characteristics of micromobility commuters are homogeneous and concern mainly male, young, and urban commuters. We find that travel habits account for a large share of the variability explained by the model. Germany has a low level of multimodality, whereas the UK practices complementarity-oriented multimodal commuting. Overall, our results bring new insights showing that micromobility is used as a (partial) substitute to urban transit systems for short distances and as a complement for longer commuting trips made by train. These emerging patterns of commuting require better modal integration between micromobility and public transport, and a more sophisticated design of transport infrastructures. |
| Keywords: | micromobility; commuting; multimodality; privately-owned; mode choice; travel habit. |
| JEL: | C14 C21 R41 |
| Date: | 2023 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:119202&r=tre |
| By: | Stern, Lennart |
| JEL: | R40 |
| Date: | 2023 |
| URL: | http://d.repec.org/n?u=RePEc:zbw:vfsc23:277667&r=tre |
| By: | Alejandro Rojano-Padrón (ULL - Universidad de La Laguna [Tenerife - SP]); Marc Olivier Metais (VeDeCom - VEhicule DEcarboné et COmmuniquant et sa Mobilité, LGI - Laboratoire Génie Industriel - CentraleSupélec - Université Paris-Saclay); Francisco Ramos-Real (ULL - Universidad de La Laguna [Tenerife - SP]); Yannick Perez (LGI - Laboratoire Génie Industriel - CentraleSupélec - Université Paris-Saclay) |
| Abstract: | According to the Canarian government's plans, a complete decarbonization of the Canary Islands economy is foreseen from 2040 onwards, which includes the electrification of land transport in the archipelago. However, due to the current low penetration rate of electric vehicles (EVs) on the islands, the number of EVs in circulation is expected to grow significantly in the coming years. Despite this, the network of charging points in Tenerife is currently totally insufficient, which is why it is essential to carry out a study to design the network of charging points in such a way that it can absorb the entire fleet of EVs that is expected to be in place by 2040. To this end, there are studies on the capacity, in terms of parking space, available for the installation of these charging points, but to date there are no studies on this subject supported by mobility data. For this reason, a simulation of traffic in Tenerife in 2040 has been carried out using MATSim (Multi-Agent Transport Simulation) to determine the ideal places to install these charging points and to find the number of charging points needed for the network. |
| Keywords: | electromobility ; MATSim ; infrastructure planning ; charging infrastructure for EVs |
| Date: | 2023–02 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-03953741&r=tre |
| By: | Pierre Picard (DEM, Université du Luxembourg); Alessandro Tampieri (University of Florence. IT); Xi Wan (Nanjing Audit University, CN) |
| Abstract: | We investigate the presence of inefficiency in slot allocation when a coordinator al- locates slots on destination markets served by monopoly and duopoly airlines, and the number of available peak-time slots is constrained by airport capacity. When an airport maintains regulated per-passenger fees, we observe the emergence of allocative inefficiency. Conversely, in scenarios where an airport has the autonomy to set fees, we find that, in line with empirical evidence, fee deregulation resolves these allocative inefficiencies by increasing per-passenger fees. However, the improvement in allocation efficiency may be counterbalanced by the rise in fees, potentially impacting overall welfare. |
| Keywords: | Slot allocation, Endogenous fee, Airport capacity. |
| JEL: | R41 H21 H23 |
| Date: | 2023 |
| URL: | http://d.repec.org/n?u=RePEc:luc:wpaper:23-14&r=tre |
| By: | Rakas, Jasenka PhD; Achatz Antonelli, Pietro; Walia, Chanan; Rouzbahani, Parham; Gikas, George |
| Abstract: | The use of airport gate electrification infrastructure in the form of ground power (GP) and preconditioned air (PCA) systems can reduce energy and maintenance costs, emissions, and health risks by limiting the use of aircraft auxiliary power unit (APU) engines at the gate. However, their benefits can only be gained when they are actually being used; otherwise, pilots keep APUs on to fulfill their aircraft’s demands for electrical power and air conditioning. GP and PCA systems require a large initial infrastructure investment to increase energy efficiency, and they are installed with the assumption that they will be highly utilized. In this report, a method is developed to examine how much and why GP and PCA are not used to their full potential when they are readily available. |
| Keywords: | Engineering |
| Date: | 2023–12–21 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsrrp:qt71q5d7x3&r=tre |
| By: | Christophe Midler (i3-CRG - Centre de recherche en gestion i3 - X - École polytechnique - IP Paris - Institut Polytechnique de Paris - I3 - Institut interdisciplinaire de l’innovation - CNRS - Centre National de la Recherche Scientifique, Académie des Technologies); Marc Alochet (i3-CRG - Centre de recherche en gestion i3 - X - École polytechnique - IP Paris - Institut Polytechnique de Paris - I3 - Institut interdisciplinaire de l’innovation - CNRS - Centre National de la Recherche Scientifique) |
| Abstract: | In China, Europe and the United States, the transition from thermal to battery electric vehicles is ongoing under the effect of technology forcing regulations. We investigate whether and how those related to high voltage batteries could shape the future of the automotive industry. Wile China is leading the way, Europe and the United States, with very high levels of funding, are racing against time to catch up and develop a sustainable battery value chain controlled by local champions. As the U.S. resorts to protectionism, we hypothesize that we may see the emergence of three geographic production hubs, ending the globalization of the battery industry. |
| Keywords: | High voltage battery, zero emission vehicle, regulation, China, Europe, United States, Battery manufacturing, battery supply chain, localization |
| Date: | 2023 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-04303575&r=tre |
| By: | Claudia Teran-Escobar (LAPPS - Laboratoire Parisien de Psychologie Sociale - UP8 - Université Paris 8 Vincennes-Saint-Denis - UPN - Université Paris Nanterre); Sarah Duché (PRODIG - Pôle de recherche pour l'organisation et la diffusion de l'information géographique - UP1 - Université Paris 1 Panthéon-Sorbonne - IRD - Institut de Recherche pour le Développement - EPHE - École Pratique des Hautes Études - PSL - Université Paris sciences et lettres - UP4 - Université Paris-Sorbonne - UPD7 - Université Paris Diderot - Paris 7 - CNRS - Centre National de la Recherche Scientifique, PACTE - Pacte, Laboratoire de sciences sociales - CNRS - Centre National de la Recherche Scientifique - UGA - Université Grenoble Alpes - IEPG - Sciences Po Grenoble - Institut d'études politiques de Grenoble - UGA - Université Grenoble Alpes); Hélène Bouscasse (GAEL - Laboratoire d'Economie Appliquée de Grenoble - Grenoble INP - Institut polytechnique de Grenoble - Grenoble Institute of Technology - INRA - Institut National de la Recherche Agronomique - CNRS - Centre National de la Recherche Scientifique - UGA [2016-2019] - Université Grenoble Alpes [2016-2019], 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); Camille Cavaliere (PACTE - Pacte, Laboratoire de sciences sociales - CNRS - Centre National de la Recherche Scientifique - UGA - Université Grenoble Alpes - IEPG - Sciences Po Grenoble - Institut d'études politiques de Grenoble - UGA - Université Grenoble Alpes); Clement Ginoux (SENS - Sport et Environnement Social - UGA - Université Grenoble Alpes); Ian Hough (PACTE - Pacte, Laboratoire de sciences sociales - CNRS - Centre National de la Recherche Scientifique - UGA - Université Grenoble Alpes - IEPG - Sciences Po Grenoble - Institut d'études politiques de Grenoble - UGA - Université Grenoble Alpes); Patrick Juen (IGE - Institut des Géosciences de l’Environnement - IRD - Institut de Recherche pour le Développement - Grenoble INP - Institut polytechnique de Grenoble - Grenoble Institute of Technology - INSU - CNRS - Institut national des sciences de l'Univers - CNRS - Centre National de la Recherche Scientifique - UGA [2016-2019] - Université Grenoble Alpes [2016-2019], LTHE - Laboratoire d'étude des transferts en hydrologie et environnement - OSUG - Observatoire des Sciences de l'Univers de Grenoble - UJF - Université Joseph Fourier - Grenoble 1 - Grenoble INP - Institut polytechnique de Grenoble - Grenoble Institute of Technology - INSU - CNRS - Institut national des sciences de l'Univers - IRSTEA - Institut national de recherche en sciences et technologies pour l'environnement et l'agriculture - USMB [Université de Savoie] [Université de Chambéry] - Université Savoie Mont Blanc - CNRS - Centre National de la Recherche Scientifique - INSU - CNRS - Institut national des sciences de l'Univers - INPG - Institut National Polytechnique de Grenoble - CNRS - Centre National de la Recherche Scientifique, PACTE - Pacte, Laboratoire de sciences sociales - CNRS - Centre National de la Recherche Scientifique - UGA - Université Grenoble Alpes - IEPG - Sciences Po Grenoble - Institut d'études politiques de Grenoble - UGA - Université Grenoble Alpes); Colin Kerouanton (UR - Université de Rennes); Lilas Lacoste (SENS - Sport et Environnement Social - UGA - Université Grenoble Alpes, PACTE - Pacte, Laboratoire de sciences sociales - CNRS - Centre National de la Recherche Scientifique - UGA - Université Grenoble Alpes - IEPG - Sciences Po Grenoble - Institut d'études politiques de Grenoble - UGA - Université Grenoble Alpes); Sarah Lyon-Caen (IAB - Institute for Advanced Biosciences / Institut pour l'Avancée des Biosciences (Grenoble) - CHU - Centre Hospitalier Universitaire [Grenoble] - INSERM - Institut National de la Santé et de la Recherche Médicale - EFS - Etablissement français du sang - Auvergne-Rhône-Alpes - CNRS - Centre National de la Recherche Scientifique - UGA - Université Grenoble Alpes); Sandrine Mathy (CIRED - centre international de recherche sur l'environnement et le développement - Cirad - Centre de Coopération Internationale en Recherche Agronomique pour le Développement - EHESS - École des hautes études en sciences sociales - AgroParisTech - ENPC - École des Ponts ParisTech - CNRS - Centre National de la Recherche Scientifique, 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); Estelle Ployon (PACTE - Pacte, Laboratoire de sciences sociales - CNRS - Centre National de la Recherche Scientifique - UGA - Université Grenoble Alpes - IEPG - Sciences Po Grenoble - Institut d'études politiques de Grenoble - UGA - Université Grenoble Alpes); Anna Risch (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); Philippe Sarrazin (MAP - SENS - Sport et Environnement Social - UJF - Université Joseph Fourier - Grenoble 1, SENS - Sport et Environnement Social - UGA [2016-2019] - Université Grenoble Alpes [2016-2019], SENS - Sport et Environnement Social - UGA - Université Grenoble Alpes); Rémy Slama (IAB - Institute for Advanced Biosciences / Institut pour l'Avancée des Biosciences (Grenoble) - CHU - Centre Hospitalier Universitaire [Grenoble] - INSERM - Institut National de la Santé et de la Recherche Médicale - EFS - Etablissement français du sang - Auvergne-Rhône-Alpes - CNRS - Centre National de la Recherche Scientifique - UGA - Université Grenoble Alpes); Kamila Tabaka (PACTE - Pacte, Laboratoire de sciences sociales - IEPG - Sciences Po Grenoble - Institut d'études politiques de Grenoble - CNRS - Centre National de la Recherche Scientifique - UGA [2016-2019] - Université Grenoble Alpes [2016-2019], PACTE - Pacte, Laboratoire de sciences sociales - CNRS - Centre National de la Recherche Scientifique - UGA - Université Grenoble Alpes - IEPG - Sciences Po Grenoble - Institut d'études politiques de Grenoble - UGA - Université Grenoble Alpes); Carole Treibich (AMSE - Aix-Marseille Sciences Economiques - EHESS - École des hautes études en sciences sociales - AMU - Aix Marseille Université - ECM - École Centrale de Marseille - CNRS - Centre National de la Recherche Scientifique, 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); Sonia Chardonnel (PACTE - Pacte, Laboratoire de sciences sociales - IEPG - Sciences Po Grenoble - Institut d'études politiques de Grenoble - CNRS - Centre National de la Recherche Scientifique - UGA [2016-2019] - Université Grenoble Alpes [2016-2019], PACTE - Pacte, Laboratoire de sciences sociales - CNRS - Centre National de la Recherche Scientifique - UGA - Université Grenoble Alpes - IEPG - Sciences Po Grenoble - Institut d'études politiques de Grenoble - UGA - Université Grenoble Alpes); Aïna Chalabaev (CeRSM - Centre de Recherche sur le Sport et le Mouvement - UPN - Université Paris Nanterre, SENS - Sport et Environnement Social - UGA - Université Grenoble Alpes) |
| Keywords: | Behaviour change, Car use, Active mobility |
| Date: | 2023–09–04 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-04295934&r=tre |
| By: | Ryan Kellogg; Richard L. Sweeney |
| Abstract: | We study how the Jones Act — a 100-year-old U.S. regulation that constrains domestic waterborne shipping — affects U.S. markets for crude oil and petroleum products. We collect data on U.S. Gulf Coast and East Coast fuel prices, movements, and consumption, and we estimate domestic non-Jones shipping costs using freight rates for Gulf Coast exports. We then model counterfactual prices and product movements absent the Jones Act, allowing shippers to arbitrage price differences between the Gulf and East Coasts when they exceed transport costs. Eliminating the Jones Act would have reduced average East Coast gasoline, jet fuel, and diesel prices by $0.63, $0.80, and $0.82 per barrel, respectively, during 2018–2019, with the largest price decreases occurring in the Lower Atlantic. The Gulf Coast gasoline price would increase by $0.30 per barrel. U.S. consumers’ surplus would increase by $769 million per year, and producers’ surplus would decrease by $367 million per year. |
| JEL: | F13 K33 L72 Q37 |
| Date: | 2023–12 |
| URL: | http://d.repec.org/n?u=RePEc:nbr:nberwo:31938&r=tre |
| By: | Adrian Nerja |
| Abstract: | Privatization and commercialization of airports in recent years are drawing a different picture in the aeronautical industry. Airport benchmarking shows the accommodation and performance of airports in the evolution of the market and the new requirements that they have to face. AENA manages a wide and heterogeneous network of airports. There are 46 airports divided into three categories and with particularities due to their geographical location or the competitive environment where they are located. This paper analyzes the technical efficiency and its determinants of the 39 commercial airports of the AENA network between the years 2011-2014. To do this, two benchmarking techniques, SFA and DEA, are used, with a two-stage analysis. The average efficiency of the network is between 75-79\%. The results with the two techniques are similar with a correlation of 0.67. With regard to the commercial part of the network, AENA has a high margin for improvement because it is below the world and European average. AENA must focus on the development of the commercial area and the introduction of competition within the network to improve the technical efficiency of regional airports mainly. |
| Date: | 2023–11 |
| URL: | http://d.repec.org/n?u=RePEc:arx:papers:2311.16156&r=tre |
| By: | Helmers, Viola; Frondel, Manuel; Sommer, Stephan |
| JEL: | R48 |
| Date: | 2023 |
| URL: | http://d.repec.org/n?u=RePEc:zbw:vfsc23:277706&r=tre |