Recent Evidence on Car Cost and Time Elasticities of Travel Demand in Europe

By G. D. de Jong, H. Gunn, Moshe E. Ben-Akiva, J. Berechman. Journal of Transport Economics and Policy, 2001

192 citations recorded by the source corpus.

Many European regions do not have traffic models that have been calibrated on data for that specific region. For such national and regional authorities that would like to have a first approximation of the travel demand impacts of changes in car cost and car travel times, the outcomes of the research project into elasticities of travel demand presented in this paper might be particularly useful. The objective of this study is not to replace detailed traffic models; if these are available we advise their use. In this paper, results are presented from a large-scale review of available evidence concerning elasticities of private car travel demand with respect to time and cost changes and from new runs with three traffic models. The focus is on countries that are member or associate member states of the European Union and on studies conducted recently (1985 and later). The car cost and car travel time elasticity outcomes presented refer to the impact on both trips and kilometres, distinguishing several modes, travel purposes, and are short versus long term.

Subfields: Economics and Econometrics, Renewable Energy, Sustainability and the Environment, Transportation

View Paper: https://www.semanticscholar.org/paper/3b592591ee2b80e786c61d8b887529f07d4c1785

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Citations in the corpus

Gasoline Demand with Heterogeneity in Household Responses (2010, background): “Detailed reviews of the gasoline demand literature is available in Dahl and Sterner (1991), Sterner and Dahl (1992), Dahl (1995), Goodwin et al. (2004), de Jong and Gunn (2001), Graham and Glaister (2002a, 2002b) and Basso and Oum (2007). tion for road travel.”
A pooled RP/SP mode, route and destination choice model to investigate mode and user-type effects in the value of travel time savings (2019, background): “discussed in De Jong and Gunn (2001), seems to be 2 somewhat less realistic than assuming a cost of zero for the passenger, as carpooling in Austria is assumed 3 to occur mostly between friends and/or household members and in an irregular pattern.”
Forecasting the Impact of Connected and Automated Vehicles on Energy Use: A Microeconomic Study of Induced Travel and Energy Rebound (2019, result): “While this is significantly larger than our fuel price elasticity estimate, such a large difference is consistent with the findings of the travel demand literature [10,11,13,38].”
Road Traffic Demand Elasticity Estimates: A Review (2004, methodology): “This section summarizes the results of two recent publications by TRACE (1998) and de Jong and Gunn (2001) that have provided comprehensive and up-to-date surveys of car time and fuel price elasticities of car travel.”
Automobile Fuel Demand: A Critical Assessment of Empirical Methodologies (2007, background): “This is also reflected by the fact that the price elasticity of gasoline demand is higher (in absolute value) than the price elasticity of automobile travel demand, which is around –0.3 in the long-run (e.g. Jong and Gunn, 2001, Goodwin et al., 2004).”