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on Transport Economics |
| By: | Lee Stapleton (Centre on Innovation and Energy Demand and Sussex Energy Group, Science Policy Research Unit, University of Sussex, Falmer, Brighton, BN1 9QE.); Steve Sorrell (Centre on Innovation and Energy Demand and Sussex Energy Group, Science Policy Research Unit, University of Sussex, Falmer, Brighton, BN1 9QE.); Tim Schwanen (Centre on Innovation and Energy Demand, Transport Studies Unit (TSU), School of Geography and the Environment, Oxford University, South Parks Road, oxford, OX1 3QY, United Kingdom) |
| Abstract: | Direct rebound effects result from increased consumption of cheaper energy services. For example, more fuel-efficient cars encourage more car travel. This study is the first to quantify this effect for personal automotive travel in Great Britain. We use aggregate time-series data on transport activity, fuel consumption and other relevant variables over the period 1970-2011 and estimate the direct rebound effect from the elasticity of vehicle kilometres with respect to: a) vehicle fuel efficiency (km/MJ); b) the fuel cost of driving (£/km); and c) road fuel prices (£/MJ). We estimate a total of 54 models, paying careful attention to methodological issues and model diagnostics. Taking changes in fuel efficiency as the explanatory variable, we find no evidence of a long-run direct rebound effect in Great Britain over this period. However, taking changes in either the fuel cost of driving or fuel prices as the explanatory variable we estimate a direct rebound effect in the range 10% to 27% with a mean of 18%. This estimate is consistent with the results of US studies and suggests that one fifth of the potential fuel savings from improved car fuel efficiency may have been eroded through increased driving. We also show how the normalisation of distance travelled (per capita, per adult or per driver) affects the results obtained |
| Keywords: | rebound effect; fuel efficiency; robustness; peak car |
| Date: | 2015–03 |
| URL: | http://d.repec.org/n?u=RePEc:sru:ssewps:2015-08&r=tre |
| By: | Mayer, Thierry; Trevien, Corentin |
| Abstract: | Evaluating the impact of transport infrastructure meets a major challenge since rail lines are not randomly located. We use the natural experiment offered by the opening and progressive extension of the Regional Express Rail (RER) between 1970 and 2000 in the Paris metropolitan region, and in particular the deviation from original plans due to budgetary constraints and technical reasons, in order to identify the causal impact of urban rail transport on firm location, employment and population growth. We use a difference-in-differences approach on a specific subsample, selected to avoid endogeneity bias which occurs when evaluating transportation effects. We find that the increase in employment is 12.8\% higher in municipalities connected to the new network compared to the existing suburban rail network between 1975 and 1990. Places located within 20 km from Paris are the only affected. While we find no effect on overall population growth, our results suggest that the commissioning of the RER may have increased the competition for land high-skilled households are more likely to locate in the vicinity of a RER station. |
| Keywords: | impact evaluation; location choice; transport infrastructure; urban structure |
| JEL: | D04 H43 R42 |
| Date: | 2015–03 |
| URL: | http://d.repec.org/n?u=RePEc:cpr:ceprdp:10494&r=tre |
| By: | Fosgerau, Mogens |
| Abstract: | This paper presents a model of urban traffic congestion that allows for hypercongestion. Hypercongestion has fundamental importance for the costs of congestion and the effect of policies such as road pricing, transit provision and traffic management, treated in the paper. In the simplest version of the model, the unregulated Nash equilibrium is also the social optimum among a wide range of potential outcomes and any reasonable road pricing scheme will be welfare decreasing. Large welfare gains can be achieved through road pricing when there is hypercongestion and travelers are heterogeneous. |
| Keywords: | dynamic; congestion; urban; traffic; bottleneck; bathtub |
| JEL: | D0 H0 R4 |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:63029&r=tre |
| By: | Benjamin Dachis |
| Keywords: | Economic Growth and Innovation, Urban Issues Series, Congestion, Traffic |
| JEL: | R41 R42 H54 |
| Date: | 2015–03 |
| URL: | http://d.repec.org/n?u=RePEc:cdh:ebrief:206&r=tre |
| By: | Dumortier, Jerome; Siddiki, Saba; Carley, Sanya; Cisney, Joshua; Krause, Rachel; Lane, Bradley; Rupp, John; Graham, John |
| Abstract: | Energy-saving technologies have a difficult time being widely accepted and consumed in the marketplace when they have a high initial purchase price and deferred financial benefits. Consumers might not realize that, in the long-run, the financial benefits from reduced energy consumption offset much or all of the initial price premium. One strategy to address consumer misconception of this advantage is to supply information on the "total cost of ownership," a metric which accounts for the purchase price, the cost of the fuel, and other costs over the ownership period. In this article, we investigate how providing information on five-year fuel cost savings and total cost of ownership affects the stated preferences of consumers to purchase a gasoline, hybrid, plug-in hybrid, or battery electric vehicle. Through an online survey with an embedded experimental design using two distinct labels, we find that respondent rankings of vehicles are unaffected by information on five-year fuel cost savings only. However, adding information about total cost of ownership increases the probability that small/mid-sized car consumers express a preference to acquire a hybrid, plugin hybrid, or a battery-electric vehicle. No such effect is found for consumers of small sport utility vehicles. Our results are consistent with other findings in similar behavioral economics investigations on this topic and suggest that further evaluation of the effects of providing consumers with information on the total cost of ownership is warranted. |
| Keywords: | Rank-ordered logit, battery electric vehicles, life cycle cost, label information, Environmental Economics and Policy, Institutional and Behavioral Economics, |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:ags:iuspea:198643&r=tre |
| By: | Patalinghug, Epictetus E.; Llanto, Gilberto M.; Fillone, Alexis M.; Tiglao, Noriel C.; Salazar, Christine Ruth; Madriaga, Cherry Ann; Arbo, Maria Diyina Gem |
| Abstract: | The Port of Manila, the largest seaport in the country, has been recognized as the most widely used port in the Greater Capital Region with utilization rate of 71.6 percent compared to only 2.3 percent and 6.1 percent utilization of Batangas and Subic Ports, respectively (NEDA 2012). The ports of Batangas and Subic were developed in order to accommodate excess traffic in the port of Manila and promote growth and development in CALABARZON and Central Luzon. However, port users still opt to operate in the Manila Port. This leads to the congestion of the Manila Port and the underutilization of the other two ports in the Greater Capital Region. The situation was intensified during the implementation of the recently lifted Manila truck ban. The study recognizes that issues and problems still persist in the logistics sector even after the regulation was put off. To address these, the study employs a system-wide approach to analyze the whole logistics industry in the Greater Capital Region. The first part of the study reports the findings of the focus group discussions and key informant interviews with shippers, freight forwarders, logistics service providers, and truckers regarding their port usage. The latter part discusses the rail option model that looks into the revival of the rail system in transporting goods to and from the ports. The study also gives a crude approximation of the economic cost of the seven-month truck ban. In addition, it provides a review of existing policies in the Philippine logistics sector, discussions among concerned agencies, other study recommendations, as well as lessons from other countries. Ultimately, the study provides an extensive list of short, medium, and long-term measures to decongest the Manila Port and to address the underutilization of Batangas and Subic Ports. The list is complemented with a dynamic timeline of the proposed measures and actions with their corresponding implementing agencies. |
| Keywords: | Philippines, infrastructure, logistics industry, truck ban, port congestion, port utilization, rail connectivity, PNR, Manila Port, Batangas Port, Subic Port |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:phd:dpaper:dp_2015-24&r=tre |
| By: | Assmann, Lisa (Dept. of Business and Management Science, Norwegian School of Economics); Andersson, Jonas (Dept. of Business and Management Science, Norwegian School of Economics); Eskeland, Gunnar S. (Dept. of Business and Management Science, Norwegian School of Economics) |
| Abstract: | This paper analyzes the claim, made by both academics and by industry insiders, that vessels speed up under conditions of high freight rates and low bunker prices. The rationale for the claim is that a ship should move slowly when high bunker prices make energy cost savings great and when the low reight rates give little temptation to rush for the next transport job. The analysis is based on the theoretical model for speed optimization by Ronen (1982) applied to AIS1 data on actual speeds of all VLCCs2 leaving from the Persian Gulf to main destinations in Japan, South Korea, China from 2006 to 2012. We find some support for the theory, however with elasticities, both for freight rates and bunker prices, of smaller magnitude than expected. We also find that speed optimizing behaviour is much more pronounced on backhaul trips than on laden trips and that the speed on trips to Japan is almost completely insensitive to changes in freight rates and bunker prices. Our conclusion is that there is a potential for gains from more adoption of slow steaming. |
| Keywords: | Speed optimization; maritime shipping; freight rates; bunker prices |
| JEL: | Q00 |
| Date: | 2015–03–12 |
| URL: | http://d.repec.org/n?u=RePEc:hhs:nhhfms:2015_013&r=tre |
| By: | Llanto, Gilberto M.; Navarro, Adoracion M. |
| Abstract: | The ASEAN Economic Community (AEC) Blueprint targets an ASEAN single market in 2015. This is an ambitious reform agenda that seeks to ensure the free flow of services, investment, and skilled labor, along with the free flow of goods and the freer flow of capital, in the ASEAN region. For logistics services, the target is supposed to be achieved by 2013. An assessment of whether this has been achieved or not is yet to be done. Liberalization and deregulation efforts in the Philippine maritime transport industry are already heading into the direction of greater participation in ASEAN economic integration even though the AEC measures have not yet been formally sanctioned by all members. This paper examines the current status of the logistics industry in the Philippines and finds out how the opening of the economy to global markets through trade and services liberalization and the ongoing process toward economic integration through AEC 2015 impact on the structure, conduct, and performance of the logistics industry. The industry is responding to the changes in a positive way notwithstanding its characterization as a concentrated industry dominated by a few domestic firms. Firms have become more innovative in offering quality service to consumers such as better passenger accommodation, improved ticketing system, and availability of fast craft ferries. Freight forwarders, at least those surveyed for this study, equip themselves with information on how to adjust to a more liberalized and integrated environment. They are aware of the changes that will be brought about by the full implementation of the AEC measures and they also have a good idea of the challenges they will face, such as differences in commercial practices, legal systems, and contracting procedures, when they decide to locate in an ASEAN member-country. The way forward involves continuing the market-oriented reforms, especially liberalization of trade in services, while ensuring a healthy balancing of domestic industry interests with the requirements of regional economic integration. |
| Keywords: | Philippines, maritime transport, trade facilitation, logistics, ASEAN Economic Community (AEC) |
| Date: | 2014 |
| URL: | http://d.repec.org/n?u=RePEc:phd:pjdevt:pjd_2012_vol__39_nos__1-2e&r=tre |
| By: | Dutta, Goutam; Santra, Sumitro |
| Abstract: | In this paper, we analyze the price movements of the Indian domestic airline industry. In the first part, we conduct a detailed econometric analysis of five selected domestic routes. In the second part, we study the weekend effect on the average airfare. Our research suggests that competition steps up airfares as the departure date comes closer and weekend airfares are higher than weekday airfares. The application of Revenue Management and Dynamic Pricing is the common practice in the Indian domestic airlines industry. |
| URL: | http://d.repec.org/n?u=RePEc:iim:iimawp:13306&r=tre |