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on Transport Economics |
| By: | Michele ACCIARO; Alan MCKINNON |
| Abstract: | The growth in container volumes and the concentration of container flows on a limited number of hubs, which derives, among other things, from the increasing vessel size, requires the development of new terminal infrastructure at ports able to handle the latest generation of vessels. In addition to the pressure that such vessels impose on the terminal cargo handling capabilities, it is often forgotten, that those larger vessels will also require higher capacity in hinterland transportation or a rationalization and better use of existing transport alternatives. Those ports that are already plagued by inland congestion or that are located in the proximity of densely populated areas, will have to come up with viable alternatives to reduce the impact of congestion and relieve local communities from the negative externalities generated by increasing cargo flows. The development of new terminal infrastructure should then take into account the effects that increasing traffic volumes will have on the existing infrastructure and plan for expansion if necessary. As volumes increase, alternative modes of transport, such as rail or short-sea shipping are being promoted both to reduce both congestion and environmental impacts. In the specific case of Chile and the new development associated with the Puerto de Gran Escala project, it is imperative to carefully plan the development of the hinterland infrastructure. This is not only necessary to ensure that the investment yields adequate economic benefit; it must also maximise the social and environmental sustainability of the project. This paper provides an overview of the state of the art in hinterland transport management, focusing on the challenges that the development of new container terminal infrastructure is likely to bring to the local communities. Recommendation and a set of good practice case studies of good practice are also provided. |
| Keywords: | emissions, hinterland transportation, port gate, port hinterland, rail access to terminals |
| Date: | 2013–11–13 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2013/19-en&r=all |
| By: | David Levinson (Nexus (Networks, Economics, and Urban Systems) Research Group, Department of Civil Engineering, University of Minnesota) |
| Abstract: | The United States spent almost the entire twentieth century climbing Mount Auto. From the 1920s onward, the automobile was the dominant mode of travel for Americans, accumulating more miles per capita than other modes. While the Great Depression slowed the auto’s growth, it did not result in decline. There was a brief downturn during World War II, and a few hiccups in the steady rise of mileage. But the later 2000s and 2010s have seen a sharp downturn in motor vehicle use per capita. This drop is greater than the drop during World War II in absolute terms (though the War saw a drop of twenty-three percent off the pre-war peak, and the 2012 drop is seven percent below 2005). It is complemented by an apparent plateauing in total miles of paved roads since 2008. Within the transportation sector there have been small shifts over the past fifteen years, which cannot explain much of the decline of travel. There are active transportation modes, like walking and biking, which work well for short trips, and certainly have niches they can grow into if land development intensifies and people reorganize their lives to enable them. For instance, I am one of the seven percent of Minneapolitans who walk to work. The numbers are much lower outside core cities, and nationally, at three percent. Transit ridership per capita is up ever so slightly. There are a slew of “new mobility options†which use information technologies to allow travel without owning an automobile, but are not yet visible in the transportation statistics. These include peer-to-peer taxi and ridesharing services and dynamic real-time rental cars. While these are useful in their niches, they likely are not cost-effective enough to be the main transportation mode for the vast majority of the population with the given technology. Today these new mobility options are supplements when the main mode does not solve the job to be done. In the future, that might change. Technologies allow people to do more of the same, and they allow people to do new things. It is easier to predict more of the same than new things. |
| Keywords: | GPS data, non-work trips, land use, axis of travel, destination choice |
| JEL: | L91 O31 O33 R14 R41 R42 |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:nex:wpaper:mountnext&r=all |
| By: | Kai Wang; David Levinson (Nexus (Networks, Economics, and Urban Systems) Research Group, Department of Civil Engineering, University of Minnesota) |
| Abstract: | Using travel diary data from 2000-2001 and 2010-12 this research examines fundamental traffic relationships at the metropolitan level. The results of this paper can help to explain the causes of some traffic phenomena. First, trip numbers on the network in the Minneapolis - St. Paul, Minnesota (Twin Cities) region show a bimodal diurnal pattern, with more trips in the afternoon. This relationship holds for full-time work and for non-work trips, but not part-time work trips. Second, network average speed by time of day can be explained by trip length and cumulative number of vehicles on the road. A clockwise hysteresis loop is found in the Metropolitan Fundamental Diagram in the morning period and a reverse process happens in the afternoon. |
| Keywords: | Macroscopic Fundamental Diagram, Network Fundamental Diagram, Traffic Data, Travel Surveys |
| JEL: | R41 |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:nex:wpaper:mfd&r=all |
| By: | Marina Lagune-Reutler; Andrew Guthrie; Yingling Fan; David Levinson (Nexus (Networks, Economics, and Urban Systems) Research Group, Department of Civil Engineering, University of Minnesota) |
| Abstract: | Reducing the burden of waiting in transit travel is critical to increase the attractiveness of public transportation and encourage people’s shift from automobile mode. Research shows that wait time perception is highly subjective and varies according to various factors such as mode, availability of schedule information or stops amenities. In addition, high-quality environments are known to reduce stress and to encourage walking and biking. Nevertheless, little research exists on the influence of the stops and stations surrounding environment on transit users’ wait time perception. This study aims to respond to this knowledge gap in order to optimize stop localization and micro urban design around stops. The study compares transit users’ actual and estimated wait time at 36 stops and stations offering a mix of environmental situations in the Twin Cities region. A regression analysis is used to explain the variation in riders’ waiting time estimates as a function of their objectively observed waiting times, as well as stop and station surrounding environment characteristics. The results show that, for waits longer than five minutes, the more the environment is polluted and exposed to traffic, the more transit users tend to overestimate their wait time and that, on the contrary, the more mature trees are present the shorter the wait time is perceived. The combination of the three variables indicates that after 5 minutes wait, the presence of trees achieves to compensate the effects of both air pollution and traffic awareness. Policy implications and further research needs are discussed. |
| Keywords: | Public transportation, transit, rail, bus, stop, station, waiting time, time perception, environment, air pollution, traffic, tree, planning, urban design. |
| JEL: | R41 C93 |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:nex:wpaper:trperceptionsenvironment&r=all |
| By: | Alireza Ermagun; David Levinson (Nexus (Networks, Economics, and Urban Systems) Research Group, Department of Civil Engineering, University of Minnesota) |
| Abstract: | This study disentangles the impact of financial and physical dimensions of transit service operators on net transit accessibility for 46 of the 50 largest metropolitan areas in the United States. To investigate this interaction along with the production efficiency of transit agencies, two types of analysis are used: a set of linear and quadratic regressions and a data envelopment analysis. We find that vehicle revenue kilometers and operational expenses play a pivotal role in enhancing the accessibility to jobs by transit. The bivariate linear regression models indicate a 1% increase in operational expenses and vehicle revenue kilometers increase the number of jobs that can be reached within 30 minutes by 0.96 and 0.95%, respectively. The results of the quadratic functional form, also, show transit services may have both increasing and decreasing accessibility returns to scale depending on system size, and the results are sensitive to the model used. Overall, the highest system efficiency (access produced per input) is found in the New York, Washington, and Milwaukee metropolitan areas, while Riverside, Detroit, and Austin perform with the lowest efficiency. |
| Keywords: | Public transit; Accessibility; Envelope of output; Returns to scale; Metropolitan area |
| JEL: | C31 D24 L92 O18 R14 R41 R42 R48 |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:nex:wpaper:accessibilitytransitperformance&r=all |
| By: | James M. Sallee; Sarah West; Wei Fan |
| Abstract: | Debate about the appropriate design of energy policy hinges critically on whether consumers might undervalue energy efficiency, due to myopia or some other manifestation of limited rationality. We contribute to this debate by measuring consumers' willingness to pay for fuel economy using a novel identification strategy and high quality microdata from wholesale used car auctions. We leverage differences in future fuel costs across otherwise identical vehicles that have different current mileage, and therefore different remaining lifetimes. By seeing how price differences across high and low mileage vehicles of different fuel economies change in response to shocks to the price of gasoline, we estimate the relationship between vehicle prices and future fuel costs. Our data suggest that used automobile prices move one for one with changes in present discounted future fuel costs, which implies that consumers fully value fuel economy. |
| JEL: | H23 |
| Date: | 2015–07 |
| URL: | http://d.repec.org/n?u=RePEc:nbr:nberwo:21441&r=all |
| By: | Mengying Cui; David Levinson (Nexus (Networks, Economics, and Urban Systems) Research Group, Department of Civil Engineering, University of Minnesota) |
| Abstract: | Risk severity in transportation network analysis is defined as the effects of a link or network failure on the whole system. Change accessibility (reduction in the number of jobs which can be reached) is used as an integrated indicator to reflect the severity of a link outage. The changes of accessibility before-and-after the removing of a freeway segment from the network represent its risk severity. The analysis in the Minneapolis - St. Paul (Twin Cities) region show that links near downtown Minneapolis have relative higher risk severity than those in rural area. The geographical distribution of links with the highest risk severity displays the property that these links tend to be near or at the intersection of freeways. Risk severity of these links based on the accessibility to jobs and to workers at different time thresholds and during different dayparts are also analyzed in the paper. The research finds that network structure measures: betweenness, straightness and closeness, help explain the severity of loss due to network outage. |
| Keywords: | GPS data, congestion, network structure, accessibility, vulnerability |
| JEL: | R14 R41 R42 |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:nex:wpaper:vulnerability&r=all |
| By: | Vincent Viguié (CIRED - Centre International de Recherche sur l'Environnement et le Développement - EHESS - École des hautes études en sciences sociales - AgroParisTech - CIRAD - Centre de coopération internationale en recherche agronomique pour le développement - École des Ponts ParisTech (ENPC) - CNRS); Stéphane Hallegatte (World Bank - World Bank) |
| Abstract: | In a context of rapid urbanization and energy transition, massive investments will be required to develop efficient public transport networks. Capturing the increase in land value caused by transport infrastructure (for example, through a betterment tax) appears a promising way to finance public transport. However, it is no trivial task, as it is difficult to anticipate the rent creation. This paper uses a simple city model based on urban economic theory to compute the rent created by improvements in public transport infrastructure in Paris, France. To apply in places where models or data are not available, a reduced form of the model is shown to provide acceptable approximations of the rent creation. Simulations confirm that land value capture can finance a significant part of transport investments. The simulations also show that value capture potentials are influenced by what happens in the entire agglomeration. Simultaneous infrastructure investments in different parts of the city play a significant role, as they change overall accessibility patterns. Evolutions taking place in other cities also have a comparable influence. Non-local effects can change the total potential for land value capture and multiply this potential by as much as a factor of two. |
| Date: | 2014–10 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-01136199&r=all |
| By: | Brendan Murphy; David Levinson; Andrew Owen (Nexus (Networks, Economics, and Urban Systems) Research Group, Department of Civil Engineering, University of Minnesota) |
| Abstract: | Non-motorized transportation, particularly including walking and bicycling, are increasingly becoming important modes in modern cities, for reasons including individual and societal wellness, avoiding negative environmental impacts of other modes, and resource availability. Institutions governing development and management of urban areas are increasingly keen to include walking and bicycling in urban planning and engineering; however, proper placement of improvements and treatments depends on the availability of good usage data. This study attempts to predict pedestrian activity at 1123 intersections in the Midwestern, US city of Minneapolis, Minnesota, using scalable and transferable predictive variables such as economic accessibility by sector, betweenness network centrality, and automobile traffic levels. Accessibility to jobs by walking and transit, automobile traffic, and accessibility to certain economic job categories (Education, Finance) were found to be significant predictors of increased pedestrian traffic, while accessibility to other economic job categories (Management, Utilities) were found to be significant predictors of decreased pedestrian traffic. Betweenness centrality was not found to be a significant predictor of pedestrian traffic, however the specific calculation methodology can be further tailored to reflect real-world pedestrian use-cases in urban areas. Accessibility-based analysis may provide city planners and engineers with an additional tool to predict pedestrian and bicycle traffic where counts may be difficult to obtain, or otherwise unavailable. |
| Keywords: | safety, walking, safety-in-numbers, crashes, traffic counts, network structure, accessibility |
| JEL: | J21 R14 R41 R42 |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:nex:wpaper:pedestrianactivity&r=all |
| By: | Josep-Maria Salanova Grau (Hellenic Institute or Transport - Center of Research and Technologie Hellas); 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: | This paper proposes a comparison between two fast heuristic algorithms to solve a multi-carrier 2E-VRP in city logistics, under realistic conditions. We propose a cluster-first route second algorithm to compare the performance of two route construction and post-optimization algorithms on real-size test cases. The clustering phase is made by a seep algorithm, which defines the number of used vehicles and assigns a set of customers to it. Then, for each cluster, which represents a vehicle, we build a min-cost route by the two following methods. The first is a semi-greedy algorithm. The second is a genetic algorithm that includes post-optimization at the level of each route. In this work we make the route construction and post-optimization without any possible exchange of the routes to guaranty a pertinent comparison between both algorithms. After presenting both approaches, we apply them, first to classical 2E-CVRP instances to state on the algorithm capabilities, then on real-size instances to compare them. Computational results are presented and discussed. Finally, practical implications are addressed. |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:halshs-01176134&r=all |
| By: | Mengying Cui; David Levinson (Nexus (Networks, Economics, and Urban Systems) Research Group, Department of Civil Engineering, University of Minnesota) |
| Abstract: | This study measures the variability of job accessibility via automobile for the Minneapolis-St. Paul region. The accessibility analysis uses cumulative opportunity measures. The travel times on the network are tested at various level (10th percentile speed, 50th percentile speed, 90th percentile speed) using the TomTom speed data for 2010. It is shown that accessibility varies widely day-to-day as travel speeds on the network vary. Some parts of the region (a ring around the core) have more volatility in accessibility (and are thus less reliable) than others. |
| Keywords: | GPS data, congestion, network structure, accessibility, reliability |
| JEL: | R14 R41 R42 |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:nex:wpaper:unreliability&r=all |
| By: | Jessica Schoner; Greg Lindsey; David Levinson (Nexus (Networks, Economics, and Urban Systems) Research Group, Department of Civil Engineering, University of Minnesota) |
| Abstract: | This paper presents new evidence about the role of bike share systems in travel behavior using a diffusion of innovation framework. We hypothesize that bike share systems have a contagion or spillover effect on (ð»1) propensity to start using the system and (ð»2) propensity to bicycle among the general population. We test the first hypothesis by modeling membership growth as a function of both system expansion and the existing membership base. We test the second hypothesis by using bike share activity levels near one’s home in a model of household-level bicycle participation and trip frequency. Our study shows mixed results. Bike share membership growth appears to be driven, in a small part, by a contagion effect of existing bike share members nearby. However, we did not identify a significant relationship between proximity to bike share and cycling participation or frequency among the general population. The findings hold implications for marketing, infrastructure investments, and future research about bike share innovation diffusion and spillover effects. |
| Keywords: | Bike Share; Diffusion of Innovation; Travel Behavior |
| JEL: | O33 L91 R14 R41 R42 |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:nex:wpaper:bicyclingcontagious&r=all |
| By: | Jianhong WU |
| Abstract: | China has suffered railway capacity constraints for more than several decades and the need for a large increase in rail capacity has been viewed as the primary challenge. The former Chinese Ministry of Railways believed that building a national wide high speed railway (HSR) network was the most efficient solution to China’s rail capacity problems. By 2012, 9 000 km of HSR line has been completed which accounted more than half of the total in the World and the other 9 000 km HSR line is either under construction or in the planning stage. This paper attempts to discuss the initial operational, financial and economic result of such a large scale HSR investment in China where the establishment of an appraisal system for a HSR project is still underway and the public data in need are not available. Based on some trial studies carried out on several HSR projects, however, the paper shows that except for a limited amount of HSR projects in the most developed areas of the country, the initial financial and economic performance of most HSR lines are generally much poorer than expected. The scale of investment seems to be difficult to justify, given that investment in HSR lines is very expensive, especially for those with design speed of 350 km/h, and the high level of debt funding. Moreover the values of time of the ordinary Chinese are still low by European standards. For a developing country planning HSR projects, one lesson that can be learnt from China is that it would be ideal if a comprehensive appraisal can be taken into account before investing in HSR. Such appraisal includes examination of different options for technical and operational standards, timing of investment, construction scale and pace, train operational scheme and service level, pricing and regional development policy (political consideration). At the very least, a step by step development strategy should be adopted to cope with the huge uncertainties and risks. |
| Date: | 2013–12–19 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2013/28-en&r=all |
| By: | David Starkie; George YARROW |
| Abstract: | The extent to which firms face price-elastic demands for their products is important in the application of competition law and in judgments made as to whether they have significant market power. In the context of the airport industry, assessing price-elasticities is complicated by the fact that one major type of consumer of airport services, the air passenger, is not charged directly for use of terminals and airside infrastructure. Instead, the airport derives its revenues from charges to airlines and from the supply of non-aeronautical services. The charges to airlines then become one of many input costs that the airlines recoup from passenger fares, and this intermediation has significant implications for the demand analysis. |
| Date: | 2013–12–05 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2013/23-en&r=all |
| By: | Yves Crozet |
| Abstract: | France embarked on high-speed rail travel almost 40 years ago. Today it carries more passengers by far on its high-speed trains than any other European country. Regarded as something of a niche activity initially, high-speed rail has become a national priority in France as evidenced by its 1 900-km network of high-speed lines (LGV). The lines currently under construction will bring this total to 2 600 by 2017. |
| Date: | 2013–12–13 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2013/26-en&r=all |
| 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 - Institut national de la recherche agronomique (INRA), Department of Economics, Ecole Polytechnique - CNRS - Polytechnique - X); Jean-Pierre Ponssard (CNRS, Department of Economics, Ecole Polytechnique - CNRS - Polytechnique - X) |
| Abstract: | This study develops a consistent framework to compare FCEV with gasoline ICE (ignition combustion engine) and applies this framework to the German market over the period 2015-2050. As such it provides for: - The formulation of a proper cost benefit analysis, including the definition of the abatement cost for the hydrogen technology; - The simulation of the results under various technological and cost assumptions; - The identification of the major conceptual issues to facilitate analytical developments. The sources used in the analysis are based on an update of previous industry studies. The main conclusion is that FCEV could be a socially beneficial alternative for decarbonizing part of the projected German car park at the horizon 2050. The corresponding abatement cost would fall in the range of 50 €/t CO2 to 60 €/t CO2. This range is higher than the current estimate for the normative cost of carbon as expressed in Quinet (2009 and 2013), which is around 30€/t in 2015. Still the gap is not out of hand. We identify the market and cost conditions that would shorten the gap. The methodology used in this study could be expanded to integrate two pending issues noted in the literature for the successful deployment of FCEV: - Making the deployment for FCEV endogenous and depending on the public and private instruments that could induce the decreasing of costs and the acceptance of the FCEV technology by consumers. - Designing an appropriate institutional framework to promote cooperation for manufacturing FCEV, producing carbon free H2 and investing in the distribution of H2. The initial sunk costs necessary for investment cannot be recouped through pure market equilibrium behavior. This study already provides an order of magnitude to quantify these issues. |
| Date: | 2015–02 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:hal-01116997&r=all |
| By: | Alireza Ermagun; David Levinson (Nexus (Networks, Economics, and Urban Systems) Research Group, Department of Civil Engineering, University of Minnesota) |
| Abstract: | This paper tests a group decision-making model with altruism to examine the school travel behavior of schoolchildren aged between 6 and 18 years in the Minneapolis-St. Paul metropolitan area. The school trip information of 1,737 two-parent families with a schoolchild is extracted from Travel Behavior Inventory data collected by the Metropolitan Council between the Fall 2010 and Spring 2012. The proposed model has four distinctive characteristics compared with traditional developed models in the field of school travel behavior including: (1) considering the schoolchild explicitly in the model, (2) allowing for bargaining or negotiation within households, (3) quantifying the intra-household interaction among family members, and (4) determining the decision weight function for household members. This framework also covers a household with three members, namely, a father, a mother, and a schoolchild, while unlike other studies is not limited to dual-worker families. To test the hypotheses, we developed two models with and without the group-decision approach. Further, the models are separately developed for different age groups, namely schoolchildren aged between 6-12 and 12-18 years. This study considered at a wide range of variables such as work status of parents, age and gender of students, mode of travel, and distance to school. The findings of this study demonstrate that the elasticities of two modeling approaches are different not only in the value, but in the sign in some cases. In more than 90 percent of the cases, further, the unitary household model overestimates the results. More precisely, the elasticities of unitary household model are as large as 2 times more than that of the group-decision model in 25 percent of cases. This is a direct consequence of model misspecification that misleads both long-term and short-term policies where the intra-household bargaining and interaction is overlooked in travel behavior models. |
| Keywords: | school trips, bargaining, household choice |
| JEL: | C35 D12 J13 R14 R41 R42 R53 |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:nex:wpaper:groupdecision&r=all |
| By: | Christopher NASH |
| Abstract: | High speed rail (HSR) is usually regarded as services operating at 250 kmph or more, and these invariably require construction of new purpose-built lines. According to the International Union of Railways (UIC), by 2012, a total of 13 000km of such lines had been built worldwide, half in Europe and half in Asia. China had the largest network at 3 426km, whilst Japan, France and Spain all had over 2 000km. There are plans for a further major expansion, with the European Commission calling for a trebling of the kilometrage in Europe by 2030.Yet high speed rail is an enormous investment, with a typical 500km line costing 6-12Bn euros in 2004 prices (Euros 12-24 Bn per km) (de Rus and Nash, 2009). It is necessary to consider very carefully in what circumstances such an outlay is justified. |
| Date: | 2013–12–13 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2013/25-en&r=all |
| By: | Gordon WILMSMEIER |
| Abstract: | This paper, predominantly on the challenges for port development, in some important sense cannot help but also be about the deeper phenomena of structural change in the maritime industry and geographical shift. The main objective is to analyse the evolution of symptoms of change in the liner shipping industry within South America and more particularly on the West Coast, as these changes are direct drivers of port infrastructure and port system development, which is both economically interesting and a matter of serious policy significance in its own right. |
| Date: | 2013–11–05 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2013/22-en&r=all |
| By: | Adèle Martin (DRM - Dauphine Recherches en Management - CNRS - Université Paris IX - Paris Dauphine); Denis Darpy (DRM - Dauphine Recherches en Management - CNRS - Université Paris IX - Paris Dauphine) |
| Abstract: | Amongst the collaborative consumptions arising nowadays, sharing is one of the most widespread systems. Sharing traditionally owned objects such as cars has certainly affected the consumer-‐possessions relationship. This paper shows the role of design in both identity and brand community building, in the context of carsharing. The carsharing system Autolib in Paris is the research field of this paper. Data from the interviews is analysed through a grounded theory method. Consistent, homogenous and peculiar car design helps a personal appropriation of a shared car by its users. In addition some design elements contribute to brand community development, mostly by creating shared rituals. |
| Date: | 2014–09–02 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-01139018&r=all |
| By: | Marko Kryvobokov (LET - Laboratoire d'économie des transports - CNRS - UL2 - Université Lumière - Lyon 2 - École Nationale des Travaux Publics de l'État [ENTPE]); Louafi Bouzouina (LET - Laboratoire d'économie des transports - CNRS - UL2 - Université Lumière - Lyon 2 - École Nationale des Travaux Publics de l'État [ENTPE]) |
| Abstract: | The hypothesis that different income groups have different willingness to pay for accessibility to the city centre is based on the standard monocentric model. This hypothesis is empirically tested with accessibility attributes in a hedonic model of apartment prices in the suburbs of the city of Lyon, France. The conditions of residential segregation are described, and apartment prices in the poor and the rich suburbs are analysed with regression techniques. Travel times to two urban centres are accounted for, as well as centrality and accessibility integral indexes. We found that in the selected areas the hypothesis is true. Spatial differences between the estimates for accessibility measures are significant. In more socially problematic areas, the willingness to pay for better accessibility is higher. |
| Date: | 2014 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:halshs-01082820&r=all |
| By: | Okitonyumbe Y.F., Joseph; Ulungu, Berthold E.-L.; Kapiamba Nt., Joel |
| Abstract: | Abstract Solving a classical vehicle routing problem (VRP) by exact methods presents many difficulties for large dimension problem. Consequently, in multi-objective framework, heuristic or metaheuristic methods are required. Due to particular VRP structure, it seems that a dedicated heuristic is more suitable than a metaheuristic. The aim of this article is to collapse different heuristics solving classical VRP and adapt them for to solve the multi-objective vehicle routing problem (MOVRP). The so-called Cobweb Algorithm simulates spider’s behavior when weaving cobweb. This paper presents the algorithm, a didactic example, concluding remarks and way for further researches. |
| Keywords: | Keywords: Savings, Cobweb, Heuristics, Multiobjective, Vehicle Routing Problem. |
| JEL: | C61 |
| Date: | 2015–07–11 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:66121&r=all |
| By: | R. Patuelli; P. Nijkamp |
| Abstract: | Over the past decades, leisure travel has become increasingly popular in older segments of the world population, as a consequence of global factors such as a rise in life expectancy, improved health conditions, a higher disposable income, and increased availability of discretionary time in retirement age. Consequently, researchers have become more interested in studying the motivations for travel of seniors. A number of questions may be raised or have been addressed in the recent past: What are the main factors explaining the travelling choices of seniors? Are their travel motivations different from the ones of the younger population, which have been widely studied in the past? Are geographical differences in terms of motivations comparable between different age groups? Why is senior tourism a topic of particular interest with regard to Asia? In order to answer such questions, in this paper we provide a review of the literature on the travel motivations of seniors. On the basis of 29 articles published on the topic, we provide a qualitative and meta-analytic assessment of past findings, by investigating the dimensions of travel motivations most frequently employed in past seniors surveys. Finally, we discuss a research agenda for further analysis of senior travel motivations and for the integration of this branch of travel research within a wider framework. |
| JEL: | C35 L83 |
| Date: | 2015–08 |
| URL: | http://d.repec.org/n?u=RePEc:bol:bodewp:wp1021&r=all |
| By: | 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 note explains how the Swiss railway reform had succeeded to introduce good results both for taxpayers and for travelers. Unlike the European Commission pattern, this reform does not promote competition. |
| Date: | 2014 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:halshs-01077052&r=all |
| By: | Juan Vera (RENAULT); Camila Freitas Salgueiredo (CGS - Centre de Gestion Scientifique - MINES ParisTech - École nationale supérieure des mines de Paris, ISIR - Institut des Systèmes Intelligents et de Robotique - UPMC - Université Pierre et Marie Curie - Paris 6 - CNRS); Sophie Hooge (CGS - Centre de Gestion Scientifique - MINES ParisTech - École nationale supérieure des mines de Paris); Milena Klasing Chen (CGS - Centre de Gestion Scientifique - MINES ParisTech - École nationale supérieure des mines de Paris) |
| Abstract: | Radical innovation is becoming essential to insure firms stay competitive. Nevertheless, R&D departments struggle to achieve systematic innovation processes. The management of an innovation field requires adapted tools to the diversity, broadness and flexibility of the generation of innovative ideas. To face this challenge, we propose the use of a set of visual tools. These allow the abstraction of three fundamental innovation field dimensions: 1) the nonlinearity of the ideation process; 2) the degree of maturity of a technology and 3) the stakeholder diversity of an ecosystem. We propose an Innovation Map, a synthetic tool grouping several visual representations that allow describing these three dimensions of an innovation field. Having all aspects simultaneously described by a tool is enriching since it makes it possible for the visual representations to complement each other. This managerial tool was applied inside Renault, in the automobile sector, for the mapping of the electric vehicle charging, a strategic field in electric mobility. We tested the tool with several internal R&D stakeholders of the innovation field having different profiles and responsibilities. They perceived the Innovation Map as a useful tool to point out and share various strategic aspects of an innovation field, as well as establishing potential partnerships. This collaborative research is a first step towards the establishment of a visual language framework that managers can apply to communicate, organize and understand an innovation field. |
| Date: | 2015–04–30 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:hal-01154158&r=all |