Standard-Nutzungsbedingungen:Die Dokumente auf EconStor dürfen zu eigenen wissenschaftlichen Zwecken und zum Privatgebrauch gespeichert und kopiert werden.Sie dürfen die Dokumente nicht für öffentliche oder kommerzielle Zwecke vervielfältigen, öffentlich ausstellen, öffentlich zugänglich machen, vertreiben oder anderweitig nutzen.Sofern die Verfasser die Dokumente unter Open-Content-Lizenzen (insbesondere CC-Lizenzen) zur Verfügung gestellt haben sollten, gelten abweichend von diesen Nutzungsbedingungen die in der dort genannten Lizenz gewährten Nutzungsrechte. Terms of use: Documents in AbstractIn 2007, the Norwegian government reformed the vehicle registration tax in order to reduce the carbon intensity of the new car fleet by incentivizing the purchase of more fuel efficient cars. This paper identifies the impact of the new tax structure on three main dimensions: (i) the average CO 2 emissions intensity of new registered vehicles, (ii) the relative change in sales between low and high polluting cars and (iii) the market share of diesel cars. A Difference in Difference approach is employed to estimate the short run effects on each outcome variable of interest. The results show that the average CO 2 intensity of new vehicles was reduced in the year of the implementation of the reform by about 7.5 g of CO 2 /km. This reduction is the result of a 12 percentage points drop in the share of highly polluting cars and of an increase of about 20 percentage points in the market share of diesel cars.

In the last few years, there has been a strong increase in the interest in and usage of so-called “Personal e-Transporters” (PeTs), also referred to as micro-mobility devices. Empirical research on the usage of PeTs as a transport mode is virtually non-existent, especially within Europe. This paper aims to fill this gap by investigating people’s motivations and barriers to the use of PeTs. To this end, a behavioural survey was conducted in nine European cities. A representative sample of approximately 250 respondents per city was collected, resulting in a dataset, after data cleaning, of 2159 observations. Generally, respondents’ perceptions of PeTs are not (yet) very favourable. Respondents’ perceptions related to cost and safety received the lowest scores. The results from the transtheoretical model of behavioural change show that a variety of factors influence the stage of behavioural change in which the respondents can be situated. These factors include cycling norms, current walking behaviour, walking attitudes, pro-environmental orientation, gender, PeTs possession, cycling obstacles and subscription to a bicycle sharing service. An important strength of this study lies in the international nature and the size of the data collection, ensuring the reliability and transferability of the results to other cities. To the best of our knowledge, it is the first large-scale survey to investigate people’s travel behaviour related to the usage of PeTs and possibly the only large-scale investigation that took place before the deployment of shared e-scooters in many European cities. Furthermore, an explicit link is made with other modes of active transport (walking and cycling).

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