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on Transport Economics |
| By: | Frédéric Dobruszkes; Moshe Givoni |
| Abstract: | Purpose – This chapter provides a critical discussion of air to rail mode substitution. Environmental impacts, intermodal competition and integration are considered, examining advantages and disadvantages as well as opportunities and constraints.Originality – Both operation and life-cycle analysis perspectives show that high-speed rail (HSR) is much ‘greener’ than air transport (per seat-km or per passenger-km) provided that the former achieves high load factors and the latter lower load factors and that freed runway capacity is not reused. HSR travel time is its main competitive advantage against air transport, and a 600-km flight is arguably the current limit for robust intermodal effects.Findings – The potential for air–HSR integration at the airport relies on various service, business and technical constraints. Even when it is successful, its environmental benefit appears to be marginal, if not negative, if airport capacity is reused for longer flights. In the current context, such integration appears more like a business opportunity for airlines, airports and train operators rather than a sustainable option. Yet the environmental benefit of integration may be larger within potential integrated transport policies. |
| Keywords: | High-speed rail; Mode substitution; Intermodal competition; Air–HSR competition; Air–HSR integration; Air–rail integration |
| Date: | 2013 |
| URL: | http://d.repec.org/n?u=RePEc:ulb:ulbeco:2013/153464&r=tre |
| By: | KONISHI Yoko; Se-il MUN; NISHIYAMA Yoshihiko; Ji Eun SUNG |
| Abstract: | This paper presents an alternative approach to measuring the values of transport time for freight transportation, and examines its applicability through empirical analysis. We develop a model of the freight transportation market, in which carriers incur the cost associated with the effort to reduce transport time, and transport time is endogenously determined in the market. We estimate the freight charge function, expressway choice model, and transport time function, using microdata of freight flow in Japan collected by the Ministry of Land, Infrastructure, Transport and Tourism. Based on the estimated freight charge function, we obtain the values of transport time for shippers as an implicit price in the hedonic theory. The estimated values of transport time for shippers are larger than those obtained by the widely adopted method based on the discrete choice model. We also develop a method to evaluate the benefit of time-saving technological change (including infrastructure improvement) based on the hedonic approach. Application to the evaluation of expressway construction suggests that the benefits calculated by our method tend to be larger than those based on the other methods. |
| Date: | 2014–01 |
| URL: | http://d.repec.org/n?u=RePEc:eti:dpaper:14004&r=tre |
| By: | van Riessen, B.; Negenborn, R.R.; Dekker, R.; Lodewijks, G. |
| Abstract: | An intermodal container transportation network is being developed between Rotterdam and several inland terminals in North West Europe: the EUROPEAN GATEWAY SERVICES (EGS) network. This network is developed and operated by the seaports of EUROPE CONTAINER TERMINALS (ECT). To use this network cost-efficiently, a centralized planning of the container transportation is required, to be operated by the seaport. In this paper, a new mathematical model is proposed for the service network design. The model uses a combination of a path-based formulation and a minimum flow network formulation. It introduces two new features to the intermodal network-planning problem. Firstly, overdue deliveries are penalized instead of prohibited. Secondly, the model combines self-operated and subcontracted services. The service network design considers the network-planning problem at a tactical level: the optimal service schedule between the given network terminals is determined. The model considers self-operated or subcontracted barge and rail services as well as transport by truck. The model is used for the service network design of the EGS network. For this case, the benefit of using container transportation with multiple legs and intermediate transfers is studied. Also, a preliminary test of the influence of the new aspects of the model is done. The preliminary results indicate that the proposed model is suitable for the service network design in modern intermodal container transport networks. Also, the results suggest that a combined business model for the network transport and terminals is worth investigating further, as the transit costs can be reduced with lower transfer costs. |
| Keywords: | container transportation, intermodal planning, network optimization, ynchromodal planning |
| Date: | 2013–06–01 |
| URL: | http://d.repec.org/n?u=RePEc:ems:eureir:40343&r=tre |
| By: | Ypsilantis, P.; Zuidwijk, R.A. |
| Abstract: | Maritime container terminal operating companies have extended their role from node operators to that of multimodal transport network operators. They have extended the gates of their seaport terminals to the gates of inland terminals in their network by means of frequent services of high capacity transport modes such as river vessels (barges) and trains. These network operators face the following three interrelated decisions: (1) determine which inland terminals act as extended gates of the seaport terminal, (2) determine capacities of the corridors, i.e. capacity of the transport means and frequency of service, and (3) set the prices for the transport services on the network. We propose a bi-level programming model to jointly design and price extended gate network services for profit maximization. The network operator does so while anticipating the decisions of the customers who choose minimum cost paths to their final destinations, and who always have the option to choose direct trucking offered by the competition. The model in this paper extends existing bi-level models in a multimodal format by including service time constraints and economies of scale. Considering the special structure of our problem, we propose a heuristic that provides near optimal solutions to our problem in substantially less time. Through experimental results in some realistic instances, we study optimal network designs while comparing sea port-to-door and sea port to inland port services and situations where transit time requirements do and do not apply. Our results show that when demand is relatively low, there are significant differences in the optimal network design for port-to-door versus port-to-port services. In the case of port-to-door services, the prices of services are determined by the competition and not by the design of the network, so the network is designed against minimum costs, and economies of scale are achieved by consolidating flows through a limited number of extended gates. The case of port-to-port services is different, i.e. revenues are enhanced not so much by reducing costs through the exploitation of economies of scale, but by exploiting the possibilities to dedicate extended gates to market segments for which the competition leaves room for higher port-to-port tariffs. |
| Keywords: | bi-level programming model, design, intermodal port - hinterland network services, pricing |
| JEL: | L15 O32 |
| Date: | 2013–07–23 |
| URL: | http://d.repec.org/n?u=RePEc:ems:eureri:40670&r=tre |
| By: | Pablo Martín Urbano y Juan Ignacio Sánchez Gutiérrez (Universidad Autónoma de Madrid) |
| Abstract: | Access to car has traditionally been seen as an element of greater welfare of society. This is explained by its ability to increase the mobility of individuals and improving the accessibility of territories. This has led to a huge expansion of infrastructure, public services and private transport. However, increasing the possibilities of movement and accessibility has had a negative social and environmental impact on the citizens. This has resulted in the need to adapt the structure to the growing urban traffic flows and in the spatial extent of cities and periurbanization, affecting urban and non urban functions, frequently confused in a much larger space. The triumph of the automobile has led to the generation of negative externalities associated with the impacts of infrastructure and traffic on the environment (land occupation, physical separation of the territory, greenhouse gases…). Car’s social success has finally turned against society itself, by raising congestion in cities and increasing emissions of greenhouse gases. The sector is facing this situation through the R&D. A very active field is trying to change the technological trajectory of car engines. |
| Keywords: | transport, sustainability, externalities, car. |
| JEL: | Q5 R4 |
| Date: | 2014–09–01 |
| URL: | http://d.repec.org/n?u=RePEc:cjz:ca41cj:19&r=tre |
| By: | Mallidis, I.; Dekker, R.; Vlachos, D. |
| Abstract: | Cap and trade regulations along with an increasing consumer and company demand for green products and services constitute two major drivers for motivating corporations to adopt green practices. However, the adoption of such practices usually increases their operational costs. Therefore, the trade-off between “green” and cost-optimal policies is a common challenge for most organizations, at least in developed countries. The purpose of this paper is to assess alternative logistic network design options (applicable in most supply chains) taking into account both their cost and CO2 emissions performance. The applicability of the proposed methodology is illustrated through the design of a major white good retailer’s logistics network in the region of Greece. The results indicate that a company optimizes its cost performance by serving all its retail stores directly by truck through one central distribution center. On the other hand, a CO2 emissions optimal performance includes additional distribution centers and the employment of rail instead of truck transportation. Moreover, longer review periods, despite the higher holding and backorder costs, result in lower transportation costs and CO2 emissions. |
| Keywords: | CO2 emissions, environment, periodic review inventory control system |
| Date: | 2013–02–04 |
| URL: | http://d.repec.org/n?u=RePEc:ems:eureir:38623&r=tre |
| By: | van Riessen, B.; Negenborn, R.R.; Dekker, R.; Lodewijks, G. |
| Abstract: | __Abstract__ An intermodal container transportation network is being developed between Rotterdam and several inland terminals in North West Europe: the European Gateway Services network. This network is developed and operated by the sea terminals of Europe Container Terminals (ECT). To use this network cost-efficiently, centralised planning by the sea terminal of the container transportation is required. For adequate planning it is important to adapt to occurring disturbances. In this paper, a new mathematical model is proposed: the Linear Container Allocation model with Time-restrictions (LCAT). This model is used for determining the influence of three main types of transit disturbances on the network performance: early departure, late departure, and cancellation of inland services. The influence of a disturbance is measured in two ways. The impact measures the additional cost incurred by an updated planning in case of a disturbance. The relevance measures the cost difference between a fully updated and a locally updated plan. With the results of the analysis, key service properties of disturbed services that result in a high impact or high relevance can be determined. Based on this, the network operator can select focus areas to prevent disturbances with high impact and to improve the planning updates in case of disturbances with high relevance. In a case study of the EGS network, the impact and relevance of transit disturbances on all network services are assessed. |
| Keywords: | intermodal planning, synchromodal planning, container transportation, disturbances |
| Date: | 2013–10–01 |
| URL: | http://d.repec.org/n?u=RePEc:ems:eureir:50133&r=tre |
| By: | Klier, Thomas; Linn, Joshua (Resources for the Future) |
| Abstract: | Many countries are tightening passenger vehicle fuel economy standards. In assessing the welfare effects of standards, the literature has not properly accounted either for their effects on the rate of technology adoption, or for improvements in vehicle characteristics in the absence of tightening standards. A dynamic model shows that accounting for both factors has ambiguous effects on estimated welfare costs. We find that recent US and European standards have affected the rate of technology adoption as well as horsepower and torque. Estimated welfare losses from reduced horsepower and torque are of similar magnitude to the welfare gains from fuel savings. |
| Keywords: | passenger vehicles, US greenhouse gas emissions rate standards, European carbon dioxide emissions rate standards, technology adoption |
| JEL: | L62 Q4 Q5 |
| Date: | 2013–12–16 |
| URL: | http://d.repec.org/n?u=RePEc:rff:dpaper:dp-13-40&r=tre |
| By: | Mario Genco (CSIL Centre for Industrial Studies); Emanuela Sirtori (CSIL Centre for Industrial Studies); Silvia Vignetti (CSIL Centre for Industrial Studies) |
| Abstract: | This paper illustrates the story of the Port of Gioia Tauro, a major infrastructure investment co-financed by the European Regional Development Fund in the period 1994-1998, but whose origin dates back to the beginning of the 1970s. It draws from a recent ex-post evaluation carried out for the European Commission on a sample of ten major infrastructures in the Transport and Environment sectors aimed at assessing the long term effects produced by the project and interpreting the key determinants of the observed performance. The analysis shows an emblematic story of great business success and unexploited potential for local development: the overall assessment of the economic impact of the project is mixed, stressing the multi-faceted dimensions of development plans. In particular, the paper discusses to what extent factors such as governance, managerial response and social acceptability can be key determinants of long term effects of a large infrastructure project, more than forecasting capacity or project technical design. It also offers a pilot case testing an innovative evaluation exercise combining cost-benefit analysis with qualitative assessment and adopting a long-run perspective (30 years), which extends into both the past and the future, and requires a mix of retrospective and prospective analysis. |
| Keywords: | Regional development, transport infrastructure, ex-post evaluation |
| JEL: | H54 O18 R58 |
| Date: | 2013–06–28 |
| URL: | http://d.repec.org/n?u=RePEc:mst:wpaper:201305&r=tre |
| By: | de Langen, P.W.; Heij, C. |
| Abstract: | Port of Rotterdam Authority is a publicly owned but corporatized port development company. In 2004, this organisation was transformed from a municipal department to an independently operating company. The corporatisation intended to improve the overall performance of the port of Rotterdam. Relevant performance indicators to evaluate the effect of this corporatisation include market share, turnover, operating costs, profits, and investments. These indicators are evaluated for two periods, one prior to the corporatisation (1997-2003) and the other afterwards (2005-2011). The comparison of these two periods shows that corporatisation has led to significant performance improvements. This finding is relevant for the ongoing discussion on port governance models. |
| Keywords: | P, Port of Rotterdam, authority, case study, corporatisation, performance evaluation, port authority, port governance |
| Date: | 2013–01–01 |
| URL: | http://d.repec.org/n?u=RePEc:ems:eureir:38817&r=tre |
| By: | Bhavik Bakshi (Department of Chem. and Biom. Engineering, The Ohio State University); Nathan Cruze (Department of Statistics, The Ohio State University); Tim Haab (Department of Ag., Env., and Dev. Economics, The Ohio State University); Matthew Winden (Department of Economics, University of Wisconsin - Whitewater) |
| Abstract: | We develop a framework for modeling the technological, economic, environmental, and social impacts of the life cycle of seven transportation fuels (Corn, Stover, Switchgrass, Yellow Poplar, Newsprint and Municipal Solid Waste Ethanol Blends, as well as Gasoline), by linking engineering based life cycle analysis of transportation fuels with choice analysis techniques for eliciting and understanding the social preferences for multi-attribute consumption vectors. The use of life-cycle data allows us to account for a broad range of environmental, natural resource, and health effects over the entire production and consumption life cycle of each fuel. Combining these life cycle and stated choice analyses allows for social preferences to be established for the externalities resulting from the use of the different transportation fuels. This results in a unique physical-economic feedback model allowing for improved design and evaluation of transportation policy. Our results indicate first generation biofuels, such as Corn E10 and Corn E85, actually result in a net increase in the value of environmental damage, natural resource use and human health risk relative to gasoline. After accounting for life cycle costs, these popular “alternative” fuel options offer little apparent environmental or health benefits, calling into question policies encouraging their adoption as “green” fuels. For policies with the intent of reducing foreign oil dependency and encouraging resource conservation, these same fuels may have merit. Most of the cellulosic, or second generation, biofuels have the potential to create a net improvement in environmental, natural resource, and human health impacts. Our results indicate significant trade-offs between environmental damage, human health risks and resource depletion rates will have to be made in any attempt to implement alternative fuel policy at a national level. |
| Keywords: | Life Cycle Impact Assessment, Choice Analysis, Fuel Valuation, Integration Techniques |
| JEL: | Q42 Q48 Q51 Q53 |
| Date: | 2013–08 |
| URL: | http://d.repec.org/n?u=RePEc:uww:wpaper:13-01&r=tre |
| By: | Lemoine, Derek |
| Abstract: | An increasingly common type of environmental policy instrument limits the carbon intensity of transportation and electricity markets. In order to extend the policy's scope beyond point-of-use emissions, regulators assign each competing fuel an emission intensity rating for use in calculating compliance. I show that welfare-maximizing ratings do not generally coincide with the best estimates of actual emissions. In fact, the regulator can achieve a higher level of welfare by manipulating the emission ratings than by manipulating the level of the standard. Moreover, a fuel's optimal rating can actually decrease when its estimated emission intensity increases. Numerical simulations of the California Low-Carbon Fuel Standard suggest that when recent scientific information suggested greater emissions from conventional ethanol, regulators should have lowered ethanol's rating (making it appear less emission-intensive) so that the fuel market would clear with a lower quantity. |
| Keywords: | externality, emission, intensity, rating, second-best, Environmental Economics and Policy, H23, Q42, Q58, |
| Date: | 2013–09–30 |
| URL: | http://d.repec.org/n?u=RePEc:ags:aaeass:161656&r=tre |
| By: | Cacchiani, V.; Huisman, D.; Kidd, M.; Kroon, L.G.; Toth, P.; Veelenturf, L.P.; Wagenaar, J.C. |
| Abstract: | __ Abstract __ This paper presents an overview of recovery models and algorithms for real-time railway disturbance and disruption management. This area is currently an active research area in Operations Research, including real-time timetable rescheduling and real-time rescheduling of the rolling stock and crew duties. These topics are addressed in this paper. Also research dealing with the integration of more than one rescheduling phase is discussed. Currently, the developed methods have been tested mainly in an experimental setting, thereby showing promising results, both in terms of their solution quality and in terms of their computation times. The application of these models and algorithms in real-life railway systems will be instrumental for increasing the quality of the provided railway services, leading to an increased utilization of the involved railway systems. |
| Keywords: | railway scheduling, recovery models, railway systems |
| Date: | 2013–11–01 |
| URL: | http://d.repec.org/n?u=RePEc:ems:eureir:50112&r=tre |
| By: | Llanto, Gilberto M.; Navarro, Adoracion M. |
| Abstract: | This study assesses the sources and levels of infrastructure financing in the Philippines for the last five years (2008-2012). The mapping of fiscal resources showed that there had been underinvestment in infrastructure. To illustrate, in 2008-2012, public infrastructure spending as a share of GDP ranged between a low of 1.40 percent to a high of 2.09 percent--a far cry from the target 5 percent of GDP over the medium term. The result of many years of infrastructure underinvestment is woefully manifested in the Philippines` place in quality-of-infrastructure ranking among ASEAN member-states; it is currently second to the bottom. Recently, there had been significant improvements in the government`s fiscal position that augur well for more substantial infrastructure spending in the future. New regional sources of financing, the liquid domestic capital market, and a low interest-rate environment also present opportunities for investing in infrastructure by both the government and the private sector. However, it is not only the constrained availability of financial resources that could restrain infrastructure investments but also institutional weaknesses and, therefore, the government must firmly commit to reform policies and strengthen institutions. |
| Keywords: | infrastructure, Philippines, public-private partnerships, ASEAN connectivity, fiscal landscape |
| Date: | 2014 |
| URL: | http://d.repec.org/n?u=RePEc:phd:dpaper:dp_2014-01&r=tre |
| By: | Knapp, S. |
| Abstract: | Shipping activity has increased worldwide, including parts of Australia, and maritime administrations are trying to gain a better understanding of total risk exposure in order to mitigate risk. Total risk exposure integrates risk at the individual ship level, risk due to vessel traffic densities, physical environmental criteria, and environmental sensitivities. A comprehensive and robust risk exposure metric can be beneficial to maritime administrations to enhance mitigation of potential harm and reduce vulnerability to the marine environment as well as to safeguard lives and property. This report outlines an integrated methodology to estimate total risk exposure, with specific attention for the ship specific risk for different types of incident. Some related application aspects of the models are discussed. |
| Keywords: | binary logistic model, company risk estimation, incident models, total risk exposure, visualization of risk dimensions |
| Date: | 2013–04–01 |
| URL: | http://d.repec.org/n?u=RePEc:ems:eureir:39596&r=tre |
| By: | Veelenturf, L.P.; Potthoff, D.; Huisman, D.; Kroon, L.G.; Maroti, G.; Wagelmans, A.P.M. |
| Abstract: | If a disruption takes place in a complex task-based system, where tasks are carried out by a number of resource units or servers, real-time disruption management usually has to deal with an uncertain duration of the disruption. In this paper we present a novel approach for rescheduling such systems, thereby taking into account the uncertain duration of the disruption. We assume that several possibilities for the duration of the disruption are given. We solve the rescheduling problem as a two-stage optimization problem. In the first stage, at the start of the disruption, we reschedule the plan based on the optimistic scenario for the duration of the disruption, while taking into account the possibility that another scenario will be realized. In fact, we require a prescribed number of the rescheduled resource duties to be recoverable. This means that they can be easily recovered if it turns out that another scenario than the optimistic one is realized. We demonstrate the effectiveness of our approach by an application in real-time railway crew rescheduling. This is an important subproblem in the disruption management process of a railway company with a lot of uncertainty about the duration of a disruption. We test our approach on a number of instances of Netherlands Railways (NS), the main operator of passenger trains in the Netherlands. The numerical experiments show that the approach indeed finds schedules which are easier to adjust if it turns out that another scenario than the optimistic one is realized. |
| Keywords: | resource scheduling, public transport, The Netherlands |
| Date: | 2013–11–01 |
| URL: | http://d.repec.org/n?u=RePEc:ems:eureir:50110&r=tre |