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on Transport Economics |
| By: | World Bank |
| Keywords: | Industry - Construction Industry Rural Roads and Transport Roads and Highways Rural Transport Transport Economics Policy and Planning Rural Development Transport |
| Date: | 2014 |
| URL: | http://d.repec.org/n?u=RePEc:wbk:wboper:20799&r=tre |
| By: | Ilka Ehreke; Boris Jaeggi; Kay W. Axhausen |
| Abstract: | This report focuses on personal transport choices. It presents the results of follow-up analysis of the 2011 OECD Survey on Environmental Policy and Individual Behaviour Change (EPIC) survey where econometric techniques are applied. The report complements the overview of the survey data provided in the publication OECD (2014). The objective of the analysis is to understand the determinants of household choices in the following areas: the use of alternative modes of transportation car ownership, willingness-to-pay for an electric vehicles and the relative importance of environmental factors when buying a car. The results indicate that the choice of non-motorized modes of transportation is strongly correlated with the proximity of the destination and that attitudinal variables play only a minor role. The same is true for the use of public transport. Households that say that they trust information about environmental impact of products, are better educated about impact of private transport and are in favour of government actions to reduce CO2, tend to have a higher willingness to pay for electric vehicles.<BR>Ce rapport porte sur le choix du mode de transport personnel. Il présente les résultats de travaux d’analyse qui s’inscrivent dans le prolongement de l’enquête sur la politique de l’environnement et le comportement individuel (EPIC) réalisée par l’OCDE en 2011, et qui ont donné lieu à l’application de techniques économétriques. Ce rapport complète la synthèse des données de l’enquête présentée dans l’ouvrage OCDE (2014). L’analyse vise à cerner les déterminants des choix effectués par les ménages concernant les aspects suivants : utilisation de moyens de déplacement alternatifs, motorisation, consentement à payer pour acquérir un véhicule électrique et importance relative des facteurs environnementaux lors de l’achat d’une voiture. Il en ressort que le recours à des modes de transport non motorisés est étroitement lié à la proximité de la destination et que les variables comportementales ne jouent qu’un rôle mineur. Il en va de même en ce qui concerne l’utilisation des transports publics. On relève généralement un consentement à payer pour acquérir un véhicule électrique supérieur chez les ménages qui déclarent faire confiance aux informations ayant trait à l’impact environnemental des produits, qui sont mieux sensibilisés aux répercussions du transport privé et qui sont favorables aux mesures prises par les pouvoirs publics afin de réduire les émissions de CO2. |
| JEL: | C51 D11 D12 R41 R48 |
| Date: | 2014–12–11 |
| URL: | http://d.repec.org/n?u=RePEc:oec:envaaa:77-en&r=tre |
| By: | Klier, Thomas H. (Federal Reserve Bank of Chicago); Linn, Joshua (Resources for the Future) |
| Abstract: | Many countries are tightening passenger vehicle fuel economy standards. The literature on passenger vehicle standards has used structural models to estimate their welfare effects. This paper provides the first empirical evidence on the effects of recently tightened fuel economy standards on technology adoption. Specifically, it investigates changes in the rate and direction of technology adoption, that is, the extent to which technology is used to increase fuel economy at the expense of other vehicle attributes. We find that recent U.S. and European standards have both increased the rate of technology adoption and affected the direction of technology adoption. Producers reduced horsepower and torque compared to a counterfactual in which fuel economy standards remained unchanged. We estimate opportunity costs from reduced horsepower and torque to be of similar magnitude as the gains from fuel savings. |
| Keywords: | passenger vehicles; U.S. greenhouse gas emissions rate standards; European carbon dioxide emissions rate standards; technology adoption |
| JEL: | L62 Q4 Q5 |
| Date: | 2014–09–01 |
| URL: | http://d.repec.org/n?u=RePEc:fip:fedhwp:wp-2014-22&r=tre |
| By: | Juan J. Montero |
| Abstract: | The creation of a single European railway area is the overall policy objective of the European Union for the railway industry. Rail infrastructure management is seen as a natural monopoly to be operated at a national scale. Competition is possible downstream in the provision of rail transport services. A European-wide market of rail transport services would benefit from larger economies of scale, and competition would ensure such efficiencies are passed down to European citizens and businesses. However, the reform process has been set back by Member States that disagree with the full vertical separation of infrastructure management and transport service provision, as well as by Member States that want to delay the full liberalization of the industry. As a consequence, inconsistent national models are emerging and non-sustainable asymmetries between Member States are creating tensions. The Fourth Railway Package is the opportunity to conclude the European railway reform process, both for commercial services and for public contract services. Imaginative solutions are necessary to reach a workable consensus. |
| Keywords: | liberalization |
| Date: | 2014–12–02 |
| URL: | http://d.repec.org/n?u=RePEc:erp:euirsc:p0413&r=tre |
| By: | Babri, Sahar (Dept. of Business and Management Science, Norwegian School of Economics); McArthur, David Philip (Urban Big Data Centre, University of Glasgow); Thorsen, Inge (Stord/Haugesund University College); Ubøe, Jan (Dept. of Business and Management Science, Norwegian School of Economics) |
| Abstract: | Road pricing is a popular congestion reduction strategy. However, there may be wider impacts associated with a road toll. We consider a factor which is sometimes overlooked, namely that workers and firms may choose to change location in response to changes in the travel costs. A spatial equilibrium model is used to analyse suboptimalities in road pricing which may occur if relocations are ignored. We show that such suboptimalities can be substantial. The advantage of the model we use over many existing approaches is that it is easy to implement, and requires very little data. |
| Keywords: | Relocation; Road pricing; Congestion; Spatial equilibrium modelling; LUTI modelling |
| JEL: | R23 R41 R48 |
| Date: | 2014–12–18 |
| URL: | http://d.repec.org/n?u=RePEc:hhs:nhhfms:2014_042&r=tre |
| By: | Estelle Malavolti (Ecole Nationale de l'Aviation Civile (ENAC)) |
| Abstract: | Big airports profits are more and more often coming from commercial activities such as retailing. However, commercial services are relatively far from the original mission of the airport: providing airlines with aviation services such as ground handling, terminal management or airside operations, and being regulated for that because of an obvious dominant position with respect to airlines. For this reason, one can advocate for the separation of the two activities, i.e. for a dual till approach, in which only the aeronautical activity is regulated. We, instead, suggest that a single till regulation, in which the total profit of the airport is examined, is relevant because it allows to take into account the externalities existing between retailing and aeronautical services. Using a two-sided market approach (Armstrong 2006, Rochet-Tirole 2003, 2006), we show that the airport is a platform which makes the shops and the passengers meet. The retailing activity depends on how many passengers are circulating and connecting at the airport, as well as the time they spent in the airport, while passengers value the least connecting time as possible. We show that the aeronautical tax can be either higher or lower under single till depending on whether the impact of the passengers demand or of the waiting time is the more important for the shops. |
| Keywords: | two-sided market, network externalities, air transport economics |
| JEL: | L11 L12 L89 |
| Date: | 2014–12 |
| URL: | http://d.repec.org/n?u=RePEc:gre:wpaper:2014-46&r=tre |
| By: | Ivaldi, Marc; Quinet, Emile; Urdanoz, Miguel; de Villemeur, Étienne |
| Abstract: | The so-called buffer time or buffer delay allows airlines to control for excessive delays by introducing extra time in their schedule in addition to what is technically required. . We study the differences between unregulated markets - where airlines are free to fix their buffer times strategically - and a situation where a social planner would control for time schedules, and in particular the buffer time. To do so, we use a calibrated model of a network of three cities - one of them being a hub - served by a single airline. Welfare losses that follow from delays are relatively small as compared to the potential benefits that would follow from a decrease in ticket prices. The model thus advocates that, at least for the connections that are considered, fares rather than delays should be the focus of institutions aiming at enhancing passengers’ welfare. |
| Keywords: | Airlines, Delays, Social Optimum, Calibration |
| JEL: | L50 L93 R41 |
| Date: | 2014–12 |
| URL: | http://d.repec.org/n?u=RePEc:tse:wpaper:28859&r=tre |
| By: | Thomas KOSTAL (Institute for Public Sector Economics, Department of Economics, WU Vienna University of Economics and Business, Austria); Verena MICHALITSCH (Institute for Public Sector Economics, WU Vienna University of Economics and Business, Austria); Gabriel OBERMANN (Institute for Public Sector Economics, Department of Economics, WU Vienna University of Economics and Business, Austria) |
| Abstract: | The subject of this case study, Wiener Linien GmbH & Co KG, is the biggest company in Austrian local and regional transport sector. As a formally independent enterprise under private law and owned by the city, it has been the sole provider of local public passenger transport services in the City of Vienna since 1999. The organisational model applied in Vienna is an in-house solution in accordance with EU law, with Wiener Linien acting as an integrated operator, although it has subcontracted bus transport services partly to private enterprises. The quality of the transport services provided by Wiener Linien consistently receives high ratings in international comparisons and rankings. The case study endeavours to analyse the structures and strategies which can be regarded as relevant factors for successful provision of public services, and to draw conclusions for the governance of public enterprises in a dynamic environment, entrusted with the provision of key services of general economic interest and with a clear public mission. The paper presents a summary of main findings and conclusions, as well as a few lessons learned derived from the Viennese experience. |
| Keywords: | Local public enterprises, local public passenger transport, public service obligation, public service provision, services of general economic interest, governance, regulation, in-house solution, case study, Austria, Vienna |
| Date: | 2014 |
| URL: | http://d.repec.org/n?u=RePEc:crc:wpaper:1417&r=tre |
| By: | Ivaldi, Marc; Quinet, Emile; Urdanoz, Miguel; de Villemeur, Étienne |
| Abstract: | The so-called buffer time or buffer delay allows airlines to control for excessive delays by introducing extra time in their schedule in addition to what is technically required. . We study the differences between unregulated markets - where airlines are free to fix their buffer times strategically - and a situation where a social planner would control for time schedules, and in particular the buffer time. To do so, we use a calibrated model of a network of three cities - one of them being a hub - served by a single airline. Welfare losses that follow from delays are relatively small as compared to the potential benefits that would follow from a decrease in ticket prices. The model thus advocates that, at least for the connections that are considered, fares rather than delays should be the focus of institutions aiming at enhancing passengers’ welfare. |
| Keywords: | Airlines, Delays, Social Optimum, Calibration |
| JEL: | L50 L93 R41 |
| Date: | 2014–12 |
| URL: | http://d.repec.org/n?u=RePEc:ide:wpaper:28860&r=tre |
| By: | CASTRO, Marco; SÖRENSEN, Kenneth; GOOS, Peter; VANSTEENWEGEN, Pieter |
| Abstract: | In this paper, the multiple travelling salesperson problem with hotel selection (m-TSPHS) is presented. This combinatorial optimisation problem is a generalisation of both the travelling salesperson problem with hotel selection (TSPHS) and the multiple travelling salesperson problem (m-TSP). As in the TSPHS, a tour is split into trips whose duration does not exceed a certain travel time, the objective of the m-TSPHS is to design a collection of tours, one for each available salesperson, while minimising the total travel costs. A set-partitioning formulation is presented as well as an efficient solution method together with a number of benchmark instances in order to evaluate the algorithm. Experimental results show that the proposed method is able to keep average gaps with respect to optimal solutions below 1:5%. |
| Date: | 2014–12 |
| URL: | http://d.repec.org/n?u=RePEc:ant:wpaper:2014030&r=tre |
| By: | Miranda Sarmento, J. |
| Abstract: | Public-private partnerships (PPPs) are increasing in number worldwide and are used to build and manage large public infrastructure projects. In PPPs, the private sector plays a role in developing and maintaining public infrastructure and services, which is usually a public sector responsibility. Despite the relevance of this subject, economic and finance literature is still scarce. This gap between practitioners and theory must be addressed and means a requirement for understanding this phenomenon from a finance perspective: what are PPPs and project finance, how they create value for the public and private sectors, and how they are structured and financed. Since 1993, Portugal has been using PPPs intensively, mainly for highway construction and in the health sector. Portugal has used PPPs to build an extensive highway network. As one of the leading countries using PPPs, the Portuguese experience is impressive, relevant, and an interesting study subject. However, there has been little discussion and research, with only a few studies published. This thesis covers several issues on PPPs: The first chapter is a literature review on risk allocation, valuation and Value for Money; The second chapter uses a case-study methodology to review the PPP life cycle; The third chapter describes the Portuguese experience in PPP renegotiations; The fourth chapter addresses the PPP efficiency by using seven highway projects and the Malmquist index efficiency model; The last chapter addresses the public sector efficiency in building infrastructures by public procurement. |
| Date: | 2014 |
| URL: | http://d.repec.org/n?u=RePEc:tiu:tiutis:c7d4c978-234c-4f88-83ed-1dd49a7dbd37&r=tre |