Abstract We analyze the distribution of transit subsidies across population groups in Stockholm. We develop a novel methodology that takes into account that the subsidy per passenger varies across transit links, since production costs and load factors vary. With this, we calculate the subsidy per trip in the transit network and analyze the distribution of subsidies across population groups. The average subsidy rate in Stockholm is 44%, but the variation across trips turns out to be large: while 34% of the trips are not subsidized at all but generates a profit, 16% of the trips have a subsidy rate higher than 2/3. We calculate the concentration index to explore the distribution of subsidies across income groups. The average subsidy per person is similar for all income groups, except for the top income quintile. This holds not only for the current flat-fare system, but also for distance-based fares and fares with a constant subsidy rate. Transit subsidies is hence not effective as a redistribution policy in Stockholm. The largest systematic variation we find is across residential areas: the average subsidy per person is five times higher in the peripheral areas of the region compared to the regional core, and the subsidy per trip is ten times higher.

中文翻译：

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公共交通补贴的分配效应

摘要 我们分析了斯德哥尔摩不同人群中过境补贴的分布情况。我们开发了一种新颖的方法，该方法考虑到每位乘客的补贴因公交线路而异，因为生产成本和载客率各不相同。据此，我们计算了公交网络中每次出行的补贴，并分析了补贴在不同人群中的分布情况。斯德哥尔摩的平均补贴率为 44%，但旅行之间的差异很大：虽然 34% 的旅行根本没有补贴但产生了利润，但 16% 的旅行的补贴率高于 2/ 3. 我们计算集中度指数以探索补贴在不同收入群体中的分布情况。除收入最高的五分之一人群外，所有收入群体的人均补贴均相似。这不仅适用于当前的统一票价系统，也适用于基于距离的票价和具有恒定补贴率的票价。因此，过境补贴作为斯德哥尔摩的再分配政策是无效的。我们发现最大的系统性差异发生在住宅区之间：与区域核心相比，该地区外围地区的人均补贴高出五倍，每次出行的补贴高出十倍。