<html><body style="word-wrap: break-word; -webkit-nbsp-mode: space; -webkit-line-break: after-white-space; ">Thank you Carole,<div><br></div><div>This is a very useful study because of the many passenger rail insights (cf. roads) it brings. Perhaps you might consider sending a copy to Thomas Schmidt to help advance his knowledge -- and even TRITAG.</div><div><br></div><div>Robert M.</div><div><br></div><div><br><div><div>On 2-Mar-13, at 7:42 PM, Carole Clinch wrote:</div><br class="Apple-interchange-newline"><blockquote type="cite"><span class="Apple-style-span" style="border-collapse: separate; color: rgb(0, 0, 0); font-family: Helvetica; font-style: normal; font-variant: normal; font-weight: normal; letter-spacing: normal; line-height: normal; orphans: 2; text-align: -webkit-auto; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px; -webkit-border-horizontal-spacing: 0px; -webkit-border-vertical-spacing: 0px; -webkit-text-decorations-in-effect: none; -webkit-text-size-adjust: auto; -webkit-text-stroke-width: 0px; font-size: medium; "><div><p style="margin-bottom: 0cm; "><font face="sans-serif"><font size="3" style="font-size: 11pt; ">Lalive R, Luechinger S, Armin S. Does Supporting Passenger Railways Reduce Road Traffic Externalities? Centre for Economic Policy Research; Discussion Paper, Series No. 9335<font size="3">. Attached in .pdf and</font><span class="Apple-converted-space"> </span><font size="3">a</font>vailable online at:<span class="Apple-converted-space"> </span><a href="http://www.cepr.org/pubs/dps/DP9335.asp">www.cepr.org/pubs/dps/DP9335.asp<br></a></font></font></p><p style="margin-bottom: 0cm; "><a href="http://www.cepr.org/pubs/dps/DP9335.asp"></a></p><p style="margin-bottom: 0cm; "><font face="sans-serif"><font size="3" style="font-size: 11pt; ">p 4</font></font></p><p style="margin-bottom: 0cm; "><font face="sans-serif"><font size="3" style="font-size: 11pt; ">Our analysis supports the hypothesis that improvements in the quality of local passenger transportation cause improvements in the outcome variables of interest.</font></font></p><div style="margin-bottom: 0cm; "><br class="webkit-block-placeholder"></div><ol><li><font face="sans-serif"><font size="3" style="font-size: 11pt; ">First, we find a substantial negative effect of improved passenger transportation on road accidents. Because road accidents are exclusively the result of road transportation, this finding suggests that increasing the frequency of regional passenger railway services reduces road traffic (C1).</font></font></li><li><font face="sans-serif"><font size="3" style="font-size: 11pt; ">Second, we observe negative and significant effects of an increase in the frequency of service on NO and NO<font size="1" style="font-size: 7pt; ">2</font>; the effects on CO are also negative, but weaker and imprecisely estimated.</font></font></li><li><font face="sans-serif"><font size="3" style="font-size: 11pt; ">Third, we test the validity of the instrument by placebo regressions on SO<font size="1" style="font-size: 7pt; ">2<span class="Apple-converted-space"> </span></font>pollution; SO<font size="1" style="font-size: 7pt; ">2<span class="Apple-converted-space"> </span></font>is mainly emitted from power stations. We find that improving the railway service frequency has no effects on the concentration of SO<font size="1" style="font-size: 7pt; ">2</font>.</font></font></li><li><font face="sans-serif"><font size="3" style="font-size: 11pt; ">Similarly, we do not find any effect of railway services on O<font size="1" style="font-size: 7pt; ">3</font>. Again, this is not surprising. Even though road traffic is an important source of O<font size="1" style="font-size: 7pt; ">3<span class="Apple-converted-space"> </span></font>and CO, NO and NO<font size="1" style="font-size: 7pt; ">2<span class="Apple-converted-space"> </span></font>are precursors of O<font size="1" style="font-size: 7pt; ">3</font>, the complex chemistry of ozone formation often leads to high O<font size="1" style="font-size: 7pt; ">3<span class="Apple-converted-space"> </span></font>concentrations far away from the emission sources.</font></font></li><li><font face="sans-serif"><font size="3" style="font-size: 11pt; ">Fifth, we find some evidence that the increase in the frequency of rail services reduced infant mortality rates.</font></font></li></ol><div style="margin-bottom: 0cm; "><br class="webkit-block-placeholder"></div><p style="margin-bottom: 0cm; "><font face="sans-serif"><font size="3" style="font-size: 11pt; ">Summing up, our analysis supports the idea that improvements in the quality of railway services can substantially reduce road traffic externalities.</font></font></p><div style="margin-bottom: 0cm; "><br class="webkit-block-placeholder"></div><p style="margin-bottom: 0cm; ">P 27-8</p><p style="margin-bottom: 0cm; "><font face="sans-serif"><font size="3" style="font-size: 11pt; ">This paper exploits regional variation in the supply of railway services to identify the effects of support for passenger railways on road traffic externalities.</font></font></p><div style="margin-bottom: 0cm; "><br class="webkit-block-placeholder"></div><div style="margin-bottom: 0cm; "><br class="webkit-block-placeholder"></div><p style="margin-bottom: 0cm; "><font face="sans-serif"><font size="3" style="font-size: 11pt; ">The substitution from cars to railways most likely has considerable effects on other externalities. For instance, the substitution should lead to less emissions of carbon dioxide, less noise and lower congestion externalities.</font></font></p><div style="margin-bottom: 0cm; "><br class="webkit-block-placeholder"></div><p style="margin-bottom: 0cm; "><font face="sans-serif"><font size="3" style="font-size: 11pt; ">Regional passenger railway service is heavily subsidized in Germany. Is this a worthwhile cost to taxpayers? We provide estimates of the monetary benefits of the 28% expansion in the capacity of regional railway services between 1994 and 2004. Our estimates indicate that these monetary benefits are in the same order of magnitude as the costs. While we do not have any precise figures on the additional subsidies required to finance this growth, it appears unlikely that these additional funds are much higher than the corresponding monetary benefits.</font></font><span><Lalive_2013_RailwaysReduceRoadTraffic.pdf></span></p>_______________________________________________<br>All mailing list<br><a href="mailto:All@gren.ca">All@gren.ca</a><br><a href="http://mail.gren.ca/mailman/listinfo/all_gren.ca">http://mail.gren.ca/mailman/listinfo/all_gren.ca</a><br></div></span></blockquote></div><br></div></body></html>