Submitted Successfully!
To reward your contribution, here is a gift for you: A free trial for our video production service.
Thank you for your contribution! You can also upload a video entry or images related to this topic.
Version Summary Created by Modification Content Size Created at Operation
1
Manoj Kumar Nallapaneni
 + 1379 word(s) 1379 2021-11-30 04:35:19 |
2 format correct
Nora Tang
 Meta information modification 1379 2021-12-01 10:23:02 |

Video Upload Options

We provide professional Video Production Services to translate complex research into visually appealing presentations. Would you like to try it?
No, upload directly Yes

Confirm

Are you sure to Delete?
Yes No
Cite
If you have any further questions, please contact Encyclopedia Editorial Office.
Nallapaneni, M.K. Socio-Economic Aspects of Sustainable Mobility. Encyclopedia. Available online: https://encyclopedia.pub/entry/16535 (accessed on 26 December 2024).
Nallapaneni MK. Socio-Economic Aspects of Sustainable Mobility. Encyclopedia. Available at: https://encyclopedia.pub/entry/16535. Accessed December 26, 2024.
Nallapaneni, Manoj Kumar. "Socio-Economic Aspects of Sustainable Mobility" Encyclopedia, https://encyclopedia.pub/entry/16535 (accessed December 26, 2024).
Nallapaneni, M.K. (2021, November 30). Socio-Economic Aspects of Sustainable Mobility. In Encyclopedia. https://encyclopedia.pub/entry/16535
Nallapaneni, Manoj Kumar. "Socio-Economic Aspects of Sustainable Mobility." Encyclopedia. Web. 30 November, 2021.
Socio-Economic Aspects of Sustainable Mobility
Edit
This entry is adapted from the peer-reviewed paper 10.3390/su132212918

The importance of transportation in terms of economic growth and human resources cannot be overstated. The way people move to work or enjoy recreation, how companies send workers to reach clients, and how businesses ship goods to distribution centres—transport shapes lives and underpins everything. The goal of the transportation system should be to advance the excellence of life in the city and suburbs by providing a safe, dependable, integrated, multi-modal, effective, and environmentally friendly transportation system (particularly by employing low/zero-emission cars, park and ride solutions, and so on). There are various socioeconomic facets of sustainable mobility. In addition, some of them also overlap with the environmental or technical categories. 

sustainable mobility transportation and climate change public transport

1. Accessibility

Accessibility is seen as a helpful notion that may be utilised to create insights into difficulties connected to social exclusion caused by a lack of transportation alternatives. Affordability should be a part of sustainable mobility [1][2]. Several studies have emphasised the importance of transportation equity: An equal distribution of transportation services (infrastructures and transit systems) aids in attaining social justice, with significant implications for health and quality of life [3]. Martens [4] suggested a thorough investigation of equity in transportation development. Beyazit [5] suggested a study of the literature on social impartiality in transportation. Delbosc and Currie [6] suggested using Lorenz curves and the Gini coefficient to measure public transportation equity, which has since been used in many other studies [7][8][9][10][11][12]. Camporeale et al. [13] considered the importance of fairness and proposed a solution for achieving an equal allocation of transportation impacts (benefits and costs) among consumers. Camporeale et al. [14][15][16] proposed a methodology for planning and designing public transportation routes that address the demands of cities while promoting equitable access. Gallo [17] suggested a method for improving the price equity of transportation systems. Caggiani et al. [18] concentrated on implementing a cordon-based congestion pricing system on a multimodal network where private vehicles and public transit coexist and included a sensitivity study for a monocentric metropolitan reality by adjusting the scale of the charging area and the volume of the toll.
Attaining equity goals should be one of the transportation policy’s guiding standards. Any deal in this field that uses public funds and equity must be included in transportation planning. Sustainable mobility is inherently rational, provided that the poorer social classes often writhe the most from pollution and climate change.

2. Pricing and Taxation

Pricing may normally be applied to the use of road facilities or car parking. A toll is levied on car drivers for the use of a single piece of arrangement or for accessing a certain part of a city, and the driver is responsible for paying for parking. In terms of sustainable mobility, the policies seek to raise the relative costs of private vehicle usage in order to encourage a modal break in favour of other means of transportation, such as mass transportation, cycling, and walking. Often, road pricing has a straight environmental implication, discriminating prices based on the vehicle’s environmental compatibility [19][20][21]. In order to achieve competitive mobility, road pricing should be closely related to the principle of external costs [22]; in fact, the best road pricing should be that which is capable of charging the car user with all of the external costs it generates [23][24]. Indeed, optimal pricing is not feasible from this perspective, and parking pricing and road pricing strategies are still regarded as second-best approaches [25].
Taxation policies on fuels or car ownership are commonly used in Western countries, distinguished from environmental effects and greenhouse gas emissions. Santos [26] calculated and compared petrol and diesel taxes for 22 European countries, taking into account the impact of fuel taxation on fuel efficiency. Steinsland et al. [27] investigated the climate, financial, and equity implications of a fuel tax, a road toll, and a commuter tax credit. According to the research by Montag [28], fuel taxes are the primary tool for reducing automotive emissions. Using data from the US airline industry, Fukui & Miyoshi [29] investigated the impact of an increase in aviation fuel tax on cuts in fuel usage and carbon emissions.

3. Incentives

The use of various sorts of incentives in transportation systems to develop sophisticated transportation congestion management solutions has recently received a lot of attention. Rather than employing assumed or fixed-amount rewards, Xiong et al. [30] examined integrated and individualised passenger information and suggested an incentive strategy to encourage more energy-efficient travel and mobility decisions. Herradoe et al. [31] proposed the idea of “incentivized sustainable mobility” that encompasses four stakeholders: residents, municipalities, commerce, and mobility services. According to the investigations of Ricci et al. [32], incentive-based strategies might promote the adoption of sustainable transport. Their research lays the groundwork for creating sophisticated algorithms capable of tracking mobility and incentivizing people’s habits concerning sustainable mobility. Some literature on the incentive approaches in transportation systems is tabulated in Table 1.
Table 1. Literature on the incentive approaches in transportation systems.
Authors Reference Research Work
Semanjski et al. [33] The authors have explored the role of smartphones as mobility behaviour sensors, as well as the responsiveness of various attitudinal profiles to customised route recommendation incentives supplied via mobile phones. Their findings demonstrate which user profiles are most likely to accept such incentives.
Xie et al. [34] The authors have investigated different demographic segments’ perceptions of incentives and timetable delays to investigate sustainable mobility.
Kacperski and Kutzner [35] The authors have discovered that financial and symbolic incentives encourage ‘green’ charging decisions.
Pianese et al. [36] The authors have developed a unique external incentive system based on a verifiable third party with the purpose of encouraging long-term sustainability by changing the profit margins for proof-of-work contributors without choking the transaction rate.
Storch et al. [37] According to their findings, even a minor increase in financial incentives may significantly influence specific user groups’ ride-sharing acceptance.
Tian et al. [38] The authors have defined preferred users of an incentive-based traffic demand management method. They proposed incentive-based traffic demand management (IBTDM), which gives monetary incentives to commuters to change their departures geographically or temporarily in order to alleviate congestion.
Fisher et al. [39] The authors have investigated how place making and positive incentives may improve urban walkability and revolutionise citizens’ perceptions of streets as public spaces. They discussed the operations of the EMPOWER project, which began in May 2015 to gather evidence on the power of positive incentives and social innovation to promote sustainable transportation.
Eshtiaghi et al. [40] The authors worked on analytic network methodology, and identified and prioritised the elements that influence the adoption of electric cars. In comparison to other criteria, their findings revealed that economic variables had the most significant influence. The most important factors in each criterion were depreciation time, production firm, fuel subsidy, availability of repair shop, automobile, and relevance to the environment.
Yongling and Mingming [41] The authors used duopoly analysis to look into the impact of incentives on the uptake of electric vehicles under subsidy programmes. They discovered that extended driving range might inhibit EV adoption and suggested that the government raise its subsidies for a longer-range EV.
Government subsidies play a vital role in the adoption of sustainable transportation [42][43][44][45]. Zhang and Huang investigated the vehicle product-line strategy in the context of government subsidy schemes for electric/hybrid automobiles [42]. Ouyang et al. [43] examined the entire cost of owning an electric car in China in the post-subsidy period. They discovered that the elimination of the buying subsidies, as well as the proliferation of COVID-19, had a substantial impact on Chinese customers’ purchasing intentions for EVs. Their findings indicate that tiny BEVs will attain parity before 2025, but medium and large BEVs will do so by 2030. They discovered that incentive programmes have a large influence and that oil prices are expected to considerably influence the time it takes for EVs to achieve parity. As a result, policymakers should implement incentive programmes to ensure a seamless transition to China’s vehicle fleet electrification. Li et al. [44] investigated the influence of the Chinese government’s subsidy plan for hydrogen filling stations on the market dissemination of hydrogen fuel cell cars (HFCVs). Their model suggests that the dynamic subsidy mode, which is based on an experience weighted attraction method, outperforms the static subsidy mode. They discovered that selecting an effective first subsidy scheme can improve HFCV sales by about 40%. Their findings reveal that early government intervention in establishing first HRSs can boost market diffusion efficiency by more than 76.7%.

References

  1. Reckien, D.; Creutzig, F.; Blanca, F.; Lwasa, S.; Tovar-Restrepo, M.; McEvoy, D.; Satterthwaite, D. Climate change, equity and the Sustainable Development Goals: An urban perspective. Environ. Urban 2017, 29, 159–182.
  2. Henke, I.; Cartenì, A.; Molitierno, C.; Errico, A. Decision-Making in the Transport Sector: A Sustainable Evaluation Method for Road Infrastructure. Sustainability 2020, 12, 764.
  3. Jones, P.; Lucas, K. The social consequence of transport decision-making: Clarifying concepts, synthesising knowledge and assessing implications. J. Transp. Geogr. 2012, 21, 4–16.
  4. Martens, K. Transport Justice. Defining Fair Transportation Systems; Routledge: New York, NY, USA, 2017.
  5. Beyazit, E. Evaluating social justice in transport: Lessons to be learned from the capability approach. Transp. Rev. 2011, 31, 117–134.
  6. Delbosc, A.; Currie, G. Using Lorenz curves to assess public transport equity. J. Transp. Geogr. 2011, 19, 1252–1259.
  7. Bertolaccini, K.; Lownes, N.E. Effects of scale and boundary selection in assessing equity of transit supply distribution. Transp. Res. Rec. 2013, 2350, 58–64.
  8. Welch, T.F. Equity in transport: The distribution of transit access and connectivity among ordable housing units. Transp. Policy 2013, 30, 283–293.
  9. Welch, T.F.; Mishra, S. A measure of equity for public transit connectivity. J. Transp. Geogr. 2013, 33, 29–41.
  10. Kaplan, S.; Popoks, D.; Prato, C.G.; Ceder, A. Using connectivity for measuring equity in transit provision. J. Transp. Geogr. 2014, 37, 82–92.
  11. Nahmias-Biran, B.-H.; Sharaby, N.; Shiftan, Y. Equity Aspects in Transportation Projects: Case Study of Transit Fare Change in Haifa. Int. J. Sustain. Transp. 2014, 8, 69–83.
  12. Gallo, M. Assessing the Equality of External Benefits in Public Transport Investments: The Impact of Urban Railways on Real Estate Values. Case Stud. Transp. Policy 2020, 8, 758–769.
  13. Camporeale, R.; Caggiani, L.; Fonzone, A.; Ottomanelli, M. Better for everyone: An approach to multimodal network design considering equity. Transp. Res. Proc. 2016, 19, 303–315.
  14. Camporeale, R.; Caggiani, L.; Fonzone, A.; Ottomanelli, M. Study of the accessibility inequalities of cordon-based pricing strategies using a multimodal Theil index. Transp. Plan. Technol. 2019, 42, 498–514.
  15. Camporeale, R.; Caggiani, L.; Fonzone, A.; Ottomanelli, M. Quantifying the impacts of horizontal and vertical equity in transit route planning. Transp. Plan. Technol. 2017, 40, 28–44.
  16. Camporeale, R.; Caggiani, L.; Ottomanelli, M. Modeling horizontal and vertical equity in the public transport design problem: A case study. Transp. Res. A 2019, 125, 184–206.
  17. Gallo, M. Improving equity of urban transit systems with the adoption of origin-destination based taxi fares. Soc. Econ. Plan. Sci. 2018, 64, 38–55.
  18. Caggiani, L.; Camporeale, R.; Ottomanelli, M. Facing equity in transportation Network Design Problem: A flexible constraints based model. Transp. Policy 2017, 55, 9–17.
  19. Rotaris, L.; Danielis, R.; Marcucci, E.; Massiani, J. The urban road pricing scheme to curb pollution in Milan, Italy: Description, impacts and preliminary cost–benefit analysis assessment. Transp. Res. A 2010, 44, 359–375.
  20. Invernizzi, G.; Ruprecht, A.; Mazza, R.; De Marco, M.; Sioutas, C.; Westerdahl, D. Measurement of black carbon concentration as an indicator of air quality benefits of trac restriction policies within the ecopass zone in Milan, Italy. Atmos. Environ. 2011, 45, 3522–3527.
  21. Percoco, M. Is road pricing effective in abating pollution? Evidence from Milan. Transp. Res. D 2013, 25, 112–118.
  22. Santos, G.; Behrendt, H.; Maconi, L.; Shirvani, T.; Teytellboym, A. Part I: Externalities and economic policies in road transport. Res. Transp. Econ. 2010, 28, 2–45.
  23. Proost, S.; Van Dender, K. The welfare impacts of alternative policies to address atmospheric pollution in urban road transport. Reg. Sci. Urban Econ. 2001, 31, 383–411.
  24. Parry, I.W.H.; Bento, A. Estimating the welfare effect of congestion taxes: The critical importance of other distortions within the transport system. J. Urban Econ. 2002, 51, 339–365.
  25. Verhoef, E.T. Second-best congestion pricing in general networks. Heuristic algorithms for finding second-best optimal toll levels and toll points. Transp. Res. B 2002, 36, 707–729.
  26. Santos, G. Road fuel taxes in Europe: Do they internalize road transport externalities? Transp. Policy 2017, 53, 120–134.
  27. Steinsland, C.; Fridstrom, L.; Madslien, A.; Minken, H. The climate, economic and equity effects of fuel tax, road toll and commuter tax credit. Transp. Policy 2018, 72, 225–241.
  28. Montag, J. The simple economics of motor vehicle pollution: A case for fuel tax. Energy Policy 2015, 85, 138–149.
  29. Fukui, H.; Miyoshi, C. The impact of aviation fuel tax on fuel consumption and carbon emissions: The case of the US airline industry. Transp. Res. D 2017, 50, 234–253.
  30. Xiong, C.; Shahabi, M.; Zhao, J.; Yin, Y.; Zhou, X.; Zhang, L. An integrated and personalized traveler information and incentive scheme for energy efficient mobility systems. Transp. Res. Part C Emerg. Technol. 2020, 113, 57–73.
  31. Herrador, M.; Carvalho, A.; Feito, F. An Incentive-Based Solution of Sustainable Mobility for Economic Growth and CO2 Emissions Reduction. Sustainability 2015, 7, 6119–6148.
  32. Ricci, L.; Palmieri, P.; Ruberto, A.G.; Rocchetti, L.; Timossi, I.; Pirrotta, D.; Sala, M. Incentivizing sustainable mobility through an impact innovation methodology. CERN IdeaSq. J. Exp. Innov. 2020, 4, 25–29.
  33. Semanjski, I.; Lopez Aguirre, A.J.; De Mol, J.; Gautama, S. Policy 2.0 Platform for Mobile Sensing and Incentivized Targeted Shifts in Mobility Behavior. Sensors 2016, 16, 1035.
  34. Xie, Y.; Danaf, M.; Lima Azevedo, C.; Akkinepally, A.P.; Atasoy, B.; Jeong, K.; Seshadri, R.; Ben-Akiva, M. Behavioral Modeling of On-Demand Mobility Services: General Framework and Application to Sustainable Travel Incentives. Transportation 2019, 46, 2017–2039.
  35. Kacperski, C.; Kutzner, F. Financial and Symbolic Incentives Promote ‘Green’ Charging Choices. Transp. Res. Part F Traffic Psychol. Behav. 2020, 69, 151–158.
  36. Pianese, F.; Signorini, M.; Sarkar, S. Small Transactions with Sustainable Incentives. In Proceedings of the 2018 9th IFIP International Conference on New Technologies, Mobility and Security (NTMS), Paris, France, 26–28 February 2018; IEEE: Piscataway, NJ, USA, 2018.
  37. Storch, D.-M.; Timme, M.; Schröder, M. Incentive-Driven Transition to High Ride-Sharing Adoption. Nat. Commun. 2021, 12, 3003.
  38. Tian, Y.; Li, Y.; Sun, J.; Ye, J. Characterizing Favored Users of Incentive-Based Traffic Demand Management Program. Transp. Policy 2021, 105, 94–102.
  39. Fisher, K.; Holzwarth, S.; Chong, J.; Grant-Muller, S. How Placemaking and Positive Incentives Can Enhance Urban Walkability and Revolutionize the Citizens’ Experience of Streets as Public Spaces (Symposia). J. Transp. Health 2017, 7, S86–S87.
  40. Eshtiaghi, K.; Aliyannezhadi, M.; Najafian, A. Identification and prioritization of factors affecting the adoption of electric vehicles using analytic network process. Int. J. Hum. Cap. Urban Manag. 2021, 6, 323–336.
  41. Gao, Y.; Leng, M. Incentivizing the adoption of electric vehicles under subsidy schemes: A duopoly analysis. Oper. Res. Lett. 2021, 49, 473–476.
  42. Zhang, J.; Huang, J. Vehicle Product-Line Strategy under Government Subsidy Programs for Electric/Hybrid Vehicles. Transp. Res. Part E Logist. Trans. Rev. 2021, 146, 102221.
  43. Ouyang, D.; Zhou, S.; Ou, X. The Total Cost of Electric Vehicle Ownership: A Consumer-Oriented Study of China’s Post-Subsidy Era. Energy Policy 2021, 149, 112023.
  44. Li, Z.; Wang, W.; Ye, M.; Liang, X. The Impact of Hydrogen Refueling Station Subsidy Strategy on China’s Hydrogen Fuel Cell Vehicle Market Diffusion. Int. J. Hydrogen Energy 2021, 46, 18453–18465.
  45. Available online: https://afdc.energy.gov/data/ (accessed on 5 June 2021).
More
© Text is available under the terms and conditions of the Creative Commons Attribution (CC BY) license; additional terms may apply. By using this site, you agree to the Terms and Conditions and Privacy Policy.
Upload a video for this entry
Information
Subjects: Transportation Science & Technology
Contributor MDPI registered users' name will be linked to their SciProfiles pages. To register with us, please refer to https://encyclopedia.pub/register :
Manoj Kumar Nallapaneni
View Times: 817
Entry Collection: Environmental Sciences
Revisions: 2 times (View History)
Update Date: 01 Dec 2021
Table of Contents
    1000/1000
    Hot Most Recent
    Video Production Service
    Feedback