Value of time – A citizen perspective

The dominant empirical approach to infer Value of Time is based on experiments in which respondents are typically asked to make hypothetical travel choices as if they were paying travel costs from their own budget, in exchange for personal travel time gains. However, many scholars have argued that such travel choice decisions of individuals in their role of consumer of mobility are likely to be a poor proxy of how they in their role of citizen believe government should spend tax money to generate travel time gains for large numbers of travelers. So far, this possible deviation between what we call ‘consumer VoT’ and ‘citizen VoT’ has not been studied empirically. In this paper, we fill this gap, by designing a Stated Choice experiment with eight different frames; some representing a typical consumer choice situation, others gradually approaching a citizen perspective. We find that individuals’ willingness to pay from previously collected tax money for travel time gains created by a government policy, is significantly higher than their willingness to pay, from their after tax income, for time gains obtained by choosing a different route. This result implies that citizen VoT is higher than consumer VoT. This difference does not stem from a stronger willingness to spend previously collected tax money compared to spending one’s own income, but from a difference in the value attached to travel gains: a travel time gain resulting from government action is valued more than the same travel time gain obtained by one’s own route choices. This and a range of other empirical results are discussed in depth, in light of the conceptual differences between preferences of individuals in a role of consumer or citizen.     

Airline ambidextrous competition under an emissions trading scheme – A reference-dependent behavioral perspective

This study presents a reference-dependent Hotelling model for analyzing airline competition in pricing and green transportation investment, as well as the resulting financial performance under the European Union emission trading scheme. One feature of the proposed methodology is that it embeds psychological benefits/costs of consumers to characterize consumer attitudes to the increases in airline fare adjustments and improvements in green transportation. This study then investigates the equilibrium solutions for airfare adjustment and green transportation investment margins in different scenarios. The analytical results reveal specific operational conditions under which a cost-efficient airline can gain supreme competitive advantage by increasing both airfare and green transportation investment margins beyond the increases made by competitors under the emission trading scheme, whereas certain specific conditions may favor a cost leadership strategy. Conversely, a cost-inefficient airline can compete with a cost-efficient airline in both market share and profitability using the green transportation investment-differentiation strategy, particularly when consumers perceive the airfare difference as equaling the increased psychological benefit induced by the airline’s green effort.     

A fractional perspective to the modelling of Lisbon’s public transportation network

Transportation - Urban growth originates multiscale spatial patterns, such as those of transportation networks. Here, the public transportation network (PTN) of the city of Lisbon is analysed from...     

On a pathway to de-carbonization – A comparison of new passenger car CO2 emission standards and taxation measures in the G20 countries

Considering the role of transport for a 1.5 Degree stabilization pathway and the importance of light-duty vehicle fuel efficiency within that, it is important to understand the key elements of a policy package to shape the energy efficiency of the vehicle fleet. This paper presents an analysis focusing on three types of policy measures: (1) CO₂ emission standards for new vehicles, (2) vehicle taxation directly and indirectly based on CO₂ emission levels, and (3) fuel taxation. The paper compares the policies in the G20 economies and estimates the financial impact of those policies using the example of a Ford Focus vehicle model. This analysis is a contribution to the assessment of the role of the transport sector in global decarbonisation efforts. The findings of this paper show that only an integrated approach of regulatory and fiscal policy measures can yield substantial efficiency gains in the vehicle fleet and can curb vehicle kilometres travelled by individual motorised transport. Using the illustrative example of one vehicle model, the case study analysis shows that isolated measures, e.g. fuel efficiency regulation without corresponding fuel and vehicle taxes only have minor CO₂ emission reduction effects and that policy measures need to be combined in order to achieve substantial emission reduction gains over time. The analysis shows that the highest level of impact is achieved by a combination regulatory and fiscal policies rather than only one policy even if this policy is more aggressive. When estimating the quantitative effect of fuel efficiency standards, vehicle and fuel tax, the analysis shows that substantial gains with regard to CO₂ emission are only achieved at a financial impact level above 500 Euros over a four year period.     

A practice-ready relocation model for free-floating carsharing systems with electric vehicles – Mesoscopic approach and field trial results

This paper introduces a relocation model for free-floating Carsharing (FFCS) systems with conventional and electric vehicles (EVs). In case of imbalances caused by one-way trips, the approach recommends profit maximizing vehicle relocations. Unlike existing approaches, two types of relocations are distinguished: inter zone relocations moving vehicles between defined macroscopic zones of the operating area and intra zone relocations moving vehicles within such zones. Relocations are combined with the unplugging and recharging of EVs and the refueling of conventional vehicles. In addition, remaining pure service trips are suggested. A historical data analysis and zone categorization module enables the calculation of target vehicle distributions. Unlike existing approaches, macroscopic optimization steps are supplemented by microscopic rule-based steps. This enables relocation recommendations on the individual vehicle level with the exact GPS coordinates of the relocation end positions. The approach is practice-ready with low computational times even for large-scale scenarios.To assess the impact of relocations on the system’s operation, the model is applied to a FFCS system in Munich, Germany within three real world field tests. Test three shows the highest degree of automation and represents the final version of the model. Its evaluation shows very promising results. Most importantly, the profit is increased by 5.8% and the sales per vehicle by up to 10%. The mean idle time per trip end is decreased by 4%.     

On the electrification of road transportation – A review of the environmental,economic, and social performance of electric two-wheelers

Electrification is widely considered as a viable strategy for reducing the oil dependency and environmental impacts of road transportation. In pursuit of this strategy, most attention has been paid to electric cars. However, substantial, yet untapped, potentials could be realized in urban areas through the large-scale introduction of electric two-wheelers. Here, we review the environmental, economic, and social performance of electric two-wheelers, demonstrating that these are generally more energy efficient and less polluting than conventionally-powered motor vehicles. Electric two-wheelers tend to decrease exposure to pollution as their environmental impacts largely result from vehicle production and electricity generation outside of urban areas. Our analysis suggests that the price of e-bikes has been decreasing at a learning rate of 8%. Despite price differentials of 5000 ± 1800 EUR₂₀₁₂ kW h⁻¹ in Europe, e-bikes are penetrating the market because they appear to offer an apparent additional use value relative to bicycles. Mid-size and large electric two-wheelers do not offer such an additional use value compared to their conventional counterparts and constitute niche products at price differentials of 700 ± 360 EUR₂₀₁₂ kW⁻¹ and 160 ± 90 EUR₂₀₁₂ kW⁻¹, respectively. The large-scale adoption of electric two-wheelers can reduce traffic noise and road congestion but may necessitate adaptations of urban infrastructure and safety regulations. A case-specific assessment as part of an integrated urban mobility planning that accounts, e.g., for the local electricity mix, infrastructure characteristics, and mode-shift behavior, should be conducted before drawing conclusions about the sustainability impacts of electric two-wheelers.     

How experience of use influences mass-market drivers’ willingness to consider a battery electric vehicle: A randomised controlled trial

Uptake of electric vehicles (EVs) by consumers could reduce CO₂ emissions from light duty road transport, but little is known about how mass-market consumer drivers will respond to them. Self-Congruity theory proposes that products are preferred whose symbolic meanings are congruent with personal identity. Further, Construal Level theory suggests that only those who are psychologically close to a new product category through direct experience with it can make concrete construals related to their lifestyles; most drivers lack this for EVs. For instance, potential performance benefits of EVs might offset range limitations for consumers who have such direct experience. The effect of direct experience was tested in a randomised controlled trial with 393 mass-market consumer drivers. An experimental group were given direct experience of a modern battery electric vehicle (BEV), and a control group an equivalent conventional car. Despite rating the performance of the BEV more highly than that of the conventional car, willingness to consider a BEV declined after experience, particularly if the range of the BEV considered was short. The participants willing to consider a short-range BEV were those high in self-congruity, for whom the BEV could act as a strong symbol of personal identity.     

Can environmental awareness explain declining preference for car-based mobility amongst generation Y? A qualitative examination of learn to drive behaviours

Preference for private, motorised transportation grew substantially throughout the global North, during the 20th Century. Through this time rates of licencing, and car ownership, and vehicle kilometres travelled (VKT) rose across age groups. This had a range of environmental and social equity implications, and ignited a priority for investment in road infrastructure. The system of automobility was cemented by lock-in through the assemblage of infrastructure, technologies, policies and behaviours supporting, and frequently requiring, car based mobility. Yet recent evidence has shown that generation Y (18–35 year olds) are practicing mobility in different ways to earlier generations. Stabilising and declining rates of VKT, licencing and vehicle ownership have been identified in a range of industrialised countries. Adopting an interdisciplinary approach, this paper draws from theories of social practice and the theory of planned behaviour, as two traditions to examine what people ‘do’, focusing on the social and the individual respectively. It examines the motivations to learn to drive (LTD), and the preference for driving in New Zealand, a highly car-dependent country, empirically drawing from 51 qualitative interviews. A series of meta-themes are presented and used to explain intended and actual behaviour relating to driving practices. The empirical research finds a diversity of highly nuanced interpretations of LTD, some of which reflect individual characteristics, whilst other interpretations are best understood grounded in a wider societal reading of contemporary trends and meanings. Frequently, justification for learning to drive goes beyond the competency and capacity to drive independently. Implications for policy and planning are detailed.     

Corrigendum to “Micro-foundations of congestion and pricing: A game theory perspective” [Transp. Res. Part A 39 (2005) 691–704]

This paper amends “Micro-foundations of Congestion and Pricing: A Game Theory Perspective” Levinson (2005), correcting the calculated tolls and Nash equilibria predicted for a three-player game.