Decision and Value Theory.

Examining the impacts of socioeconomic factors, urban form, and transportation networks on CO2 emissions in China’s megacities

CO2 emissions patterns in 7 top carbon emitter economies: The case of transport sector

/pdf/cities-and-climate-change-urban-sustainability-and-global-378pz7qbyc.pdf

Cities and Climate Change: Urban Sustainability and Global Environmental Governance (review)

Impact of urbanization on energy related CO2 emission at different development levels: Regional difference in China based on panel estimation

http://www.civil.kumamoto-u.ac.jp/keikaku/////////////research/mizokami-pdf/file074.pdf

An analysis of the influence of urban form on energy consumption by individual consumption behaviors from a microeconomic viewpoint

SUMMARY Huge public transport subsidies caused by deficits have become a heavy financial burden on some local governments due to the decline of bus passenger numbers. It is essential to apply the performance-based contract to bus services considering maximization of social welfare. This paper constructs an incentive subsidy contract considering the decision-making powers of the service level and calculating the proper frequency elasticity aiming at two problems of performance-based contracts. Meanwhile, we consider a role of bus operators ignored by most researchers. Under the scheme, the decision-making power of the service level is discussed basedon fiveassumptions,andmeanwhile,busoperatorsaremotivatedtoreducecostandimproveservicelevel in the scheme. The case of the bus service of Arao city indicates that the optimal frequency equals to zero when bus operators decidefrequency.Ifbus operatorsdetermineefforts,theoptimaleffort also equalstozerowiththe goal of maximizing the profit. Also, bus operators can play their roles in lessening cost and improving service level to help bus operators and the local government achieve a win-win situation, which maximizes the social benefitinthissubsidyschemewhenallfactorsaredecidedbythegovernment.Copyright©2013JohnWiley& Sons, Ltd. External costs are incurred in urban areas that experience substantial levels of traffic congestion due to the increasing number of private cars. The existence of these external costs is reflected in governments around the world seeking more sustainable means of meeting passenger transport requirements, including support for public transport because of its capacity to meet social obligations and to reduce the external costs of private car use. Therefore, transit subsidies are necessary, given substantial economies of scale, in order to permit services to be set at a level that will result in reasonably efficient use of the public transport. Also, it is regarded as important to provide service for those who are unable to drive, in addition to helping cities find some relief from urban congestion and reducing fuel consumption. Although transit subsidies are necessary to lower the price of public transport and diminish discrimination, they have long been controversial. Pucher et al. [1] noted that costs and subsidies are jointly determined, as higher costs elicit more subsidies, which in turn induce higher costs. As a mechanism with a major objective of containing the cost to government of service provision, competitive tendering (CT) was proposed and applied. The CT contract attracted significant interest because of its attempt to apply responsibilities and incentives to contract operators to reduce cost. The three kinds of incentive contracts are gross-cost, net-cost, and cost-plus contracts. The gross-cost contract introduced in London is payment to the operator of a specified sum of provision of the specifi ed service for as pecified period, with all revenue collected being for the account of the government [2]. Under the net-cost contract, instituted to Hong Kong bus companies, revenues must cover cost and guarantee profit. Worcman [3] concluded that contract payments of

/pdf/incentive-subsidy-scheme-design-with-elastic-transport-4ygv0cs8to.pdf

Incentive subsidy scheme design with elastic transport demand

Modelling of the time-of-day traffic assignment over a traffic network

Increasing numbers of smartphone owners can help collect huge amounts of individual location tracking data. The location tracking data is typically useful for travel survey and transportation planning. Several earlier studies employed smartphone-based travel survey methods. However, sampling targets were limited. This paper describes a smartphone-based travel survey that targeted a large-scale population. Smartphone apps were developed for both Android and iPhone platforms. Letters inviting individuals to participate in a supplemental survey related to a large-scale household travel survey were mailed to 13,279 households in Kumamoto, Japan. Ultimately, 97 participants participated in a smartphone-based survey that offered zero incentives. Previous smartphone-based travel surveys did offer incentives. In contrast, the 97 participants who agreed to participate despite zero incentives were recruited by the use of randomly distributed mail-out invitation letters. An examination of the results revealed that participants' pure tendencies during their participation in the survey remained free of incentive bias. In addition, the results indicated that males were more likely to participate in the survey than females. Participants in their 20s were more likely to participate in the survey although they frequently failed to complete it. Individuals employed in manufacturing, energy, medical and public-related service occupations demonstrated higher participation rates. Smartphone-based survey participants' average trip rates were statistically higher than the average trip rates of traditional household travel survey participants. These findings can be used to develop similar smartphone-based travel surveys in the future.

A Smartphone-Based Travel Survey Trial Conducted in Kumamoto, Japan: An Examination of Voluntary Participants' Attributes

Large public transport subsidies necessitated by operating deficits have become a heavy financial burden on some local governments. However, the present subsidy scheme lacks incentives to encourage bus operators to reduce deficits to lessen subsidies. In order to motivate bus operators to exert their roles in reducing these subsidies to ensure sustainable finance, this paper designs an incentive subsidy scheme based on the Laffont–Tirole model. This scheme is designed to motivate bus operators to endeavor to reduce deficits so as to obtain a premium, thus minimizing the total amount of subsidies and maximizing social benefit. The case of the bus network in Kumamoto, Japan, shows how, with this subsidy scheme, bus operators can play roles in lessening subsidies, allowing a win-win situation for both bus operators and the local government, and maximizing social benefit to realize the sustainability of the city. Finally, findings of our sensitivity analysis with imperfect information suggest that the length of bus lines in a network should be shortened in order to avoid cost waste to lessen subsidies.

https://www.mdpi.com/2071-1050/11/6/1740/pdf

Mechanism Design for an Incentive Subsidy Scheme for Bus Transport

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