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on Transport Economics |
| By: | Aude Marzuoli (GA TECH - Daniel Guggenheim School of Aerospace Engineering - Georgia Institute of Technology); Isabelle Laplace (DD - Programme transverse Développement Durable - Ecole Nationale de l'Aviation Civile - ENAC); Éric Féron (GA TECH - Daniel Guggenheim School of Aerospace Engineering - Georgia Institute of Technology, MAIAA - Laboratoire de Mathématiques Appliquées, Informatique et Automatique pour l'Aérien - Ecole Nationale de l'Aviation Civile - ENAC) |
| Abstract: | Be it snow, volcanic ash or strikes, crisis events impose high costs on the air transport system and society. Airlines have progressively learned to mitigate the irregular operations arising from such events through procedures such as Collaborative Decision Making (CDM) for traffic flow and airport departure management; however the passenger's door-to-door journey during difficult times often remains unpleasant. Meta-CDM (Multimodal, Efficient Transportation in Airports and Collaborative Decision Making), aims at taking a passenger-centric approach when examining how airside and landside CDM can be interlinked with other transport modes to minimize the impact of severe disruptions. In this paper, we provide a preliminary analysis of past successes and failures of passenger-centric operations, by documenting the state of the art in airport CDM, by investigating representative disruptive events and by studying the conditions of development of airport intermodality. In addition, as the success or failure of any new concept depends on which metrics it is being evaluated against, we also discuss the need of relevant KPIs to measure the success of an extended CDM concept. |
| Keywords: | collaborative decision making;total airport management; disruptive events;resilience;multimodality |
| Date: | 2013–07–08 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-00874384&r=tre |
| By: | Alain Bonnafous (LET - Laboratoire d'économie des transports - CNRS : UMR5593 - École Nationale des Travaux Publics de l'État [ENTPE] - Université Lumière - Lyon II); Bruno Faivre D'Arcier (LET - Laboratoire d'économie des transports - CNRS : UMR5593 - École Nationale des Travaux Publics de l'État [ENTPE] - Université Lumière - Lyon II) |
| Abstract: | Public authorities seem increasingly to be involving the private sector in financing, building and operating new infrastructures. A lot of reasons are usually given to justify this private sector involvement but the reasons which are the most frequently mentioned relate to the ability of a private operator to manage the construction and operation of the project more efficiently. This amounts to assuming that the Internal Rate of Return (IRR) of the project is not the same depending on whether it is managed by an administration or public body or by a company which in theory keeps abreast of the progress in optimization techniques which is taking place all the time. This difference is explained in many ways: the private sector pays some categories of staff less well, is more flexible, offers faster construction times which speed up the return on investment and is also more able to resist political demands which generate additional costs. Nevertheless, with a public or a private operator, there is a target IRR, very near the standard notion of Weighted Average Capital Cost (WACC), which is larger in the case of the private alternative because this cost must also include the operator's profit. Thus, if the main stake for the national government relates, for each project of public infrastructure, to the need of subsidies, the fundamental issue is the result of two opposite effects: on one hand the effect of a bigger efficiency of the private operator, on the other hand the effect of a lower WACC for the public operator. The objective of this communication is to propose a modelling of the determination of the need of public financing which formalizes these two effects and allows analyzing the conditions under which the PPP would be advantageous for the public finances. We propose for that a model of the mechanism of financing of the projects with a restricted number of parameters. This modelling will be confronted with real French cases of projects of toll highways in order to verify the relevance of the model and to determine the actual range of these parameters and their dispersal. An analysis will finally be proposed, according to the intrinsic profitability of the projects, the conditions under which a PPP can relieve the public spending. This conclusion joins many other authors in arguing against a systematic choice of one or other solution and suggesting rather that the most appropriate solution will depend on the circumstances of each case. The original contribution of this communication consists of an original formalization and of econometric estimations of these circumstances. |
| Keywords: | Transport Research ; transportation policy ; PPP ; Public Private Partnership ; transportation financing ; econometric estimations |
| Date: | 2013–07–15 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:halshs-00876446&r=tre |
| By: | Aurélie MAHIEUX (IFSTTAR/AME/DEST - Dynamiques Economiques et Sociales des Transports - IFSTTAR - PRES Université Paris-Est); Odile HEDDEBAUT (IFSTTAR/AME/DEST - Dynamiques Economiques et Sociales des Transports - IFSTTAR - PRES Université Paris-Est) |
| Abstract: | The French National Institute for Statistics and Economic Studies (INSEE) qualifies as “urban unities” every town inside urban agglomerations. But in these urban organizations, centres, suburban and/or rural areas can exist and we suspect they require differentiated and/or specific transport services. Based on an economic approach, the distinction between urban and suburban or rural areas depends on the percentage of active residents working in an urban centre. In a geographic approach, this distinction is based upon physical considerations such as land which has been built on and distances between buildings. Our research field is organised in a wide Urban Transport Authority, the “Syndicat Mixte des Transports (SMT) Artois-Gohelle” and includes 115 towns overall. These towns are globally qualified as urban but they do not share the same degree of transport accessibility. Moreover, they present very different densities of inhabitants. The aim of this paper is to build a typology of towns based on a combination of these factors and to imagine related services that could provide a better choice between car use and Public Transport (PT) use, improving the whole mobility in a context of sustainable development, and Transport Oriented Development (TOD). The developed methodology allows us to establish such a classification for the SMT Artois-Gohelle towns. Based on the Household Travel Inquiries realized in this area in 2005 and 2006, it can be classified by travel behaviour such as commuting for work or travelling for leisure purposes in order to know the different transport modes (TM) used for these journeys. This work is funded by the French Region Nord-Pas-de-Calais and ADEME. |
| Keywords: | SERVICE PUBLIC;ENQUETE;DEVELOPPEMENT DURABLE;DEPLACEMENT;SERVICE PUBLIC;MOBILITE (PERS);DEPLACEMENT (TRAJET);DEVELOPPEMENT DURABLE |
| Date: | 2013–01–01 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-00870563&r=tre |
| By: | Libo Wu (School of Economics, Fudan University, Center for Energy Economics and Strategy Studies, Fudan University, Fudan-Tyndall Center, China); Changhe Li (School of Economics, Fudan University, China); Haoqi Qian (School of Economics, Fudan University, Center for Energy Economics and Strategy Studies, Fudan University, China); ZhongXiang Zhang (School of Economics, Fudan University, Center for Energy Economics and Strategy Studies, Fudan University, China) |
| Abstract: | This paper examines how the different characteristics of both electric vehicles themselves and the consumers would influence the consumption behavior on electric vehicles. Data collection is based on the questionnaire design using the orthogonal experimental method and large-scale stated preference survey covering more than 2000 households in 10 central districts of Shanghai. Three types of electric vehicles, i.e. fast charging, battery swapping and slowing charging are investigated according to a set of factors, such as acquisition costs, operation and maintenance costs, charging time and convenience, mileage, preferential policies and so on. We analyze the data with the nested-logit model. Our results suggest that the mode of battery swapping with slowing charging enjoys a relatively higher proportion in Shanghai, though there is no absolutely dominating type. By group classification analysis, the male, the young, the well-educated and the well-paid groups share relatively low proportion of selecting electric vehicles. Furthermore, consumers pay more attention to daily variable usage cost and charging time instead of acquisition costs. All these suggest the necessity for the government to adjust the current supporting policy in order to cultivate the electric vehicle market effectively. |
| Keywords: | Electric Vehicle, Nested-Logit Model, Stated Preference Experiment, Willingness to Pay |
| JEL: | Q41 Q42 Q48 Q54 Q55 Q58 C65 C83 |
| Date: | 2013–09 |
| URL: | http://d.repec.org/n?u=RePEc:fem:femwpa:2013.79&r=tre |
| By: | Benjamin Faber |
| Abstract: | Large scale transport infrastructure investments connect both large metropolitan centers of production as well as small peripheral regions. Are the resulting trade cost reductions a force for the diffusion of industrial and total economic activity to peripheral regions, or do they reinforce the concentration of production in space? This paper exploits China's National Trunk Highway System as a large scale natural experiment to contribute to our understanding of this question. The network was designed to connect provincial capitals and cities with an urban population above 500,000. As a side effect, a large number of small peripheral counties were connected to large metropolitan city regions. To address non-random route placements on the way between targeted city nodes, I propose an instrumental variable strategy based on the construction of least cost path spanning tree networks. The estimation results suggest that network connections led to a reduction in GDP growth among no n-targeted peripheral counties due to reduced industrial output growth. Additional estimation results present evidence that appears consistent with the existence of core-periphery effects of trade integration as found in increasing returns trade theory and economic geography |
| Keywords: | Trade integration, industrialization, road infrastructure |
| JEL: | F12 F15 O18 R12 |
| Date: | 2013–10 |
| URL: | http://d.repec.org/n?u=RePEc:cep:cepdps:dp1244&r=tre |
| By: | Christopher Kaminker; Osamu Kawanishi; Fiona Stewart; Ben Caldecott; Nicholas Howarth |
| Abstract: | This report is structured in three chapters. The first chapter examines the channels through which institutional investors can access green infrastructure, assesses the extent to which this is currently happening, and identifies the barriers to scaling up these investment flows. The second chapter presents four case studies: on utility-scale solar PV power generation in the United States, sustainable agriculture in Brazil, off-shore wind energy in the United Kingdom, and the securitisation of on-shore wind farms in Germany and France. The third chapter uses the conclusions on the case studies to draw out broader lessons for governments on the policy settings which may support investment in green infrastructure by institutional investors. These include, inter alia, ensuring a stable and integrated policy environment, addressing market failures, providing an infrastructure road map, facilitating the development of appropriate green financing vehicles, and promoting market transparency and improved data collection. L'investissement institutionnel dans les infrastructures vertes : Études de cas Le présent rapport est divisé en trois chapitres. Le premier étudie les possibilités offertes aux investisseurs institutionnels pour financer des infrastructures vertes, l’étendue de l’expérience acquise à ce jour ainsi que les obstacles à la multiplication de ce type d’investissements. Le deuxième chapitre présente quatre études de cas relatives à la production centralisée d’électricité photovoltaïque aux États-Unis, l’agriculture durable au Brésil, l’énergie éolienne off-shore au Royaume-Uni et les centrales éoliennes terrestres en Allemagne et en France. De ces études de cas, le troisième chapitre tire des conclusions générales concernant la conception de politiques favorisant l’investissement institutionnel dans les infrastructures vertes. Il préconise notamment de créer un cadre d’action stable et harmonieux, d’éliminer les défaillances du marché, d’établir une feuille de route de la construction d’infrastructures, d’encourager la mise au point de mécanismes appropriés de financement verts et, enfin, d’améliorer la transparence des marchés et la collecte des données. |
| Keywords: | infrastructure, insurance companies, pension funds, green bonds, green growth, obligations vertes, fonds de pension, infrastructure, croissance verte |
| JEL: | G15 G18 G23 G28 J26 |
| Date: | 2013–10–23 |
| URL: | http://d.repec.org/n?u=RePEc:oec:dafaad:35-en&r=tre |
| By: | Moreira, Paulo |
| Abstract: | ABSTRACT It seems to be useful to present to the scientific, academic and professional community what constitutes the "state of the art" of current empirical trends applied to global maritime trade flows: the conceptual framework CAS (Complex Adaptive System), which looks at the global maritime system as a complex system in which operate relatively independent parties who constantly seek, learn and adapt to their environment, which will provide an overview of the forces at play. The maritime chain represents the maritime, port and logistics markets, which, although segmented, enable the transport of goods from the producer to the consumer. The maritime market is the most important component of integrated supply chains, not just because all the other modes derived from it and depend on, but also because of the importance that the main actors are assuming, namely in the delimitation of the origin and destiny of trade flows. The applicability of CAS to the whole maritime chain is therefore the challenge we assume in this paper. |
| Keywords: | Maritime chain; complex adaptive systems |
| JEL: | F1 F14 F17 |
| Date: | 2013–10 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:50895&r=tre |
| By: | OKUMURA Makoto |
| Abstract: | After the Great East Japan Earthquake, fuel customers rushed to gas stations in the affected area and formed long queues. We present a micro model, in which each customer chooses whether or not to join the queue on that day, based on the expected waiting time and the probability of fuel becoming sold out. Considering the dependence of those expectations on the present queue lengths, we show that there are two stable equilibria (ordinal and rush) and one unstable equilibrium. If the peoples' perceptions of the present status exceed the unstable threshold, the system converges toward the rush equilibrium. We explain the bias mechanism of congestion information in a multiple gas stations setting, and alert the possibility of early rush occurrences before all stations have the high possibility of being out of fuel. We also investigate the effect of several sales policies, such as the quota of sales, priority ticket distribution, and purchase limit, on rush occurrences and outcomes. |
| Date: | 2013–10 |
| URL: | http://d.repec.org/n?u=RePEc:eti:rpdpjp:13020&r=tre |
| By: | Luis Cabral; Zhu Wang; Daniel Yi Xu |
| Date: | 2013 |
| URL: | http://d.repec.org/n?u=RePEc:ste:nystbu:13-05&r=tre |
| By: | THOMAS, Isabelle; FRANKHAUSER, Pierre |
| URL: | http://d.repec.org/n?u=RePEc:cor:louvrp:-2468&r=tre |