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on Transport Economics |
| By: | Gnann, Till; Plötz, Patrick; Funke, Simon; Wietschel, Martin |
| Abstract: | Commercial passenger cars are often discussed as an early market segment for plug-in electric vehicles (EVs). Compared to private vehicles, the commercial vehicle segment is characterized by higher vehicle kilometers travelled and a higher share of vehicle sales in Germany. Studies which consider commercial passenger EVs less important than private ones often use driving data with an observation period of only one day. Here, we calculate the market potential of EVs for the German commercial passenger car sector by determining the technical and economic potential in 2020 for multiday driving profiles to be operated as EV.We find that commercial vehicles are better suited for EVs than private ones because of the regularity of their driving. About 87% of analysed vehicles could technically be operated as battery electric vehicles (BEVs) while plug-in hybrid electric vehicles (PHEVs) could obtain an electric driving share of 60% on average. In moderate energy price scenarios EVs can reach a market share of 4% in the German commercial passenger car market by 2020 while especially the large commercial branches are important. However, our analysis shows a high sensitivity of results to energy and battery prices as well as electric consumptions. |
| Date: | 2014 |
| URL: | http://d.repec.org/n?u=RePEc:zbw:fisisi:s142014&r=tre |
| By: | Ciccone, Alice (Dept. of Economics, University of Oslo) |
| Abstract: | In 2007, the Norwegian government reformed the vehicle registration tax in order to reduce the CO2 emissions intensity of the new car fleet by incentivizing the purchase of more fuel efficient cars. This paper identifies the impact of the new tax structure on four dimensions: 1) the average CO2 emissions intensity of new registered vehicles, 2) the relative change between low and high polluting cars, 3) the market share of diesel cars and 4) the average weight of the fleet. A Difference in Difference approach is employed to estimate the short run effects on each outcome variable of interest. The results show that, as a consequence of the tax reform, the average CO2 intensity of new vehicles was reduced in the short run by at least 6 gCO2/Km, which is about half of the overall reduction observed when including supply effects. This reduction is the result of a 12 percentage points drop in the share of highly polluting cars and of an increase of about 23 percentage points in the market share of diesel cars. Lastly, the mass of the average fleet increased by at least 10 Kg. |
| Keywords: | CO2 emissions intensity; New vehicles; Vehicle registration tax; Tax reform; Norway; Diesel |
| JEL: | H25 L62 Q51 Q53 Q54 Q58 R48 |
| Date: | 2014–08–30 |
| URL: | http://d.repec.org/n?u=RePEc:hhs:osloec:2014_019&r=tre |
| By: | Proost, Stef (Katholieke Universiteit Leuven); Westin, Jonas (Centre for Regional Science, Umeå University) |
| Abstract: | We study the competition of two suburbs that are facing transit traffic flows. We show that in the absence of toll measures, the Nash equilibrium leads to a race to the top in traffic calming, except for the measures that do not affect the generalized cost of traffic. The Nash equilibrium is compared to two types of centralized decisions: the symmetric solution and the asymmetric solution. It is shown how the asymmetric solution that concentrates all transit traffic in one suburb is better but can only be realized if the authority over the local roads is transferred to the central authority. |
| Keywords: | Transport; Externalities; Traffic calming; Multi-level government; Regulation |
| JEL: | H23 H77 Q58 R41 R48 |
| Date: | 2014–12–02 |
| URL: | http://d.repec.org/n?u=RePEc:hhs:ctswps:2014_024&r=tre |
| By: | Yamauchi, Futoshi |
| Abstract: | This paper uses household panel data from rural Indonesia to examine the impact of road quality on labor supply and wages. First, road projects are found to increase transportation speed. Second, the empirical results from intra-village variations of household endowments and labor market behavior show that an increase in transportation speed raised wages in nonagricultural and agricultural employment, and was associated with a decline in working time in agricultural employment, for households whose members are relatively educated. The findings support potential complementarity between road quality and education. |
| Keywords: | Transport Economics Policy&Planning,Roads&Highways,Housing&Human Habitats,Labor Policies,Road Safety |
| Date: | 2014–12–01 |
| URL: | http://d.repec.org/n?u=RePEc:wbk:wbrwps:7139&r=tre |
| By: | Hangtian Xu |
| Abstract: | China's main railway line linking east and west was speeded-up in Oct. 21, 2000, which improves freight efficiency between eastern China and Xinjiang (the hub of China and Central Asia). This paper tests the impact of exogenous domestic accessibility variation on export. By employing a transaction-level customs database, empirical results find benefited exporters (use rail freight) increase the export value to Central Asia by around 30% compared with exporters use other freight modes, and exporters use rail freight but enjoy limited speeded-up mileage. The speed-up effect is due to mixed channels: net export creation, export diversion in freight modes and exporters. Increase in export value of related exporters is exerted by export expansion of existing exporters but not entry of new exporters. This paper also finds exports of medium value products benefit most from speed-up, which are more sensitive to shipping efficiency than low and high value products. Overall, speed-up effect on regional development of Xinjiang is two-fold. It weakens the function of Xinjiang as the hub, but promotes its export in other international markets by better accessibility to coast. |
| Keywords: | Domestic transport costs; China-Central Asia; Export; Firm-level; Transport infrastructure |
| Date: | 2014–11 |
| URL: | http://d.repec.org/n?u=RePEc:wiw:wiwrsa:ersa14p78&r=tre |
| By: | Voigtländer, Nico; Voth, Hans-Joachim |
| Abstract: | Can infrastructure investment win “hearts and minds”? We analyze a famous case in the early stages of dictatorship – the building of the motorway network in Nazi Germany. The Autobahn was one of the most important projects of the Hitler government. It was intended to reduce unemployment, and was widely used for propaganda purposes. We examine its role in increasing support for the NS regime by analyzing new data on motorway construction and the 1934 plebiscite, which gave Hitler great powers as head of state. Our results suggest that road building was highly effective, reducing opposition to the nascent Nazi regime. |
| Keywords: | establishment of dictatorships; infrastructure spending; Nazi regime; political economy; pork-barrel politics |
| JEL: | H54 N44 N94 P16 |
| Date: | 2014–05 |
| URL: | http://d.repec.org/n?u=RePEc:cpr:ceprdp:9983&r=tre |
| By: | Hisa MORISUGI |
| Abstract: | The subjective value of time is the marginal rate of substitution between travel time and travel cost under constant utility or profit level. It is commonly referred to as the monetary appraisal of value of time or the willingness to pay for savings in travel time. This study proposes methods to measure the true value of time from observable demand functions applicable to non-business transport services modelled both for persons and freight. The methods proposed are different from all previous studies in the valuation of value of time which assumed either a specified utility function then applying true VOT under constant utility or a specified demand function applied using VOT under constant demand. This study showed the capability of the proposed methods to measure the components of the value of time, i.e., value of time as a resource and value of time as a commodity calculated independently or combined using observable demand for non-business person trips. The key factor in deriving the VOT in terms of observable demand is the application of the time-extended RoyÂfs identity. The VOT as a resource defined by the marginal substitution ratio of transport cost and travel time is expressed as the observable transport demand and its derivatives. In deriving the VOT as a commodity, tx is a measure of disutility of traveling. VOT as a commodity varies depending on the mode, length of trip, destination, timing, among other, contrary to the VOT as a resource, which is fix regardless of those mentioned transport characteristics. The total VOT is the combination of the VOT as a resource and VOT as a commodity. Two methods are shown on how to measure the time savings benefits per VOT component in terms of observable Marshallian demand and VOT. The first method is by expressing the Marshallian demand with adjustment of the marginal utility ratio of income, . The second method is by expressing the compensated demand in terms of observable Marshallian demand. As it is the Hicksian compensated demand and VOT that need to be measured, this study succeeded in deriving the time extended Slutsky equations that relates the compensated demand and VOT to the observable Marshallian demand and VOT. The result of non-business freight trips is exactly identical to the case of VOT as a commodity for non-business person trips. The discussion of VOT for business person and freight trips will not included due to the space limit. |
| Keywords: | value of time as a resource; value of time as a commodity; value of time for freight trips; time saving benefit; R |
| Date: | 2014–11 |
| URL: | http://d.repec.org/n?u=RePEc:wiw:wiwrsa:ersa14p395&r=tre |
| By: | Jordan Srour, F.; Agatz, N.A.H.; Oppen, J. |
| Abstract: | In many real-life routing problems there is more uncertainty with respect to the required timing of the service than with respect to the service locations. We focus on a pickup and delivery problem with time windows in which the pickup and drop-off locations of the service requests are fully known in advance, but the time at which these jobs will require service is known probabilistically and only fully revealed during operations. We develop a sample-scenario routing strategy to accommodate a variety of potential time realizations while designing and updating the routes. Our experiments on realistic instances show that our sample-scenario strategy performs well. |
| Keywords: | dynamic vehicle routing, pickup and delivery problem with time windows, sample scenario, uncertainty |
| Date: | 2014–11–24 |
| URL: | http://d.repec.org/n?u=RePEc:ems:eureri:77187&r=tre |
| By: | Carol A. Dahl (Division of Economics and Business, Colorado School of Mines) |
| Abstract: | This survey of surveys contains an historical summary of what I knew about short- and long-run gasoline demand elasticities as of 2006. I discuss 13 surveys published from 1977-2004 along with a few additional studies. Although there is wide variation in price and income elasticities across the more than 100 studies surveyed across time, all of these surveys conclude that gasoline consumption does respond to price, and most of them come to a quantitative conclusion about summary values for the price elasticity. The majority conclude that a good representative short-run price elasticity (annual) is between -0.2 and -0.3 with a good long-run representative value between -0.6 and -0.9. There is somewhat less interest and agreement on representative income elasticities, especially in the long-run. Where reported and concluded short-run representative income elasticities (annual) are between 0.3 and 0.5 but long-run representative income elasticities range between 0.5 and 1.5. A number of reasons are thought to contribute to this wide long-run variation in income elasticity. In the ever popular Koyck models, collinearity between the lagged endogenous variable, price, and income seem to contribute to high variation in the income elasticity. I also believe that the increased popularity of error correction models over time has also led to smaller long-run income elasticities. Long-run income elasticities once seemed to be in the inelastic region for industrial countries, which were relatively saturated in vehicles, and the elastic range in developing countries, which were becoming rich enough to rapidly increase their vehicle stock. More recently vehicle efficiency standards and movements towards ever more efficient vehicles by the world's major car manufacturers have likely decreased income elasticities. Increased income means more cars but ones that are on average newer and more efficient. Thus the spatial and temporal dimensions, policy, and the methodologies of the studies surveyed may be influencing the wider variation in long-run income elasticities. |
| Date: | 2014–11 |
| URL: | http://d.repec.org/n?u=RePEc:mns:wpaper:wp201411&r=tre |
| By: | Yulia Shitova; Yury Shitov |
| Abstract: | The distance and time of home-workplace commuter journeys of more than 700,000 workers in the Moscow region have been determined by GIS techniques using data from the year 2001. This has allowed visualization of commuting patterns in the Moscow region in the framework of a geospatial approach and an analytical study of their individual characteristics. The topicality and perspectives of the proposed innovative analysis techniques of commuting patterns are discussed. |
| Keywords: | Commuting; agglomeration population flows; structural change; transport problem |
| JEL: | R14 R23 R58 |
| Date: | 2014–11 |
| URL: | http://d.repec.org/n?u=RePEc:wiw:wiwrsa:ersa14p1788&r=tre |
| By: | marie delaplace; sylvie bazin; francesca pagliara; Antonio Sposaro |
| Abstract: | the aim of this P is to propose a state-of-the-art concerning the interaction between High-Speed Rail systems and the tourism market, in order to identify the possible best practices aiming to enhance the value of the tourist activities. This question arises because there are many projects of High-Speed Rail and others are ongoing, whose economic justification is based on the benefits deriving from them. In November 2013 there were 21.472 km of High Speed Railways (i.e., whose speed is greater than 250 km / h) in the world, 13964 km were under construction and 16347 km were scheduled by 2025. In 2025, 51784 km should be operational (UIC 2013), as in Germany, Belgium, Brazil, China, the United States, France, Iran, Morocco, and Portugal. Because of increase in accessibility, which the territories served benefit, the actors involved expect a dynamic economy, in general, and of the tourism in particular. Although expectations are important in France as abroad, a literature review of studies carried out ex-post shows that the effects are not systematic. Indeed, there is not a systematic dynamism because of the implementation of the High-Speed service. More specifically, we show that different types of tourism are variously impacted by High-Speed Rail service. Urban and business tourism are the most impacted ones. Specifically, we show the importance of the prior existence of famous cities. These last ones must offer a basket of tourist products and services that benefit a good accessibility from being served by a High Speed Rail station. But it can be noted also that, if the high speed allows, in some circumstances, the increase in the number of tourists, a decrease of stay is also possible. Moreover, as the number of cities served by High Speed Rail increases, High Speed Rail can be itself a differentiation asset to develop tourism market. The role of high speed should also be related to accessibility, understood both as attractiveness of the destination such as coordination of the actors in order to propose a coordinated and renewed supply. |
| Keywords: | Tourism; High Speed Rail; local economic development |
| JEL: | L83 R40 R50 R |
| Date: | 2014–11 |
| URL: | http://d.repec.org/n?u=RePEc:wiw:wiwrsa:ersa14p282&r=tre |