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Mobility as a Service (MaaS) is often proposed as a tool for achieving sustainable mobility and, in particular, increasing the share of public transport trips in cities. In this paper we conduct a rapid review of the literature on MaaS and, using Moovit as a case study, we explore the association between the popularity of searches in Google using the term “Moovit” and the share of workers that commute by public transport. The exercise focuses on metropolitan areas in the United States over the period 2010 to 2019. We find a positive correlation, and we speculate that metropolitan areas with pre-existing higher shares of workers commuting by public transport tend to be metropolitan areas where use of Moovit is more likely.
Georgina Santos; Nikolay Nikolaev. Mobility as a Service and Public Transport: A Rapid Literature Review and the Case of Moovit. Sustainability 2021, 13, 3666 .
AMA StyleGeorgina Santos, Nikolay Nikolaev. Mobility as a Service and Public Transport: A Rapid Literature Review and the Case of Moovit. Sustainability. 2021; 13 (7):3666.
Chicago/Turabian StyleGeorgina Santos; Nikolay Nikolaev. 2021. "Mobility as a Service and Public Transport: A Rapid Literature Review and the Case of Moovit." Sustainability 13, no. 7: 3666.
We analyse the total cost of ownership of petrol, diesel, hybrid electric vehicles, plug-in hybrid electric vehicles and battery electric vehicles in the UK over 2017–2029. We do this for large, medium and small cars, under assumptions of 0%, 6%, 30% and 60% discount rates. We find that some electric car models from mass market brands are close to reaching cost parity with their petrol, diesel and hybrid counterparts, but subsidies would accelerate their uptake, especially for impatient consumers with high discount rates. Plug-in hybrid electric vehicles are not worth the effort because, although relatively low, their CO2 emissions are non-zero, and their purchase price is as high or even higher than that of battery electric vehicles. A subsidy of £4,500 or an exemption from the 20% VAT, perhaps capped at £4,500, would accelerate mass market penetration of battery electric vehicles in the UK. If decarbonising road transport were not as urgent as it is, the market for battery electric vehicles could be left to develop on its own, without government intervention. However, because the cost of batteries is not falling fast enough, subsidies are needed in the short term.
Georgina Santos; Sebastian Rembalski. Do electric vehicles need subsidies in the UK? Energy Policy 2020, 149, 111890 .
AMA StyleGeorgina Santos, Sebastian Rembalski. Do electric vehicles need subsidies in the UK? Energy Policy. 2020; 149 ():111890.
Chicago/Turabian StyleGeorgina Santos; Sebastian Rembalski. 2020. "Do electric vehicles need subsidies in the UK?" Energy Policy 149, no. : 111890.
A literature review reveals that economists have had limited success in promoting economically efficient transportation and environmental externality policies. Evidence shows that policy makers are more open to using taxes and cap-and-trade systems to combat climate change than levying tolls to manage traffic congestion. Although carbon taxes are too low, and caps on tradable permits too high, to induce significant Greenhouse Gas (GHG) emissions reductions, governments at all levels are starting to implement these instruments, and climate change is now on the international political agenda as the Paris Agreement demonstrates. By contrast, congestion charging is rare. One reason may be that the science of climate change has become virtually impossible to ignore. Another is that GHG concentrations are cumulative, and the consequences of climate change are global, irreversible and potentially catastrophic. Traffic congestion is localized and transient, and more of an inconvenience than a threat to life. Responsibility for transportation policy is also often divided across multiple levels of government. These differences may explain why the use of economic instruments has been more widespread in dealing with climate change than with congestion.
Robin Lindsey; Georgina Santos. Addressing transportation and environmental externalities with economics: Are policy makers listening? Research in Transportation Economics 2020, 82, 100872 .
AMA StyleRobin Lindsey, Georgina Santos. Addressing transportation and environmental externalities with economics: Are policy makers listening? Research in Transportation Economics. 2020; 82 ():100872.
Chicago/Turabian StyleRobin Lindsey; Georgina Santos. 2020. "Addressing transportation and environmental externalities with economics: Are policy makers listening?" Research in Transportation Economics 82, no. : 100872.
On the basis of 17 interviews with employers and 272 survey responses from employees, we explore the perceptions of a Workplace Parking Levy (WPL) in Cardiff, with the aim of understanding if a WPL would be an acceptable traffic demand management policy to tackle traffic congestion. We find that employers would not be very supportive of a WPL, whilst employees would, provided employers were to absorb the costs. Despite this support, the majority of those who drive to work would not be prepared to change mode. An important theme throughout the study was the perception of public transport and active travel provision in Cardiff being inadequate. Most study participants felt that investment in public transport and active travel is needed before a WPL is introduced. We conclude that, although a WPL would not be overwhelmingly acceptable to employers and employees, it would be more acceptable than congestion charging, and there is a possibility that acceptability could be increased with the help of feedback from a public consultation.
Georgina Santos; Anna Hagan; Orla Lenehan. Tackling Traffic Congestion with Workplace Parking Levies. Sustainability 2020, 12, 2200 .
AMA StyleGeorgina Santos, Anna Hagan, Orla Lenehan. Tackling Traffic Congestion with Workplace Parking Levies. Sustainability. 2020; 12 (6):2200.
Chicago/Turabian StyleGeorgina Santos; Anna Hagan; Orla Lenehan. 2020. "Tackling Traffic Congestion with Workplace Parking Levies." Sustainability 12, no. 6: 2200.
This paper fills in a research gap in what concerns gender and academic rank at UK universities, where women are not far from reaching the 50% share of all academic and research staff, but not even close to reaching such a share at (full) professorial level. Using an ordered logit model and the results of a survey conducted in 2013 with 2270 responses from academics from all fields of knowledge at the 24 Russell Group universities, we find three consistent results. First, being a woman has a negative and significant association with academic rank, except for the case when parenthood is timed with career considerations in mind. Second, the percentage of time spent on teaching and teaching-related activities has a negative and statistically significant association with academic rank. This association is more pronounced in the case of women, who spend a higher percentage of their working time on teaching and teaching-related activities than men, as do those in lower academic ranks. Since women tend to be in lower ranks, the percentage of time spent on teaching and teaching-related activities may be considered both a cause and a result of the gender gap. Third, we find a positive and significant association between the number of children under the age of 18 years and the academic rank of both men and women, as long as babies were timed with career considerations in mind, and a non-significant association when they were not. A possible explanation for this is unlikely to be that children have a positive impact on academic rank, but rather that they arrived after a certain rank had been secured. We conclude with some policy recommendations to help reduce the gender gap.
Georgina Santos; Stéphanie Dang Van Phu. Gender and Academic Rank in the UK. Sustainability 2019, 11, 3171 .
AMA StyleGeorgina Santos, Stéphanie Dang Van Phu. Gender and Academic Rank in the UK. Sustainability. 2019; 11 (11):3171.
Chicago/Turabian StyleGeorgina Santos; Stéphanie Dang Van Phu. 2019. "Gender and Academic Rank in the UK." Sustainability 11, no. 11: 3171.
Poor air quality is a pressing policy issue that spans public health and environmental portfolios, and governments worldwide are investing in a wide array of measures to address it. This paper is a rapid review of the evidence behind air quality strategies and technologies. It was conducted according to the principles of a systematic review, and includes both academic and “grey” literature sources. It focuses on road transport in urban areas, because air pollution tends to be worse in cities, and the main source is fossil fuel vehicles. It draws on the environmental science and policy literature to provide interdisciplinary insight into the most effective air quality policy measures. The most promising initiatives include active travel infrastructure, roadside barriers, low emission zones, and low speed limits. Technologies which remove pollution from the air largely remain unproven, especially at the scale needed to make a significant impact. The combinations of policies from three cities which rank highly for air quality are reviewed; one important finding is that policies are most effective when they are a part of a mutually reinforcing suite of measures. Policies consistent across the cities studied are good public transport coverage, a good cycle network, and financial incentives for electric vehicle purchase.
Sarah Quarmby; Georgina Santos; Megan Mathias. Air Quality Strategies and Technologies: A Rapid Review of the International Evidence. Sustainability 2019, 11, 2757 .
AMA StyleSarah Quarmby, Georgina Santos, Megan Mathias. Air Quality Strategies and Technologies: A Rapid Review of the International Evidence. Sustainability. 2019; 11 (10):2757.
Chicago/Turabian StyleSarah Quarmby; Georgina Santos; Megan Mathias. 2019. "Air Quality Strategies and Technologies: A Rapid Review of the International Evidence." Sustainability 11, no. 10: 2757.
On the basis of 143 responses from experts and stakeholders from Germany, Austria, Spain, the Netherlands and the UK, we assess the perceived impact of a range of incentives for the uptake of electric vehicles (EVs). We find that the incentive that most respondents consider to have a positive impact is the development of charging infrastructure, with 75% stating so. This is followed by purchase subsidies, to narrow the difference in price of an EV and that of an internal combustion engine vehicle, with 68% of respondents stating that they have a strong or at least a partial positive impact. Pilot/trial/demonstrations of EVs, to expose potential buyers to EVs, are also perceived to have a positive effect, with 66% of respondents stating so. Tax incentives, which like purchase subsidies, narrow the gap between the total operating cost of an EV and that of a conventional vehicle, are also perceived to have a positive impact by 65% of respondents. Other incentives that are perceived to have a positive influence include climate change and air quality policies, consumer information schemes and differential taxation applied to various fuels and energy vectors.
Georgina Santos; Huw Davies. Incentives for quick penetration of electric vehicles in five European countries: Perceptions from experts and stakeholders. Transportation Research Part A: Policy and Practice 2019, 137, 326 -342.
AMA StyleGeorgina Santos, Huw Davies. Incentives for quick penetration of electric vehicles in five European countries: Perceptions from experts and stakeholders. Transportation Research Part A: Policy and Practice. 2019; 137 ():326-342.
Chicago/Turabian StyleGeorgina Santos; Huw Davies. 2019. "Incentives for quick penetration of electric vehicles in five European countries: Perceptions from experts and stakeholders." Transportation Research Part A: Policy and Practice 137, no. : 326-342.
Shared mobility or mobility in the sharing economy is characterised by the sharing of a vehicle instead of ownership, and the use of technology to connect users and providers. Based on a literature review, the following four emerging models are identified: (1) peer to peer provision with a company as a broker, providing a platform where individuals can rent their cars when not in use; (2) short term rental of vehicles managed and owned by a provider; (3) companies that own no cars themselves but sign up ordinary car owners as drivers; and (4) on demand private cars, vans, or buses, and other vehicles, such as big taxis, shared by passengers going in the same direction. The first three models can yield profits to private parties, but they do not seem to have potential to reduce congestion and CO2 emissions substantially. The fourth model, which entails individuals not only sharing a vehicle, but actually travelling together at the same time, is promising in terms of congestion and CO2 emissions reductions. It is also the least attractive to individuals, given the disbenefits in terms of waiting time, travel time, comfort, and convenience, in comparison with the private car. Potential incentives to encourage shared mobility are also discussed, and research needs are outlined.
Georgina Santos. Sustainability and Shared Mobility Models. Sustainability 2018, 10, 3194 .
AMA StyleGeorgina Santos. Sustainability and Shared Mobility Models. Sustainability. 2018; 10 (9):3194.
Chicago/Turabian StyleGeorgina Santos. 2018. "Sustainability and Shared Mobility Models." Sustainability 10, no. 9: 3194.
To investigate the energy consumption and emissions of plug-in hybrid electric vehicles (PHEVs) in China in 2020, we undertake a “Well-to-Wheel” lifecycle energy consumption and carbon emission analysis using the ‘Greenhouse Gases, Regulated Emissions and Energy Use in Transport’ model from the U.S. Argonne National Laboratory. We find that PHEVs would reduce energy consumption by 37.5% and GHG emissions by 35%, when compared to current gasoline vehicles under the predicted 2020 electricity-generation mix. These savings would be higher under cleaner electricity-generation mixes. These benefits are not substantially affected by changes in travel distances, battery ranges, or charging frequencies.
Jian Liu; Georgina Santos. Plug-In Hybrid Electric Vehicles’ Potential for Urban Transport in China: The Role of Energy Sources and Utility Factors. International Journal of Sustainable Transportation 2014, 9, 145 -157.
AMA StyleJian Liu, Georgina Santos. Plug-In Hybrid Electric Vehicles’ Potential for Urban Transport in China: The Role of Energy Sources and Utility Factors. International Journal of Sustainable Transportation. 2014; 9 (2):145-157.
Chicago/Turabian StyleJian Liu; Georgina Santos. 2014. "Plug-In Hybrid Electric Vehicles’ Potential for Urban Transport in China: The Role of Energy Sources and Utility Factors." International Journal of Sustainable Transportation 9, no. 2: 145-157.
Georgina Santos. The London Experience. Pricing in Road Transport 2013, 1 .
AMA StyleGeorgina Santos. The London Experience. Pricing in Road Transport. 2013; ():1.
Chicago/Turabian StyleGeorgina Santos. 2013. "The London Experience." Pricing in Road Transport , no. : 1.
Georgina Santos. The London Congestion Charging Scheme, 2003–2006. Road Congestion Pricing in Europe 2013, 1 .
AMA StyleGeorgina Santos. The London Congestion Charging Scheme, 2003–2006. Road Congestion Pricing in Europe. 2013; ():1.
Chicago/Turabian StyleGeorgina Santos. 2013. "The London Congestion Charging Scheme, 2003–2006." Road Congestion Pricing in Europe , no. : 1.
Georgina Santos. Road Congestion Pricing. A Handbook of Transport Economics 2013, 1 .
AMA StyleGeorgina Santos. Road Congestion Pricing. A Handbook of Transport Economics. 2013; ():1.
Chicago/Turabian StyleGeorgina Santos. 2013. "Road Congestion Pricing." A Handbook of Transport Economics , no. : 1.
A break-even analysis of low carbon vehicle/fuel systems is conducted for the U.S. for the year 2020, taking into consideration both private and external costs. All comparisons are made with respect to the conventional gasoline car as the baseline. Interestingly, the social cost of carbon prevailing in the literature is not high enough to justify the prioritization of low carbon vehicle/fuel technologies and the only way forward if such a track were to be chosen would be a political decision not necessarily grounded on economic principles. Nonetheless potential policies for the most financially viable alternative vehicle/fuel systems are considered.
Jian Liu; Georgina Santos. Decarbonizing the Road Transport Sector: Break-even Point and Consequent Potential Consumers' Behavior for the U.S. Case. International Journal of Sustainable Transportation 2013, 9, 159 -175.
AMA StyleJian Liu, Georgina Santos. Decarbonizing the Road Transport Sector: Break-even Point and Consequent Potential Consumers' Behavior for the U.S. Case. International Journal of Sustainable Transportation. 2013; 9 (3):159-175.
Chicago/Turabian StyleJian Liu; Georgina Santos. 2013. "Decarbonizing the Road Transport Sector: Break-even Point and Consequent Potential Consumers' Behavior for the U.S. Case." International Journal of Sustainable Transportation 9, no. 3: 159-175.
This paper attempts to identify factors that influence modal split for journeys to work in 112 medium-size cities in Europe. Using a discrete choice modelling approach we find that: (a) car share increases with car ownership and GDP per capita; (b) motorcycle share decreases with petrol price and increases with motorcycle ownership; (c) bicycle share increases with the length of the bicycle network in the city; (d) public transport share increases with resident population, GDP per capita and the number of buses (or bus equivalents) operating per 1000 population and decreases with public transport fares, number of days of rain per year, proportion of people aged 65 and over living in the city and the proportion of households with children; (e) the number of students in universities and further education establishments per 1000 resident population is positively associated with the shares of public transport, motorcycle, bicycle and walking. Policies aimed at increasing the bicycle network are likely to increase cycling share. Policies aimed at increasing the number of buses (or bus equivalents) and reducing public transport fares are likely to increase public transport share. Policies aimed at discouraging car ownership are likely to reduce car share
Georgina Santos; Hanna Maoh; Dimitris Potoglou; Thomas von Brunn. Factors influencing modal split of commuting journeys in medium-size European cities. Journal of Transport Geography 2013, 30, 127 -137.
AMA StyleGeorgina Santos, Hanna Maoh, Dimitris Potoglou, Thomas von Brunn. Factors influencing modal split of commuting journeys in medium-size European cities. Journal of Transport Geography. 2013; 30 ():127-137.
Chicago/Turabian StyleGeorgina Santos; Hanna Maoh; Dimitris Potoglou; Thomas von Brunn. 2013. "Factors influencing modal split of commuting journeys in medium-size European cities." Journal of Transport Geography 30, no. : 127-137.
Georgina Santos; Maël Robin. Corrigendum to: “Determinants of delays at European airports” [Transportation Research Part B 44 (3) (2010) 392–403]. Transportation Research Part B: Methodological 2011, 45, 310 .
AMA StyleGeorgina Santos, Maël Robin. Corrigendum to: “Determinants of delays at European airports” [Transportation Research Part B 44 (3) (2010) 392–403]. Transportation Research Part B: Methodological. 2011; 45 (1):310.
Chicago/Turabian StyleGeorgina Santos; Maël Robin. 2011. "Corrigendum to: “Determinants of delays at European airports” [Transportation Research Part B 44 (3) (2010) 392–403]." Transportation Research Part B: Methodological 45, no. 1: 310.
Road transport imposes negative externalities on society. These externalities include environmental and road damage, accidents, congestion, and oil dependence. The cost of these externalities to society is in general not reflected in the current market prices in the road transport sector. An efficient mobility model for the future must take into account the true costs of transport and its regulatory framework will need to create incentives for people to make sustainable transport choices. This paper discusses the use of economic instruments to correct road transport externalities, but gives relatively more weight to the problem of carbon emissions from road transport, as this is particularly challenging, given its global and long-term nature. Economics offers two types of instruments for addressing the problem of transport externalities: command-and-control and incentive-based policies. Command-and-control policies are government regulations which force consumers and producers to change their behaviour. They are the most widely used policy instruments. Examples include vehicle emission and fuel standards in the US as well as driving or parking restrictions in Singapore. The implementation cost of these instruments to the government is small. Although from an economic perspective these policies often fail to achieve an efficient market outcome, the presence of political constraints often make them the preferred option, in terms of feasibility and effectiveness. Economic theory shows how policies, which affect consumption and production incentives, can be used to achieve the optimal outcome in the presence of externalities. Incentive-based policies function within a new or an altered market. We first examine incentive-based policies, which cap the aggregate amount of the externality, such as carbon emissions, by allocating permits or rights to the emitters. The emitters are then free to trade their permits amongst them. The permit allocation mechanism is important–although market efficiency would be satisfied by an auction, political influences usually favour a proportional allocation based on historic emissions. We discuss EU ETS as an example of a cap-and-trade system, however, no such policy for CO2 emissions in road transport has been implemented anywhere in the world to date. Fiscal instruments are, like command-and-control, widely used in road transport, because they are relatively cheap and simple to implement. They include the use of taxes and charges in order to bridge the gap between private and the social costs and, in principle, can lead to an efficient market solution. Registration, ownership, fuel, emissions, usage taxes, and parking and congestion charges have been implemented in many countries around the world. On the other side of the spectrum, subsidies can be given to those scrapping old cars and buying fuel-efficient vehicles. Some cities, such as London, have implemented congestion charges and many states in the United States have introduced high occupancy lanes. Other interesting possibilities include pay-as-you-drive insurance and other usage charges. However, the size and scope of taxes and subsidies are determined by governments, and because of their imperfect knowledge of the market the outcome is still likely to be inefficient. Governments have many effective economic instruments to create a sustainable road transport model. These instruments can be used separately or together, but their implementation will be necessary in the nearest future.
Georgina Santos; Hannah Behrendt; Laura Maconi; Tara Shirvani; Alexander Teytelboym. Part I: Externalities and economic policies in road transport. Research in Transportation Economics 2010, 28, 2 -45.
AMA StyleGeorgina Santos, Hannah Behrendt, Laura Maconi, Tara Shirvani, Alexander Teytelboym. Part I: Externalities and economic policies in road transport. Research in Transportation Economics. 2010; 28 (1):2-45.
Chicago/Turabian StyleGeorgina Santos; Hannah Behrendt; Laura Maconi; Tara Shirvani; Alexander Teytelboym. 2010. "Part I: Externalities and economic policies in road transport." Research in Transportation Economics 28, no. 1: 2-45.
Georgina Santos. Introduction. Research in Transportation Economics 2010, 28, 1 .
AMA StyleGeorgina Santos. Introduction. Research in Transportation Economics. 2010; 28 (1):1.
Chicago/Turabian StyleGeorgina Santos. 2010. "Introduction." Research in Transportation Economics 28, no. 1: 1.
Without questioning the fact that to achieve efficiency emitters should pay for the true costs of their actions (a core principle of economic policies such as pollution taxes), we find sufficient evidence in the literature to demonstrate that many other policy instruments can be used in combination with taxes and permits to ensure that the transport needs of the present generation can be met without compromising the ability of future generations to meet any needs of their own., , The policies and policy aspects considered in this paper broadly fall into three categories: physical policies, soft policies and knowledge policies. All three aim to bring about changes in consumers’ and firms’ behaviour, but in different ways. The first category includes policies with a physical infrastructure element: public transport, land use, walking and cycling, road construction and freight transport. We also consider the particular challenges for mobility in developing countries and how these may be addressed. Soft policies, on the other hand, are non-tangible aiming to bring about behavioural change by informing actors about the consequences of their transport choices and potentially persuading them to change their behaviour. These measures include car sharing and car pooling, teleworking and teleshopping, eco-driving, as well as general information and advertising campaigns. Finally, knowledge policies emphasise the important role of investment in research and development for a sustainable model of mobility for the future
Georgina Santos; Hannah Behrendt; Alexander Teytelboym. Part II: Policy instruments for sustainable road transport. Research in Transportation Economics 2010, 28, 46 -91.
AMA StyleGeorgina Santos, Hannah Behrendt, Alexander Teytelboym. Part II: Policy instruments for sustainable road transport. Research in Transportation Economics. 2010; 28 (1):46-91.
Chicago/Turabian StyleGeorgina Santos; Hannah Behrendt; Alexander Teytelboym. 2010. "Part II: Policy instruments for sustainable road transport." Research in Transportation Economics 28, no. 1: 46-91.
Using flight data for the period 2000–2004 we find that four significant variables in explaining delays at European airports are market concentration, slot coordination, hub airports and hub airlines. We find evidence for the hypothesis that airlines internalize the effects of self-imposed congestion, but the results for the hub variables are somewhat puzzling. While delays are higher at hub airports, hub airlines experience lower delays than non-hub airlines. This may be at least partly explained by the special characteristics of the hub-and-spoke system in Europe, which is less extensive and more constrained, relative to the US. If introduced in Europe, efficient airport congestion tolls should be carrier-specific to account for the differences in internalization of delays
Georgina Santos; Maël Robin. Determinants of delays at European airports. Transportation Research Part B: Methodological 2010, 44, 392 -403.
AMA StyleGeorgina Santos, Maël Robin. Determinants of delays at European airports. Transportation Research Part B: Methodological. 2010; 44 (3):392-403.
Chicago/Turabian StyleGeorgina Santos; Maël Robin. 2010. "Determinants of delays at European airports." Transportation Research Part B: Methodological 44, no. 3: 392-403.
Air transport has become a vital component of the global economy. However, greenhouse-gas emissions from this sector have a significant impact on global climate, being responsible for over 3.5% of all anthropogenic radiative forcing. Also, the accrued visibility of aircraft emissions greatly affects the public image of the industry. In this context, incentive-based regulations, in the form of price or quantity controls, can be envisaged as alternatives to mitigate these emissions. The use of environmental charges in air transport, and the inclusion of the sector in the European Union Emissions Trading Scheme (EU ETS), are considered under a range of scenarios. The impacts of these measures on demand are estimated, and results suggest that they are likely to be minimal-mainly due to the high willingness to pay for air transport. In particular, in the EU ETS scenario currently favoured by the EU, demand reductions are less than 2%. This may not be true in the longer run, for short trips, or if future caps become more stringent. Furthermore, given current estimates of the social Cost Of CO2 as well as typical EU ETS prices, supply-side abatement would be too costly to be encouraged by these policies in the short term. The magnitude of aviation CO2 emissions in the EU is estimated, both in physical and monetary terms; the results are consistent with Eurocontrol estimates and, for the EU-25, the total social cost of these emissions represents only 0.03% of the region`s GDP. It is concluded that the use of multisector policies, such as the EU ETS, is unsuitable for curbing emissions from air transport, and that stringent emission charges or an isolated ETS would be better instruments. However, the inclusion of aviation in the EU ETS has advantages under target-oriented post-2012 scenarios, such as policy-costs dilution, certainty in reductions, and flexibility in abatement allocation. This solution is also attractive to airlines, as it would improve their public image but require virtually no reduction of their own emissions, as they would be fully capable of passing on policy costs to their customers
Lucas M Z Mendes; Georgina Santos. Using economic instruments to address emissions from air transport in the European Union. Environment and Planning A: Economy and Space 2008, 40, 189 -209.
AMA StyleLucas M Z Mendes, Georgina Santos. Using economic instruments to address emissions from air transport in the European Union. Environment and Planning A: Economy and Space. 2008; 40 (1):189-209.
Chicago/Turabian StyleLucas M Z Mendes; Georgina Santos. 2008. "Using economic instruments to address emissions from air transport in the European Union." Environment and Planning A: Economy and Space 40, no. 1: 189-209.