| 1. |
- Jussila Hammes, Johanna, 1974-
(författare)
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A biofuel mandate and a low carbon fuel standard with ‘double counting’
- 2014
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- European Union’s (EU) energy legislation from 2009 is still being implemented in the Member States. We study analytically the Renewable Energy Directive and the Fuel Quality Directive’s provisions for the transport sector. The former Directive imposes a biofuel mandate and allows double counting of some biofuels. The latter Directive imposes a Low Carbon Fuel Standard (LCFS). We show that either the biofuel mandate or the LCFS is redundant. Double counting makes the biofuel mandate easier to fulfil but also depresses the price of biofuels. Production of the doubly counted biofuels increases nevertheless and production of the single-counted biofuels falls. Given the type of technical change studied, double counting spurs technical development of the doubly counted biofuels. The LCFS directs support towards those biofuels with lowest life-cycle carbon emissions. The redundant policy instrument, the biofuel mandate or the LCFS, only creates costs but no benefits and should be abolished. Double counting makes the biofuel mandate non-cost-efficient and should be reconsidered.
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| 2. |
- Jussila Hammes, Johanna, 1974-, et al.
(författare)
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A cost-benefit analysis of all-electric flight : how to do a CBA for a non-existing technology?
- 2023
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Increasing climate ambitions mean that emissions of greenhouse gases, even from the aviation sector, must fall. The purpose of this study has been to contribute to this development by doing a benefit-cost analysis of all-electric aviation (AEA). We define AEA as battery-driven aviation without a combustion engine or fuel cell on board. Since the technology only exists in very small scale today, much of the work has been to find guestimates of the costs. However, we have been able to build on very good data on all take-offs and landings in Sweden year 2019. On the other hand, the data we have had on ticket prices is very poor. Based on the available data, we have estimated supply and demand functions for conventional flight in 2019. These estimates have been used to calculate the producer and consumer surpluses from flight, both in 2019, in the business-as-usual using sustainable aviation fuels (SAFs), and for AEAs, the latter two in 2030, 2040, and 2050, respectively. The results indicate that at least from 2040 onwards, with the introduction of larger aircraft with the capacity of up to 100 passengers and a range of 650 km, AEAs will be commercially viable on many, if not all routes studied. AEAs seem to have a higher producer surplus than conventional, SAF-driven aircraft. Since AEAs, at least in 2030 and 2040 are slower than conventional aircraft, the consumer surplus falls given fixed ticket prices. We also calculate the benefits from reduced high-altitude effects, which gives a measure of the societal benefits from AEA and thus an indication of how much public funds that could be invested in airport infrastructure for AEAs. We recommend that investments for AEA infrastructure start from a few airports and are expanded over time. The only further policy we recommend is R&D subsidies for AEA and battery technology development. No other policy instruments seem to be necessary to get AEAs to fly.
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| 3. |
- Jussila Hammes, Johanna, 1974-
(författare)
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Civil servants’ education and the representativeness of the bureaucracy in environmental policy-making
- 2013
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- We model and test the representativeness of environmental policy-making, as implied by cost-benefit analysis (CBA) results, in governmental agencies assuming that individual civil servants maximize their personal utility. Education may also influence civil servants’ behavior. The biologists in our sample have the highest valuation of environmental quality. We suspect that their training does not teach them about societal welfare maximization and that they consequently do not adjust their policy recommendation to CBA results, while the economists, who learn about welfare economics, do. The empirical results indicate that the economists adjust their private valuation of the environment by a factor giving a sufficient weight to the CBA results to make their average choice a cost-efficient one. Even the economists in our sample chose on average a policy that is costlier than the cost-efficient one yet clearly less expensive than the policy chosen by the biologists and social scientists.
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| 4. |
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| 5. |
- Jussila Hammes, Johanna, 1974-
(författare)
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Kvotplikt för biodrivmedel : högsta vinsten till specialintressen?
- 2014
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Ingår i: Ekonomisk Debatt. - : Nationalekonomiska föreningen. - 0345-2646. ; 42:2, s. 42-51
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Tidskriftsartikel (populärvet., debatt m.m.)abstract
- I mars 2013 lade regeringen fram ett förslag till ett nytt system för att öka användningen av biodrivmedel. Man föreslår en kvot för bensin och två kvoter för dieselbränslen, utan någon koppling mellan kvoterna. Förslaget omfattar inte alla biodrivmedel. Denna artikel visar att regeringens förslag varken är kostnadseffektivt, teknikneutralt eller ekologiskt hållbart och diskuterar vem som är vinnare och förlorare av förslaget. I artikeln skisseras även ett alternativt kostnadseffektivt system som bland annat möjliggör handel i biodrivmedelscertifikat.
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| 6. |
- Jussila Hammes, Johanna, 1974-, et al.
(författare)
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Local government co-financing of the central government's transport infrastructure investment
- 2019
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Ingår i: Economics of Transportation. - : Elsevier Ltd. - 2212-0122 .- 2212-0130. ; 18, s. 40-49
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Tidskriftsartikel (refereegranskat)abstract
- We study two districts’ voluntary co-financing of a centrally provided public good, e.g., transport infrastructure. Outcomes are compared to a surplus-maximizing level of public good provision. We show that both co-financing and lobbying raise the amount of public good provided. Co-financing and lobbying are substitutes. Co-financing (or co-financing combined with lobbying) raises the provision of the public good to a higher level than lobbying alone. Co-financing can thus reduce rent-seeking. Finally, we show that under uncertainty about district type (high or low benefit), co-financing combined with lobbying can be used to find and retain a separating equilibrium.
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| 7. |
- Jussila Hammes, Johanna, 1974-
(författare)
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Nya regler för biodrivmedel gynnar mest producenter
- 2014
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Ingår i: Dagens nyheter. - 1101-2447.
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Tidskriftsartikel (populärvet., debatt m.m.)abstract
- Felriktad politik. Regeringen inför en kvotplikt för att öka konsumtionen av biodrivmedel. Men systemet motverkar regeringens egna uppsatta mål. Dessutom kommer särskilda intressegrupper att gynnas medan skattebetalarna och vanliga bilister blir de stora förlorarna, skriver forskaren Johanna Jussila Hammes.
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| 8. |
- Jussila Hammes, Johanna, 1974-
(författare)
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Political economics or Keynesian demand-side policies : What determines transport infrastructure investment in Swedish municipalities?
- 2015
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Ingår i: Research in Transportation Economics. - : Elsevier BV. - 0739-8859 .- 1875-7979. ; 51, s. 49-60
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Tidskriftsartikel (refereegranskat)abstract
- This paper examines investment in transport infrastructure in Swedish municipalities according to the three National Transport Infrastructure Plans of 2004, 2010 and 2014. The plans cover 12 years each. The test of a swing voter model, combined with variables relevant to the Keynesian model of demand side policies, supports the proposition that there is less investment in municipalities with highly partisan electorates. The model seems to work better for road than for rail investments. Municipalities with a high density of voters at the ideological cut-point (middle of the ideological distribution) got more investment in the 2010 plan but not in the other plans. The impact of the elasticity of output on public service provision raised investment in road projects in sub-plan period 1 compared to later sub-plan periods. The tax elasticity of output may influence the volume of investment downward. The Plan for 2010–2021 seems to be the most politically determined of the plans considered here.
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| 9. |
- Jussila Hammes, Johanna, 1974-
(författare)
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Steering cities towards a sustainable transport system in Norway and Sweden
- 2020
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- This paper describes so-called city growth agreements and city environmental agreements in Norway and Sweden, respectively. We do case studies of two regions in Norway and two cities in Sweden. While the general aim of the agreements is similar in the two countries, namely for the central government to influence municipal infrastructure building in a more environmentally sustainable direction, the agreements differ in many respects. While the Norwegian agreements consist of several projects concerning the construction of roads and railroads, and infrastructure for public transport, pedestrians, and cycling, the Swedish agreements only concern one (type of) project at a time. Moreover, Norway emphasizes city planning more; even though the building of new housing is important also in Sweden, location and densification are less so. The Swedish projects are municipality driven, while the Norwegian system is based on reciprocal negotiations between the municipalities, the county, and the state. The Norwegian model fits better into a theoretical fiscal federalism-based framework than the Swedish one, with the state internalizing spatial spillovers arising from infrastructure projects. In Sweden, the agreements are better to be seen as means for institutionalized lobbying by municipalities.
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| 10. |
- Jussila Hammes, Johanna, 1974-
(författare)
-
Steering cities towards a sustainable transport system in Norway and Sweden
- 2021
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Ingår i: Case Studies on Transport Policy. - : Elsevier Ltd. - 2213-624X .- 2213-6258. ; 9:1, s. 241-252
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Tidskriftsartikel (refereegranskat)abstract
- This paper describes so-called city growth agreements and city environmental agreements in Norway and Sweden, respectively. We do case studies of two regions in Norway and two cities in Sweden. While the general aim of the agreements is similar in the two countries, namely for the central government to influence municipal infrastructure building in a more environmentally sustainable direction, the agreements differ in many respects. While the Norwegian agreements consist of several projects concerning the construction of roads and railroads, and infrastructure for public transport, pedestrians, and cycling, the Swedish agreements only concern one (type of) project at a time. Moreover, Norway emphasizes city planning more; even though the building of new housing is important also in Sweden, location and densification are less so. The Swedish projects are municipality driven, while the Norwegian system is based on reciprocal negotiations between the municipalities, the county, and the state. The Norwegian model fits better into a theoretical fiscal federalism-based framework than the Swedish one, with the state internalizing spatial spillovers arising from infrastructure projects. In Sweden, the agreements are better to be seen as means for institutionalized lobbying by municipalities.
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