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on Transport Economics |
| By: | Vierth , Inge (VTI); Schleussner , Heike (VTI); Mandell , Svante (KTH/VTI) |
| Abstract: | We compare policy implications from time-based charges on road freight transports, represented by the case of Sweden, to those from distance-based charges, represented by the case of Germany. The analyses based on official statistics from 2005-2014 indicate that the German road freight policy has resulted in substantially larger revenues and a cleaner truck fleet and mileage. Some support is found for that the German policy causes spill-overs to the neighbouring countries. It can be shown that the Swedish hauliers use cleaner trucks for international than for national transports. In general, the firms have incentives to use the cleanest trucks in the countries that have introduced distance-based tolls. As an estimate of the consequences of this in Sweden, the difference in environmental impact is estimated between the case with the actual composition of trucks using the Swedish network and the hypothetical case where the composition is the same as on the German toll roads. The socio-economic costs are estimated to be around € 16 million per year. This puts pressure on countries as Sweden to implement stronger policies to counter the spill-over effect. The time based charges, e.g., the Eurovignette, seem to be outdated. |
| Keywords: | Road freight transport; Road charges; Policy comparison |
| JEL: | R40 |
| Date: | 2015–10–08 |
| URL: | http://d.repec.org/n?u=RePEc:hhs:ctswps:2015_016&r=all |
| By: | Eren Inci (Sabanci University, Turkey); Jos N. van Ommeren (VU University Amsterdam, the Netherlands); Martijn Kobus (MuConsult, the Netherlands) |
| Abstract: | Existing work emphasizes the importance of traffic congestion externalities, but typically ignores cruising-for-parking externalities. We introduce a novel methodology to estimate the marginal external cruising costs of parking. The level of cruising is identified by examining to what extent the car inflow rate into the parking location falls with parking occupancy level. For a commercial street in Istanbul, we demonstrate that a marginal car parking for one hour induces 3.6 other cars to cruise for parking. This translates into an external cruising cost that far exceeds the external traffic congestion cost created by the trip. |
| Keywords: | administrative parking data; cruising for parking; external costs of parking; parking fee; parking occupancy rate |
| JEL: | D62 H23 L91 R41 R48 |
| Date: | 2015–10–13 |
| URL: | http://d.repec.org/n?u=RePEc:tin:wpaper:20150117&r=all |
| By: | Mario Holzner (The Vienna Institute for International Economic Studies, wiiw); Robert Stehrer (The Vienna Institute for International Economic Studies, wiiw); Hermine Vidovic (The Vienna Institute for International Economic Studies, wiiw) |
| Abstract: | Summary Although a certain amount of catching-up in the Western Balkans has been recorded in the construction of transport infrastructure in recent years, the railway density remains low and the motorway density is even lower. Also, the deficiency in energy infrastructure is substantial. The current initiative of the ‘Core Network and Priority Projects’ in the context of the ‘Berlin Process’ should secure growth and employment in the region over the short and medium term and contribute to a substantial improvement of competitiveness of the Western Balkans in the long term. It is shown in the analysis that a comprehensive transport infrastructure investment package of EUR 7.7 billion over a period of 15 years could lead to an additional growth spurt of up to one percentage point per annum for the six Western Balkan countries. Some 200,000 new jobs could be created in the region. |
| Keywords: | infrastructure, public investment, economic development, simulation model, Berlin Process, Western Balkans |
| JEL: | E27 H54 O18 |
| Date: | 2015–09 |
| URL: | http://d.repec.org/n?u=RePEc:wii:rpaper:rr:407&r=all |
| By: | Mario Holzner (The Vienna Institute for International Economic Studies, wiiw); Robert Stehrer (The Vienna Institute for International Economic Studies, wiiw); Hermine Vidovic (The Vienna Institute for International Economic Studies, wiiw) |
| Abstract: | Zusammenfassung Infrastrukturinvestitionen am Westbalkan Obgleich am Westbalkan in den letzten Jahren ein gewisser Aufholprozess bei der Errichtung von Verkehrsinfrastruktur zu verzeichnen war, bleibt die Eisenbahndichte gering und die Autobahndichte noch geringer. Auch der Nachholbedarf bei Energieinfrastruktur ist substantiell. Die aktuelle Initiative der „Core Network and Priority Projects“ im Rahmen des „Berlin-Prozesses“ sollte kurz- und mittelfristig Wachstum und Beschäftigung in der Region sichern und längerfristig zu einer wesentlichen Verbesserung der Wettbewerbsfähigkeit am Westbalkan beitragen. So konnte in der Analyse gezeigt werden, dass ein umfassendes Transportinfrastruktur-Investitionspaket von 7,7 Mrd. Euro über einen Zeitraum von 15 Jahren hinweg zu einem zusätzlichen Wachstumsschub von bis zu einem Prozentpunkt jährlich für die sechs Westbalkanländer führen könnte. Etwa 200.000 neue Arbeitsplätze könnten in der Region geschaffen werden. English Summary Infrastructure Investment in the Western Balkans Although a certain amount of catching-up in the Western Balkans has been recorded in the construction of transport infrastructure in recent years, the railway density remains low and the motorway density is even lower. Also, the deficiency in energy infrastructure is substantial. The current initiative of the ‘Core Network and Priority Projects’ in the context of the ‘Berlin Process’ should secure growth and employment in the region over the short and medium term and contribute to a substantial improvement of competitiveness of the Western Balkans in the long term. It is shown in the analysis that a comprehensive transport infrastructure investment package of EUR 7.7 billion over a period of 15 years could lead to an additional growth spurt of up to one percentage point per annum for the six Western Balkan countries. Some 200,000 new jobs could be created in the region. |
| Keywords: | infrastructure, public investment, economic development, simulation model, Berlin Process, Western Balkans |
| JEL: | E27 H54 O18 |
| Date: | 2015–09 |
| URL: | http://d.repec.org/n?u=RePEc:wii:ratpap:rpg:2&r=all |
| By: | Dollevoet, T.A.B.; Huisman, D.; Kroon, L.G.; Veelenturf, L.P.; Wagenaar, J.C. |
| Abstract: | Since disruptions in railway networks are inevitable, railway operators and infrastructure managers need reliable measures and tools for disruption management. Current literature on railway disruption management focuses most of the time on rescheduling one resource (timetable, rolling stock or crew) at the time. In this research, we describe an iterative framework in which all three resources are considered. The framework applies existing models and algorithms for rescheduling the individual resources. We extensively test our framework on instances from Netherlands Railways and show that schedules which are feasible for all three resources can be obtained within short computation times. This shows that the framework and the existing rescheduling approaches can be of great value in practice. |
| Keywords: | Railway Operations, Disruption Management, Algorithmic Framework |
| Date: | 2015–10–05 |
| URL: | http://d.repec.org/n?u=RePEc:ems:eureir:78719&r=all |
| By: | Shanjun Li (Dyson School of Applied Economics and Management, Cornell University, Ithaca, NY 14853); Yiyi Zhou (Department of Economics, Stony Brook University, Stony Brook, NY 11794) |
| Abstract: | We examine the dynamics of technology adoption and critical mass in network industries with an application to the U.S. electric vehicle (EVs) market. This market exhibits indirect network effects in that consumer EV adoption and investor deployment of public charging stations are interdependent. In markets with positive indirect network effects, multiple equilibria with different level of technology adoption may exist. The diffuion and ultimately the success of technology depend on the equilibrium structure and property. Under certain market conditions, the issue of critical mass arises and the market needs to pass this critical mass in order to reach the high-adoption equilibrium. Using a data set of quarterly EV sales in 354 U.S. metro areas from 2011 to 2013, we quantify indirect network effects and simulate long-run market outcomes in each of the MSAs. Our analysis provides robust and significant evidence of indirect network effects in this market. Simulations show several different market equilibrium outcomes across the 354 MSAs in the long run with a significant number of them exhibiting multiple equilibria and critical mass. Policy suggestions are provided in order to push these markets to pass the critical mass and move towards the high-adoption equilibrium. |
| Keywords: | electric vehicles; indirect network effects; critical mass |
| JEL: | Q4 Q5 R4 |
| Date: | 2015–10 |
| URL: | http://d.repec.org/n?u=RePEc:net:wpaper:1510&r=all |
| By: | Kaori Miyamoto; Emilio Chiofalo |
| Abstract: | The main objective of this study is to offer an overall picture of support by multilateral and bilateral development partners to development country infrastructure. By presenting an overview of the scale, distribution, and modality of development co-operation for infrastructure, the report is expected to contribute to discussions and further research in international fora on how to fill the financing gap, particularly by mobilising the private sector. However, the report does not generally make assessments against development objectives nor provide policy recommendations. The methodology mainly involved analysing the OECD Development Assistance Committee (DAC)’s Creditor Reporting System data on Official Development Finance (ODF) for the infrastructure sectors (water and sanitation, transport, energy, and communications). Desk research was also conducted on gaps in infrastructure financing as well as support by major development partners that do not report to the DAC at the activity level. |
| Date: | 2015–10–14 |
| URL: | http://d.repec.org/n?u=RePEc:oec:dcdaaa:25-en&r=all |
| By: | Pérez-Cervantes Fernando; Sandoval Hernández Aldo |
| Abstract: | We calculate the short-run effect that the construction of the 230km-long Durango-Mazatlán highway in 2013 and of the 290km-long Mexico City-Tuxpan highway in 2014 produced on market-access in every location in Mexico. Our estimates suggest that the former highway produced benefits not only in the region where the new highway is located, but in vast regions in the north of the country. Analogous estimates show that the latter highway mostly benefited regions near Tuxpan, but these focalized benefits were larger than any of the benefits derived from the construction of the Durango-Mazatlán highway. |
| Keywords: | infrastructure; market access; transport costs. |
| JEL: | R4 F1 H5 |
| Date: | 2015–08 |
| URL: | http://d.repec.org/n?u=RePEc:bdm:wpaper:2015-15&r=all |
| By: | Andrew Kerr (DataFirst and SALDRU, University of Cape Town) |
| Abstract: | In this paper I describe the monetary and time costs of commuting to work in South Africa. I find that these costs are high and that monetary costs of commuting have increased faster than inflation, mainly through a shift away from walking and towards minibus taxis and driving. Journey times are substantially higher than the OECD country average. Using a method suggested by Hausmann (2013) I estimate the effective tax on hourly earnings that the time and monetary costs of commuting impose. I find high effective tax rates, which are a disincentive to working far from home. This only deepens the puzzle of why South Africa's informal sector is so small, since more than half of the informally self-employed work at home and pay no transport costs. I show that whilst minibus taxis conveyed around 71% of commuters that used public transport in 2013, the industry receives less than 1% of the direct public transport subsidy provided by the South African government. I find that the subsidy accrues mainly to bus and train users in the lower middle part of the labour income distribution. |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:ldr:wpaper:156&r=all |
| By: | Andres,Luis Alberto; Biller,Dan; Herrera Dappe,Matias |
| Abstract: | Policy makers are often confronted with a myriad of factors in the investment decision-making process. This issue is particularly acute in infrastructure investment decisions, as these often involve significant financial resources and lock-in technologies. In regions and countries where the infrastructure access gap is large and pubic budgets severely constrained, the importance of considering the different facets of the decision-making process becomes even more relevant. This paper discusses the trade-offs policy makers confront when attempting to prioritize infrastructure investments, in particular with regard to economic growth and welfare, and proposes a methodological framework for prioritizing infrastructure projects and portfolios that holistically equates such trade-offs, among others. The analysis suggests that it is not desirable to have a single methodology, providing a single ranking of infrastructure investments, because of the complexities of infrastructure investments. Rather, a multidisciplinary approach should be taken. Decision makers will also need to account for factors that are often not easily measured. While having techniques that enable logical frameworks in the decision-making process of establishing priorities is highly desirable, they are no substitute for consensus building and political negotiations. |
| Keywords: | Transport Economics Policy&Planning,Economic Theory&Research,Non Bank Financial Institutions,Banks&Banking Reform,Infrastructure Economics |
| Date: | 2015–10–06 |
| URL: | http://d.repec.org/n?u=RePEc:wbk:wbrwps:7433&r=all |
| By: | Wan, Guanghua (Asian Development Bank Institute); Zhang, Xun (Asian Development Bank Institute) |
| Abstract: | The importance of infrastructure in economic development has been increasingly recognized by governments, development institutions, and the research community. Despite a sizable literature on its efficiency and growth effects, the distributive impacts of infrastructure have been largely overlooked, with a few recent exceptions. This is regrettable, particularly given the overwhelming concern about inequality and inclusive growth all over the world. This paper will: (i) demonstrate the deficiency of conventional approaches to modelling inequality; (ii) extend the Mincer earnings function so that both growth and distributive effects of infrastructure can be evaluated; and (iii) fit the extended model to a large sample of individual-level data from rural People’s Republic of China (PRC) over the period of 1989–2011, providing estimates of growth and the distributive impacts of specific physical infrastructures—telephone, tap water and electricity. All these infrastructures are found to promote rural income growth, helping narrow the rural–urban gap, which is the dominant component of the PRC’s overall inequality. Further, the poor are found to gain more than the rich, implying benign distributive effects of these infrastructures. In addition, males, the more experienced, the better educated, and to some extent the married benefited more than their counterparts, especially from telephones. Finally, some of these subpopulation effects have become more significant in recent years and are larger in central PRC, possibly because infrastructure helps open up more opportunities for those with better education or more experience. The empirical results are robust to different definitions of the experience variable, consideration of the mortality selection bias, reconstruction of the telephone data, and possible reverse causality. |
| Keywords: | infrastructure gains; rural PRC; physical infrastructure |
| JEL: | D31 H52 H54 |
| Date: | 2015–10–12 |
| URL: | http://d.repec.org/n?u=RePEc:ris:adbiwp:0540&r=all |