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Air Quality, Mobility and Metropolitan Policy: Empirical Evidence from Mexico City, Los Angeles and San Francisco = = Calidad del aire, movilidad y politica metropolitana: Evidencia empirica de Ciudad de Mexico, Los Angeles y San Francisco.

紀錄類型:	書目-電子資源 : Monograph/item
正題名/作者:	Air Quality, Mobility and Metropolitan Policy: Empirical Evidence from Mexico City, Los Angeles and San Francisco =/
其他題名:	Calidad del aire, movilidad y politica metropolitana: Evidencia empirica de Ciudad de Mexico, Los Angeles y San Francisco.
作者:	Iracheta Carroll, Jose Alfonso.
出版者:	Ann Arbor : ProQuest Dissertations & Theses, : 2020,
面頁冊數:	196 p.
附註:	Source: Dissertations Abstracts International, Volume: 81-11, Section: A.
Contained By:	Dissertations Abstracts International81-11A.
標題:	Environmental management. -
電子資源:	http://pqdd.sinica.edu.tw/twdaoapp/servlet/advanced?query=27836068
ISBN:	9798641784380

Air Quality, Mobility and Metropolitan Policy: Empirical Evidence from Mexico City, Los Angeles and San Francisco = = Calidad del aire, movilidad y politica metropolitana: Evidencia empirica de Ciudad de Mexico, Los Angeles y San Francisco.
Iracheta Carroll, Jose Alfonso.

Air Quality, Mobility and Metropolitan Policy: Empirical Evidence from Mexico City, Los Angeles and San Francisco =Calidad del aire, movilidad y politica metropolitana: Evidencia empirica de Ciudad de Mexico, Los Angeles y San Francisco. - Ann Arbor : ProQuest Dissertations & Theses, 2020 - 196 p.

Source: Dissertations Abstracts International, Volume: 81-11, Section: A.

Thesis (Ph.D.)--Indiana University, 2020.

This item must not be sold to any third party vendors.

This research addresses some of the most pressing problems related to metropolitan areas: The relationship between road congestion and air pollution. Chapter one develops an impact evaluation of the flagship air pollution control program of Mexico City named Hoy No Circula -HNC- (No Driving Day). This program regulates the days in which private vehicles can be used. It was first implemented in November 1989, then changed in July 2014 from an emissions-based to vehicles' age regulation, and changed again to its original form in July 2015. This research builds upon past studies by using two difference-in-differences specifications, and addressing potential spatial correlation among ambient data, and looks at the program's first implementation, and the two policy changes that have not been subject to evaluation. The findings are consistent with the results of past studies for 1989, where HNC had a positive impact on air quality right after its implementation, but there was a reversion of this effect after about six months due to increments in the size of the vehicle fleet and the amount of driving. For the policy change of 2014, the results show extremely modest improvements in air quality, close to nonexistent. Finally, the evidence of the 2015 return to the original rules suggest loses in air quality.Chapters two and three address the Induced Travel phenomenon in the metropolitan areas of Mexico City (chapter two) and Los Angeles and San Francisco (chapter three). This phenomenon portrays the relationship between road capacity, and the use of private vehicles, reflecting that additional road capacity tends to induce decisions about increasing the amount of driving by shifting hours, routes, transportation modes, distance traveled, or making additional trips in the short run; and overall increases in vehicle ownership, reallocation of activities, and shifts in urban development patterns in the long run. The main concern behind Induced Travel is that increments of road capacity may end up reducing the overall efficiency of the transit system. This relationship is affected by the availability of public transportation, since it is an alternative for vehicle use, and increasing road capacity represents an opportunity cost to increasing public transportation capacity. This research uses recursive and simultaneous equations systems for a 17-year period (2000-2016), at the municipality and metro area levels. The findings show the existence of Induced Travel in the three metropolitan areas, and measure the effect size in terms of additional (induced) registered vehicles as a consequence of road-related infrastructure investments.Chapter four summarizes the policy implications of the three previous chapters and puts forward a set of policy alternatives to address road congestion and driving-related air quality loss in Mexico City. The proposal is based on the limitations of current policies, and the implementation of more advanced market-based policies in different cities of the world.

ISBN: 9798641784380Subjects--Topical Terms:

535182
Environmental management.
Subjects--Index Terms:

Impact evaluation

Air Quality, Mobility and Metropolitan Policy: Empirical Evidence from Mexico City, Los Angeles and San Francisco = = Calidad del aire, movilidad y politica metropolitana: Evidencia empirica de Ciudad de Mexico, Los Angeles y San Francisco.
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100 1 $a Iracheta Carroll, Jose Alfonso. $3 3547307
245 1 0 $a Air Quality, Mobility and Metropolitan Policy: Empirical Evidence from Mexico City, Los Angeles and San Francisco = $b Calidad del aire, movilidad y politica metropolitana: Evidencia empirica de Ciudad de Mexico, Los Angeles y San Francisco.
260 1 $a Ann Arbor : $b ProQuest Dissertations & Theses, $c 2020
300 $a 196 p.
500 $a Source: Dissertations Abstracts International, Volume: 81-11, Section: A.
500 $a Advisor: Rubin, Barry.
502 $a Thesis (Ph.D.)--Indiana University, 2020.
506 $a This item must not be sold to any third party vendors.
520 $a This research addresses some of the most pressing problems related to metropolitan areas: The relationship between road congestion and air pollution. Chapter one develops an impact evaluation of the flagship air pollution control program of Mexico City named Hoy No Circula -HNC- (No Driving Day). This program regulates the days in which private vehicles can be used. It was first implemented in November 1989, then changed in July 2014 from an emissions-based to vehicles' age regulation, and changed again to its original form in July 2015. This research builds upon past studies by using two difference-in-differences specifications, and addressing potential spatial correlation among ambient data, and looks at the program's first implementation, and the two policy changes that have not been subject to evaluation. The findings are consistent with the results of past studies for 1989, where HNC had a positive impact on air quality right after its implementation, but there was a reversion of this effect after about six months due to increments in the size of the vehicle fleet and the amount of driving. For the policy change of 2014, the results show extremely modest improvements in air quality, close to nonexistent. Finally, the evidence of the 2015 return to the original rules suggest loses in air quality.Chapters two and three address the Induced Travel phenomenon in the metropolitan areas of Mexico City (chapter two) and Los Angeles and San Francisco (chapter three). This phenomenon portrays the relationship between road capacity, and the use of private vehicles, reflecting that additional road capacity tends to induce decisions about increasing the amount of driving by shifting hours, routes, transportation modes, distance traveled, or making additional trips in the short run; and overall increases in vehicle ownership, reallocation of activities, and shifts in urban development patterns in the long run. The main concern behind Induced Travel is that increments of road capacity may end up reducing the overall efficiency of the transit system. This relationship is affected by the availability of public transportation, since it is an alternative for vehicle use, and increasing road capacity represents an opportunity cost to increasing public transportation capacity. This research uses recursive and simultaneous equations systems for a 17-year period (2000-2016), at the municipality and metro area levels. The findings show the existence of Induced Travel in the three metropolitan areas, and measure the effect size in terms of additional (induced) registered vehicles as a consequence of road-related infrastructure investments.Chapter four summarizes the policy implications of the three previous chapters and puts forward a set of policy alternatives to address road congestion and driving-related air quality loss in Mexico City. The proposal is based on the limitations of current policies, and the implementation of more advanced market-based policies in different cities of the world.
520 $a Esta investigacion aborda algunos de los problemas mas relevantes de las zonas metropolitanas: La relacion que existe entre el trafico vehicular y la contaminacion del aire. En el capitulo uno se presenta una evaluacion de impacto del programa Hoy No Circula en la Ciudad de Mexico. Este programa regula los dias en los cuales los vehiculos pueden circular en la ciudad. El programa fue implementado en noviembre de 1989, y despues, en julio de 2014, cambiaron sus reglas al pasar de una regulacion basada en emisiones a una basada en la antiguedad del vehiculo. Finalmente, en julio de 2015 cambio de nuevo para regresar a las reglas originales. Esta investigacion construye sobre lo realizado en investigaciones anteriores utilizando un modelo de Diferencia-en-Diferencias (Difference-in-differences) con dos especificaciones alternativas, ademas de abordar la correlacion espacial que existe regularmente en la informacion ambiental. La investigacion aborda la primera implementacion del programa, asi como los dos cambios de politica ocurridos en 2014 y 2015, y que no han sido evaluados con anterioridad. Los hallazgos son consistentes con lo observado en evaluaciones pasadas sobre el programa en 1989, en donde el Hoy No Circula tuvo un efecto positivo sobre la calidad del aire en el muy corto plazo, pero sufrio una reversion de dicho efecto despues de aproximadamente seis meses debido a un efecto indirecto que incremento la flota vehicular y el uso de los vehiculos. Respecto al cambio de reglas de 2014, los resultados muestran unos resultados positivos extremadamente modestos respecto a la calidad del aire. Finalmente, la evidencia del cambio de 2015, en donde se regreso a las reglas operativas originales, sugieren perdida de calidad del aire.Los capitulos dos y tres abordan el fenomeno del Trafico Inducido (o Viajes Inducidos) en las zonas metropolitanas de la Ciudad de Mexico (capitulo dos), y de Los Angeles y San Francisco (capitulo tres). Este fenomeno muestra la relacion que hay entre la capacidad de la infraestructura vial y el uso de vehiculos privados, reflejando que los incrementos en capacidad de la infraestructura vial tienden a inducir decisiones para incrementar el uso del vehiculo privado a traves de los siguientes mecanismos de corto plazo: cambio de hora en la que se realiza el viaje, cambio de ruta, de medio de transporte, incremento en la distancia de viaje, o llevar a cabo viajes adicionales. En el largo plazo, los mecanismos son: incremento en el numero de vehiculos propiedad de las familias, reasignacion de actividades hacia zonas mas lejanas, y cambios en los patrones de desarrollo urbano. La principal preocupacion respecto al Trafico Inducido es que los incrementos en la capacidad de la infraestructura vial pueden terminar reduciendo la eficiencia general del sistema de movilidad de la ciudad. Esta relacion se ve afectada por la disponibilidad de transporte publico, dado que es una alternativa al uso del vehiculo privado, ademas de que la inversion para incrementar la capacidad de la infraestructura vial representa un costo de oportunidad para incrementar la capacidad de los sistemas de transporte publico. Esta investigacion utiliza sistemas de ecuaciones simultaneas y recursivas para un periodo de tiempo de 17 anos (2000-2016), con informacion a nivel municipal y zona metropolitana. Los hallazgos confirman la existencia del fenomeno de Trafico Inducido en las tres zonas metropolitanas y se presenta una medicion del tamano de dicho fenomeno en terminos del numero de vehiculos que entran al parque vehicular, y que fueron inducidos por las inversiones en infraestructura vial.El capitulo cuatro hace una sintesis de las implicaciones de politica publica de los tres capitulos anteriores y propone un conjunto de alternativas para atender los problemas interrelacionados de trafico vehicular y contaminacion del aire en la Ciudad de Mexico. Las propuestas se basan en las limitantes de las politicas actuales, y en la implementacion de alternativas mas avanzadas basadas en instrumentos economicos o de mercado (market-based instruments) que han sido implementados en otras ciudades del mundo.
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