Financial incentives to promote active travel: an evidence review and economic framework

ContextFinancial incentives, including taxes and subsidies, can be used to encourage behavior change. They are common in transport policy for tackling externalities associated with use of motor vehicles, and in public health for influencing alcohol consumption and smoking behaviors. Financial incentives also offer policymakers a compromise between “nudging,” which may be insufficient for changing habitual behavior, and regulations that restrict individual choice.Evidence acquisitionThe literature review identified studies published between January 1997 and January 2012 of financial incentives relating to any mode of travel in which the impact on active travel, physical activity, or obesity levels was reported. It encompassed macroenvironmental schemes, such as gasoline taxes, and microenvironmental schemes, such as employer-subsidized bicycles. Five relevant reviews and 20 primary studies (of which nine were not included in the reviews) were identified.Evidence synthesisThe results show that more-robust evidence is required if policymakers are to maximize the health impact of fiscal policy relating to transport schemes of this kind.ConclusionsDrawing on a literature review and insights from the SLOTH (sleep, leisure, occupation, transportation, and home-based activities) time-budget model, this paper argues that financial incentives may have a larger role in promoting walking and cycling than is acknowledged generally

Getting Around When You’re Just Getting By: The Travel Behavior and Transportation Expenditures of Low-Income Adults, MTI Report 10-02

How much do people with limited resources pay for cars, public transit, and other means of travel? How does their transportation behavior change during periods of falling employment and rising fuel prices? This research uses in-depth interviews with 73 adults to examine how rising transportation costs impact low-income families. The interviews examine four general areas of interest: travel behavior and transportation spending patterns; the costs and benefits of alternative modes of travel; cost management strategies; and opinions about the effect of changing transportation prices on travel behavior. Key findings include: Most low-income household are concerned about their transportation costs. Low-income individuals actively and strategically manage their household resources in order to survive on very limited means and to respond to changes in income or transportation costs. In making mode-choice decisions, low-income travelers—like higher-income travelers—carefully evaluate the costs of travel (time and out-of-pocket expenses) against the benefits of each of the modes. Some low-income individuals in our sample were willing to endure higher transportation expenditures—such as the costs of auto ownership or congestion tolls—if they believed that they currently benefit or would potentially benefit from these increased expenses. Although low-income households find ways to cover their transportation expenditures, many of these strategies had negative effects on households. The report concludes with recommendations on how to increase transportation affordability, minimize the impact that new transportation taxes or fees have on low-income people, and develop new research and data collection to support the previous two efforts

Unique Opportunities of Island States to Transition to a Low-Carbon Mobility System

Small islands developing states (SIDS) contribute minuscule proportions to global greenhouse gas (GHG) emissions and energy consumption, but are highly exposed to climate change impacts, in particular to extreme weather events and sea-level rise. However, there is little research on potential decarbonization trajectories unique to SIDS. Here, we argue that insular topology, scale, and economy are distinctive characteristics of SIDS that facilitate overcoming carbon lock-in. We investigate these dimensions for the three islands of Barbados, Fiji, and Mauritius. We find that insular topologies and small scale offer an opportunity for both public transit corridors and rapid electrification of car fleets. The tourism sector enables local decision-makers and investors to experiment with shared mobility and to induce spillover effects by educating tourists about new mobility options. Limited network effects, and the particular economy thus enables to overcome carbon lock-in. We call for targeted investments into SIDS to transition insular mobility systems towards zero carbon in 2040. The decarbonization of SIDS is not only needed as a mitigation effort, but also as a strong signal to the global community underlining that a zero-carbon future is possible.DFG, 414044773, Open Access Publizieren 2019 - 2020 / Technische Universität Berli

One More Awareness Gap? The Behaviour–Impact Gap Problem

Preceding research has made hardly any attempt to measure the ecological impacts of pro-environmental behaviour in an objective way. Those impacts were rather supposed or calculated. The research described herein scrutinized the ecological impact reductions achieved through pro-environmental behaviour and raised the question how much of a reduction in carbon footprint can be achieved through voluntary action without actually affecting the socio-economic determinants of life. A survey was carried out in order to measure the difference between the ecological footprint of “green” and “brown” consumers. No significant difference was found between the ecological footprints of the two groups—suggesting that individual pro-environmental attitudes and behaviour do not always reduce the environmental impacts of consumption. This finding resulted in the formulation of a new proposition called the BIG (behaviour–impact gap) problem, which is an interesting addition to research in the field of environmental awareness gaps

Ejercicio físico y estilo de vida sedentario: consecuencias para la salud

Perhaps the greatest barriers for achieving major advances in public health in the twenty-first century result from the paralysis of the pandemic paradigm or from the widespread inability to envision alternative or new models of thought. Human movement represents a complex behavior that is influenced by personal motivation, health and mobility problems, genetic factors, and social and physical environments in which people live. These factors influence the propensity to engage in sedentary behaviors or in physical activity. However, the biological, social, and environmental pathways leading to sedentary behavior versus physical activity may be different. In addition, the health effects associated with sedentary behavior and physical activity may be the result of different biological mechanisms. Thus, our objective was to discuss the importance of physical exercise on health-related outcomes and the consequences of sedentary lifestyles. Research on sedentary behavior has been growing;however, the evidence for its determinants is relatively sparse. More studies are needed to obtain more conclusive results because it is fundamental to understand these complex relationships related to the practice and the acquisition of active and healthy lifestyles as opposed to a sedentary lifestyle.info:eu-repo/semantics/publishedVersio

The impact of socioeconomic characteristics on CO2 emissions associated with urban mobility: Inequality across individuals

Concerns about the unequal distribution of greenhouse gas emissions attributable to mobility are gaining increasing attention in scholarly analyses as well as in the public policy arena. The factors influencing the emissions of individuals are largely undocumented, but they are assumed to be the same for all, be they low or high emitters. We use a household travel survey conducted in the metropolitan area of Barcelona to differentiate the factors that result in different rates of emission. It shows that the top 10% of emitters produce 49% of total emissions while 'non-daily' emitters make up 38.5% of the sample. We adopt a quantile regression approach, which reveals significant socioeconomic differences between groups of emitters. ..

The impact of socioeconomic characteristics on CO₂ emissions associated with urban mobility: Inequality across individuals

Concerns about the unequal distribution of greenhouse gas emissions attributable to mobility are gaining increasing attention in scholarly analyses as well as in the public policy arena. The factors influencing the emissions of individuals are largely undocumented, but they are assumed to be the same for all, be they low or high emitters. We use a household travel survey conducted in the metropolitan area of Barcelona to differentiate the factors that result in different rates of emission. It shows that the top 10% of emitters produce 49% of total emissions while ‘non-daily’ emitters make up 38.5% of the sample. We adopt a quantile regression approach, which reveals significant socioeconomic differences between groups of emitters. Gender, income and home-municipality type are influential in accounting for CO2 emissions for all groups. Educational level appears to be less significant, and occupation shows no significance at all. The study confirms the ineffective nature of toll policy design in the area. Overall, socioeconomic factors have different impacts on different emitting groups, but these characteristics do not impact equally across all the population. Quantile regression using mobility survey data gathered from various cities would provide useful evidence for improving the design of urban mobility policies

Selected Paper Abstracts, Annual Meetings

Agribusiness, Consumer/Household Economics, Farm Management, Food Consumption/Nutrition/Food Safety, International Relations/Trade, Land Economics/Use, Production Economics, Risk and Uncertainty,

Location, concentration, and performance of economic activity in Brazil

What are the prospects for economic development in lagging sub-national regions? What are the roles of public infrastructure investments and fiscal incentives in influencing the location and performance of industrial activity? To examine these questions, the authors estimate a spatial profit function for industrial activity in Brazil that explicitly incorporates infrastructure improvements and fiscal incentives in the cost structure of individual firms. The authors use firm level data from the 2001 annual industrial survey along with spatially disaggregated regional data and find that there are considerable cost savings from being located in areas with relatively lower transport costs to reach large markets. In comparison, fiscal incentives, such as tax expenditures, have modest effects in terms of influencing firm level costs. Although the results suggest that firms benefit from being in locations with good access to markets, the authors do not suggest that improving interregional connectivity would necessarily assist lagging regions. In the short run, improving interregional connectivity implicitly reduces a natural tariff barrier so firms currently serving large markets and benefiting from economies of scale can more easily expand into new markets in competition with local producers. Therefore, producers in the leading regions can crowd out local producers, which would be detrimental for local production and employment in the lagging region.Decentralization,Economic Theory&Research,Banks&Banking Reform,Environmental Economics&Policies,Water and Industry,Environmental Economics&Policies,Water and Industry,Banks&Banking Reform,Economic Theory&Research,Municipal Financial Management