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on Transport Economics |
| By: | Ann-Kathrin Rothenbächer (Department of Economics, Johannes Gutenberg-Universitaet Mainz, Germany); Michael Drexl (Department of Economics, Johannes Gutenberg-Universitaet Mainz, and Fraunhofer Centre for Applied Research on Supply Chain Services SCS, Nuernberg, Germany); Stefan Irnich (Department of Economics, Johannes Gutenberg-Universitaet Mainz, Germany) |
| Abstract: | In the context of combined road-rail freight transport, we study the integrated tactical planning of hub locations and the design of a frequency service network. We consider a number of real-world constraints such as multiple transshipments of requests at hubs, transport time limits for requests, request splitting, and outsourcing possibilities. To our knowledge, the combination of problem features we deal with has not been described before. We present a path-based model and solve it with a branch-and-price-and-cut algorithm. Computational experiments show that large realistic instances from a major German rail freight company can be solved close to optimality within one hour on a standard desktop computer, allowing our algorithm to be used for practical planning purposes. |
| Keywords: | Service Network Design, Hub Location, Intermodal Transport, Branch-and-Price-and-Cut |
| Date: | 2015–07–06 |
| URL: | http://d.repec.org/n?u=RePEc:jgu:wpaper:1506&r=tre |
| By: | Dina ANDRIANKAJA (PIESO-ENSMSE - Département Performance Industrielle et Environnementale des Systèmes et des Organisations - Mines Saint-Étienne MSE - École des Mines de Saint-Étienne - Institut Mines-Télécom - Institut Henri Fayol, EVS - UMR 5600 Environnement Ville Société - ENSAL - Ecole nationale supérieure d'architecture de Lyon - Ecole Nationale Supérieure des Mines de Saint-Etienne - CNRS - UL2 - Université Lumière - Lyon 2 - Université Jean Moulin - Lyon III - Université Jean Monnet - Saint-Etienne - École Nationale des Travaux Publics de l'État [ENTPE] - ENS Lyon - École normale supérieure - Lyon); Natacha Gondran (PIESO-ENSMSE - Département Performance Industrielle et Environnementale des Systèmes et des Organisations - Mines Saint-Étienne MSE - École des Mines de Saint-Étienne - Institut Mines-Télécom - Institut Henri Fayol, EVS - UMR 5600 Environnement Ville Société - ENSAL - Ecole nationale supérieure d'architecture de Lyon - Ecole Nationale Supérieure des Mines de Saint-Etienne - CNRS - UL2 - Université Lumière - Lyon 2 - Université Jean Moulin - Lyon III - Université Jean Monnet - Saint-Etienne - École Nationale des Travaux Publics de l'État [ENTPE] - ENS Lyon - École normale supérieure - Lyon); Jesus Gonzalez-Feliu (PIESO-ENSMSE - Département Performance Industrielle et Environnementale des Systèmes et des Organisations - Mines Saint-Étienne MSE - École des Mines de Saint-Étienne - Institut Mines-Télécom - Institut Henri Fayol, EVS - UMR 5600 Environnement Ville Société - ENSAL - Ecole nationale supérieure d'architecture de Lyon - Ecole Nationale Supérieure des Mines de Saint-Etienne - CNRS - UL2 - Université Lumière - Lyon 2 - Université Jean Moulin - Lyon III - Université Jean Monnet - Saint-Etienne - École Nationale des Travaux Publics de l'État [ENTPE] - ENS Lyon - École normale supérieure - Lyon) |
| Abstract: | IPSS are popular in different fields of transport, mainly for personal use (car-sharing, bike-sharing). Their usage in urban goods transport is not still generalized but those systems present a good potential. This paper proposed to assess and analyze four different scenarios for urban goods transport to compare IPSS configurations to a business as usual situation, in terms of environmental impacts. Those impacts will be estimated via a life cycle analysis (LCA) method. First, the four scenarios are presented. The first scenario is the reference one, i.e. the business as usual situation. The other three scenarios represent possible IPSS configuration, i.e. a vehicle leasing system, a vehicle sharing system and an urban consolidation system. Second, the methodology for scenario assessment using LCA is described, and the main proposed indicators defined. Third, the main results of the scenario assessment are presented, analyzed and discussed. Finally, future researches are proposed. |
| Date: | 2015–05–18 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:hal-01152592&r=tre |
| By: | Hugo E. SILVA (Department of Spatial Economics, Faculty of Economics and Business Administration, Free University, De Boelelaan 1105, 1081 HV Amsterdam, Netherlands - affiliation inconnue); Robin Lindsey (University of British Columbia (CANADA) - University of British Columbia (CANADA)); André De Palma (ENS Cachan - École normale supérieure - Cachan, Department of Economics, Ecole Polytechnique - CNRS - Polytechnique - X); Vincent A.C. Van den BERG (Tinbergen Institute - Tinbergen Institute) |
| Abstract: | This paper investigates the existence and uniqueness of equilibrium in the Vickrey bottleneck model when each user controls a positive fraction of total traffic. Users simultaneously choose departure schedules for their vehicle fleets. Each user internalizes the congestion cost that each of its vehicles imposes on other vehicles in its fleet. We establish three results. First, a pure strategy Nash equilibrium (PSNE) may not exist. Second, if a PSNE does exist, identical users may incur appreciably different equilibrium costs. Finally, a multiplicity of PSNE can exist in which no queuing occurs but departures begin earlier or later than in the system optimum. The order in which users depart can be suboptimal as well. Nevertheless, by internalizing self-imposed congestion costs individual users can realize much, and possibly all, of the potential cost savings from either centralized traffic control or time-varying congestion tolls. |
| Date: | 2015–05–06 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:hal-01149107&r=tre |
| By: | Ivaldi, Marc; Sokullu, Senay; Toru, Tuba |
| Abstract: | This paper analyzes the rationale of airport business models. First, it provides evidence that the airports should be considered as two sided markets because of significant network externalities between the airlines and the passengers. This result invalidates the traditional approach where the airport-airline-passenger relationship is considered as vertically integrated, taking passengers as final consumers. Second, a testing procedure aimed at eliciting the real business model of airports demonstrates that the major U.S. airports do not internalize the externalities existing between airlines and passengers. We find that these airports set profit maximizing prices for the non-aeronautical services to passengers and Ramsey prices for the aeronautical services to airlines. Given these results, we conduct a welfare analysis by simulating the implementation of profit maximizing prices when an airport fully accounts for the two-sidedness of its activities. In particular, we show that the impact on social welfare is not independent on the specific features of each airport and that the privatization of airports cannot be considered as the only solution for airports. |
| Keywords: | Two-sided markets, Airport pricing, Airport regulation |
| Date: | 2015–05 |
| URL: | http://d.repec.org/n?u=RePEc:tse:wpaper:29375&r=tre |
| By: | Heller, C.-Philipp; Johnen, Johannes; Schmitz, Sebastian |
| Abstract: | We study road congestion as a mechanism design problem. In our basic model we analyze the allocation of a set of drivers among two roads, one of which may be congested. An additional driver on the congestible road imposes an externality on the other drivers by increasing their travel time. Each driver is privately informed about her value of time and asked to report that value to the mechanism designer, who assigns drivers to roads. With a finite number of drivers, there is aggregate uncertainty and the efficient allocation is ex ante unknown. Setting a single Pigouvian price is then not optimal. However, the efficient allocation is implementable by a Vickrey-Clarke-Groves price schedule that lets each driver pay the externality she imposes on other drivers. This allows drivers to pay to have other drivers use the slow road instead of the congestible road. As the number of drivers becomes large, there is a single optimal Pigouvian price that leads to an efficient allocation. However, finding this price requires the mechanism designer to either know the precise distribution of the value of time or the use of our mechanism. We analyze some extensions and apply our model to various congestion problems arising in other contexts. |
| Keywords: | mechanism design,congestion pricing,VCG mechanism,externalities,value of time |
| JEL: | D82 D62 R48 R41 |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:zbw:fubsbe:201520&r=tre |
| By: | Nicholas Sheard (AMSE - Aix-Marseille School of Economics - EHESS - École des hautes études en sciences sociales - Centre national de la recherche scientifique (CNRS) - Ecole Centrale Marseille (ECM) - AMU - Aix-Marseille Université) |
| Abstract: | This paper estimates the effects of airports on economic growth in the local areas they serve, using data from US metropolitan areas. It applies a novel identification technique that uses the overall development of the air transport network to identify changes in airport size that are not influenced by local factors. Airport size is found to have positive effects on local employment with an elasticity of 0.02 and on GDP with an elasticity of 0.035. This means that for every job created at the airport by an exogenous increase in traffic, there are three jobs created outside of the airport. Airport size is also found to have positive effects on local wages and on the number of firms. In addition there is a positive effect on the employment rate, the magnitude of which suggests that around half of jobs created by airport expansion represent a net increase in the employment of existing residents, while half are taken up by workers who migrate to the area. |
| Date: | 2015–02 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:halshs-01117913&r=tre |
| By: | Toshihiro Yokoo; David Levinson (Nexus (Networks, Economics, and Urban Systems) Research Group, Department of Civil Engineering, University of Minnesota) |
| Abstract: | This paper analyzes the relationship between road network structure and the percentage of speeding using GPS data collected from 152 individuals over a 7 day period. To investigate the relationship, we develop an algorithm and process to match the GPS data and GIS data accurately. Comparing actual travel speed from GPS data with posted speed limits we measure where and when speeding occurs, by whom. We posit that road network structure shapes the decision to speed. Our result shows that the percentage of speeding, which is calculated by travel distance, is large in high speed limit zones (e.g. 60 mph ) and low speed limit zone (less than 25 mph); in contrast, the percentage of speeding is much lower in the 30 - 50 mph zone. The results suggest driving pattern depends on the road type. We also find that if there are many intersections in the road, average link speed (and speeding) drops. Long links are conducive to speeding. |
| Keywords: | GPS data, speeding, travel behavior |
| JEL: | K42 R41 R42 |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:nex:wpaper:speeding&r=tre |
| By: | Vinayak DIXIT (rCITI - Research Centre for Integrated Transport Innovation (rCITI) - UNSW@ADFA - University of New South Wales - Australian Defence Force Academy - University of New South Wales); Laurent Denant-Boemont (CREM - Centre de Recherche en Economie et Management - CNRS - Université de Caen Basse-Normandie - UR1 - Université de Rennes 1) |
| Abstract: | The classical theory of transport equilibrium is based on the Wardrop's first principle that describes a Nash User Equilibrium (UE), where in no driver can unilaterally change routes to improve his/her travel times. A growing number of economic laboratory experiments aiming at testing Nash-Wardrop equilibrium have shown that the Pure Strategy Nash Equilibrium (PSNE) is not able to explain the observed strategic choices well. In addition even though Mixed Strategy Nash Equilibrium (MSNE) has been found to fit better the observed aggregate choices, it does not explain the variance in choices well. This study analyses choices made by users in three different experiments involving strategic interactions in endogenous congestion to evaluate equilibrium prediction. We compare the predictions of the PSNE, MSNE and Stochastic User Equilibrium (SUE). In SUE, the observed variations in choices are assumed to be due to perception errors. The study proposes a method to iteratively estimate SUE models on choice data with strategic interactions. Among the three sets of experimental data the SUE approach was found to accurately predict the average choices, as well as the variances in choices. The fact that the SUE model was found to accurately predict variances in choices, suggests its applicability for transport equilibrium models that attempt to evaluate reliability in transportation systems. This finding is fundamental in the effort to determining a behaviourally consistent paradigm to model equilibrium in transport networks. The study also finds that Fechner error which is the inverse of the scale parameter in the SUE model is affected by the group sizes and the complexity of the cost function. In fact, the larger group sizes and complexity of cost functions increased the variability in choices. Finally, from an experimental design standpoint we show that it is not possible to estimate a noise parameter associate to Fechner error in the case when the choices are equally probable. 2 |
| Date: | 2014 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:halshs-01103472&r=tre |
| By: | Ahmed El-Geneidy; David Levinson; Ehab Diab; Genevieve Boisjoly; David Verbich; Charis Loong (Nexus (Networks, Economics, and Urban Systems) Research Group, Department of Civil Engineering, University of Minnesota) |
| Abstract: | Social equity is increasingly incorporated as a long-term objective into urban transportation plans. Researchers used accessibility measures to assess equity issues, such as determining the amount of jobs reachable by marginalized groups within a defined travel time threshold and compare these measures across socioeconomic categories. However, allocating public transit resources in an equitable manner is not only related to travel time, but also related to the out-of- pocket cost of transit fares, which can represent a major barrier to accessibility for many disadvantaged groups. Therefore, this research proposes a set of new accessibility measures that incorporates both travel time and transit fares. It then applies those measures to determine whether people residing in socially disadvantaged neighborhoods in Montreal, Canada experience the same levels of transit accessibility as those living in other neighborhoods. Results are presented in terms of regional accessibility and trends by social indicator decile. Travel time accessibility measures estimate a higher number of jobs that can be reached compared to combined travel time and cost measures. However, the degree and impact of these measures varies across the social deciles. Compared to other groups in the region, residents of socially disadvantaged areas have more equitable accessibility to jobs using transit; this is reflected in smaller decreases in accessibility when fare costs are included. Generating new measures of accessibility combining travel time and transit fares provides more accurate measures that can be easily communicated by transportation planners and engineers to policy makers and the public since it translates accessibility measures to a dollar value. |
| Keywords: | Equity, Job accessibility, Transit fare, Travel time. Cost |
| JEL: | D63 J61 R14 R41 R42 |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:nex:wpaper:costofequity&r=tre |
| By: | Michael Iacono; David Levinson (Nexus (Networks, Economics, and Urban Systems) Research Group, Department of Civil Engineering, University of Minnesota) |
| Abstract: | Recent trends in the United States suggest a movement toward saturation of vehicle ownership. This paper examines this trend through an analysis of car ownership in the Minneapolis- St. Paul, Minnesota (USA) metropolitan region. Data from pooled cross-sectional household surveys are used to calibrate a model of car ownership that includes birth cohort effects to capture unobserved variations in preference toward car ownership across generations. Declines in household size and worker status have significant impacts in limiting the growth of car ownership, but they are also coupled by an apparent softening of preferences toward ownership among young adults. |
| Keywords: | car ownership; cohort; generational effect; aging; income; saturation; United States |
| JEL: | J11 R14 R41 R42 |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:nex:wpaper:cohorts&r=tre |
| By: | Wenyun Tang; David Levinson (Nexus (Networks, Economics, and Urban Systems) Research Group, Department of Civil Engineering, University of Minnesota) |
| Abstract: | Understanding variability in daily behavior is one of the most important missions in travelbehavior modeling. In traditional method, in order to find the differences, respondents were asked to list the used multiday paths. The quality of results is sensitive to the accuracy of respondents’ memories. However, few empirical studies of revealed route characteristics, chosen by the travelers day-to-day, have been reported in the literature. In this study, accurate Global Position Systems (GPS) and Geographic Information System (GIS) data were employed to reveal multiday routes people used, to study multiday route choice behavior for the same origin-destination (OD) trips. Travelers are classified into three kinds based on their route types. A two-stage route choice process is proposed. After analyzing the characteristics of different types of travelers, a neural network was adopted to classify travelers and model route choice behavior. An empirical study using GPS data collected in Minneapolis-St. Paul metropolitan area was carried out in the following part. It finds that most travelers follow the same route during commute trips on successive days. The results indicate that neural network framework can classify travelers and model route choice well. |
| Keywords: | multiday travel behavior, day-to-day modeling, route choice behavior, GPS data, neural networks |
| JEL: | C45 R41 R42 |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:nex:wpaper:multiday&r=tre |
| By: | Estelle Malavolti (TSE - Toulouse School of Economics - Toulouse School of Economics, LEEA - ENAC - Laboratoire d'Economie et d'Econométrie de l'Aérien - PRES Université de Toulouse - Ecole Nationale de l'Aviation Civile) |
| 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. |
| Date: | 2015–01–26 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:hal-01109445&r=tre |
| By: | Alireza Ermagun; David Levinson (Nexus (Networks, Economics, and Urban Systems) Research Group, Department of Civil Engineering, University of Minnesota) |
| Abstract: | This paper considers school access by both active (walk, bike), quasi-active (walk to transit) and non-active modes (car) in a two-level cross-nested logit framework. A sample of 3,272 middle and high school students was collected in Tehran. The results of the cross-nested logit model suggest that for people who choose walking, increasing a 1 percent in home-to-school distance reduces the probability of walking by 3.51 percent. While, this reduction is equal to 2.82 and 2.27 percent as per the multinomial and nested logit models, respectively. This is a direct consequence of the model specification that results in underestimating the effect of distance by 1.24 percent. It is also worth mentioning that, a one percent increase in home-to-school distance diminishes the probability of taking public transit by 1.04 among public transit users, while increases the probability of shifting to public transit from walking by 1.39 percent. Further, a one percent increase of the distance to public transport, decreases the probability of students' physical activity, approximately, 0.04 percent. |
| Keywords: | Public Transit; Active Mode of Travel; School Trips; Tehran |
| JEL: | C35 I12 J13 R14 R41 R42 R53 |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:nex:wpaper:physicalactivity&r=tre |
| By: | Brendan Murphy; David Levinson; Andrew Owen (Nexus (Networks, Economics, and Urban Systems) Research Group, Department of Civil Engineering, University of Minnesota) |
| Abstract: | Pedestrian and bicyclist collision risk assessment offers a powerful and informative tool in urban planning applications, and can greatly serve to inform proper placement of improvements and treatment projects. However, sufficiently detailed data regarding pedestrian and bicycle activity are not readily available for many urban areas, and thus the activity levels and collision risk levels must be estimated. This study builds upon other current work by the authors regarding pedestrian and bicycle activity estimation based on centrality and accessibility metrics, and extends the analysis techniques to estimation of pedestrian collision risk. The Safety In Numbers phenomenon, which refers to the observable effect that pedestrians become safer when there are more pedestrians present in a given area, i.e. that the individual per-pedestrian risk of a collision decreases with additional pedestrians, is a readily observed phenomenon that has been studied previously. The effect is investigated and observed in acquired traffic data, as well as estimated data, in Minneapolis, Minnesota. |
| Keywords: | safety, walking, safety-in-numbers, crashes, traffic counts, network structure, accessibility |
| JEL: | J28 R14 R41 R42 |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:nex:wpaper:safetyinnumbers&r=tre |
| By: | Ana-Maria Oiste (Gheorghe Asachi Technical University Iasi, Romania); Florin Mihai ("Alexandru Ioan Cuza " University); Chelaru Dan-Adrian ("Alexandru Ioan Cuza " University) |
| Abstract: | This paper presents a complex study of noise levels from road traffic source and the variation during the seasons in an old residential area located in the northeastern part of Iasi city, an important educational and cultural centre of the country. The study reveal the correlation between noise levels and social activities developed in the area: low number of inhabitants because of the holidays time in August and the resumption of the educational activity in autumn, including school start in September and of the university activity in October. After direct observations, the measurements were made with digital sound –level meter Quest Technologies, 1400 model in five hour intervals 7::00. The monitoring of Equivalent Continuous Noise Level (Leq) were made in 30 points located along the different type of roads in the second part of August – October 2009, with different admissible levels, showing the exceeding of the limit in 5 points in September and 8 points in October. It can be observed an important difference during the week in the monitoring period, between Monday to Friday and the weekend with lower values 59.64-6.5 dB (A) in August, 61.98-5.14 dB (A) in September, 63.9-5.3 dB (A) in October and among the four street categories with major differences between first category: 66.89 dB (A) and fourth category 47.69 dB (A), so that urban noise can be stratified according to a prior classification of a town's streets due to their use and functional characteristics. Sound levels monitoring and statistical data processing (Pearson correlation coefficient, Tukey range test) sustain the fact that road traffic is main source of noise in the area, differentiated in correlation with street category, a decrease in noise with increasing street category, with insignificant differences between first and second street category thank to the best management and traffic control. |
| Date: | 2015–06–01 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-01165847&r=tre |
| By: | Anna Creti (UP9 - Université Paris 9, Dauphine - Université Paris IX - Paris Dauphine, Department of Economics, Ecole Polytechnique - CNRS - Polytechnique - X); Alena Kotelnikova (Department of Economics, Ecole Polytechnique - CNRS - Polytechnique - X); Guy Meunier (INRA-AliSS - UR 1303, Department of Economics, Ecole Polytechnique - CNRS - Polytechnique - X); Jean-Pierre Ponssard (Department of Economics, Ecole Polytechnique - CNRS - Polytechnique - X, CNRS - Centre National de la Recherche Scientifique) |
| Abstract: | The transition of a sector from a pollutant state to a clean one is studied. A green technology, subject to learning-by-doing, progressively replaces an old one. The notion of abatement cost in this dynamic context is fully characterized. The theoretical, dynamic optimization, perspective is linked to simple implementation rules. The practical "deployment" perspective allows to study sub-optimal trajectories. Moreover, the analysis of the launching date provides a denition of a dynamic abatement cost easy to use for evaluation of real-world policy options. The case of Fuel Cell Electric Vehicles offers an illustration of the proposed methodology. |
| Date: | 2015–06–01 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:hal-01158461&r=tre |
| By: | Marie Delaplace (LAB'URBA - LAB'URBA - UPEC UP12 - Université Paris-Est Créteil Val-de-Marne - Paris 12 - UPEM - Université Paris-Est Marne-la-Vallée - Institut d'Urbanisme de Paris (IUP)); Francesca Pagliara (University of Naples Federico II Department of Civil, Architectural and Environmental Engineering); Anne Aguilera (LVMT UMR T9403 - Laboratoire Ville, Mobilité, Transport - IFSTTAR - Institut Français des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux - UPEM - Université Paris-Est Marne-la-Vallée - École des Ponts ParisTech (ENPC) - PRES Université Paris-Est) |
| Abstract: | Major investments on High Speed Rail (HSR) systems have been carried out all over the world. The existing and planned lines generate many expectations in served cities in terms of economic growth. In particular, HSR is intended to increase the number of business travellers and to foster economic activity by encouraging the development of offices in and around the railway stations. Using innovation service theories, we show that HSR service can be analysed as service innovations. Based on the case study of France and Italy, we sustain that these innovations can be of interest of both public and private actors in terms of urban renewal. We show that, in these two countries, there is the same kind of "behaviour" with respect to these innovations in terms of producing temporary office spaces in and around rail stations. The result is that HSR stations become working spaces and therefore important "places". |
| Date: | 2014–04–14 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-01098709&r=tre |
| By: | Marie Delaplace (UPEM - Université Paris-Est Marne-la-Vallée); Sylvie Bazin (URCA - Université de Reims Champagne-Ardenne); Francesca Pagliara (University of Naples Federico II Department of Civil, Architectural and Environmental Engineering); Antonio Sposaro (University of Naples Federico II Department of Civil, Architectural and Environmental Engineering) |
| Abstract: | The aim of this paper is to propose a state-of-the-art about the interactions between High-Speed Railway systems and the tourism market. Because of changes in accessibility, provided to the territories supplied by these systems, the actors 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, since they depend on the implementation of the High-Speed Railway service and on the characteristics of the territories. It can be noted that, if the high speed rail allows, in some cases, the increase in the number of tourists, a decrease of the stay may follow. To understand the role of High Speed Railway, it is necessary to take into account the changes of accessibility, but also its effects on the image of the destination and on the coordination of the stakeholders. |
| Date: | 2014–08–26 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-01098706&r=tre |
| By: | Mack, Dan |
| Keywords: | Agricultural and Food Policy, International Relations/Trade, |
| Date: | 2015–02–20 |
| URL: | http://d.repec.org/n?u=RePEc:ags:usao15:205016&r=tre |
| By: | Schönberger, Jörn |
| Abstract: | In a conventional dial-a-ride-system passengers are moved with the same vehicle between their pickup and their drop-off location. In a dial-a-ride-system with transfer, it is possible (or even standard) that passengers change the vehicle once or several times. Transfer Scheduling Constraints (TSC) are imposed in order to ensure that the comfort of the transfer remains on an acceptable level by avoiding too short or too long transfer times but also for limiting the total riding time between the initial pickup location to the final destination. In this contribution, we investigate the dial-a-ride-problem with transfer scheduling constraints (DARP-TSC) as an example for routing scenarios with TSC. We provide initial insights into the consequences of introducing TSCs using computational experiments with a memetic algorithm metaheuristic. |
| Keywords: | dial-a-ride,transfer planning,mathematical programming,metaheuristic,memetic algorithm |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:zbw:tudiwv:32015&r=tre |
| By: | Jesus Gonzalez-Feliu (LET - Laboratoire d'économie des transports - CNRS - UL2 - Université Lumière - Lyon 2 - École Nationale des Travaux Publics de l'État [ENTPE]); Eichi Taniguchi (The University of Tokyo [Toyo] - The University of Tokyo ( Japan)); Bruno Faivre d'Arcier (LET - Laboratoire d'économie des transports - CNRS - UL2 - Université Lumière - Lyon 2 - École Nationale des Travaux Publics de l'État [ENTPE]) |
| Abstract: | Urban goods movement and urban logistics started to be defined as a scientific discipline 20 years ago, where several actions in research, development, policy and deployment were started to be coordinated. However, most of the innovations and projects presented in that field are stopped or reduced because of a common constraint that becomes its worst enemy: the financing mechanisms. Although many studies deal with urban logistics, only a few of them show the difficulties at financing, but without entering in detail on the financing mechanisms. This chapter aims to present the main financing issues in urban logistics. First, the main categories of funding strategies that can be applied to urban logistics are presented, focusing on public-private interactions and collaborations. After that, a scenario assessment using a cost benefit analysis framework shows the different interests and issues of each category of stakeholders, and the main advantages and limits of each category of investment and financing strategies. Then, the fields of urban logistics that seem the most adapted to public-private collaboration in terms of financing are identified and commented. As a conclusion, guidelines for researchers and practitioners to take into account financing issues in urban logistics decision support are proposed. |
| Date: | 2014–10–15 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:halshs-01074619&r=tre |
| By: | André De Palma (Department of Economics, Ecole Polytechnique - CNRS - Polytechnique - X, ENS Cachan - École normale supérieure - Cachan); Robin Lindsey (Sauder - Sauder School of Business [British Columbia] - University of British Columbia); Nathalie Picard (THEMA - Théorie économique, modélisation et applications - Université de Cergy Pontoise - CNRS, Department of Economics, Ecole Polytechnique - CNRS - Polytechnique - X) |
| Abstract: | Most traffic congestion models assume that agents make trip-timing decisions independently and receive payoffs at the origin and destination that do not depend on whether other agents are present. We depart from this paradigm by considering a variant of Vickrey's bottleneck model of the morning commute in which individuals live as couples and value time at home more when together than when alone. We show that the costs of congestion can be higher than for a comparable population of individuals living alone. The costs can be even higher if spouses collaborate with each other when choosing their departure times. To calibrate the model we estimate trip-timing preferences for married and unmarried men and women in the Greater Paris region. |
| Date: | 2015–01–19 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:hal-01104868&r=tre |
| By: | Dieter Pennerstorfer (WIFO); Philipp Schmidt-Dengler (WIFO); Nicolas Schutz; Christoph R. Weiss; Biliana Yontcheva |
| Abstract: | We examine the relationship between information and price dispersion in the retail gasoline market. We first show that the clearinghouse models in the spirit of Stahl (1989) generate an inverted-U relationship between information and price dispersion. We construct a new measure of information based on precise commuter data from Austria. Regular commuters can freely sample gasoline prices on their commuting route, providing us with spatial variation in the share of informed consumers. We use detailed information on gas station level price to construct various measures of price dispersion. Our empirical estimates of the relationship are in line with the theoretical predictions. |
| Date: | 2015–08–10 |
| URL: | http://d.repec.org/n?u=RePEc:wfo:wpaper:y:2015:i:502&r=tre |
| By: | Dominique Bouf (LET - Laboratoire d'économie des transports - CNRS - UL2 - Université Lumière - Lyon 2 - École Nationale des Travaux Publics de l'État [ENTPE]); Christian Desmaris (LET - Laboratoire d'économie des transports - CNRS - UL2 - Université Lumière - Lyon 2 - École Nationale des Travaux Publics de l'État [ENTPE], IEP Lyon - Sciences Po Lyon - Institut d'études politiques de Lyon) |
| Abstract: | This paper is aiming at qualifying the high speed trains in operation in France, with regards to spatial equity. To that end we begin by examining some of the various concepts enclosed in this polysemic word. Increased accessibility was one objective of the development of high speed rail. Thus we estimate a simple model to measure the possible effect of high speed rail on French regions. We did find a positive effect on GDP per capita and demographic growth. In a sense this is because they are growth-promoting that High speed lines are unfair. Beyond that, the pricing system set up by the train operator is based on yield management and intermodal competition. This results in a peculiar and singularly unfair pricing structure. |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:halshs-01137902&r=tre |
| By: | Gray, John |
| Keywords: | Agricultural and Food Policy, |
| Date: | 2015–02–20 |
| URL: | http://d.repec.org/n?u=RePEc:ags:usao15:205025&r=tre |
| By: | Alexis MICHEA |
| Abstract: | The state-owned sector was modernised in the late 1990s by means of Law 19 542, which divided the large national ports company (Empresa Portuaria de Chile, Emporchi) to create 10 independent port companies (Empresas Portuarias), each with its own board of directors, management, etc. These independent companies have a mandate to ensure efficient port operation and development whilst maintaining a sound financial status. |
| Date: | 2013–10–20 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2013/20-en&r=tre |