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on Transport Economics |
| By: | Diana Marcela Escandon Barbosa (Faculty of Economics and Management, Pontificia Universidad Javeriana Cali) |
| Abstract: | The election of a country destination to export is one of the problems with greater interest within the field of internationalization of companies. Companies seek to minimize labor costs, transport, tariff and other issues affecting their choice. However, transportation costs and logistics becomes in a key aspect in the enterprise competitiveness for access to international markets. Therefore, from the application of a survey of 319 exporting companies in Colombia a model of neural networks is performed to measure as factors affecting export performance variables such as efficiency in the process of customs clearance and other border agencies, ease and affordability of international shipping, transport infrastructure and technologies adequate, level of competence of the local logistics industry, ability to track and trace consignments and timely deliveries destination. Among the main findings is that the level of competence of the local logistics industry manages to be the most important variable for export performance in Colombian companies because they can improve pricing systems and the existence of lower export costs. |
| Keywords: | International transport, Export Performance, Logistics |
| JEL: | F14 M16 |
| Date: | 2015–09 |
| URL: | http://d.repec.org/n?u=RePEc:ddt:wpaper:15&r=all |
| By: | Olaf Merk |
| Abstract: | Shipping could – in one way - be considered a relatively clean transport mode. This is particularly the case if one takes the angle of emissions per tonne-kilometre. Typical ranges of CO2 efficiencies of ships are between 0 and 60 grams per tonne-kilometre, this range is 20-120 for rail transport and 80-180 for road transport (IMO 2009). There is considerable variety between vessel types and CO2 efficiency generally increases with vessel size; e.g. CO2 emissions per tonne-km (in grams per year) for a container feeder ship (with capacity up to 500 TEU) were 31.6, three times higher than the emissions for Post Panamax container ships, with a capacity larger than 4,400 TEU (Psaraftis and Kontovas, 2008). This difference is even larger for dry bulk ships, with a difference of more than a factor 10 between the smallest vessels (up to 5000 dwt) and capsize vessels (> 120,000 dwt). |
| Date: | 2014–12 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2014/20-en&r=all |
| By: | Jari Kauppila |
| Abstract: | The share of bus transport of total passenger transport (as a percentage of total inland passenger-kilometres) is slightly above EU average in Finland. Buses account for around 10% of total passenger transport, compared with the EU average of 9% in 2011. The share of rail in total passenger transport, in turn, was 5% in 2011, below the EU average of 7%. Over 590 million passengers used public transport services in Finland in 2011. Buses carried nearly 60% of total number of passengers. However, in passenger-kilometres buses accounted for 41% of the total 11718 million passenger-km, while railways accounted for 34%. |
| Date: | 2015–03 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2015/10-en&r=all |
| By: | Christophe Saroli |
| Abstract: | Improving mobility is a major issue in sparsely populated areas. The low population density in these localities often means that longer journeys are required to access services, carry out everyday activities or maintain social links. Whole sections of the population – in particular older people, young people, stay-at-home parents in single-car households, and seasonal workers – are effectively handicapped in mobility terms by inadequate public transport provision and an overdependence on people who have cars. |
| Date: | 2015–03 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2015/9-en&r=all |
| By: | Aimée Aguilar Jaber; Daniela Glocker |
| Abstract: | Private motorised vehicles account today for 90% of total surface transport1 CO2 emissions. Car fleets are growing rapidly in many cities in the developing world, where population and income growth will be concentrated in the coming decades. For example, whilst urban agglomerations with more than 500 000 inhabitants in Latin America, India and China currently account for only about 9% of total global CO2 emissions from motorised passenger surface transport, this share is likely to grow to 20% in the next 40 years. This means that 40% of the total global growth in CO2 emissions related to surface passenger transport will be generated in these cities (ITF, 2015). |
| Date: | 2015–05 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2015/17-en&r=all |
| By: | Dejan Makovsek; Stephen Perkins; Bjorn Hasselgren |
| Abstract: | The use of public private partnerships (PPPs) for investment in transport infrastructure has a long history, spreading rapidly in Latin America in the 1980s and in the 1990s in the UK. There are many forms of PPP, ranging from the project finance type (e.g. Design, Build, Finance, Maintain, Operate (DBFMO) contracts) to concessions with economic regulation, with the line between partnership and outright privatisation somewhat blurred. PPPs sought to bring efficiency incentives from private sector management into network industries (power transmission, water supply, road and rail infrastructure provision) that bear the hallmarks of natural monopoly and were traditionally managed by the state in many places. |
| Date: | 2014–12 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2014/25-en&r=all |
| By: | Johan Fourie and Alfonso Herranz-Loncan |
| Abstract: | The railway played a large part in late nineteenth century and early twentieth century globalization since, to benefit from the international economy, peripheral countries needed cheap inland transport. This paper discusses how the railway transformed the economy of South Africa’s Cape Colony during the first era of globalization. A very large share of the Colony’s GDP came from rail transport – its resource saving effect was one of the highest in the world at that time. We estimate that 46 to 51% of the Colony’s increase in labor productivity between 1873 and 1905 came directly from the railway, whether from investment in the rail network or from savings in transport costs. We argue that it was the boom in diamond production, necessitating the building of the railway to connect the Kimberley diamond fields with the international economy, that weighted the Colony’s economy so heavily towards the rail transport sector. The railway not only boosted the Colony’s growth, it also re-shaped its economic geography, organizing it around the railway lines that connected the diamond mines with the ports. Areas not served by the railway missed out on the benefits of globalization. As these areas were mostly populated by blacks, the railway helped to create a dual economy with a racial social divide and was later instrumental in creating black ‘homelands’ and establishing the apartheid institutions. |
| Keywords: | railways, Cape Colony, South Africa, social savings, economic geography, segregation |
| JEL: | N4 H4 O1 |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:rza:wpaper:538&r=all |
| By: | Olaf Merk; Theo Notteboom |
| Abstract: | The competitiveness of a seaport depends on the extent the cargo handled in the port can reach its hinterland destination (e.g. Acciaro & McKinnon, 2013). The importance of hinterland connections has been recognised as one of the most critical issues in port competitiveness and development in most ports around the world. Upgrading of facilities and equipment, privatization of port operations and increased sophistication of berth planning have resulted in drastic reduction of ship turnaround times over the last decade. The smoothness of port-hinterland connections has not followed at the same pace. Increasing ship vessel size – and the related emergence of maritime hubs and spokes – will only exacerbate the bottlenecks related to port hinterland connectivity. One of the main issues related to the development of adequate hinterland connections in ports is the need to coordinate multiple actors often with conflicting mandates that constitute the mêlée of private and public institutions governing port hinterland infrastructure development. |
| Date: | 2015–05 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2015/13-en&r=all |
| By: | Claudio Ferrari; Alessio Tei; Olaf Merk |
| Abstract: | Italian ports handled approximately 460 million tonnes of cargo in 2012 according to the last statistical report of the Italian Association of Port Authorities1 (Assoporti, 2014). This is more or less the same amount as the port of Rotterdam alone. The cargo handled at the port of Antwerp – the second largest port in Europe – was equivalent to the amount of the biggest five Italian ports. This picture is illustrative of the current Italian port situation in which 24 Port Authorities (PAs), established by the port law (nr. 84/1994), are considered main national gateways even if most of them are only small ports compared to the main international competitors. Only four out of the 24 PAs surpassed the 30 million tonnes in 2012 and only 2 of them (Genoa and Trieste) have frequently handled more than 50 million tonnes in the last years. On the other hand, in 2012 passenger transit accounted for almost 40 million passengers, due to the role of home ports of some harbours in the cruise sector and few ferry terminals – mainly involved in the traffic to/from the islands – that make the National passenger statistics comparable with the main European competitors. Figure 1 shows the location of the Italian Port Authorities. |
| Date: | 2015–01 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2015/1-en&r=all |
| By: | Thanos PALLIS |
| Abstract: | Cruise shipping has first established as the transportation of pleasure-seeking upper class travellers on seagoing vessels offering one or more ports of call in the United States and the Caribbean. Today this is a highly efficient global business. Modern specialised ships – radically different from cargo vessels – the use of an increasing number of cruise ports of call and turnaround ports so as to provide their customers excellent in-port and destination experiences, and convenient departures from proximal embarkation cities being fundamental tenets of the industry. |
| Date: | 2015–05 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2015/14-en&r=all |
| By: | Peter White |
| Abstract: | In drawing lessons from experience in the United Kingdom, it is useful to firstly examine some of the overall differences between the UK and Finland, both in respect of aggregate statistics and structure of the public transport system. The following statistics indicate the main comparisons. In many respects the main indicators are very similar (GDP in PPP terms, overall modal split, car ownership levels), with the very striking difference in population density, that for Finland being less than one tenth of the UK figure. In these circumstances it is not surprising that car ownership per head is somewhat higher (by 18.2%), and likewise total distance travelled per person (by 17.6%). An implication of these contrasts is that even areas regarded as ‘low density’ within the UK might not be classified as ‘low density’ by Finnish standards, and this may affect transferability of results. |
| Date: | 2015–03 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2015/7-en&r=all |
| By: | Gunnar Lindberg; Lasse Fridstrøm |
| Abstract: | An increase in the market share of electric vehicles is one possible policy strategy for greenhouse gas (GHG) abatement. Many governments have introduced schemes to increase the market uptake – fiscal incentives, subsidies and various regulatory policies such as support for charging stations, free parking facilities or access to restricted road lanes as well as R&D funding. A number of partial studies do exist, but the comprehensive comparative study on the effect of these different incentives has yet to be done. Based on the experience until today it is, however, possible to explore the policy options. |
| Date: | 2015–05 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2015/16-en&r=all |
| By: | Merethe Dotterud Leiren; Kare Skollerud |
| Abstract: | Norway and Finland share several commonalities, being Nordic democracies with a population of 5.1 and 5.5 million and large rural areas. With decreasing population in rural areas, given aging and structural changes in society, both countries face challenges in trying to keep the costs of passenger transport services down while ensuring an adequate standard of service nationwide. Grappling with similar issues, experiences and information about different policies in Norway may provide useful information to the Finnish Government. This contribution therefore provides some insights into public transport provision in rural and depopulated areas in Norway, how the public authorities have attempted to solve efficiency issues while maintaining good quality services and related experiences sparsely populated rural areas. It includes aspects concerning the market of transport providers, user needs and political barriers of reform. In both Finland and Norway there are many different authorities that are responsible for the administration, procurement and planning of various passenger transport services. In both countries there are concerns with increasing costs and certain public authorities are interested in using coordination among different organisations in order to exploit potential savings, while retaining an adequate level of public services, also in rural areas. This working document includes references to Denmark, as certain Danish municipalities have coordinated their special transport services to a larger extent than in for example Norway. |
| Date: | 2015–03 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2015/8-en&r=all |
| By: | Andrew S.J. Smith; Christopher NASH |
| Abstract: | In this paper we first consider alternative measures of efficiency. We explain why simple partial productivity measures are inadequate as the basis of overall measures of efficiency, and outline two alternative approaches. The first is technical efficiency – the degree to which output is maximised for a given level of inputs (or conversely inputs are minimised for a given output) – and the second is cost efficiency, the degree to which costs are minimised for a given level of output. Cost efficiency implies technical efficiency but also allocative efficiency – choosing a cost minimising mix of inputs. We explain why we prefer to measure cost efficiency, both in terms of what governments and regulators are interested in and in terms of practical data problems. We then examine applications of cost function analysis to two areas. The first is rail privatisation in Britain. British experience has seen a large increase in traffic, but also a similar increase in costs. We review attempts to understand and explain both the increase in passenger train operating cost and infrastructure cost using cost function analysis. The second is European rail reform. Countries in Europe have adopted a wide variety of approaches to rail reform, and studies using a mix of European and other countries should be able to shed light on the important question of what works best in different circumstances. Finally we consider how efficiency analysis techniques need to develop in future to address current weaknesses and tackle new challenges. |
| Date: | 2014–12 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2014/22-en&r=all |
| By: | Stergios Tampekis (Department of Planning and Regional Development, University of Thessaly); Fani Samara (Department of Planning and Regional Development, University of Thessaly); Stavros Sakellariou (Department of Planning and Regional Development, University of Thessaly); Athanassios Sfougaris (Department of Agriculture Crop Production and Rural Environment, University of Thessaly); Olga Christopoulou (Department of Planning and Regional Development, University of Thessaly) |
| Abstract: | Sustainable management of forest resources can only be achieved through a well-organized road network compatible with the natural environment. This paper describes a method for forest road network planning and the environmental impact assessment based on Spatial Multi-Criteria Evaluation (SMCE) at the Island of Thassos, Greece. Data analysis and its presentation are achieved through a spatial decision support system using multi-criteria evaluation (MCE) with the contribution of Geographic Information Systems (GIS). In this paper we present the assessment of: the forest’s opening up percentage, the forest road density, the applied skidding means (with either the use of tractors or the cable logging systems in wood skidding), the timber skidding direction, the traffic load and truck type, the distance between forest roads and streams, the distance between forest roads and the forest boundaries and if the forest roads come through unstable soils. With the assessment of the above factors we can evaluate the intensity of forest roads’ environmental impacts. The Multi-Criteria Evaluation which is recommended and described at this study provides a powerful and easy to use implement in order to combine cartographic models and other image data and to define solutions to unstructured, as well as semi-structured, problems. It can also be used in order to minimize and evaluate the environmental impacts of forest roads planning. |
| Keywords: | forest road network planning, environmental impact assessment, spatial multi-criteria evaluation, GIS |
| JEL: | Q01 Q23 Q56 |
| URL: | http://d.repec.org/n?u=RePEc:sek:iacpro:2805248&r=all |
| By: | Andrea Bonilla Bolaños (Université de Lyon, Lyon, F-69007, France ; CNRS, GATE Lyon Saint-Etienne, Ecully, F-69130, France; Université Lyon 2, Lyon, F-69007, France) |
| Abstract: | This paper studies how the public provision of transportation infrastructure impact output convergence and trade integration in a two-country dynamic general equilibrium model in which the transportation cost between countries is endogenously determined by the stock of public infrastructure in both countries. Because of its particular conception, the so-called « Initiative for the Integration of Regional Infrastructure in South America (IIRSA) » serves as the case study. Data from Argentina and Brazil is thus used to solve the model. Two main results emerge. First, increasing public investment in infrastructure provides an impetus to commercial integration but does not necessarily generate output convergence. Second, the model shows that the only way for the two countries to achieve output convergence (in a winwin economic growth scenario) is to coordinate their increments on public infrastructure, as proposed by IIRSA. |
| Keywords: | catch up policy, convergence, economic integration, infrastructure integration, IIRSA, South America, steady state |
| JEL: | C61 F11 F42 O54 |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:gat:wpaper:1521&r=all |
| By: | Shaun Larcom; Ferdinand Rauch; Tim Willems |
| Abstract: | We estimate that a significant fraction of commuters on the London underground do not travel their optimal route. Consequently, a tube strike (which forced many commuters to experiment with new routes) taught commuters about the existence of superior journeys, bringing about lasting changes in behaviour. This effect is stronger for commuters who live in areas where the tube map is more distorted, thereby pointing towards the importance of informational imperfections. We argue that the information produced by the strike improved network-efficiency. Search costs are unlikely to explain the suboptimal behaviour. Instead, individuals seem to under-experiment in normal times, as a result of which constraints can be welfare-improving |
| Keywords: | Experimentation; learning; optimization; rationality; search |
| JEL: | D83 L91 R41 |
| Date: | 2015–09 |
| URL: | http://d.repec.org/n?u=RePEc:ehl:lserod:63832&r=all |
| By: | Louis S. Thompson; Heiner Bente |
| Abstract: | Assessing railway efficiency is complex for a number of reasons. Railways produce a wide range of outputs including passenger service, freight service and, in some cases, separated infrastructure access services. Railways that differ in scale or in the mix of these services inherently differ in their apparent “efficiency.” Railway data sets, though probably more detailed than in other modes, are fraught with issues of quality, consistency and cost and asset allocation. Assessing “efficiency” necessarily requires both cross-sectional indices to put each railway into proper context and time series data to show changes in performance over time in response to changes in the railway’s economic and policy environment. This paper assembles a wide database of railway data relating to operating scale and various indices of performance over the period of 1970 to 2011. We show, as expected, that railways differ widely in scale and mix of services, which may partly explain differences in ranking by performance indices. We show also that railway performance has changed greatly over time and that, in some cases, changes in performance can at least partly be attributed to reforms in structure, ownership and management incentives. |
| Date: | 2014–11 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2014/23-en&r=all |
| By: | Xiaowen Fu; Tae H. Oum |
| Abstract: | Numerous studies on the aviation industry have confirmed that significant benefits can be brought by liberalizing the international market. After a comprehensive review of the recent studies on this issue, Fu and Oum (2014) concluded that there is strong evidence that liberalisation introduces substantial economic benefits to the countries involved. In the airline industry, liberalisation has led to increased airline competition, decreased average fares, increased frequency, improved load factor and airline productivity, increased traffic volumes and new route services. These changes not only lead to higher employment and economic output in the aviation industry, but also provide better inputs to other related sectors such as tourism, trade and logistics. Yet despite such well recognized benefits, mostly developed countries have liberalised their air service agreements, notably the United States followed by the EU. As of 2003, 57 liberalisation agreements out of 87 involved the U.S. As of October 2012, over 400 liberalized agreements were reached among 145 economies, among which more than 100 were U.S. open-skies agreements (ICAO 2013). In most other markets, air liberalisation has made limited progress over the past decades, even in regions characterized with strong economic and international trade growth. |
| Date: | 2015–01 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2015/3-en&r=all |
| By: | OECD |
| Abstract: | With over one billion international tourist arrivals per year, forecast to rise to 1.5 billion per year by 2020, transport is an essential component of the tourism system. Transport connects tourism generating regions (both domestic and international) to destinations, and facilitates the internal movement of visitors between attractions, accommodation, and commercial services. The location, capacity, efficiency and connectivity of transport can therefore play a significant role in how a destination develops, significantly influencing the mobility of visitors and the connectivity of tourist experiences within destinations. At the same time the growing number of travellers creates numerous challenges in terms of transport infrastructure and capacity, border crossing, intermodality, information for travellers and inter-operability of technologies with tourism service providers. |
| Date: | 2015–05 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2015/15-en&r=all |
| By: | Tom Worsley |
| Abstract: | Ex-post evaluation can be used to serve multiple purposes at the core of which is the improvement of ex-ante analysis: - It can help policy-makers better identify the kinds of projects that work best in certain situations; - It can identify the effect of concurrent non-transportation investments and their interaction with transportation investments; - It can contribute to establishing the time frames in which we expect to see economic impacts materialize, thereby helping to set realistic expectations for the effect of investments and economic development; - We can make use of findings of ex-post assessments to support communication with the public, improve the information provided, and support consensus-building efforts |
| Date: | 2014–09 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2014/19-en&r=all |
| By: | Bell , Clive; van Dillen , Susanne |
| Abstract: | This paper investigates the effects of India’s rural roads program (PMGSY) on morbidity, using data on 279 households drawn from 30 villages in a region of upland Orissa. The households were surveyed in 2010 and 2013, yielding an unbalanced panel of 1580 individuals, 1076 of whom were present in both years. Ten villages had received a direct all-weather road connection by 2013. Treating the village as a unit within the whole road network, the provision of a connection, whether direct or in the neighbourhood, is estimated to have reduced an inhabitant’s probability of falling sick by an estimated 3.6 percentage points, and the expected duration of incapacitating illness by 0.46 days, for each km. of unpaved track so replaced. |
| Keywords: | Rural roads; morbidity; India |
| Date: | 2015–10–02 |
| URL: | http://d.repec.org/n?u=RePEc:awi:wpaper:0602&r=all |
| By: | Alan Khee; Jin Tan |
| Abstract: | In February 2014, transport officials from the European Union (E.U.) and the Association of Southeast Asian Nations (ASEAN) met on the sidelines of the Singapore Airshow to discuss a possible comprehensive air transport agreement between both sides. At the meeting’s conclusion, the ASEAN states invited the European Commission to launch the internal processes necessary to secure a mandate to commence negotiations on an agreement. In particular, ASEAN welcomed Vice President of the European Commission and Commissioner for Transport Siim Kallas’ statement that he would propose to the Commission to seek authorization from the Council of the European Union to start negotiations (E.U.-ASEAN Joint Declaration, 2014). |
| Date: | 2015–01 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2015/2-en&r=all |
| By: | Dejan Makovsek; Vincent Benezech; Stephen Perkins |
| Abstract: | The ITF has produced a series of reports and discussion papers addressing the interrelated issues of railway structure and performance; see for example Beck et al. (2013), Thompson (2013), ECMT (2007) and, Thompson (2007). The academic literature on this subject is also significant, with good examples in Mizutani et al (2014), Nash et al. (2013), Van de Velde et al. (2012) and Kirchner (2002, 2004, 2007 and 2011). All of these studies have confronted the question of how to measure the performance, or efficiency, of railways both in the sense of how one railway compares with others (cross-section) and how railways have changed as a result of policy interventions (time-series). The purpose of the roundtable discussions was to revisit the issue of how to define and measure efficiency at the proper level of detail and with reasonably available data so that policy makers can benchmark the performance of their railways, evaluate the impact of past changes in railway structure, ownership or regulation and assess the likely outcome of future initiatives. The challenge is inherent in the phrases “proper level of detail” and “reasonably available data”. |
| Date: | 2015–05 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2015/12-en&r=all |
| By: | Guillaume Burghouwt; Pablo Mendes De Leon; Jaap De Wit |
| Abstract: | The stepwise liberalisation of the EU internal aviation market resulted in 1993 in an open internal market that generated a series of supply side responses, which are partly comparable with the changes demonstrated in the deregulated US domestic air transport market. However, the starting point was quite different between these two markets. For example, until the deregulation in 1978, US legacy carriers operated a domestic crisscross network whereas the two flag carriers, Pan Am and TWA operated at various US gateways in stand-alone international networks based on the bilateral air service agreements concluded between the US and other states. After the deregulation, domestic major carriers transformed their crisscross domestic networks into radial hub and spoke networks (except the Delta hub at Atlanta that already existed before the deregulation). The domestic hubs in these networks also became the launching platforms for international operations when these domestic major carriers started to use their domestic feed for international operations. All in all, the former domestic major carriers became the new flag carriers in international markets, whereas the former two flag carriers went bankrupt due to the lack of domestic feed in order to adequately compete with these new internationally operating airlines. |
| Date: | 2015–01 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2015/4-en&r=all |
| By: | Mario Du Preez and Deborah Ellen Lee |
| Abstract: | This paper reports the first formal non-market valuation of mountain biking in South Africa by applying the individual travel cost method (TCM). Due to the non-negative, integer nature of the trip data, several count data models were estimated. Mountain biking is fast becoming one of South Africa’s most popular recreational sports and these estimates of economic value may assist policy-makers in managing mountain biking venues in general, and congestion conflicts, specifically. The locus of this study is the Baviaanskloof Mega-Reserve situated in the Eastern Cape Province of South Africa, part of which was declared a World Heritage Site in 2004. The reserve is a popular site for mountain biking. The economic value estimated, by employing a generalised negative binomial model, for trips taken during 2014 amounted to ZAR1 915 (US$167) per trip. |
| Keywords: | Travel cost method, recreation demand, mountain biking, non-market valuation, consumer surplus |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:rza:wpaper:546&r=all |
| By: | Mike Tretheway; Robert Andriulaitis |
| Abstract: | The issue of a “level playing field” has re-emerged as a major issue in international aviation. This issue has been around for decades but has been raised in recent policy debates. One policy forum in which this has been raised is the European Commission’s proposed revision to Regulation 868/2004, which some view as a response to allegations by some legacy carriers to the rapid growth of the Middle East carriers such as Emirates, Etihad Airways and Qatar Airways. Another dimension to the concern over the level playing field is the evolution in foreign ownership rules, such as the type of treaty clauses being negotiated by the European Union. Could broader acceptance of service by carriers owned by third-party nationals create conditions for a flag of convenience regime of the kind that characterises parts of maritime liner shipping? The flag of convenience issue has been discussed in the U.S. media with regard to Norwegian Air Shuttle. Norwegian’s long haul services are operated by subsidiaries Norwegian Long Haul AS and Norwegian International Ltd. The former is registered in Norway while the latter is registered in Ireland and operates flights for its parent. Some long haul flights have operated with contract flight attendant labour based in Thailand. |
| Date: | 2015–02 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2015/6-en&r=all |
| By: | Fosgerau, Mogens; Börjesson, Maria |
| Abstract: | This paper considers the design of a stated choice experiment intended to measure the marginal rate of substitution (MRS) between cost and an attribute such as time using a conventional logit model. Focusing the experimental design on some target MRS will bias estimates towards that value. The paper shows why this happens. The resulting estimated MRS can then be manipulated by adapting the target MRS in the experimental design. |
| Keywords: | stated choice; willingness to pay; misspecification; experimental design |
| JEL: | C9 D10 Q51 |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:67053&r=all |
| By: | Roberts, Jennifer (University of Sheffield); Taylor, Karl (University of Sheffield) |
| Abstract: | While the job search literature has increasingly recognised the importance of the spatial distribution of employment opportunities, local labour market conditions have been a notable omission from much of the empirical literature on commuting outcomes. This study of the commute times of dual earner couples in England and Wales finds that local labour market conditions are closely associated with commute times and their effects are not gender neutral. Male commute times are much more sensitive to local unemployment rates than women's; where women earn less than one-third of household income, their commute times do not seem to be sensitive to local unemployment. In addition, the more conducive the local labour market is to female employment, the less time women spend commuting. On average the 'female friendliness' of the local labour market has no effect on male commute times, but in households where women earn the majority of household income, men commute further if the local labour market is female friendly. We also show that it is important to account for the heterogeneity of household types; there are important differences in our results according to female income share, housing tenure, mover status and mode of travel. |
| Keywords: | commuting, local labour market, dual earner households |
| JEL: | D19 J24 R40 |
| Date: | 2015–09 |
| URL: | http://d.repec.org/n?u=RePEc:iza:izadps:dp9375&r=all |