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on Transport Economics |
| By: | Sanders, Rebecca L; Cooper, Jill F |
| Abstract: | This paper presents findings from a recent study on roadway design preferences among pedestrians, drivers, bicyclists, and public transit users along a major urban corridor in the East San Francisco Bay Area. Sponsored by the California DOT, the research focused on exploring design preferences that could increase perceived traffic safety, walkability, bikability, and economic vitality along urban arterials.  Results from an intercept survey showed that all user groups desire similar roadway design features along the test corridor, which carries 25,000-30,000 motorists bi-directionally and has comprehensive sidewalk coverage, but no bicycle facilities.  In an open-ended question about street improvements to enhance perceived traffic safety, all respondent groups requested the same top five improvements. Bicycle lanes were ranked first by pedestrians, drivers, and bicyclists (fifth by public transit respondents), and improved pedestrian crossings were ranked second by pedestrians, drivers, and public transit users (third by bicyclists). The other top five suggestions were the same for all groups, though ordered slightly differently: slowing traffic/improving driver behavior, increasing street lighting, and increasing traffic signals/stop signs. Similar preference alignment was found regarding street improvements to encourage more visits to the corridor. These findings suggest that design features generally thought to benefit one road user group, such as bicycle lanes for bicyclists, may also benefit other users. Moreover, these results provide evidence that roadway planning can take advantage of synergistic opportunities to benefit multiple user groups by implementing a few key design interventions. Overall, the findings support the continued implementation of complete streets principles and policies. |
| Keywords: | City/Urban, Community and Regional Planning, Environmental Design, Transportation and Highway Engineering, bicycle lanes, complete streets, traffic safety |
| Date: | 2013–09–15 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsrrp:qt1zn7w26v&r=tre |
| By: | Olaf Merk; Theo Notteboom |
| Abstract: | This working paper offers an evaluation of the performance of the ports of Rotterdam and Amsterdam, an analysis of the impact of these ports on their territory and an assessment of policies and governance in this field. It examines port performance over the last decades and identifies the principal factors that have contributed to it. The effect of the ports on economic and environmental questions is studied and quantified where possible. The value added of the port clusters of Rotterdam and Amsterdam is calculated and its interlinkages with other economic sectors and regions in the Netherlands delineated. The major policies governing the ports are assessed, along with policies governing transport and economic development, the environment and spatial planning. These include measures instituted by the port authorities, as well as by local, regional and national governments. Governance mechanisms at these different levels are described and analysed. Based on the report‘s findings, recommendations are proposed with a view to improving port performance and increasing the positive effects of the ports of Rotterdam and Amsterdam on their territory. |
| Keywords: | transportation, ports, regional development, regional growth, urban growth, inter-regional trade, input-output |
| JEL: | D57 L91 R11 R12 R15 R41 |
| Date: | 2013–05–14 |
| URL: | http://d.repec.org/n?u=RePEc:oec:govaab:2013/8-en&r=tre |
| By: | Sebastián Nieto-Parra; Mauricio Olivera; Anamaría Tibocha |
| Abstract: | This paper analyses the Policy-Making Process (PMP) of transport infrastructure projects in Colombia for the period 2002-10. It aims to identify the main bottlenecks to improve the implementation of public policies in the main phases of the transport infrastructure policy cycle, namely planning, budgeting, execution, and monitoring and evaluation. The main results draw three conclusions. Firstly, there is a need to improve the planning and prioritisation stages of roads construction. Secondly, information problems affect monitoring and evaluation. Finally, the institutional weakness in the transport sector causes co-ordination failures between different transport modes (horizontal level) as well as inadequate separation of responsibilities and management of resources between national and sub-national governments (vertical level). This paper contributes to the research studying the PMP in Latin American economies.<BR>Cet article analyse le processus de formulation des politiques de mise en place de projets d'infrastructure de transport en Colombie pour la période 2002-10. Il identifie les principaux obstacles qui doivent être traités afin d'améliorer la mise en oeuvre des politiques publiques dans les principales phases du cycle de l'infrastructure de transport, à savoir la planification, la budgétisation, l'exécution, le suivi et l'évaluation. Les principaux résultats conduisent à trois conclusions. Tout d'abord, il est nécessaire d'améliorer la planification et la priorisation de la construction du réseau des voies. Deuxièmement, les problèmes d'information affectent le suivi et l'évaluation. Enfin, la défaillance institutionnelle dans le secteur des transports provoque des échecs dans la coordination entre les différents modes de transport (niveau horizontal) ainsi que dans la séparation insuffisante des responsabilités et de la gestion des ressources entre les gouvernements nationaux et sous-nationaux (niveau vertical). Ce document contribue aux travaux de recherche sur le processus de formulation des politiques des pays latino-américains. |
| Keywords: | infrastructure, political economy, game theory, transport policies, policy making process, infrastructure, économie politique, théorie des jeux, politiques de transport, processus de formulation des politiques |
| JEL: | D78 H11 H54 O18 P16 |
| Date: | 2013–04–09 |
| URL: | http://d.repec.org/n?u=RePEc:oec:devaaa:316-en&r=tre |
| By: | Kim, Jinwon; Brownstone, David |
| Abstract: | This paper investigates the impact of residential density on household vehicle usage and fuel consumption. We estimate a simultaneous equations system to account for the potential residential self-selection problem. While most previous studies focus on a specific region, this paper uses national samples from the 2001 National Household Travel Survey. The estimation results indicate that residential density has a statistically significant but economically modest influence on vehicle usage, which is similar to that in previous studies. However, the joint effect of the contextual density measure (density in the context of its surrounding area) and residential density on vehicle usage is quantitatively larger than the sole effect of residential density. Moving a household from a suburban to an urban area reduces household annual mileage by 18%. We also find that a lower neighborhood residential density induces consumer choices toward less fuel-efficient vehicles, which confirms the finding in Brownstone and Golob (2009). |
| Keywords: | Household vehicle choice; Simultaneous equations systems; Residential density |
| JEL: | C31 D12 R41 |
| Date: | 2013–06–17 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:47785&r=tre |
| By: | Ageli, Mohammed Moosa |
| Abstract: | The present paper examine the nexus between road traffic accident (RTA) and some relevant variables in Saudi Arabia over the period 1971- 2012, using the autoregressive distributed lag ADRL model (Pesaran and Shin, 1999) for co-integration in Saudi Arabia, with the co-integration test. Results show that the variables are co-integrated in Saudi Arabia, moreover, the overall Granger causality results present that road traffic accidents, population and GDP, road mails, registered vehicles, and the number of driver license are Granger-causes each other in Saudi Arabia. With these findings, we affirm that there is a strong relationship and effect between road traffic accidents and its population, GDP, road mails, registered vehicles, and the number of driver license. The findings suggest that the ECTt-1 coefficients are negative signed and statistically significant in all VECMs, implying that there is bi-directional causality between the variables of interest in the long run. |
| Keywords: | Road Traffic Accident, Granger Causality, (ADRL) Model, Co-integration Test, Saudi Arabia |
| JEL: | O11 R4 |
| Date: | 2013–04–24 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:47760&r=tre |
| By: | Jesus Gonzalez-Feliu (LET - Laboratoire d'économie des transports - CNRS : UMR5593 - École Nationale des Travaux Publics de l'État [ENTPE] - Université Lumière - Lyon II) |
| Abstract: | Multi-echelon distribution systems and more precisely, optimization of LTL routes related to them is one of the most popular subjects in the last 5 years of vehicle routing research. Although a plethora of models, methods and visions is found, it is still difficult to compare them because they use different terminologies and some authors insist on the fact there are a multitude of close but different problems. This paper presents the main concepts of multi-echelon distribution with cross-docks and the notation standards for cost optimization in this field on an attempt of unification, in order to provide a guide to researchers and practitioners. A literature review is first presented, in order to list the main problems and methods that are found in the literature. Then, by a hybrid systematic analysis method combining a lexical and a meta-narrative analysis, the main concepts and standards of multi-echelon based vehicle routing optimization problems are presented. A theoretical model as well as a classification of solving methods, both exact and heuristic, is presented. Finally, research paths and recommendations are proposed to support both scientists and outbound logistics practitioners. |
| Keywords: | location-routing problems; multi-echelon distribution; cross-docking; combinatorial optimization; survey |
| Date: | 2013 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:halshs-00834573&r=tre |
| By: | Keeling, Drew |
| Abstract: | The pace and incidence of improvements to oceanic travel conditions for American immigrants, during the quarter century preceeding the First World War, were significantly constrained by shipping lines’ capacity considerations. The improvements had no detectable impact on the overall volume of migration, but did influence the flow by route and, probably, the frequency of repeat crossings. Data gathered from transatlantic shipping sources quantify the evolution of travel accommodations for migrants, as “closed berth” cabins, for two to eight passengers each, slowly supplanted older and less comfortable “open-berth” dormitory style quarters. By 1900, roughly 20% of North Atlantic second and steerage (third) class passenger capacity was in closed berths; by 1914, 35%. Steerage alone went from about 10% to 24% closed berths. Accommodation of migrants in closed berths came sooner for northern Europe routes and later for the southern. Prior suggestions attributing the pace of the conversion to competitive impediments, and to discrimination against southern European passengers, are not corroborated. Closed berths for migrants came gradually to all routes regardless of shifting cartel effectiveness, passenger cartels enhanced non-price competition (e.g. in on-board conditions) and differentiation was much more by travel route than by passenger ethnicity. Instead, closed berths were significantly related to the incidence of tourist traffic (highest for north Europe, and seasonally somewhat opposite to migration) because capacity utilization could be raised by using the same quarters for tourists and migrants, provided that the thus interchanged units were closed berth cabins. Growing rates of repeat migration seem to have been mostly a (further contributing) cause, but also partly an effect, of conversion from open to closed berths. Travel condition improvements on North Pacific migration routes lagged the North Atlantic, possibly due to the Pacific’s lower percentage of seasonally offsetting tourism, its less-concentrated migrant flows, and its smaller ships with lower scale economies. |
| Keywords: | Migration, repeat migration, immigration, transportation, shipping, travel, travel conditions, corporate capacity management, U.S. immigration policy |
| JEL: | F22 J68 L91 M10 N30 N70 |
| Date: | 2013–06–26 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:47850&r=tre |
| By: | Jean-Louis Routhier (LET - Laboratoire d'économie des transports - CNRS : UMR5593 - École Nationale des Travaux Publics de l'État [ENTPE] - Université Lumière - Lyon II); Jesus Gonzalez-Feliu (LET - Laboratoire d'économie des transports - CNRS : UMR5593 - École Nationale des Travaux Publics de l'État [ENTPE] - Université Lumière - Lyon II) |
| Abstract: | Ce document est une première tentative de en perspective les flux de transport de marchandises avec le fonctionnement de la ville et la morphologie urbaine, à travers les différentes étapes franchies au cours de ces vingt dernières années en termes de méthode et d'outils de connaissance et selon les avancées technologiques et organisationnelles. Premièrement, l'état des lieux après vingt ans de projets et de recherches dans le domaine est présenté, en mettant l'accent sur les projets français et la contribution du programme PREDIT aux avancées de la recherche en logistique urbaine. Deuxièmement, les liens entre transport de marchandises en ville et morphologie de la ville sont adressés. Finalement, des pistes en termes de décision publique pour les aménageurs |
| Keywords: | logistique urbaine; morphologie urbaine; PREDIT; aménagement urbain; transport de marchandises en ville |
| Date: | 2013–01–10 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:halshs-00835650&r=tre |
| By: | Eduardo Bitran; Sebastián Nieto-Parra; Juan Sebastián Robledo |
| Abstract: | This paper studies the renegotiations of road concessions in Chile, Colombia and Peru for the period 1993-2010. First, it analyses the legal framework, the institutional design and the types of concessions of these countries and second, it uses a novel data composed of a sample of 61 of the 62 road concession contracts to explore the renegotiation of these concessions. 50 out of 61 contracts have been modified at least once, resulting in more than 540 renegotiations. All modified contracts were changed for the first time less than 3 years after the initial signing of the concession. Empirical analysis suggests that State-led renegotiations, which were more common than firm-led renegotiations, were motivated by the opportunistic behaviour of governments. State-led renegotiations that added new stretches of roads and that included additional complementary works during governments’ last year in office were costlier than other renegotiations. Finally, governments deferred a larger share of renegotiation’s fiscal costs in State-led renegotiations that took place during their last year in office.<BR>Cet article étudie les renégociations des concessions routières au Chili, en Colombie et au Pérou pour la période 1993-2010. Il analyse d’abord le cadre juridique et institutionnel, ainsi que les types des concessions de ces pays, puis il utilise un ensemble de nouvelles données composées d'un échantillon de 61 des 62 contrats de concession du réseau routier afin d’examiner la renégociation de ces contrats. 50 contrats ont été modifiés au moins une fois, ce qui a entraîné plus de 540 renégociations. Tous les contrats modifiés ont été renégociés pour la première fois moins de trois ans après la signature initiale de la concession. L'analyse empirique suggère que les renégociations menées par l'État ont été plus fréquentes que les renégociations entamées par les entreprises et qu’elles ont été motivées par un comportement opportuniste des gouvernements. Les renégociations débutées par l’État qui ont ajouté de nouvelles tranches sur le réseau routier et qui ont inclus des travaux complémentaires pendant la dernière année au pouvoir ont été plus coûteuses que les autres renégociations. Enfin, les gouvernements ont reporté au futur une plus grande partie des coûts budgétaires quand les renégociations ont été motivées par l'État pendant la dernière année au pouvoir. |
| Keywords: | public private partnerships, Latin America, concession contracts, renegociation, partenariats public-privé, Amérique latine, contrats de concession, renégociation |
| JEL: | D7 H11 H54 O54 P16 R42 |
| Date: | 2013–05–03 |
| URL: | http://d.repec.org/n?u=RePEc:oec:devaaa:317-en&r=tre |
| By: | Colin Green; John Heywood; Maria Navarro Paniagua |
| Abstract: | Legal bar closing times in England and Wales have historically been early and uniform. Recent legislation liberalised closing times with the object of reducing social problems thought associated with drinking to "beat the clock." Indeed, we show that one consequence of this liberalization was a decrease in traffic accidents. This decrease is concentrated heavily among younger drivers. Moreover, we provide evidence that the effect was most pronounced in the hours of the week directly affected by the liberalization; late nights and early mornings on weekends. This evidence survives a series of robustness checks and suggests at least one socially positive consequence of expanding bar hours. |
| Date: | 2013 |
| URL: | http://d.repec.org/n?u=RePEc:lan:wpaper:33996659&r=tre |
| By: | Moreira, Paulo Pires |
| Abstract: | According to news published recently, "the (Portuguese) government prepares to announce the creation of a new institutional body, in the domain of the Ministry of Economy, which will be responsible for making policy decisions and the organization of the port sector (...) this new public entity will outline all the maritime and political strategy, as an integrated perspective”. In: Transportes em Revista, 15-05-2013. Now that is a bit entrenched in the collective subconscious talking about sea and ports as part of the miracle(s) that must occur as to get out from economic and social torpor (terms that risk however to be trivialized by echoes reproduced within a growing number of players), one have to identify at first hand of what we are actually talking about. |
| Keywords: | Port governance |
| JEL: | R58 |
| Date: | 2013–06–19 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:47821&r=tre |