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Transport modeling is a tool to evaluate the consequences of infrastructure projects, to compute the traffic volumes and to predict changes in traffic flows, modal shares and possible bottlenecks in the transport network.

National transport modeling includes creating base models, to be adapted depending on the usage. The accuracy of base models depends on the national needs. Local, cantonal, regional and urban models are complementary to national transport models and allow differentiated approaches according to territorial specificities.

In collaboration with the Federal Office of Transport FOT and the Federal Roads Office FEDRO, the Federal Office for Spatial Development ARE has created a multimodal base model for passenger traffic for rail and road. Similarly, a national model for goods has recently been created and an aggregate method for freight has been developed.

More: www.are.admin.ch/vm-uvek

Transport modeling is a tool to evaluate the consequences of infrastructure projects, to compute the traffic volumes and to predict changes in traffic flows, modal shares and possible bottlenecks in the transport network.

National transport modeling includes creating base models, to be adapted depending on the usage. The accuracy of base models depends on the national needs. Local, cantonal, regional and urban models are complementary to national transport models and allow differentiated approaches according to territorial specificities.

In collaboration with the Federal Office of Transport FOT and the Federal Roads Office FEDRO, the Federal Office for Spatial Development ARE has created a multimodal base model for passenger traffic for rail and road. Similarly, a national model for goods has recently been created and an aggregate method for freight has been developed.

More: www.are.admin.ch/vm-uvek

Transport modeling is a tool to evaluate the consequences of infrastructure projects, to compute the traffic volumes and to predict changes in traffic flows, modal shares and possible bottlenecks in the transport network.

National transport modeling includes creating base models, to be adapted depending on the usage. The accuracy of base models depends on the national needs. Local, cantonal, regional and urban models are complementary to national transport models and allow differentiated approaches according to territorial specificities.

In collaboration with the Federal Office of Transport FOT and the Federal Roads Office FEDRO, the Federal Office for Spatial Development ARE has created a multimodal base model for passenger traffic for rail and road. Similarly, a national model for goods has recently been created and an aggregate method for freight has been developed.

More: www.are.admin.ch/vm-uvek

Transport modeling is a tool to evaluate the consequences of infrastructure projects, to compute the traffic volumes and to predict changes in traffic flows, modal shares and possible bottlenecks in the transport network.

National transport modeling includes creating base models, to be adapted depending on the usage. The accuracy of base models depends on the national needs. Local, cantonal, regional and urban models are complementary to national transport models and allow differentiated approaches according to territorial specificities.

In collaboration with the Federal Office of Transport FOT and the Federal Roads Office FEDRO, the Federal Office for Spatial Development ARE has created a multimodal base model for passenger traffic for rail and road. Similarly, a national model for goods has recently been created and an aggregate method for freight has been developed.

More: www.are.admin.ch/vm-uvek

Transport modeling is a tool to evaluate the consequences of infrastructure projects, to compute the traffic volumes and to predict changes in traffic flows, modal shares and possible bottlenecks in the transport network.

National transport modeling includes creating base models, to be adapted depending on the usage. The accuracy of base models depends on the national needs. Local, cantonal, regional and urban models are complementary to national transport models and allow differentiated approaches according to territorial specificities.

In collaboration with the Federal Office of Transport FOT and the Federal Roads Office FEDRO, the Federal Office for Spatial Development ARE has created a multimodal base model for passenger traffic for rail and road. Similarly, a national model for goods has recently been created and an aggregate method for freight has been developed.

More: www.are.admin.ch/vm-uvek

Following the entry into force of the Paris Agreement in November 2016, governments around the world are now expected to turn their nationally determined contributions into concrete climate policies. Given the global public good nature of climate change mitigation and the important cross-country differences in marginal abatement costs, distributing mitigation efforts across countries could substantially lower the overall cost of implementing climate policy. However, abating emissions abroad instead of domestically may face important political and popular resistance. We ran a lab experiment with more than 300 participants and asked them to choose between a domestic and an international reforestation project. We tested the effect of three informational treatments on the allocation of participants' endowment between the domestic and the international project. The treatments consisted in: (1) making more salient the cost-effectiveness gains associated with offsetting carbon abroad; (2) providing guarantees on the reliability of reforestation programmes; (3) stressing local ancillary benefits associated with domestic offset projects. We found that stressing the cost-effectiveness of the reforestation programme abroad did increase its support, the economic argument in favour of offsetting abroad being otherwise overlooked by participants. We relate this finding to the recent literature on the drivers of public support for climate policies, generally pointing to a gap between people's preferences and economists' prescriptions.

Following the entry into force of the Paris Agreement in November 2016, governments around the world are now expected to turn their nationally determined contributions into concrete climate policies. Given the global public good nature of climate change mitigation and the important cross-country differences in marginal abatement costs, distributing mitigation efforts across countries could substantially lower the overall cost of implementing climate policy. However, abating emissions abroad instead of domestically may face important political and popular resistance. We ran a lab experiment with more than 300 participants and asked them to choose between a domestic and an international reforestation project. We tested the effect of three informational treatments on the allocation of participants' endowment between the domestic and the international project. The treatments consisted in: (1) making more salient the cost-effectiveness gains associated with offsetting carbon abroad; (2) providing guarantees on the reliability of reforestation programmes; (3) stressing local ancillary benefits associated with domestic offset projects. We found that stressing the cost-effectiveness of the reforestation programme abroad did increase its support, the economic argument in favour of offsetting abroad being otherwise overlooked by participants. We relate this finding to the recent literature on the drivers of public support for climate policies, generally pointing to a gap between people's preferences and economists' prescriptions.