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on Transport Economics |
| By: | Adam Storeygard |
| Abstract: | How does isolation affect the economic activity of cities? Transport costs are widely considered an important barrier to local economic activity but their impact in developing countries is not well-studied. This paper investigates the role of inter-city transport costs in determining the income of sub-Saharan African cities. In particular, focusing on fifteen countries whose largest city is a port, I ask how important access to that city is for the income of hinterland cities. The lack of panel data on both local economic activity and transport costs has prevented rigorous empirical investigation of this question. I fill this gap with two new datasets. Satellite data on lights at nigh proxy for city economic activity, and new road network data allow me to calculate the shortest route between cities. Cost per unit distance is identified b plausibly exogenous world oil prices. The results show that an oil price increase of the magnitude experienced between 2002 and 2008 induces the income of cities near a major port to increase by 6.6 percent relative to otherwise identical cities one standard deviation farther away. Combined with external estimates, this implies an elasticity of city economic activity with respect to transport costs of -0.25 at that distance. Moreover, the effect differs by the surface of roads between cities. Cities connected to the port by paved roads are chiefly affected by transport costs to the port, while cities connected to the port by unpaved roads are more affected by connections to secondary centers. |
| Keywords: | Urbanization, Transport costs, Infrastructure, Roads, Sub-Saharan Africa |
| JEL: | F15 O18 R11 R12 R4 |
| URL: | http://d.repec.org/n?u=RePEc:tuf:tuftec:0781&r=tre |
| By: | Enrico Pastori (TRT Trasporti e Territorio srl); Miriam Tagliavia (Banca d'Italia); Enrico Tosti (Banca d'Italia); Simonetta Zappa (Banca d'Italia) |
| Abstract: | The paper describes the methodology and the main results of the sample survey on international merchandise transport that the Bank of Italy has carried out since 1999, with a reconstruction of the aggregate time series to 1989. We have obtained information on the different transport modes from several sources and used interviews with operators to estimate freight rates according to the structure of the reference market. Foreign and Italian transporters’ market shares of import and export volumes are estimated on the basis of the sample data and administrative records. We then break down foreign trade data by transport mode to take account of the structural overestimation of road haulage. We perform a quantitative analysis of the possible determinants of freight rates and compare the results with those available in the literature. The relationship between trade flows, transport distance and costs is estimated using a gravitational model |
| Keywords: | Freight, transportation, transportation modes, international trade, trade elasticity, gravity model. |
| JEL: | L91 R41 F19 |
| Date: | 2014–09 |
| URL: | http://d.repec.org/n?u=RePEc:bdi:opques:qef_223_14&r=tre |
| By: | Asian Development Bank (ADB); (East Asia Department, ADB); ; |
| Abstract: | Railways are essential for the development and diversification of Mongolia’s economy. The Government of Mongolia recognizes that structural changes will be required to improve the efficiency of the rail sector and to provide incentives for private sector investment. A key step toward rail sector reform is to institute a tariff system for the use of rail infrastructure that provides “open access” to the rail network. This report proposes a system of rail infrastructure tariffs to enable liberalization of the freight market and spur private sector investment in Mongolia’s rail sector. |
| Keywords: | Railways, Mongolia, Infrastructure, Transport, adb, asian development bank, asdb, asia, pacific, poverty asia, mongolia, railway, rail infrastructure, Ulaanbaatar Railways, open access rail freight, rail transport, infrastructure tariffs, railway infrastructure, freight market, private infrastructure development, railway investment |
| Date: | 2014–02 |
| URL: | http://d.repec.org/n?u=RePEc:asd:wpaper:rpt146251&r=tre |
| By: | Francisco J. Bahamonde-Birke; Uwe Kunert; Heike Link; Juan de Dios Ortúzar |
| Abstract: | In January 2013 the interurban passenger transport market in Germany was liberalized and several coach carriers emerged offering an alternative to the Deutsche Bahn, a state owned rail monopoly. The coach carriers have attempted to position themselves not just through lower prices but also through product differentiation, for example marketing their services as the most ecological way to travel. Hence, it is important to consider attitudes and perceptions when analyzing this market. One year after liberalization we conducted a stated-choice experiment among students and employees at the Technical University of Berlin, where participants had to choose between different interurban public transport alternatives (regional and intercity trains or interurban coaches). Additionally, the experiment gathered perception and attitudinal indicators used to construct latent variables. Our results show that attitudes and perceptions indeed affect the way individuals choose between different transport modes and, therefore, they must be taken into account when analyzing the interurban passenger market in Germany. |
| Keywords: | Liberalization, Coach Market, Latent Variables, Hybrid Discrete Choice Modelling, Attitudes and Perceptions |
| JEL: | R41 |
| Date: | 2014 |
| URL: | http://d.repec.org/n?u=RePEc:diw:diwwpp:dp1415&r=tre |
| By: | Olaf Merk; Oguz Bagis |
| Abstract: | This working paper offers an evaluation of the performance of the port of Mersin, an analysis of the impact of the port on its 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 cluster of Mersin is calculated and its interlinkages with other economic sectors in Turkey 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 port of Mersin on its territory. |
| Keywords: | transportation, regional development, ports, input-output, urban growth, regional growth, inter-regional trade |
| JEL: | D57 L91 R11 R12 R15 R41 |
| Date: | 2013–02–20 |
| URL: | http://d.repec.org/n?u=RePEc:oec:govaab:2013/1-en&r=tre |
| By: | Daganzo, Carlos F; Lehe, Lewis J |
| Keywords: | Engineering, congestion pricing, trip length, tolls, policy |
| Date: | 2014–10–06 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsrrp:qt9vz1b9rs&r=tre |
| By: | Roy, Debjit; Anuj Sharma; Ashish Kumar; Vivek Saurabh |
| Abstract: | Robust plans need to be developed for rapidly evacuating victims from a nuclear disaster site. Although nuclear plants are constructed with multiple redundant safety features, the chances of a leak can never be zero. In the event of a nuclear disaster, there is a need for an efficient evacuation plan for the affected area. The plan should include shortest possible evacuation routes, rallying post for the evacuees and optimized resource allocation. Considering Bardoli as the affected area for our purposes, we have collected data like distance of each village from the radiation source, its road connectivity with nearby villages, population and availability of transportation resource. We proposed First Safety Point (FSP) for each village and its respective rallying post while providing the detailed evacuation route for each village. We have also developed a resource optimizing heuristic to allocate transportation resources to each village. |
| URL: | http://d.repec.org/n?u=RePEc:iim:iimawp:12913&r=tre |
| By: | Asian Development Bank (ADB); (Central and West Asia Department, ADB); ; |
| Abstract: | The Central Asia Regional Economic Cooperation (CAREC) Program is a practical, projectbased, and results-oriented partnership that promotes and facilitates regional cooperation in transport, trade, and energy. CAREC comprises 10 countries: Afghanistan, Azerbaijan, the People’s Republic of China, Kazakhstan, the Kyrgyz Republic, Mongolia, Pakistan, Tajikistan, Turkmenistan, and Uzbekistan. Six multilateral institution partners support the work of the CAREC member ountries: the Asian Development Bank (ADB), European Bank for Reconstruction and Development, International Monetary Fund, Islamic Development Bank, United Nations Development Programme, and World Bank. ADB serves as the CAREC Secretariat. |
| Keywords: | Central Asia Regional Economic Cooperation, CAREC 2020, Stock-Take of CAREC transport and trade facilitation achievements, global and regional development, refined transport and trade facilitation strategy, implementation action plan, results-based framework, Movement of goods and people, competitive corridor, sustainable, safe, and user-friendly transport, trade networks, road, railway, airport and civil aviation, port and shipping, logistics, public-private partnership, priority investment and technical assistance projects, updated CAREC corridor maps, designated rail corridors, strategic objectives, operational priorities, implementation arrangements, financing plan, corridor changes, resource mobilization, Key results milestones and indicators |
| Date: | 2014–02 |
| URL: | http://d.repec.org/n?u=RePEc:asd:wpaper:rpt146303-3&r=tre |
| By: | Camille MORVANT (IFSTTAR/AME/SPLOTT - Systèmes Productifs, Logistique, Organisation des Transports et Travail - IFSTTAR - PRES Université Paris-Est) |
| Abstract: | Fret, voyageurs, travaux: toutes ces activités sont en concurrence quand il s’agit d’obtenir cette ressource rare qu’est la capacité d’une infrastructure ferroviaire. En Europe de l’Ouest, ces dernières décennies ont vu s’affirmer une nouvelle manière de concevoir l’offre horaire, basée sur le cadencement. La France a récemment adopté cette démarche de planification. L’article porte sur la place occupée par le fret dans cet environnement horaire particulier et s’interroge sur le degré de flexibilité de cette activité dans le processus, à partir de l’exemple français. L’analyse est avant tout centrée sur la vision du gestionnaire d’infrastructure. Elle s’appuie principalement sur les résultats d’une série d’une trentaine d’entretiens menée en 2012 et 2013 auprès des acteurs impliqués dans le processus de planification horaire. L’article met en évidence un certain nombre de limites à la souplesse du fret et présente l’anticipation comme un enjeu majeur pour le gestionnaire d’infrastructure. Insérer des sillons pour le fret dans un graphique de circulation constitue un exercice délicat. Sillon, gestionnaire d’infrastructure, planification horaire, flexibilité |
| Keywords: | TRANSPORT DE MARCHANDISE;TRANSPORT FERROVIAIRE;PLANIFICATION |
| Date: | 2014–01–01 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-01066985&r=tre |
| By: | Enrico Beretta (Bank of Italy); Andrea Migliardi (Bank of Italy) |
| Abstract: | This paper exploits the results of a survey conducted by the Bank of Italy in 2012 on a sample of 1,200 Italian manufacturers in order to analyse logistics costs, outsourcing and the features potentially impacting on the efficiency of the Italian supply chain. We also compare manufacturers' assessments of the possible weaknesses of logistics services with the main indicators of infrastructure endowment and local accessibility available in the literature. We find evidence of some correlations between our key variables: first, logistics costs represent a smaller proportion of total costs for manufacturers in territories with good accessibility; second, this cost ratio is higher where manufacturers encounter major hurdles that negatively affect supply-chain efficiency. Finally, manufacturers' assessments of logistics weaknesses are better for territories with easier accessibility and higher indicators of infrastructural endowment. |
| Keywords: | transportation, logistics, infrastructures |
| JEL: | L92 R41 R48 |
| Date: | 2014–09 |
| URL: | http://d.repec.org/n?u=RePEc:bdi:opques:qef_229_14&r=tre |