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on Transport Economics |
| By: | Robinson, Anya R.; Hardman, Scott PhD |
| Abstract: | Under the Advanced Clean Cars II (ACC II) rule, California must move to 100% zero emission vehicle (ZEV) sales by 2035. Tomake this transition equitable, it is important to understand how we can support ZEV adoption in all communities–including rural communities. The aim of this study is to explore the experiences and perceptions of current rural plug-in electric vehicle (PEV) owners, identify barriers to charging and ownership, and suggest factors to guide the development of infrastructure in rural areas. (PEVs include battery-electric vehicles [BEVs] and plug-in hybrid vehicles.) Semi-structured interviews were conducted with rural PEV owners and included questions related to travel behavior, at-home and public charging experiences, and motivation for household vehicle purchase. Major themes were extracted from the interviews including that PHEV owners tend to have minimal at-home and public charging requirements, while BEV owners require access to Level 2 charging at home and reliable fast charging in public spaces. Additionally, the magnitude of public charging reliability and availability issues appear to be greater in rural than non-rural areas. Grid reliability issues and specific vehicle requirements were also points of discussion among rural PEV owners. The findings of this report could inform policy makers, car manufacturers, and PEV charging companies to better serve rural communities in the transition to 100% PEV sales. |
| Keywords: | Social and Behavioral Sciences, Zero emission vehicles, electric vehicles, electric vehicle charging, travel behavior, rural areas, transportation equity |
| Date: | 2024–06–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsdav:qt9t95p3gk |
| By: | Grigolon, Laura; Park, Eunseong; Remmy, Kevin |
| Abstract: | We use micro-level data on fuel consumption, mileage, and travel mode to study plug-in hybrid drivers' response to fuel prices. When fuel prices rise, plug-in hybrids reduce fuel consumption more than gasoline and diesel cars. They do not reduce their mileage but increase electric recharging, without evidence of habit formation. As the share of kilometers driven in electric mode by plug-in hybrids is only half the official test cycle value, fuel prices are effective in improving the environmental performance of these vehicles. We estimate drivers' value of charging time at €15 to €41/hour. |
| Keywords: | fuel price elasticity, automobiles, carbon emissions |
| JEL: | D12 L91 Q31 |
| Date: | 2024 |
| URL: | https://d.repec.org/n?u=RePEc:zbw:zewdip:300273 |
| By: | Monica Bonacina (Fondazione Eni Enrico Mattei and Department of Environmental Science and Policy, University of Milan); Mert Demir (Fondazione Eni Enrico Mattei); Antonio Sileo (Fondazione Eni Enrico Mattei and Green – Università Bocconi); Angela Zanoni (Fondazione Eni Enrico Mattei and Università di Roma La Sapienza) |
| Abstract: | The transition to a zero-emission car fleet is a pivotal element of Europe’s decarbonisation strategy. Italy’s participation in this trajectory is significant, given the size of its car fleet. Currently, only battery electric (BEVs) and hydrogen-powered are considered zero-emission vehicles. The final update of the National Energy and Climate Plan (NECP) includes an ambitious target for the diffusion of electric cars in the Italian fleet. The aim is to have a total of 4.3 million electric cars on the roads by 2030. However, by the end of 2023, the Italian e-fleet totalled 220, 000 cars, which equals a mere 0.5% of the overall car population and 5% of the target. The objective of this study is threefold: firstly, to estimate the likely diffusion of electric cars in the Italian market; secondly, to assess the prospects for their penetration in the fleet in the coming years; and thirdly, to evaluate the consistency of the current diffusion path with the NECP target. Diffusion paths are derived using Bass and logistic diffusion models. We consider a business-as-usual scenario based solely on historical trends, and an accelerated diffusion alternative scenario, in which we assume that by 2023 new BEV models will enter the Italian car market, raising the market potential for this powertrain to the same level as the most successful non-plug-in hybrid models. Both scenarios show that, in the absence of further significant shifts, the deployment paths will be totally insufficient to meet NECP 2030 target. Fewer than half a million consumers appear to be interested in buying one of the battery electric models currently on sale in the business-as-usual scenario. The low share of enthusiastic potential adopters of BEVs, the increasing useful life of passenger cars, the lack of highly successful BEV models, the limited impact of the incentive schemes until 2023 and the strong competition from other alternative technologies (besides non-plug-in hybrids and LPG) continue to impede the penetration of electric powertrains in the Italian fleet. Incentive schemes and decarbonisation strategies must undergo major revision to achieve a path consistent with net-zero emission goals. |
| Keywords: | sustainable mobility, road transport decarbonization, electric vehicle adoption, automotive market, Italian National Energy and Climate Plan (NECP) |
| JEL: | N74 Q55 Q58 R40 |
| Date: | 2024–07 |
| URL: | https://d.repec.org/n?u=RePEc:fem:femwpa:2024.19 |
| By: | Mukherjee, Sacchidananda (National Institute of Public Finance and Policy); Jadhav, Vivek (National Institute of Public Finance and Policy); Badola, Shivani (National Institute of Public Finance and Policy) |
| Abstract: | We assess the revenue potential of states in the Passenger and Goods Tax (PGT) collection based on available information in the public domain. Taxes on Goods and Passengers (also known as PGT) is a tax on services provided by commercial vehicles for carrying goods and passengers on roads or inland waterways. This tax is not subsumed into the GST, except under Entry 52 of the State List (List II of the Seventh Schedule of the Indian Constitution) "Taxes on the entry of goods into a local area for consumption, use or sale therein" (also known as entry tax) has been subsumed into the GST, as per the Constitution One Hundred and First Amendment Act, 2016. Many states do not exercise the taxation power of PGT, and there is scope for reforms in this tax handle in terms of revising the tax rate structure and expanding the tax base. With the increasing penetration of Electric Vehicles (EVs) both in passenger and goods transport fleets in India, it will be important to explore possibilities of shifting points of taxation from owning the vehicle (e.g., registration fee and associated taxes) and consumption of fuels (fossil) to uses (mobility) of the vehicle. Any tax on the mobility of the vehicles could be introduced using the provisions under the PGT Act of state governments. |
| Keywords: | Revenue potential ; State Finances ; Taxes on passengers and goods ; Externalities ; Tax on Mobility ; India |
| JEL: | H20 H71 H23 I18 |
| Date: | 2024–07 |
| URL: | https://d.repec.org/n?u=RePEc:npf:wpaper:24/416 |
| By: | Nate Vernon |
| Abstract: | France has taken a leadership role in global mitigation and made significant progress towards reducing greenhouse gas emissions, but further efforts will be needed to meet domestic mitigation targets. Accelerating emissions reductions from road transportation will be a key part of this strategy, as they account for nearly one-third of national emissions. At the same time, with the shift to more lightly taxed electric vehicles over the next decade, fiscal revenue from the sector is projected to decline and externalities, such as congestion, to worsen. Building on existing policies, a comprehensive reform that combines revenue-neutral continuous feebate schemes with a gradual introduction of road user and congestion charges could support mitigation targets, while maintaining revenue and regulating externalities. This paper discusses administratively feasible options to introduce such policies as well as key welfare and distributional considerations. |
| Keywords: | France; efficient fuel prices; climate change; road transportation economics; congestion; fiscal; environmental policy |
| Date: | 2024–07–12 |
| URL: | https://d.repec.org/n?u=RePEc:imf:imfwpa:2024/145 |
| By: | Aydin, Eren (Hertie School of Governance); Gehrsitz, Markus (University of Strathclyde); Traxler, Christian (Hertie School of Governance) |
| Abstract: | Using a stacked differences-in-differences approach, we study the effects of Low Emission Zones (LEZs) in Germany. The implementation of stage 1 and 2 LEZs, which banned the most pollution-intensive vehicles from city centers, significantly reduced PM10 concentrations. The most restrictive third stage had no detectable, additional effect. Analyzing the mechanisms behind these improvements, we find weak evidence of a 2% traffic decline inside LEZs. Exploiting novel data, our main results document small but precisely estimated effects on the local fleet composition: LEZs induced the replacement of 50, 000 older, emission-intensive diesel vehicles with newer, less polluting gasoline cars. Our estimates suggest that LEZs had lower social costs than previously estimated. |
| Keywords: | low emission zones, vehicle fleet composition, emission standards, social costs, diesel cars |
| JEL: | Q52 Q53 Q58 R40 |
| Date: | 2024–07 |
| URL: | https://d.repec.org/n?u=RePEc:iza:izadps:dp17144 |
| By: | Zhang, Michael PhD; Gao, Hang PhD; Chen, Di; Qi, Yanlin |
| Abstract: | Managing traffic flow in high-occupancy toll (HOT) lanes is a tough balancing act and current tolling schemes often lead to either under- or over-utilization of HOT lane capacity. The inherent linear/nonlinear relationship between flow and tolls in HOT lanes suggest that recent advances in machine learning and the use of a data-driven model may help set toll rates for optimal flow and lane use. In this research project, a data-driven model was developed, using long short-term memory (LSTM) neural networks to capture the underlying flow-toll pattern on both HOT and general-purpose lanes. Then, a dynamic control strategy, using linear quadratic regulator (LQR) feedback controller was implemented to fully utilize the HOT lane capacity while maintaining congestion-free conditions. A case study of the I-580 freeway in Alameda County, California was carried out. The control system was evaluated in terms of vehicle hours traveled and person hours traveled for solo drivers and carpoolers. Results show that the tolling strategy helps to mitigate congestion in HOT and general-purpose lanes, benefiting every traveler on I-580. |
| Keywords: | Engineering, High occupancy toll lanes, traffic flow, traffic models, highway traffic control systems |
| Date: | 2024–06–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsdav:qt71d0h6hz |
| By: | Tobias Eibinger (University of Graz, Austria); Hans Manner (University of Graz, Austria); Karl Steininger (University of Graz, Austria) |
| Abstract: | Passenger transport plays a crucial role in achieving carbon-neutrality. While a switch to zero-emission vehicles is a crucial part in this process, policy makers likely have to resort to a differentiated mix of complementary policy measures to achieve global targets on carbon-neutrality. To help policy makers design effective measures, we analyse the effect of environmental policies on CO2 emissions from passenger cars in Austria from 1965-2019. In a first step, we propose a novel environmental policy stringency index tailored to the Austrian transport sector for the period 1950-2019. In a second step, we analyse the effect of different policies on transport-related CO2 emissions in a structural vector autoregressive model. This allows us to control for possible interdependencies between the policies and remaining variables. We find that policies targeting the investment decision to buy new cars reduced emissions in Austria more significantly than policies targeting the usage of cars. The engine-related insurance tax quantitatively shows the strongest impact on emissions, while the standard fuel consumption tax shows the strongest statistical significance. |
| Keywords: | Climate change, CO2 emissions, Passenger transport, Mitigation, Policy stringency, Vector autoregression. |
| JEL: | C32 C54 Q54 Q58 R48 |
| Date: | 2024–04 |
| URL: | https://d.repec.org/n?u=RePEc:grz:wpaper:2024-10 |
| By: | Epstein, Lucas; Muehlegger, Erich |
| Abstract: | In 2018, California voters rejected Proposition 6, a ballot initiative that sought to repeal state gasoline taxes and vehicle fees enacted as part of the 2017 Road Repair and Accountability Act. This paper examines the relationship between support for the proposition, political ideology and the economic burdens imposed by the Act. For every hundred dollars of annual per-household costs imposed by the Road Repair and Accountability Act, support for proposition rose by 3–5 percentage points, roughly comparable to a commensurate increase in the share of ”liberal” voters. Notably, the relationship between voting and the economic burden of the policy is seven times strong in the most conservative tracts relative to the most liberal tracts. This heterogeneity has important implications for the popular support for environmental taxes, as conservative areas in California and elsewhere tend to bear a higher burden from transportation and energy taxes than liberal areas. View the NCST Project Webpage |
| Keywords: | Social and Behavioral Sciences, Transportation taxes, Political economy, Voting |
| Date: | 2024–07–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsdav:qt6k58771s |
| By: | Andor, Mark Andreas; Helmers, Viola; Hönow, Nils Christian; Hümmecke, Eva; Memmen, Marvin |
| Abstract: | Durch die seit Jahrzehnten zunehmende Anzahl an Autos werden die negativen Auswirkungen des Autoverkehrs immer deutlicher. In Deutschland und vielen weiteren Regionen wird daher angestrebt, den Verkehrssektor in Form einer Mobilitätswende grundlegend zu transformieren, was durch eine Vielzahl unterschiedlicher und sich ergänzender Maßnahmen geschehen kann. Neben der Effektivität spielen auch die Zustimmung oder Ablehnung solcher Maßnahmen in der Bevölkerung eine entscheidende Rolle für ihre Umsetzung. In dieser Kurzstudie untersuchen wir die Akzeptanz von 25 verkehrspolitischen Maßnahmen im Jahr 2024 mittels einer bundesweiten Befragung, die im Rahmen des "RWI Klima-Mobilitäts Panels" durchgeführt wurde. Vorherige Befragungen ermöglichen zudem die Analyse der Zustimmungsraten im Zeitverlauf. Die Ergebnisse zeigen, dass die Befragten Maßnahmen zur Förderung nachhaltiger Mobilität unterstützen, jedoch Einschränkungen oder Verteuerungen des Autofahrens tendenziell ablehnen. Ausnahmen sind die Ausweisung reservierter Fahrstreifen für Busse und Bahnen auf staubelasteten Straßen sowie ein generelles Tempolimit von 130 km/h auf Autobahnen. Der Vergleich der Befragungsergebnisse aus den Jahren 2018, 2019, 2022 und 2024 zeigt, dass viele verkehrspolitische Maßnahmen über die Jahre hinweg eher geringe Schwankungen in der Zustimmung aufweisen. Eine weitere Erkenntnis ist, dass Maßnahmen wie die Einführung einer Städtemaut oder dynamische ÖPNV-Tarife, die von Ökonominnen und Ökonomen eher befürwortet werden, wenig Zustimmung finden. Für ein konstruktiv-kritisches Monitoring der Verkehrswende ist es wichtig, neben der Entwicklung effizienter Maßnahmen die Beweggründe für die Akzeptanz oder Ablehnung von Verkehrs- und Umweltpolitiken weiter zu erforschen. |
| Abstract: | Due to the increasing number of cars over the past decades, the negative impacts of car traffic have become increasingly evident. In Germany and many other regions, there is an effort to fundamentally transform the transportation sector in the form of a mobility transition, which can be achieved through a variety of different and complementary measures. Besides effectiveness, the acceptance or rejection of such measures plays a decisive role for their implementation. In this study, we assess the acceptance of 25 transport policy measures in 2024 through a nationwide survey conducted as part of the "RWI Climate Mobility Panel." Previous surveys also allow for the analysis of acceptance rates over time. The results show that respondents support measures to promote sustainable mobility but tend to reject restrictions or increased costs on car usage. Exceptions include the designation of reserved lanes for buses and trains on congested roads and a general speed limit of 130 km/h on highways. Comparing survey results from the years 2018, 2019, 2022, and 2024 shows that many transport policy measures have relatively small fluctuations in approval over the years. Another finding is that measures such as the introduction of city tolls or dynamic public transport fares, which are advocated by economists, find little acceptance. For constructive and critical monitoring of the mobility transition, it is important, in addition to developing efficient measures, to further investigate the reasons for the acceptance or rejection of transport and environmental policies. |
| Date: | 2024 |
| URL: | https://d.repec.org/n?u=RePEc:zbw:rwimat:300577 |
| By: | Marc-Antoine Faure; Bárbara Polo Martin; Fabio Cremaschini; César Ducruet |
| Abstract: | Conflicts, whether political, commercial or military, affect transport networks. Operators seek to avoid the most tense areas or reconsider certain routes. Certain links can be disrupted in case of local geopolitical tensions, which can have a significant global impact. The article is devoted to studying Ukraine’s maritime network and identifying changes in these structures because of the conflict that started in 2014. The purpose of the paper is to measure and visualise the main changes in the Ukrainian seaport system and maritime forelands from 2010 until the most recent data available (December 2023), from a network models, bilateral trade and route simulation framework. The principal results confirm the huge impact of military conflict on port connectivity, thereby contributing to the recent literature on shipping network vulnerability. |
| Keywords: | Black Sea, Complex networks, Shipping Trade, Russian-Ukrainian War |
| JEL: | F14 F51 R40 L91 |
| Date: | 2024 |
| URL: | https://d.repec.org/n?u=RePEc:drm:wpaper:2024-24 |
| By: | Rodier, Caroline; Tovar, Angelly J.; D'Agostino, Mollie C.; Harold, Brian S. |
| Abstract: | A lack of reliable and affordable transportation options exacerbates socioeconomic inequities for low-income individuals, especially people of color. Universal basic mobility (UBM) programs are a new approach to alleviating financial barriers to travel. These programs provideindividuals with funds to pay for a variety of mobility options such as transit and shared modes (e.g., scooter share, bike share, ridehail). Early results suggest that UBM programs can have a range of positive impacts. Our research chronicles the emergence of eight UBM programs in the US. Portland, Oregon, was the first to launch a UBM program in 2017 and has hosted two additional UBM programs over the years. There are, or have been, UBM pilots and/or programs in the California cities of Sacramento, Oakland, Los Angeles, and Stockton as well as in Pittsburgh, Pennsylvania. To compare these programs, our research team conducted interviews with city representatives and stakeholders and reviewed reports and other published materials. |
| Keywords: | Social and Behavioral Sciences |
| Date: | 2024–05–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsdav:qt5z15f5x7 |
| By: | vozmediano, laura; Subiza-Pérez, Mikel; San Juan, César; Trinidad, Alexander (University of Cologne) |
| Abstract: | The perception of unsafety has significant repercussions on urban quality of life, altering the dynamics of movement and the use of public spaces. This study examines how this perception differs in two distinct environments and compares the factors associated with decision-making in active transportation (walking or cycling) within these contexts. By combining survey methodology with systematic observation in two neighborhoods of different socio-economic levels, we also consider the built environment design in relation to walkability and safety. Residents of the more disadvantaged neighborhood reported higher levels of fear and disruption in movement dynamics, with unsafety being more relevant in their mobility decisions. This finding contributes to understanding certain inconsistencies in the existing literature on the association between perceived unsafety and active mobility; the role of the neighborhood of residence may partly explain these seemingly contradictory findings. |
| Date: | 2024–07–11 |
| URL: | https://d.repec.org/n?u=RePEc:osf:osfxxx:m2zyc |
| By: | Bondonio, D.;; Chirico, P.;; Piacenza, M.;; Robbiano, S.; |
| Abstract: | In March 2023, the EU approved a zero-emission mobility resolution, which mandates zero CO2 emissions for all new vehicles by 2035. This measure has sparked a heated debate due to its uncertain effectiveness in reducing pollution and CO2 emissions globally. Nevertheless, the shift towards zero -emission vehicles has the potential to decrease local nitrogen dioxide (NO2) pollution, particularly in urban areas where air quality is a major concern for citizens’ health. This study investigates what may be the predicted impact of the EU zero-emission mobility policy on local NO2 levels, using the draconian stay-home provision of the Italian Covid-19 lockdown of early 2020 as a natural experiment which generated an exogenous fossil-fuel-traffic abatement that proxies the implementation of the resolution. We exploit datafrom the urban areas with elevated traffic density in the Po-river valley in Northern Italy, a region with the highest peaks of air-pollution in Europe, and we develop a novel intertemporal statistical matching approach which is uniquely suited for policy evaluations on air-quality outcomes in the context of multivariate time series data. The results from our causalinference analysis show that Covid -19 lockdown led to a mean NO2 reduction of 13.62 μg/m3 (around 53% from a baseline average level of 25.8 μg/m3). According to medical literature, this decline in NO2 translates into a reduction in the relative risk of total, cardiovascular, and respiratory mortality of about 9%, 8%, and 4%, respectively. Moreover, we find a marked heterogeneity in the estimated impact of lockdown on pollution and health, with greater decreases in NO2 and in the relative risk of mortality observed for higher baseline pollution levels. These findings suggest that the EU 2035 resolution is indeed expected to improve local air quality and citizens’ health in urban areas with high traffic density. The estimated benefits, however, are likely to vary across EU regions based on prevailing local meteorological conditions and urban texture features, which determine a different baseline pollution, supporting the rationale for a spatial differentiation of the EU zero-emission mobility policy. |
| Keywords: | air pollution;EU zero-emission mobility policy; urban areas; NO2 abatement; health effects; intertemporal statistical matching; impact heterogeneity; |
| JEL: | C10 H23 I18 Q53 R41 R48 |
| Date: | 2024–07 |
| URL: | https://d.repec.org/n?u=RePEc:yor:hectdg:24/07 |
| By: | Blodgett, Kyler |
| Abstract: | California is rapidly building affordable housing, much of which is dedicated to specific populations like seniors, families, and formerly unhoused residents. However, these groups have unique mobility safety concerns as vulnerable road users and are often left out of current policies and funding programs that link housing and transportation. This research brief explores the gap in the literature and California’s policy priorities related to residents’ mobility and housing. It then analyzes data for Alameda County, finding that approximately 40% of government-funded affordable developments are within 100 ft of the pedestrian High Injury Network. It concludes with recommendations for municipalities and funding agencies wishing to better connect mobility safety improvements with anticipated affordable housing developments. |
| Keywords: | Engineering, Social and Behavioral Sciences, mobility safety, affordable housing, active transportation, Alameda County, vulnerable road user, Complete Streets, pedestrian safety, bicycle safety, Safe Systems |
| Date: | 2024–06–21 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsrrp:qt5q3317ch |
| By: | Blodgett, Kyler; Chen, Katherine L. |
| Abstract: | The Community Pedestrian and Bicycle Safety Training Program (CPBST) is a collaborative effort between the Safe Transportation Research and Education Center (SafeTREC) at the University of California Berkeley and California Walks (Cal Walks) with funding from the California Office of Traffic Safety. Its main objective is to promote pedestrian and bicycle safety by educating residents and safety advocates, empowering community partners to advocate for safety improvements in their neighborhoods, and fostering collaborations with local officials and agency staff. Since 2009, the program has conducted 126 community workshops across California. The program works with a planning committee of local stakeholders to plan a workshop tailored to the community’s needs and priorities. The Planning Committee recruits participants for the workshop, and together, the planning committee and workshop participants create a customized action plan that includes a comprehensive assessment of pedestrian and bicycle conditions in areas of interest within the community and identifies short-, mid-, and long-term projects to address safety concerns discussed during the workshop. SafeTREC conducted our annual CPBST survey in the spring of 2024 with planning committee members from communities that had hosted CPBST workshops over the past five years (2019-2023). The objective of the survey was to evaluate the progress of the action plans formulated during each workshop and to determine if the communities needed additional support from the project team. |
| Keywords: | Engineering, Social and Behavioral Sciences, Community Pedestrian and Bicycle Safety, pedestrian safety, bicycle safety, street design, Safe Routes to School |
| Date: | 2024–06–28 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsrrp:qt1rx0g3z7 |
| By: | Oraya Nopparit (Faculty of Business Administration and Accountancy, Khon Kaen University, No.123, M.16, Mittraphap Road, Nai Mueang, Amphoe Mueang, 40002, Khon Kaen City, Thailand Author-2-Name: Krittapha Saenchaiyathon Author-2-Workplace-Name: Faculty of Business Administration and Accountancy, Khon Kaen University, No.123, M.16, Mittraphap Road, Nai Mueang, Amphoe Mueang, 40002, Khon Kaen City, Thailand Author-3-Name: Author-3-Workplace-Name: Author-4-Name: Author-4-Workplace-Name: Author-5-Name: Author-5-Workplace-Name: Author-6-Name: Author-6-Workplace-Name: Author-7-Name: Author-7-Workplace-Name: Author-8-Name: Author-8-Workplace-Name:) |
| Abstract: | " Objective - Although there has been much research on containers and yard operations at the port, it has remained a fascinating subject of study on the logistics side because modernity, education, industries, and human behavior have changed and developed all the time. Moreover, they have continued to play significant roles in the international shipping industry and have affected the dependent economy and trade globally. The aims of this study were (1) to study container management systems and (2) to analyze the factors affecting an efficient container yard management system. Methodology - This research is classified as applied research, which consists of field surveys using the case record/report form (CRF) and data gathered through observation. A sample frame of 400 vehicles was chosen for a specific case study of an empty container terminal operation area in Bangkok port. Findings - Performance metrics for container terminal management or yard operations based on truck turnaround time were calculated by applying the Confidence Interval Theory. The data were analyzed using the SPSS program's binary logistic regression method to consider the relationship between the independent and dependent variables. The results of the research have been found. The inbound container management system has been better delivered in time than the outbound, which has implemented a total operation within 16.12 minutes. Additionally, some factors have significantly impacted container yard performance, such as activity type, route, container size, distance, and tools. Novelty - This might be incurred by multifarious reasons, such as operational stages, waiting time, data transmission, task and tool allocation, areas, traffic congestion, searching the container in blocks, etc. Type of Paper - Empirical research" |
| Keywords: | Empty Container Terminal, Container Yard, Container Management System, Binary logistic regression. |
| JEL: | E2 E3 |
| Date: | 2024–06–30 |
| URL: | https://d.repec.org/n?u=RePEc:gtr:gatrjs:jber248 |
| By: | Schneider, Paul R.; Koska, Thorsten; Schäfer-Sparenberg, Carolin |
| Abstract: | Der vorliegende Bericht enthält Statistiken zu Bedienzeiten, Angebotsstandards, Bezahloptionen, etc. von 60 im Jahr 2022 erfassten On-Demand-Ridepooling Systemen, sowie Antworten aus einer Befragung von 33 Systembetreibern zu ihren Flottengrößen, Genehmigungsgrundlage und Auflagen, Geschlechtergerechtigkeit, Zielgruppen und vielem mehr. Aufbauend auf der Analyse dieser Daten wird eine Systemtypologie entworfen. Für die neun differenzierten Typen werden jeweils idealtypische Systemcharakteristika skizziert, ihre Nützlichkeit aus ökologischer und sozialer Perspektive beleuchtet und ein Beispielsystem vorgestellt. Für die Sicherung und Steigerung der Daseinsvorsorge im ländlichen Raum stellen demnach insbesondere Systeme, die eine flächendeckende Bedienung ländlicher Gebiete bei geringen Bedienstandards leisten, eine zielführende Option dar (Typ Ländlich 1). Ein Beitrag zur Mobilitätswende im ländlichen Raum ist insbesondere durch eine wabenartige Bedienung von Gebieten rund um Knotenpunkte von Schnellverbindungen des Regionalverkehrs mit Schnellbussen und SPNV möglich (Typ Regional 2). Für den urbanen Raum scheint eine hochqualitative Bedienung mit preislichem Abstand zum ÖPNV die größten Potenziale zu bieten (Typ Urban 2), da diese Charakteristika den Anteil substituierter Fahrten mit dem MIV erhöhen und den Anteil des ersetzten Umweltverbundes senken. Der Bericht zeigt, dass On-Demand-Ridepooling eine wichtige Rolle bei der Transformation der heutigen, privat organisierten und extrem ressourcenintensiven Automobilität in Richtung einer wesentlich nachhaltigeren, geteilten Automobilität leisten kann. Die größte Hürde liegt derzeit in den Systemkosten, die großteils durch das Fahrpersonal entstehen. Skaleneffekte und autonomes Fahren könnten hier Fortschritte bringen. Zudem wären erhebliche Erkenntnisfortschritte zu erfolgversprechenden Systemausgestaltungen für verschiedene Einsatzkontexte möglich, wenn alle verfügbaren Daten gebündelt ausgewertet werden könnten. |
| Abstract: | This report contains statistics on operating times, service standards, payment options, etc. from 60 on-demand ridepooling systems identified in 2022, as well as responses from a survey of 33 system operators on their fleet sizes, gender equality, target groups and much more. based on the analysis of this data, a system typology is designed that differentiates between nine system types. Ideal system characteristics are outlined for each of these, their usefulness is examined from an ecological and social perspective and an exemplary system is presented. Systems that provide nationwide service in rural areas with low service standards are a particularly effective option for securing and increasing basic public mobility provision (type Rural 1). A contribution to the mobility transition in rural areas is possible in particular through a honeycomb-like service of areas around hubs of fast regional transport connections with express buses and regional rail services (type Regional 2). For urban areas, a high-quality service with a price gap to public transport seems to offer the greatest potential (type Urban 2), as these characteristics increase the proportion of substituted journeys by MIT and reduce the proportion of substituted eco-mobility. The report shows that on-demand-ridepooling can play an important role in the transformation of today's privately organized and extremely resource-intensive automobility towards a much more sustainable, shared automobility. The biggest hurdle currently arises from the system costs, which are largely incurred by drivers. Economies of scale and autonomous driving could bring progress here. In addition, significant advances in knowledge on promising system designs for various application contexts would be possible if all available data could be evaluated in a bundled manner. |
| Date: | 2024 |
| URL: | https://d.repec.org/n?u=RePEc:zbw:wuppap:300573 |
| By: | Mihailova, Darja; Vance, Colin |
| Abstract: | The time people spend traveling has far reaching implications for their health and for environmental outcomes. Urban planning paradigms - such as that of the '15-minute city' - have consequently endeavoured to bring key services and amenities to residents within a walkable or cycleable 15-20-minute distance. These efforts notwithstanding, the policy levers that influence travel-related time allocation remain poorly understood. Drawing on a panel of household travel data from Germany covering 2005 to 2020, the present study analyses the role of two such levers - bicycle/pedestrian paths and fuel prices - as determinants of time allocation across modes. We start with a descriptive analysis that identifies a stable average travel time expenditure ranging between 65 - 70 minutes for women and 75 - 80 minutes for men until 2020, when it dropped precipitously as COVID-19 spread. We subsequently estimate fractional response models to identify the influence of the policy variables on time expenditures across motorized, nonmotorized, and public transit modes. We complete the analysis by feeding the model estimates into the World Heath Organization's on-line Health and Economic Assessment Tool (HEAT) to quantify the health and environmental impacts of the planned expansion of the bike path network in the city of Munich, comparing this with the impact of Germany's recently introduced carbon tax on fuel. Both measures yield substantial benefits, with the implementation of the tax yielding a considerably higher benefit/cost ratio owing to its lower cost of implementation. |
| Abstract: | Die Zeit, die die Menschen unterwegs verbringen, hat weitreichende Auswirkungen auf ihre Gesundheit und auf die Umwelt. Stadtplanungsparadigmen - wie das der "15-Minuten-Stadt" - haben folglich versucht, den Bewohnern wichtige Dienstleistungen und Annehmlichkeiten in einem Umkreis von 15-20 Minuten zu Fuß oder mit dem Fahrrad zugänglich zu machen. Trotz dieser Bemühungen sind die politischen Hebel, die die reisebezogene Zeiteinteilung beeinflussen, nach wie vor nur unzureichend bekannt. Die vorliegende Studie stützt sich auf ein Panel von Mobilitätsdaten aus Deutschland für den Zeitraum von 2005 bis 2020 und analysiert die Rolle von zwei solchen Hebeln - Fahrrad-/ Fußgängerwege und Kraftstoffpreise - als Determinanten der verkehrsmittelübergreifenden Zeiteinteilung. Wir beginnen mit einer deskriptiven Analyse, die einen stabilen durchschnittlichen Reisezeitaufwand zwischen 65 und 70 Minuten für Frauen und 75 und 80 Minuten für Männer bis zum Jahr 2020 ermittelt, der dann mit der Ausbreitung von COVID-19 sprunghaft abnimmt. Anschließend schätzen wir ökonometrische Modelle, um den Einfluss der politischen Variablen auf den Zeitaufwand für motorisierte, nichtmotorisierte und öffentliche Verkehrsmittel zu ermitteln. Wir schließen die Analyse ab, indem wir die Modellschätzungen in das Online Health and Economic Assessment Tool (HEAT) der Weltgesundheitsorganisation einspeisen, um die Auswirkungen des geplanten Ausbaus des Radwegenetzes in der Stadt München auf die Gesundheit und die Umwelt zu quantifizieren und dies mit den Auswirkungen der kürzlich in Deutschland eingeführten Kohlenstoffsteuer auf Kraftstoffe zu vergleichen. Beide Maßnahmen bringen erhebliche Vorteile mit sich, wobei die Einführung der Steuer aufgrund der geringeren Umsetzungskosten ein deutlich höheres Nutzen-Kosten-Verhältnis aufweist. |
| Keywords: | Mode choice, time allocation, bicycle/pedestrian paths, fuel prices, Health Economic Assessment Tool |
| JEL: | D61 R23 R48 |
| Date: | 2024 |
| URL: | https://d.repec.org/n?u=RePEc:zbw:rwirep:300567 |
| By: | Proost, Stef; Vander Loo, Saskia |
| Abstract: | The CORSIA climate agreement requires the signatories to cap their bilateral international aviation carbon emissions to 85% of the level of 2019. Signatories can satisfy the cap by using offsets and sustainable aviation (SAF) fuels.This international agreement faces three handicaps: the agreement must be self-enforcing, very cheap offsets and SAF’s with a high indirect emission are not credible and offsets and SAF’s do not guarantee climate neutrality. We study the participation decision of a country to join or not CORSIA in a Nash context. It is shown that there are pairs of countries for whom it is beneficial to join CORSIA if their climate benefit is higher than half the cost of offsets or SAF fuels. The numerical model illustration for the 10 most important countries shows that only a few countries are likely to effectively participate and will do this via offsets rather than via SAF blends. |
| Keywords: | Aviation, climate, international climate agreement, fuel efficiency aviation, offsets, biofuels |
| JEL: | Q54 Q58 R48 |
| Date: | 2024–03–10 |
| URL: | https://d.repec.org/n?u=RePEc:pra:mprapa:121484 |
| By: | Duy-Hong Nguyen (Faculty of Business, FPT University, Hanoi and Vietnam Author-2-Name: Bob Goldwasser Author-2-Workplace-Name: College of Business Columbia, Southern University Author-3-Name: Author-3-Workplace-Name: Author-4-Name: Author-4-Workplace-Name: Author-5-Name: Author-5-Workplace-Name: Author-6-Name: Author-6-Workplace-Name: Author-7-Name: Author-7-Workplace-Name: Author-8-Name: Author-8-Workplace-Name:) |
| Abstract: | "Objective - The global expansion of container shipping has intensified challenges related to empty container logistics, significantly impacting supply chain efficiency and costs. In Vietnam, like in other regions, the repositioning of empty containers incurs high expenses and inefficiencies in the supply chain. To optimize container utilization and mitigate these challenges, Container Round-Use Platforms (CRUPs) have emerged as innovative solutions. Methodology/Technique - This study aims to identify factors influencing the adoption of Container Round-Use Platforms in the Vietnamese supply chain and examine the relationship and degree of influence between these factors and the platform's adoption. Employing the Technology-Organization-Environment (TOE) framework, the research explores contextual factors at the firm level that influence technological innovation adoption. The data was collected through an online survey with the participation of 349 valid respondents during July 2023. Finding - The survey data are analyzed using Partial Least Squares Structural Equation Modeling (PLS-SEM). The findings reveal that factors, including cost, ease of use, usefulness, relative advantage, firm size, top management support, and workforce, significantly influence the adoption of the Container Round-Use Platforms. By exploring these factors comprehensively, this research not only validates established adoption drivers but also unveils novel insights into enhancing CRUPs adoption strategies in Vietnam. Novelty - This study contributes uniquely to the literature by bridging theoretical gaps and offering practical implications for stakeholders seeking to enhance logistical efficiency and sustainability through advanced technological solutions in container logistics. Type of Paper - Empirical" |
| Keywords: | Container Round-Use Platforms, PLS-SEM, TOE framework, Vietnam, Vietnamese supply chain. |
| JEL: | L91 O33 R41 |
| Date: | 2024–06–30 |
| URL: | https://d.repec.org/n?u=RePEc:gtr:gatrjs:gjbssr648 |
| By: | Mr. JaeBin Ahn |
| Abstract: | Can a carbon tax reduce inflation volatility? Focusing on fuel excise taxes, this paper provides systematic evidence on their role as a shock absorber that helps mitigating the impact of global oil price shocks on domestic inflation. Exploiting substantial variation in fuel tax rates across 28 OECD countries over the period from 2014 to 2021, a simple idea that a per-unit, specific tax takes up a portion of the product price immune to cost shocks goes a long way toward explaining heterogeneity in the degree of oil price pass-through into domestic inflation across countries. A back-of-the-envelope calculation from the estimation results supports its quantitative significance---differences in fuel tax rates could explain about 30% of the variation in annual headline CPI inflation rates observed between the U.S. and U.K. during the 2021 inflation surge. |
| Keywords: | Fuel excise tax; gasoline tax; diesel tax; oil price pass-through; retail fuel price; inflation; greenflation; greensulation |
| Date: | 2024–07–12 |
| URL: | https://d.repec.org/n?u=RePEc:imf:imfwpa:2024/153 |