\u5b9f\u8a3c\u30df\u30af\u30ed\u7d4c\u6e08\u5b66\u30ef\u30fc\u30af\u30b7\u30e7\u30c3\u30d7\u958b\u50ac\u5831\u544a<\/p>\n
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\u958b\u50ac\u65e5\u6642\uff1a\u30002022\u5e746\u67089\u65e5\uff08\u6c34\uff0916\uff1a30-<\/p>\n
\u4f1a\u3000\u3000\u3000\u5834\uff1a\u3000Zoom<\/p>\n
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We estimate the causal effect of ride-hailing entry on transport-related air pollution in U.S. cities, using granular satellite-based NO\u2082 concentration data in the staggered difference-in-differences research design. Our empirical strategy accounts for treatment effect heterogeneity both within and across cities while controlling for pollution spillovers and exogenous time-varying covariates. We also employ two additional strategies to strengthen identification: using geography-based instruments and exploiting a sharp, unanticipated change in ride-hailing activity in Austin due to its rule change. We find robust evidence that ride-hailing tends to improve air quality in highly dense cities, but has no significant impact in lower density cities. In the supplementary analysis using household-level commuting mode data, we find evidence that the NO\u2082 reduction in highly dense cities is associated with a decrease in private car use and an increase in public transit use. Taken together, our findings suggest that the environmental effect of ride-hailing depends on the complementarity between ride-hailing and public transit: While ride-hailing may increase congestion by inducing deadheading or displacing of mass transit for parts of daily trips, it may still decrease overall air pollution if a combined use of ride-hailing with other transit displaces private car use more than such adverse behavior.<\/p>\n
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<\/p>\n","protected":false},"excerpt":{"rendered":"
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