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on Transport Economics |
| By: | Celbis M.G.; Nijkamp P.; Poot J. (UNU-MERIT) |
| Abstract: | We estimate the Anderson and van Wincoop model of trade by using the data on the bilateral export flows from 26 Turkish regions to 180 countries for the years 2002 through to 2010. Regional transportation and communication infrastructure capacity, the positioning of point infrastructure in a region, and geography are explicitly accounted for. Our results highlight that land infrastructure, air transport capacity, and private maritime infrastructure presence, together with the distance of regional economies to exit nodes such as ports and airports, are important determinants of export performance. Based on our preferred regression where multilateral resistance terms are accounted for, we estimate that increases in the current land infrastructure, air transport capacity, and number of private ports of 1 per cent increases exports approximately by 0.38 per cent, 0.14 per cent, and 0.045 per cent respectively. Keywords Infrastructure; trade; regions; transportation costs |
| Keywords: | Empirical Studies of Trade; Economic Development: Urban, Rural, Regional, and Transportation Analysis; Housing; Infrastructure; Development Planning and Policy: Trade Policy; Factor Movement; Foreign Exchange Policy; General Regional Economics (includes Regional Data); Transportation Systems: General; Regional Development Planning and Policy; |
| JEL: | F14 O18 O24 R10 R40 R58 |
| Date: | 2014 |
| URL: | http://d.repec.org/n?u=RePEc:unm:unumer:2014021&r=tre |
| By: | Bénédicte Meurisse (EconomiX, Université Paris Ouest Nanterre la Défense); Maxime Le Roy (Climate Economics Chair) |
| Abstract: | This paper investigates household behaviour with regard to vehicle fuel efficiency. We propose to approach the Willingness to Pay (WTP) for better fuel efficiency through the Hicksian compensating variation in income. Specifically, we distinguish the Willingness to Pay or to Accept (WTA) buying a more fuel-efficient car from the theoretical WTP for a reduction in fuel consumption without changing one’s car. Then by assuming that the household has to replace its car, we estimate a WTP for the cleanest car. We also analyse what effect a fuel tax and/or a feebate scheme (e.g. a bonus-malus scheme) have on the WTP for the cleanest car and on the driven mileage. We find that the WTP for the cleanest car decreases following the implementation of a fuel tax. To the contrary, a feebate system leads to an increase in this WTP. But we also find that reducing the market price of the new vehicle (i.e. through a bonus) is not worthwhile in the light of the rebound effect. However, a fuel tax – as soon as it exceeds a certain level – is able to nullify the rebound effect. |
| Keywords: | Fuel efficiency, Willingness to pay, Fuel tax, Feebate scheme, Rebound effect |
| JEL: | D11 Q58 |
| Date: | 2014–05 |
| URL: | http://d.repec.org/n?u=RePEc:fae:wpaper:2014.03&r=tre |
| By: | Hamilton, Carl J. (KTH); Eliasson, Jonas (KTH); Brundell-Freij, Karin (WSP); Raux, Charles (Laboratoire d'Economie des Transports, Lyon); Souche, Stephanie (Laboratoire d'Economie des Transports, Lyon); Kiiskilää, Kati (Sito Ltd, Finland); Tervonen, Juha (JT-Con, Finland) |
| Abstract: | We explore what variables influence public attitudes towards congestion charges using a survey carried out in Stockholm, Helsinki and Lyon, three European cities with many similarities but with different experiences and discourses with respect to congestion charging. We find that self-interest matters in the expected way, with lower support in groups with higher expected payments and lower value of travel time savings. However, self-interest variables only contribute 20-50% to total explained variation in attitudes. The rest is explained by differences in respondents’ attitudes to environment, trust in public agencies, and views about the fairness of pricing policies in general. What issues are associated to congestion charges are similar in all the cities, but the strength of the associations seems to vary depending on how congestion pricing is framed in the specific local discourse. The most important factor seems to be experience of congestion pricing, which increases support substantially. |
| Keywords: | Congestion charges; Transport pricing; Acceptability; Attitudes |
| JEL: | H23 H54 R41 R48 |
| Date: | 2014–06–09 |
| URL: | http://d.repec.org/n?u=RePEc:hhs:ctswps:2014_011&r=tre |
| By: | Engel, Eduardo; Galetovic, Alexander |
| Abstract: | Cities exist, grow, and prosper because they take advantage of scale economies and specialization wrought by agglomeration. But output growth inevitably stresses transport infrastructure because production requires space and mobility. To prevent congestion from crowding out agglomeration benefits and to expand the supply of urban land, cities must invest in transport infrastructure. Yet balancing the growing demand for infrastructure with its supply is often difficult. In particular, many cities lack the funding to maintain and expand streets and urban highways. Also problematic is that roads are managed like a social service rather than subjected to market discipline. This leads to the central question of this chapter: Can public-private partnerships (PPPs) deal with these problems better than conventional public provision and ensure proper maintenance, timely expansion, and less congestion? And if so, how? To answer these questions, the paper examines what PPPs can do and what they need to work, focusing in particular on the role of institutions. This is followed by an investigation of common PPP pitfalls and the ways in which they can be avoided. The paper concludes with a case study of a successful transportation PPP in Chile that emphasizes the importance of planning. |
| Keywords: | Transport Economics Policy&Planning,Public Sector Economics,Debt Markets,Public Sector Management and Reform,Infrastructure Economics |
| Date: | 2014–05–01 |
| URL: | http://d.repec.org/n?u=RePEc:wbk:wbrwps:6873&r=tre |
| By: | Ragland, David R; Pande, Swati; Bigham, John; Cooper, Jill F |
| Abstract: | California was the first state to legislate a Safe Routes to School (SR2S) program under Assembly Bill AB 1475 (1999). SR2S funds construction projects that make it safer for children to walk/bicycle to school and encourage a greater number of children to choose these modes of travel for the school commute. The main goal of this project was to assess the long-term impact of program-funded engineering modifications on walking/bicycling levels and on safety. Evaluation of improvements was determined using a targeted method of determining the countermeasures to result in safety and mode shift. Major results indicate that safety of pedestrians increased within 250 feet of an infrastructure improvement, such as a sidewalk. There was also evidence of mode shift near improvements, as well. Positive results for safety and mobility, as well as improved data collection for funded programs, should make Safe Routes to School programs competitive among other transportation needs. |
| Keywords: | Engineering, Medicine and Health Sciences |
| Date: | 2014–01–14 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsrrp:qt8m59g6vx&r=tre |
| By: | Hakan Yilmazkuday (Department of Economics, Florida International University) |
| Abstract: | The e¡èects of gasoline prices on the U.S. business cycles are investigated. In order to distinguish between gasoline supply and gasoline demand shocks, the price of gasoline is endogenously determined through a transportation sector that uses gasoline as an input of production. The model is estimated for the U.S. economy using ?ve macroeconomic time series, including data on transport costs and gasoline prices. The results show that although standard shocks in the literature (e.g., technology shocks, monetary policy shocks) have significant effects on the U.S. business cycles in the long run, gasoline supply and demand shocks play an important role in the short run. |
| Keywords: | Business Cycles, Transport Costs, Gasoline Prices |
| JEL: | E32 E52 F41 |
| Date: | 2014–06 |
| URL: | http://d.repec.org/n?u=RePEc:fiu:wpaper:1409&r=tre |
| By: | Jeremy Atack; Matthew S. Jaremski; Peter L. Rousseau |
| Abstract: | Studies have shown a connection between finance and growth, but most do not consider how financial and real factors interact to put a virtuous cycle of economic development into motion. As the main transportation advance of the 19th century, railroads connected established commercial centers and made unsettled areas along their routes better candidates for development. We measure the strength of links between railroads and banks in seven Midwest states using an annual transportation GIS database linked to a census of banking. These data indicate that those counties that already had a bank were more likely to see their first railroad go through over the next decade, while new banks tended to enter a county a year or two after it got a railroad. The initial banking system thus helped establish the rail system, while the rapid expansion of railroads helped fill in the banking map of the American Midwest. |
| JEL: | N11 N21 N71 N91 |
| Date: | 2014–06 |
| URL: | http://d.repec.org/n?u=RePEc:nbr:nberwo:20198&r=tre |