Adjust urban and rural road pricing for fair mobility

Creutzig, Felix; Javaid, Aneeque; Koch, Nicolas; Knopf, Brigitte; Mattioli, Giulio; Edenhofer, Ottmar

doi:10.1038/s41558-020-0793-1

Cited by 46 publications

(22 citation statements)

References 19 publications

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“…VMT elasticities are also positively correlated with greenhouse gas emissions and vehicle weight. 1 Criteria air pollutants are the only air pollutants for which the administrator of the US Environmental Protection Agency has established national air quality standards defining allowable ambient air concentrations. Congress has focused regulatory attention on these pollutants (i.e., carbon monoxide, lead, nitrogen dioxide, ozone, particulate matter, and sulfur dioxide) because they endanger public health and are widespread throughout the United States.…”

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confidence: 99%

The Welfare Impact of Second-Best Uniform-Pigouvian Taxation: Evidence from Transportation

Knittel

Sandler²

2018

American Economic Journal: Economic Policy

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When consumers or firms don’t face the true social cost of their actions, market outcomes are inefficient. In the case of negative externalities, Pigouvian taxes are one way to correct this market failure, but it may be infeasible to tax the externality directly. The alternative, taxing a related product, will be second-best. In this paper, we show that in the presence of heterogeneous externalities and elasticities, this type of indirect tax performs poorly. In our empirical application, gasoline taxes to address pollution externalities, less than a third of the deadweight loss of the externality is addressed by second-best optimal taxes. (JEL D62, H21, H23, H71, H76, Q53, R48)

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confidence: 99%

The Welfare Impact of Second-Best Uniform-Pigouvian Taxation: Evidence from Transportation

Knittel

Sandler²

2018

American Economic Journal: Economic Policy

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“…It could help to cut back transportation energy use, CO 2 emissions and air pollution while improving population health (Nieuwenhuijsen, 2020;Shaw et al, 2014) as con nement is eased. Therefore, locking in, investing in and promoting active travel should be a cornerstone of sustainability strategies, policies and planning (Andor et al, 2020;Creutzig et al, 2016;Creutzig et al, 2020) to meet our very challenging sustainable development goals that are unlikely to be met without signi cant mode shift to sustainable transport (Creutzig et al, 2018). Distributions of mean life cycle CO2 emissions by travel emissions decile, subdivided by journey type (log-normal plot, error bars are 95% CIs).…”

Section: Resultsmentioning

confidence: 99%

The climate change mitigation effects of daily active travel in cities

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Anaya-Boig

et al. 2021

Transportation Research Part D: Transport and Environment

130

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Active travel (walking or cycling for transport) is considered the most sustainable form of personal transport. Yet its net effects on mobilityrelated CO 2 emissions are complex and under-researched. Here we collected travel activity data in seven European cities and derived life cycle CO 2 emissions across modes and purposes. Daily mobility-related life cycle CO 2 emissions were 3.2 kgCO 2 per person, with car travel contributing 70% and cycling 1%. Cyclists had 84% lower life cycle CO 2 emissions than non-cyclists. Life cycle CO 2 emissions decreased by-14% per additional cycling trip and decreased by-62% for each avoided car trip. An average person who 'shifted travel modes' from car to bike decreased life cycle CO 2 emissions by 3.2 kgCO 2 /day. Promoting active travel should be a cornerstone of strategies to meet net zero carbon targets, particularly in urban areas, while also improving public health and quality of urban life.

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“…It could help to cut back CO 2 emissions and air pollution while improving population health 21,71 as con nement is eased. Therefore, locking in, investing in and promoting active travel should be a cornerstone of sustainability strategies, policies and planning [72][73][74] to meet our very challenging development goals that are unlikely to be met without signi cant mode shift to sustainable transport 6 .…”

Section: Discussionmentioning

confidence: 99%

The climate change mitigation effects of active travel

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Dons

Anaya-Boig

et al. 2020

Preprint

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Active travel (walking or cycling for transport) is considered the most sustainable form of getting from A to B. Yet the net effects of active travel on mobility-related CO2 emissions are complex and under-researched. Here we collected travel activity data in seven European cities and derived lifecycle CO2 emissions from daily travel activity. Daily mobility-related lifecycle CO2 emissions were 3.2 kgCO2 per person, with car travel contributing 70% and cycling 1%. Cyclists had 84% lower lifecycle CO2 emissions from all daily travel than non-cyclists. Lifecycle CO2 emissions decreased by -14% (95%CI -12% to -16%) per additional cycling trip and decreased by -62% (95%CI -61% to -63%) for each avoided car trip. An average person who ‘shifted travel modes’ from car to bike decreased lifecycle CO2 emissions by 3.2 (95%CI 2.0 to 5.2) kgCO2/day, and using a bike as the ‘main method of travel’ gave 7.1 (95%CI 4.8 to 10.4) kgCO2/day lower lifecycle CO2 emissions than mainly using a car or van. Investing in and promoting active travel should be a cornerstone of strategies to meet net zero carbon targets, particularly in urban areas, while also improving public health and quality of urban life.

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Adjust urban and rural road pricing for fair mobility

Cited by 46 publications

References 19 publications

The Welfare Impact of Second-Best Uniform-Pigouvian Taxation: Evidence from Transportation

The Welfare Impact of Second-Best Uniform-Pigouvian Taxation: Evidence from Transportation

The climate change mitigation effects of daily active travel in cities

The climate change mitigation effects of active travel

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