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on Transport Economics |
| By: | Lola Blandin (UNCTAD - United Nations Conference on Trade and Development - United Nations Conference on Trade and Development, GAEL - Laboratoire d'Economie Appliquée = Grenoble Applied Economics Laboratory - UPMF - Université Pierre Mendès France - Grenoble 2 - INRA - Institut National de la Recherche Agronomique); Giovanni Vecchio (UC - Pontificia Universidad Católica de Chile, IEUT - Instituto de Estudios Urbanos y Territoriales - Facultad de Arquitectura, Diseño y Estudios Urbanos); Ricardo Hurtubia (IEUT - Instituto de Estudios Urbanos y Territoriales - Facultad de Arquitectura, Diseño y Estudios Urbanos, CEDEUS SANTIAGO CHL - Partenaires IRSTEA - IRSTEA - Institut national de recherche en sciences et technologies pour l'environnement et l'agriculture); Ignacio Tiznado-Aitken (University of Toronto) |
| Abstract: | Car dependence is a dimension of transport poverty whose subjective components have been limitedly explored. Research on car dependence highlights the incidence of transport costs, assesses the multidimensional vulnerability of car-dependency and the possibility to access valued opportunities. However, people's perceptions and their perceived ability to access destinations may better reflect the way they move in car dependent settings. In this paper, we aim to examine what are the determinants of perceived accessibility and to which extent perceived accessibility influences mode choices in such areas. Based on a survey carried out in four peripheral and periurban municipalities in the Metropolitan Region of Santiago de Chile, we examine how subjective perceptions of accessibility contribute to explain modal choice in the outskirts. Results show that perceived accessibility has a negative net impact on the utilities for both car and public transport, which means that a low perceived accessibility increases the likelihood of choosing motorized modes. Moreover, residents from peripheral municipalities tend to perceive a higher accessibility than households from periurban areas, who are excluded from the public transport system. These findings show the importance of providing nearby opportunities and convenient alternatives to limit car dependency, especially in periurban areas. |
| Keywords: | Mode choice, Perceived accessibility, Travel behavior, Car dependence, Discrete choice, discrete choice mode choice perceived accessibility travel behavior periphery car dependence, discrete choice, mode choice, perceived accessibility, travel behavior, periphery, car dependence |
| Date: | 2024–06 |
| URL: | https://d.repec.org/n?u=RePEc:hal:journl:hal-04659649 |
| By: | Ozbilen, Basar; Gulhare, Siddhartha; Makino, Keita; Jena, Aurojeet; Iogansen, Xiatian; Loa, Patrick; Lee, Yongsung; Malik, Jai; Circella, Giovanni |
| Abstract: | During the early months of the pandemic, stay-at-home orders and concerns about infection catalyzed a shift toward online activities, such as remote work and e-shopping, resulting in a significant decrease in conventional travel. However, as the effects of the pandemic diminished, the pandemic-induced online activities began to subside, and conventional travel started to rebound. The challenge among transportation planners and policymakers is to determine the lasting effects of the pandemic and adjust the policies accordingly. In the same efforts to understand the evolving travel-related activities and inform policymaking, the 3 Revolutions Future Mobility Program at the University of California, Davis, conducted four waves of mobility surveys between Spring 2020 and Fall 2023. Key findings from the analysis of these data reveal that remote work and a combination of remote work and physical commuting (i.e., hybrid work) emerge as an enduring outcome of the pandemic. The pandemic accelerated the rise of e-shopping, both for grocery and non-grocery purchases, with findings demonstrating the critical influence of socio-demographic factors, including age, gender, and income, on e-shopping adoption and frequency. The findings show that socio-demographic factors such as work status, income level, and work arrangements are associated with household vehicle ownership changes and individual vehicle miles traveled (VMT). In particular, an increase in commute frequency reduces the likelihood of vehicle shedding, while amplifying the likelihood of vehicle acquisition. In the meantime, remote workers exhibit lower commuting VMT but higher non-commuting VMT compared to hybrid workers. The findings demonstrate a similarity between the percentage of respondents who used public transit, bikes, e-bikes, and e-scooters for commuting and non-commuting trips to some degree between 2019 and 2023. These insights underscore that adapting to shifting activity and transportation patterns is crucial for policymakers and planners to build a sustainable and inclusive post-pandemic future. |
| Keywords: | Social and Behavioral Sciences, Travel Behavior, COVID-19 Pandemic, Remote Work, Hybrid Work, Online Shopping, Shared Mobility, Vehicle Ownership, Vehicle Miles Traveled, Longitudinal Data |
| Date: | 2024–05–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsdav:qt59x3z9zb |
| By: | Giller, James; Compostella, Junia; Iogansen, Xiatian; Young, Mischa; Circella, Giovanni |
| Abstract: | Transportation Network Companies (TNCs), also referred to as ridehailing companies, have experienced rapid growth in the past decade. This report focuses on the quickly evolving transportation patterns resulting from the adoption of ridehailing as part of the efforts accompanying the implementation of the Clean Miles Standard (CMS) regulation. Based on the analysis of survey data collected in four California metropolitan regions before the COVID-19 pandemic, this report summarizes the findings from three studies, focusing on (1) the use of ridehailing among traveler groups with different multimodal travel patterns, (2) the substitution of ridehailing for other modes, and travel induced by ridehailing, and (3) the use of pooled ridehailing services, in which multiple passengers share the same vehicle for all or a portion of their trips. The results from these analyses reveal that transit users are more likely to be ridehailing users. Individuals without a household vehicle and identifying with an underrepresented minority group are more likely to use ridehailing for essential (rather than for discretionary trip) purposes. Over 50% of the ridehailing trips replaced a transit, active, or carpooling trip, or created new vehicle miles. Lower-income individuals, people of color, females, and younger individuals are more likely to choose pooled ridehailing over the single-user ridehailing service. Trips that originate in high-density areas are also more likely to be pooled. Furthermore, being a frequent ridehailing user is associated with greater use of pooled ridehailing, whereas not having to pay for a trip (e.g., a work-related trip paid for by an employer) reduces the likelihood of pooling. |
| Keywords: | Social and Behavioral Sciences, Ridehailing, modal substitution, modal replacement, pooled ridehailing, shared ridehailing, Transportation Network Companies (TNC) |
| Date: | 2024–05–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsdav:qt1x6982gf |
| By: | Wang, Guihua; Fulton, Lewis |
| Abstract: | The concept of hydrogen internal combustion engine vehicles (ICEVs) is not new, but has gained renewed interest lately, especially for heavy-duty trucks. Different from hydrogen fuel cell electric vehicles (FCEVs), which represent a novel zero-emission technology, hydrogen engines are modified conventional engines running on hydrogen fuel instead of gasoline or diesel. This study presents a comparative review of hydrogen engines and fuel cells, based on existing reports and discussions with industry. We consider aspects such as vehicle efficiency, greenhouse gas (GHG) and criteria pollutant emissions, hydrogen fuel purity, vehicle attributes, vehicle acquisition costs, total costs of ownership, and new policies. We find that hydrogen ICEVs offer some advantages and disadvantages: advantages include lower production cost and potentially greater reliability; disadvantages include potentially overall lower efficiency (and thus higher fuel cost) and lack of zero-vehicle-emission operation. While the technologies could be complementary (e.g., hydrogen ICEVs serving as a transition technology toward FCEVs), they also may compete, with success for hydrogen ICEVs resulting in setbacks for FCEV market success. |
| Keywords: | Engineering, hydrogen internal combustion engine vehicle, fuel cell electric vehicle, heavy-duty vehicle, zero-emission vehicle, total cost of ownership |
| Date: | 2024–08–09 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsdav:qt4bn4r7td |
| By: | Fukushige, Tatsuya; Fitch-Polse, Dillon T. |
| Abstract: | This study examined the sustainability of shared micromobility services using data from 48 cities in the US using a 21-day smartphone travel diary and survey data. Population-weighted analysis indicated a much smaller share of transit connection than in prior reported studies, with more reliable data. However methodological decisions could be a cause for such discrepancies suggesting a sensitivity analysis of this same data may be a good next research step. Results also indicated median VMT reduced per micromobility trip to be roughly 0.15 miles for e-scooter share trips and 0.25 miles for bike share (including e-bike) trips. Models of mode substitution confirm prior evidence of factors affecting car substitution including trip distance as the strongest factor. This study also proposed two frameworks for building a sketch planning tool for examining VMT reduction from future micromobility services. This tool could help cities and regions better plan for the micromobility services to achieve real VMT and GHG reduction goals. While more research is needed to employ this framework, it helps motivate a series of additional research topics to inform a decision support tool for shared micromobility planning. View the NCST Project Webpage |
| Keywords: | Social and Behavioral Sciences, Micromobility, shared mobility, bicycles, e-scooters, e-bikes, mode substitution, transit connection, vehicle miles traveled |
| Date: | 2024–08–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsdav:qt4qr5t2tw |
| By: | Ferguson, Beth; Sanguinetti, Angela |
| Abstract: | Micromobility—including bicycles, electric bicycles, and electric scooters—is well-suited to address first- and last-mile connectivity with public transit by bridging the gaps of service for riders. This extends the geographic region where residents are likely to access and exit a transit station, facilitating access to more jobs, services, and recreation. However, public use of micromobility depends on a variety of factors. These include availability of secure parking facilities or other environmental design features at and around public transit stations. UC Davis researchers and urban design experts considered these issues in a case study of the Bay Area Rapid Transit (BART) heavy rail system. The study included environmental audits at 18 BART stations. The study also hosted an online survey of BART and micromobility users and included interviews with government, industry, and community stakeholders. This policy brief summarizes the findings from this study and provides policy implications. View the NCST Project Webpage |
| Keywords: | Social and Behavioral Sciences, access, bicycles, micromobility, public transit, rail transit stations, scooters, surveys |
| Date: | 2024–08–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsdav:qt4x38j8p1 |
| By: | Kevin Riehl; Anastasios Kouvelas; Michail Makridis |
| Abstract: | Traffic engineering aims to control infrastructure and population behavior to achieve optimal usage of road networks. Fairness is fundamental to stimulate cooperation in large populations, and plays an important role in traffic engineering, as it increases the well-being of users, improves driving safety by rule-adherence, and overcomes public resistance at legislative implementation. Despite the importance of fairness, only a few works have translated fairness into the transportation domain, with a focus on transportation planning rather than traffic engineering. This work highlights the importance of fairness when solving conflicts of large populations for scare, public good, road-network resources with traffic engineering, and establishes a connection to the modern fairness theories. Moreover, this work presents a fairness framework that serves when designing traffic engineering solutions, when convincing in public debates with a useful, argumentative tool-set to confront equity considerations, and enables systematic research and design of control systems. |
| Date: | 2024–08 |
| URL: | https://d.repec.org/n?u=RePEc:arx:papers:2408.01309 |
| By: | Garcia-López, Miquel Àngel; Gómez-Hernández, Luz Yadira |
| Abstract: | This paper aims to establish the impact of two medium-capacity transportation systems (MCTS) on housing prices in Medellín (Colombia): Metroplús, a bus rapid transit (BRT) system, and Tranvía, a tramway system. Using repeated cross-sectional data from the Medellín Quality of Life Survey from 2008 to 2018 and difference-in-differences estimators, we find that Metroplús has a negative impact on the growth of rental prices, whereas Tranvía has a positive impact. We do not find any effect on several other outcomes, such as the perception of quality and coverage of the public transportation in the neighborhoods they serve, and the number of private vehicles in the household. |
| Keywords: | MCTS; public transportation; real state prices |
| JEL: | R40 R58 |
| Date: | 2024–09–01 |
| URL: | https://d.repec.org/n?u=RePEc:ehl:lserod:124523 |
| By: | Jacek Pawlak; John Polak |
| Abstract: | Time sharing between activities remains an indispensable part of everyday activity pattern. However, the issue has not yet been fully acknowledged within the existing time allocation models, potentially resulting in inaccuracies in valuing travel time savings. Therefore this study is aimed at addressing this gap by investigating the potential impact of introducing time sharing within such a framework, as well as factors determining it as represented by travel activities. In doing so, time constraint in the time allocation model of Small was modified to enable sharing the same time interval between different activities. The resulting expression indicated that such an augmentation could lead to lower estimates of value of time as a resource. On the other hand, empirical research based on the data from the National Passenger Survey 2004 used for calibrating cross-nested logit model indicated a number of factors affecting the choice of travel activities. It was discovered that significant include possession of equipment allowing particular activities, e.g. newspaper, paperwork or ICT devices, companionship, gender, length of the journey, frequency of using the service, possibility of working on the train, journey planning in advance, first class travel, termination of the trip in central London, peak-time travel and availability of seating. |
| Date: | 2024–07 |
| URL: | https://d.repec.org/n?u=RePEc:arx:papers:2407.08312 |
| By: | Hirandas, Lekshmy |
| Abstract: | With an aging state population, it is crucial to understand the factors that contribute to road safety among adults aged 65 and older and identify at-risk neighborhoods for targeted interventions. In this context, this report analyzes fatal and serious injury (FSI) trends and patterns among aging road users, including older pedestrians and bicyclists, with a focus on identifying neighborhoods at risk for crashes based on senior FSI rates. 2178 census tracts (32.7%) were deemed as being potential at-risk neighborhoods, as they all exceeded the state average senior FSI rate of 120 per 100, 000 individuals (0.12%). The report also discusses factors that contribute to road safety among older adults, including physical changes associated with aging and the impact of new mobility technologies. By identifying at-risk neighborhoods and exploring factors that contribute to senior road safety, this report aims to inform targeted interventions to improve road safety for older adults. |
| Keywords: | Social and Behavioral Sciences |
| Date: | 2023–07–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsrrp:qt022007tv |
| By: | Marco Sebastian Breder; Arnd Hofmann; Michael Bucksteeg; Christoph Weber (Chair for Management Sciences and Energy Economics, University of Duisburg-Essen) |
| Abstract: | Electromobility has achieved a significant breakthrough in recent years, and numerous studies have been carried out in this field. However, the focus has mainly been on technical aspects, and current economic analyses and derived policy implications are based on these technical aspects. With the rising share of electric vehicles, the importance of efficient coordination and their integration into power systems and markets is increasing. This depends, above all, on the behavior of consumers, who make a series of decisions ranging from purchase and usage to disposal. Although there is a large variety of consumer research on electromobility, related reviews primarily focus on distinct aspects, such as acceptance, usage behavior, or incentives. This paper provides a comprehensive overview of the current state of research, with a clear separation of behavioral aspects. To this end, we summarize the different elements of current efforts in the field: the research on purchasing, tariff choice, charging, and driving. There are few studies on tariff choice between 2016 and 2023, while most of the published articles have focused on charging. Unexpectedly, the citation frequency for articles published in 2016 is lower than that of articles published in 2017 and 2018. This might indicate the growing importance of behavioral research on electromobility. The identified research gaps call for further research on tariff design and associated interactions at the system level to further develop the markets and leverage the potential of integrating electromobility into power systems. The latter concerns economic potential, such as avoiding grid expansion through smart tariffs or technical potential in the context of system services. |
| Keywords: | review, electromobility, consumer, economics, behavioral economics |
| Date: | 2024–08 |
| URL: | https://d.repec.org/n?u=RePEc:dui:wpaper:2405 |
| By: | Rosa Sanchis-Guarner; Nikodem Szumilo; Antoine Vernet |
| Abstract: | We study the impact of improved rail access on entrepreneurship rates in England and Wales. We use data from the Census spanning 2001, 2011, and 2021 to analyse self-employment rates in granular geographic areas of around 200 residents. Specifically, we study how they respond to changes in the distance to the nearest train station occurring due to 56 new station openings. We find that all else equal, moving 1 km further away from a station reduces self-employment rates by 0.12 percentage points, with the effect dissipating beyond 7 km. Secondary results suggest that access to rail makes it easier to become self-employed while not making it more attractive compared to employment. Our findings suggest that rail infrastructure improvements can support local entrepreneurship and economic activity, contributing to regional development and reducing economic inequality. |
| Keywords: | entrepreneurship, rail, self-employment |
| JEL: | L26 O18 R11 |
| Date: | 2024 |
| URL: | https://d.repec.org/n?u=RePEc:ces:ceswps:_11227 |
| By: | Hahn, Nadine |
| Abstract: | I develop a general framework for markup and markdown estimation that allows for profit sharing along value chains without making assumptions on conduct between vertically related firms. I derive the conditions under which the markup and markdown estimates relate to the firms' equilibrium bargaining weights. To account for vertical and horizontal product differentiation in the production function estimation, I include plant-level prices and employ car characteristics as demand-based quality controls. Between 2002 and 2018, the European car manufacturers' margins on their input and product markets combined were stable around 10% to 15% on average. The manufacturers' share of the margin on the input market, however, depends on the car segments in which they produce. The suppliers' share depends negatively on the variety of their product portfolio and depends positively on their relationship intensity to car manufacturers. The analysis shows that the manufacturers' bargaining weights decreased during crisis years, such as the financial crisis in 2007 or the dieselgate scandal in 2015. |
| Keywords: | Market Power, Markups, Markdowns, Production Approach, Car Industry, Vertical Chains |
| JEL: | D22 L13 L14 L62 |
| Date: | 2024 |
| URL: | https://d.repec.org/n?u=RePEc:zbw:zewdip:300675 |