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on Transport Economics |
| By: | Martijn Brons Author-1-Name-First: Martijn Author-1-Name-Last: Brons (European Commission – JRC - IPTS); Panayotis Christidis Author-2-Name-First: Panayotis Author-2-Name-Last: Christidis (European Commission – JRC - IPTS) |
| Abstract: | The Marco Polo programme of the European Commission aims to shift or avoid freight transport off the roads to other more environmentally friendly transport modes. The programme is implemented through yearly calls for proposals. The proposals received to each call are selected for financial support inter alia on the basis of their merits in terms of environmental and social benefits. The evaluation of each proposal's merits in terms of environmental and social benefits is based on the external costs for each transport mode. On the Commission’s request the Joint Research Centre, Institute for Prospective Technological Studies (JRC-IPTS) modified and updated the methodology underlying the calculation of external costs and the software application that automates the estimation of the impact on external costs for specific projects. The work was based on a combination of data and model results that allow the estimation of transport volumes, fleet mixes, levels of utilisation and resulting externalities with up-to-date methodologies for the economic valuation of these externalities. The new external cost methodology and calculator covers road, rail, inland waterways and short sea shipping. External cost coefficients are provided for environmental impacts (air quality, noise, climate change) and socio-economic impacts (accidents, congestion). The methodology permits the estimation of external cost coefficients for specific mode subcategories based on fuel technology, cruising speed, vehicle size, and cargo type. |
| Keywords: | freight transport, external costs of transport, sustainable transport, transport technology |
| JEL: | F18 Q51 Q53 Q54 Q55 Q56 R41 |
| Date: | 2012–07 |
| URL: | http://d.repec.org/n?u=RePEc:ipt:iptwpa:jrc72879&r=tre |
| By: | Javier Asensio (Universitat Autònoma de Barcelona & IEB); Andrés Gómez-Lobo (University of Chile); Anna Matas (Universitat Autònoma de Barcelona & IEB) |
| Abstract: | Using a panel of 48 provinces for four years we empirically analyze a series of temporary policies aimed at curbing fuel consumption implemented in Spain between March and June 2011. The first policy was a reduction in the speed limit in highways. The second policy was an increase in the biofuel content of fuels used in the transport sector. The third measure was a reduction of 5% in commuting and regional train fares that resulted in two major metropolitan areas reducing their overall fare for public transit. The results indicate that the speed limit reduction in highways reduced gasoline consumption by between 2% and 3%, while an increase in the biofuel content of gasoline increased this consumption. This last result is consistent with experimental evidence that indicates that mileage per liter falls with an increase in the biofuel content in gasolines. As for the reduction in transit fares, we do not find a significant effect for this policy. However, in specifications including the urban transit fare for the major cities in each province the estimated cross-price elasticity of the demand for gasoline -used as a proxy for car use- with respect to the price of transit is within the range reported in the literature. This is important since one of the main efficiency justification for subsidizing public transit rests on the positive value of this parameter and most of the estimates reported in the literature are quite dated. |
| Keywords: | Fuel consumption, cross-elasticities, transport policies, biofuel |
| JEL: | Q48 R41 R48 |
| Date: | 2013 |
| URL: | http://d.repec.org/n?u=RePEc:ieb:wpaper:2013/6/doc2013-9&r=tre |
| By: | Bent Flyvbjerg; Mette K. Skamris Holm; S{\o}ren L. Buhl |
| Abstract: | This article presents results from the first statistically significant study of causes of cost escalation in transport infrastructure projects. The study is based on a sample of 258 rail, bridge, tunnel and road projects worth US$90 billion. The focus is on the dependence of cost escalation on (1) length of project implementation phase, (2) size of project and (3) type of project ownership. First, it is found with very high statistical significance that cost escalation is strongly dependent on length of implementation phase. The policy implications are clear: Decision makers and planners should be highly concerned about delays and long implementation phases because they translate into risks of substantial cost escalations. Second, it is found that projects have grown larger over time and that for bridges and tunnels larger projects have larger percentage cost escalations. Finally, by comparing cost escalation for three types of project ownership--private, state-owned enterprise and other public ownership--it is shown that the oft-seen claim that public ownership is problematic and private ownership effective in curbing cost escalation is an oversimplification. Type of accountability appears to matter more to cost escalation than type of ownership. |
| Date: | 2013–04 |
| URL: | http://d.repec.org/n?u=RePEc:arx:papers:1304.4476&r=tre |
| By: | Panayotis Christidis Author-1-Name-First: Panayotis Author-1-Name-Last: Christidis (European Commission – JRC - IPTS); Juan Nicolás Ibanez Rivas Author-2-Name-First: Juan Nicolás Author-2-Name-Last: Ibanez Rivas (European Commission – JRC - IPTS) |
| Abstract: | The methodology presented here allows to measure and monitor road congestion across Europe using data from TomTom in-vehicle navigation systems. The approach is based on the analysis of a large number of real vehicle speeds that have been measured on each road link and the application of algorithms that allow the estimation of congestion indicators for specific types of roads during selected time periods. The results include the detailed mapping of recurrent congestion both geographically and temporally, as well as the comparison of the quality of service of road networks between different zones. |
| Keywords: | road congestion, gps, navigation |
| JEL: | R41 C83 L91 N74 |
| Date: | 2012–04 |
| URL: | http://d.repec.org/n?u=RePEc:ipt:iptwpa:jrc69961&r=tre |
| By: | Mellin, Anna (VTI); Wikberg, Åsa (VTI); Karlsson, Rune (VTI); Vierth, Inge (VTI) |
| Abstract: | Rapporten utgör ett underlag till Trafikanalys årliga regeringsuppdrag att beskriva internaliseringsgraden inom olika delar av den svenska och europeiska transportsektorn. Vi har analyserat internaliseringsgraden i två godskorridorer. En som sträcker sig från Oslo till Rotterdam och en från Narvik till Neapel. För varje korridor har vi valt ut rutter för väg, järnväg och sjöfart. De externa kostnaderna har vi i huvudsak beräknat utifrån uppgifter i rapporten Handbook on estimation of external costs in the transport sector (IMPACT). Resultaten visar att internaliseringsgraderna skiljer sig åt både mellan och inom länderna, beroende på rutt. Skillnaderna är även stora mellan trafikslagen. På vägsidan är andelen motorväg en viktig faktor som påverkar internaliseringsgraden, och på både väg- och järnvägsidan är det slitage på infrastruktur som utgör den stora andelen av de externa kostnaderna. För sjöfarten finns det färre och lägre internaliserande avgifter och skatter, vilket ger låga internaliseringsgrader för detta trafikslag. För sjöfarten har befintliga och kommande regleringar för t.ex. utsläpp av luftföroreningar inte tagits med i beräkningarna då de inte tas ut i form av en rörlig avgift eller skatt. Totalt sett är internaliseringsgraden högst för väg- och järnvägstransporterna, där det för korridoren Oslo-Rotterdam även finns en överinternalisering. För vägtransport varierar internaliseringsgraden mellan 87 % och 119 %, för järnväg mellan 84 % och 121 %, och för sjöfart mellan 5 % och 8 %, beroende på rutt. |
| Keywords: | Internalisation; Freight transport; Freight corridor |
| JEL: | R41 R48 |
| Date: | 2013–04–09 |
| URL: | http://d.repec.org/n?u=RePEc:hhs:ctswps:2013_002&r=tre |
| By: | Arnold, Lindsay S.; Flannery, Aimee; Ledbetter, Lauren; Bills, Tierra; Jones, Michael G.; Ragland, David R.; Spautz, Laura |
| Abstract: | This project examined the safety and demand issues for pedestrians and bicyclists at multi-lane roundabouts through a literature review, case studies, in-field counts and surveys, focus groups, and video analysis. This document presents research findings, synthesizes current information on best practices, and makes recommendations to assist local agencies planning and designing safer multi-lane roundabouts. These findings should help local agencies and Caltrans create roundabouts that better and more safely address the needs of bicyclists and pedestrians. The current literature is referred to throughout the document to augment the research team’s findings, especially for issues that were beyond the scope of this project. Key findings in the areas of pedestrian and bicyclist avoidance of, behavior around, and collisions at multi-lane roundabouts are presented along with recommendations for geometric design, design speed, sight distance, width of lanes, signage and pavement markings, and operational recommendations. |
| Keywords: | Transportation and Highway Engineering |
| Date: | 2013–04–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsrrp:qt5ss288j8&r=tre |
| By: | Gelsomina Catalano (Centre for Industrial Studies (CSIL)); Davide Sartori (Centre for Industrial Studies (CSIL)) |
| Abstract: | EThis paper builds on the empirical research carried out for the “Ex post evaluation of investment projects co-financed by the European Regional Development Fund (ERDF) or Cohesion Fund (CF) in the period 1994-1999â€, recently finalized by the European Commission. The study evaluated the long term contribution, direct and indirect, expected and unexpected, of ten selected environment and transport infrastructure investments to economic development as well as to quality of life and well-being of society. In fact, investment projects can foster economic development, which is generally quantifiable by economic welfare metrics, as e.g. reflected in the cost-benefit analysis. Although the concept of economic development is not disconnected from the wellbeing of society, it is acknowledged that there are a number of other factors that may affect public welfare, which are not usually captured by the traditional economic indicators. Social cohesion, environmental effects, territorial cohesion, institutional learning and social happiness are for instance factors that affect the level of social satisfaction, the perception of social reality and other dimensions which are outside the conventional economic dimension. An innovative methodology was therefore applied for the context of this study to integrate traditional quantitative tools, such as ex-post cost-benefit analysis, with analysis of qualitative evidence. This allowed to study, in a structured way, project effects on economic development together with the determinants of wellbeing to society. The results showed that effects on wellbeing vary from project to project to a high extent. In particular, social satisfaction or dissatisfaction can take place in reference to expectations and, when this is the case, effects (either positive or negative) are of a large magnitude. When social (dis)satisfaction is related to “objective†factors, the intensity of the effects is lower. For example, the introduction of tolls in the motorways reviewed had negative impacts on social happiness, partially counterbalancing general satisfaction arising from factors such as increased leisure opportunities, civic pride, etc. In other cases, delays in implementation generated widespread feelings of frustration among the public, thus limiting the satisfaction regarding the new infrastructure. In the case of the waste water treatment plants reviewed, satisfaction was rather limited by shortcomings intrinsic to the projects’ operations (odours, under-capacity, etc.). On the contrary, when specific measures are taken to purposely alter the perception of projects by the population, effects are magnified. In this respect, the two solid waste treatment projects in Galicia and Portugal are interesting to contrast the role played by awareness-raising campaigns. Both projects “objectively†contributed to citizen’s quality of life through the elimination of landfills and their replacement with green areas, but they both also had to deal with the necessity of “selling†the choice of the incinerator technology. While awareness-raising activities positively contributed to the satisfaction associated with the latter project, they were (at least initially) a negative factor in the former case. Pressure from environmental organizations also played a role in limiting the positive perception of the project. Finally, it is worth stressing that the level of satisfaction is important not only because it contributes to determining overall project performance in static terms, but also because it can have an influence on project functioning and achievements in dynamic terms. For example, in the solid waste field, social acceptance is an important issue since it may have an influence on the functioning of the projects by making possible better waste separation with regard to recycling and composting. |
| Keywords: | infrastructure investment, economic development, wellbeing, social satisfaction |
| JEL: | H54 H75 I38 |
| Date: | 2013–03–09 |
| URL: | http://d.repec.org/n?u=RePEc:mst:wpaper:201301&r=tre |
| By: | Sparger, Adam; Prater, Marvin E. |
| Abstract: | Several annual rail rate indices depict changes in the prices paid for rail service. Although accurate for general analyses, each of these indices falls short in capturing the three major components of total railroad grain rates: tariff rates, fuel surcharges, and secondary railcar market costs. Bids in the secondary grain railcar market can affect whether the actual rate paid by shippers is above or below the published tariff rate. The seasonality of rates inherent in grain transportation is captured through the secondary market but is neither contained in other grain rail rate indices nor apparent in annualized data. In addition, most grain rate indices do not include fuel surcharges, which have become a major component of the total rate paid for any rail commodity movement. This paper develops new rail rate indices for unit trains and shuttle trains and compares them with a rail cost index. The new indices improve on other grain rail rate indices by including information from the secondary rail market, fuel surcharges, and tariff rates into a weekly index that covers the period between 1997 and 2011. The improved indices show a higher level of detail than annualized indices, allowing for a more thorough analysis of grain rates. They show grain rail rates generally higher than do other indices, with a notable departure from rail costs at the beginning of the economic recession in 2009. A comparison of the rail indices with rail costs calls into question earlier conclusions about rail market power. In constant dollars, rail rates for unit trains increased 67 percent between April 2005 and December 2011, and rail rates for shuttle trains increased 29 percent between May 2006 and December 2011. |
| Keywords: | rail, rate, railroad, train, shuttle train, secondary railcar market, Agricultural Finance, Financial Economics, Research Methods/ Statistical Methods, |
| Date: | 2013–04 |
| URL: | http://d.repec.org/n?u=RePEc:ags:uamstr:147348&r=tre |
| By: | Adrien Vogt-Schilb (CIRED - Centre International de Recherche sur l'Environnement et le Développement - CIRAD : UMR56 - CNRS : UMR8568 - Ecole des Hautes Etudes en Sciences Sociales (EHESS) - Ecole des Ponts ParisTech - AgroParisTech); Céline Guivarch (CIRED - Centre International de Recherche sur l'Environnement et le Développement - CIRAD : UMR56 - CNRS : UMR8568 - Ecole des Hautes Etudes en Sciences Sociales (EHESS) - Ecole des Ponts ParisTech - AgroParisTech); Jean Charles Hourcade (CIRED - Centre International de Recherche sur l'Environnement et le Développement - CIRAD : UMR56 - CNRS : UMR8568 - Ecole des Hautes Etudes en Sciences Sociales (EHESS) - Ecole des Ponts ParisTech - AgroParisTech) |
| Abstract: | La capacité des véhicules électrifiés (VE) à diminuer les émissions de gaz à effet de serre (GES) est sujette à débat. De nombreuses études fondent le calcul des émissions kilométriques des VE sur le contenu carbone de l'électricité contemporaine. Nous proposons une évaluation qui mobilise une vision cohérente de l'évolution du système énergétique dans lequel les VE doivent s'insérer. Nous utilisons un modèle de simulation prospective pour produire des scénarios contrastés de l'évolution du contenu carbone de l'électricité européenne. Cet exercice suggère que si l'Europe choisit de mettre en place des politiques climatiques destinées à réduire drastiquement ses émissions de GES, le contenu carbone de l'électricité va diminuer rapidement, prolongeant sur le long terme l'avantage actuel des VE sur les véhicules classiques en termes d'émissions par kilomètre. A long terme, l'électrification des véhicules est pertinente dans toutes les régions du monde. |
| Keywords: | véhicules électrique; gaz à effet de serre; bilan carbone; prospective; politiques climatiques |
| Date: | 2013–02–28 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-00786749&r=tre |
| By: | Aad Correljé; Martijn Groenleer; Jasper Veldman |
| Abstract: | This paper compares the development of the institutions for regulation of the natural gas transportation systems in the United States and the European Union. Given the fact that these systems are technically similar, it addresses the question why regulatory institutions in the US and the EU have developed in such different ways. To explore institutional change and the differences thereof (in terms of for instance the role of federal and supranational actors, coordination between public and private actors and co-existence of different executive orders), we adopt a historical and dynamic approach in which institutional outcomes are explained not only by the structural conditions but also by the behaviour of the different actors involved. Our exploration is based on a systematic search of the literature on the US and EU regulation of the natural gas transportation systems since their early beginnings. The paper serves as a prelude to more in-depth research on the development of regulatory institutions in the gas sector and notably the political struggles involved in that development. |
| Keywords: | European Union, history, institutional change, natural gas, politics, regulation, United States. |
| Date: | 2013–03 |
| URL: | http://d.repec.org/n?u=RePEc:rsc:rsceui:2013/07&r=tre |
| By: | Sánchez Navarro, Dennis |
| Abstract: | El presente documento busca analizar el comportamiento de los hogares colombianos en la compra de vehículo nuevo para uso particular, y modelar el funcionamiento de la demanda de vehículos particulares en Colombia, entre 2009 y 2011. Esto a partir de la estimación de un modelo logit anidado que permite tomar como variables explicativas las características o atributos de los vehículos como determinantes de la decisión de compra de vehículo. Finalmente, se estiman las elasticidades con el fin de analizar el grado de sustituibilidad o contestabilidad del mercado automotor en Colombia. This paper analyzes the behavior of Colombian households in purchasing a new vehicle for private use, and model the performance of the demand for private vehicles in Colombia, between 2009 and 2011. This paper estimates a Nested Logit model that takes the characteristics or attributes of vehicles as explicative variables as determinants of the vehicle purchase decision. Finally, the elasticities are estimated in order to analyze the substitutability or contestability automotive market in Colombia. |
| Keywords: | nested logit, demand, elasticity, sustituibility, Colombia. |
| JEL: | C39 C53 D12 L62 |
| Date: | 2013–02–28 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:46043&r=tre |
| By: | Kyoko Hirose (Faculty of Economics, Kyushu Sangyo University); Kazuhiro Yamamoto (Graduate school of Economics, Osaka University) |
| Abstract: | The purpose of this paper is to investigate the influence of a third country on the location of foreign direct investment (FDI). We focus on two determinants of FDI location. The first is the number of firms located in the third country. The second is the magnitude of demand for the good that the investing firm produces. We construct a three-country model, where two of the three countries are potential host countries and one has a geographic advantage in exports to the third country. Using this framework, we show that when the number of firms in the third country is sufficiently large, the farther (more distant) country is always the location of the plant. Furthermore, when the market size of the third country is large, it is possible for the nearer country to be the host country. In addition, we find that when the governments of the potential host countries use taxes or subsidies to attract FDI, the location of the firm investing is qualitatively the same as that without tax competition. However, the range over which the nearer country can attract the investing firm when tax competition is introduced is wider than otherwise. Finally, we reveal that when two potential host countries form a union that imposes a coordinated tax, the aggregate welfare of the union under the coordinated tax policy is higher than that under tax competition. However, conflict between the two countries may occur when the number of rival firms in the third country is neither too small nor too large. |
| Keywords: | transport costs, tax competition, regional coordination. |
| JEL: | F15 F23 H25 |
| Date: | 2013–03 |
| URL: | http://d.repec.org/n?u=RePEc:kyu:dpaper:59&r=tre |
| By: | Yutao Han (CREA, Université du Luxembourg); Patrice Pieretti (CREA, Université du Luxembourg); Benteng Zou (CREA, Université du Luxembourg) |
| Abstract: | In our paper, we demonstrate that when countries compete in taxes and infrastructure, coordination through a uniform tax rate or a minimum rate does not necessarily create the welfare effects observed under pure tax competition. The divergence is even worse when the competing jurisdictions differ in institutional quality. If tax revenues are used to gauge the desirability of coordination, our model demonstrates that imposing a uniform tax rate is Pareto-inferior to the non-cooperative equilibrium when countries compete in taxes and infrastructure. This result is completely reversed under pure tax competition if the countries are sufficiently similar in size. If a minimum tax rate is set within the range of those resulting from the non-cooperative equilibrium, the low tax country will never be better off. Finally, the paper demonstrates that the potential social welfare gains from tax harmonization crucially depend on the degree of heterogeneity among the competing countries. |
| Keywords: | Tax competition, infrastructure, tax coordination, tax revenue, social welfare |
| JEL: | H21 H87 H73 F21 C72 |
| Date: | 2013–03 |
| URL: | http://d.repec.org/n?u=RePEc:bie:wpaper:476&r=tre |
| By: | Fabio Menten; Benoît Chèze; Laure Patouillard; Frédérique Bouvart |
| Abstract: | This article presents the results of a literature review performs with a meta-regression analysis (MRA) that focuses on the estimates of advanced biofuel Greenhouse Gas (GHG) emissions assessed with a Life Cycle Assessment (LCA) approach. The mean GHG emissions of both second (G2) and third generation (G3) biofuels and the effects of factors influencing these estimates are identified and quantified by means of specific statistical methods. 47 LCA studies are included in the database, providing 593 estimates. Each study estimate of the database is characterized by i) technical data/characteristics, ii) author's methodological choices and iii) typology of the study under consideration. The database is composed of both the vector of these estimates – expressed in grams of CO2 equivalent per MJ of biofuel (g CO2eq/MJ) – and a matrix containing vectors of predictor variables which can be continuous or dummy variables. The former is the dependent variable while the latter corresponds to the explanatory variables of the meta-regression model. Parameters are estimated by mean of econometrics methods. Our results clearly highlight a hierarchy between G3 and G2 biofuels: life cycle GHG emissions of G3 biofuels are statistically higher than those of Ethanol which, in turn, are superior to those of BtL. Moreover, this article finds empirical support for many of the hypotheses formulated in narrative literature surveys concerning potential factors which may explain estimates variations. Finally, the MRA results are used to adress the harmonization issue in the field of advanced biofuels GHG emissions thanks to the technique of benefits transfer using meta-regression models. The range of values hence obtained appears to be lower than the fossil fuel reference (about 83.8 in g CO2eq/MJ). However, only Ethanol and BtL do comply with the GHG emission reduction thresholds for biofuels defined in both the American and European directives. |
| Keywords: | Biofuels, GHG, LCA, Meta-analysis |
| Date: | 2013–02–27 |
| URL: | http://d.repec.org/n?u=RePEc:apu:wpaper:2013/01&r=tre |
| By: | Felipe de Alvarenga Batista (UFRJ); Lidiany Silva Barbosa (Cedeplar-UFMG); Marcelo Magalhães Godoy (Cedeplar-UFMG) |
| Abstract: | This study examines the process of railway modernization in Minas Gerais. It uses theoretical classification that combines external variables, especially the expansion of the capital into the periphery, with internal variables, above all the hegemony of the raw material exporting model, marked by strong regional diversity. It was noted that the inappropriateness of the dominant standard of railway modernization in Brazil in relation to the structure of the economy of Minas did not prevent expansion of the tracks from reaching their greatest length in the territory of Minas Gerais. Political and financial factors presided over the Minas railway fever, which, in spite of being contemporary, underlined the irrational, onerous and dysfunctional nature of the system of concession, public subsidies and maintenance by the State of the regional network. On the ideological level, a supposedly legitimating association was mobilized between railways and modernity. On the substantive level, elements of the history of railway companies with activities in Minas Gerais were covered, were covered, and a time period is proposed for the Minas railway age, accompanied by systematization of the expansion process of the railway network based on. |
| Keywords: | transportation, modernization, railway age, Minas Gerais, 1870-1940 |
| JEL: | N46 N76 N96 |
| Date: | 2012–04 |
| URL: | http://d.repec.org/n?u=RePEc:cdp:texdis:td458&r=tre |
| By: | Buchmann, Tobias; Pyka, Andreas |
| Abstract: | In this paper we outline a conceptual framework for depicting network development patterns of interfirm innovation networks and for analyzing the dynamic evolution of an R&D network in the German automotive industry. We test the drivers of evolutionary change processes of a network which is based on subsidised R&D projects in the 10 year period between 1998 and 2007. For this purpose a stochastic actor-based model is applied to estimate the impact of various drivers of network change. We test hypotheses in the innovation and evolutionary economics framework and show that structural positions of firms as well as actor covariates and dyadic covariates are influential determinants of network evolution. -- |
| Date: | 2013 |
| URL: | http://d.repec.org/n?u=RePEc:zbw:fziddp:702013&r=tre |