|
on Transport Economics |
| By: | Julien Brunet (Department of Economics, Ecole Polytechnique - Polytechnique - X - CNRS); Alena Kotelnikova (Department of Economics, Ecole Polytechnique - Polytechnique - X - CNRS); Jean-Pierre Ponssard (CNRS, Department of Economics, Ecole Polytechnique - Polytechnique - X - CNRS) |
| Abstract: | In Europe the transport sector contributes about 25% of total GHG emissions, 75% of which come from road transport. Contrarily to industrial emissions road emissions have increased over the period 1990-2015 in OECD countries: California (+26%), Germany (0%), France (+12%), Japan (+2%), Denmark (+30%). The number of registered vehicles on road in these countries amounts respectively to: California (33 million), Germany (61.5 million), France (38 million), Japan (77 million), Denmark (4 million). Even if these numbers are not expected to grow in the future this calls for major programs to reduce the corresponding GHG emissions in order to achieve the global GHG targets for 2050. The benefits from these programs will spread out to non OECD countries in which road emissions are bound to increase. Programs to promote zero emissions vehicles (ZEV) effectively started in the 2000’s through public private partnerships involving government agencies, manufacturers, utilities and fuel companies. These partnerships provided subsidies for R&D, pilot programs and infrastructure. Moreover, technical norms for emissions, global requirements for the portfolio of sales for manufacturers, rebates on the purchasing price for customers as well as various perks (driving bus lanes, free parking, etc.) are now in place. These multiple policy instruments constitute powerful incentives to orient the strategies of manufacturers and to stimulate the demand for ZEV. The carbon tax on the distribution of fossil fuels, whenever it exists, remains low and, at this stage, cannot be considered as an important driving force. The cases studies reveal important differences for the deployment of battery electric vehicle (BEV) versus fuel cell electric vehicle (FCEV). BEV is leading the game with a cheaper infrastructure investment cost and a lower cost for vehicle. The relatively low autonomy makes BEV mostly suited for urban use, which is a large segment of the road market. The current level of BEV vehicles on roads starts to be significant with California (70,000), Germany (25,000), France (31,000), Japan (608,000) Denmark (3,000), but they remain very low relative to the targets for 2020: California (1.5 million), Germany (1 million), France (2 million), Japan (0.8-1.1 million for ZEV new registrations), Denmark (0.25 million). The developments and efficiency gains in battery technology along with subsidies for battery charging public stations are expected to facilitate the achievement of the growth. The relative rates of equipment (number of publicly available stations / number of BEV) provide indirect evidence on the effort made in the different countries: California (3%), Germany (12%), France (28%), Japan (11%), and Denmark (61%). In some countries public procurement plays a significant role. In France Autolib (publicly available cars in towns) represents a large share of the overall BEV deployment (12%), and the government recently announced a 50% target for low emissions in all public vehicles new equipment. FCEV is still in an early deployment stage due to a higher infrastructure investment cost and a higher cost for vehicle. The relatively high autonomy combined with speed refueling make FCEV mostly suited for long distance and interurban usage. At present there are only a very limited numbers of HRS deployed: California (28), Germany (15), France (6), Japan (31), Japan (7), Denmark (7), and only a few units of H2 vehicles on road: California (300), Germany (125), France (60), Japan (7), Denmark (21). However, a detailed analysis of the current road maps suggests that FCEV has a large potential. Targets for the 2025-2030 horizons are significant in particular in Germany (4% in 2030), Denmark (4.5% in 2025) and Japan (15-20% for ZEV new registrations in 2020). The California ARB has recently redefined its program (subsidies and mandates) to provide higher incentives for FCEV. France appears to focus on specialized regional submarkets to promote FCEV (such as the use of H2 range extending light utility vehicles). The financing of the H2 infrastructure appears as a bottleneck for FCEV deployment. Roadmaps address this issue through progressive geographical expansion (clusters) and a high level of public subsidies hydrogen refueling station (HRS) in particular in all countries except France. At this stage of BEV and FCEV do not appear as direct competitors; they address distinct market segments. Unexpected delays in the development of infrastructure in FCEV, possible breakthroughs in battery technology, and the promotion of national champions may change the nature of this competition, making it more intense in the future. |
| Keywords: | transports |
| Date: | 2015–09 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:hal-01212353&r=all |
| By: | Shahbaz, Muhammad; Khraief, Naceur; Dhaoui, Abderrazak |
| Abstract: | This paper investigates the causal relationship between road transportation energy consumption, fuel prices, transport sector value added and CO2 emissions in Tunisia for the period 1980-2012. We apply the newly developed combined cointegration test proposed by Bayer and Hanck (2013) and the ARDL bounds testing approach to cointegration to establish the existence of long-run relationship in presence of structural breaks. The direction of causality between these variables is determined via vector error correction model (VECM). Our empirical exercise reveals that the cointegration is present. Energy consumption adds in CO2 emissions. Fuel prices decline CO2 emissions. Road infrastructure boosts in CO2 emissions. Transport value-added also increases CO2 emissions. The causality analysis indicates the bidirectional casual relationship between energy consumption and CO2 emissions. Road infrastructure causes CO2 emissions and similar is true from opposite side in Granger sense. The bidirectional causality is also found between transport value-added and CO2 emissions. Fuel prices cause CO2 emissions, energy consumption, road infrastructure and transport value-added. This paper provides new insights to policy makers to design a comprehensive energy, transport and environment policies for sustainable economic growth in long run. |
| Keywords: | Road Transport, CO2 Emissions, Tunisia |
| JEL: | C1 |
| Date: | 2015–10–12 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:67286&r=all |
| By: | Goel,Deepti; Gupta,Sonam |
| Abstract: | The Delhi Metro (DM) is a mass rapid transit system serving the National Capital Region of India. It is also the world?s first rail project to earn carbon credits under the Clean Development Mechanism of the United Nations for reductions in CO2 emissions. Did the DM also lead to localized reduction in three transportation source pollutants? Looking at the period 2004?2006, one of the larger rail extensions of the DM led to a 34 percent reduction in localized CO at a major traffic intersection in the city. Results for NO2 are also suggestive of a decline, while those for PM25 are inconclusive due to missing data. These impacts of pollutant reductions are for the short run. A complete accounting of all long run costs and benefits should be done before building capital intensive metro rail projects. |
| Keywords: | Air Quality&Clean Air,Pollution Management&Control,Transport Economics Policy&Planning,Climate Change Mitigation and Green House Gases,Brown Issues and Health |
| Date: | 2015–10–19 |
| URL: | http://d.repec.org/n?u=RePEc:wbk:wbrwps:7448&r=all |
| By: | Kolev, Galina |
| Abstract: | The European automotive industry is the second largest manufacturer of motor vehicles worldwide (after China) and generates directly and indirectly millions of jobs EU-wide. It is characterized by a high degree of export orientation and the largest share of exports can be ascribed to the US market. TTIP offers a unique chance to liberalize trade and to push the development of international safety and environmental regulations for products of the automotive industry. Eliminating tariffs on transatlantic trade bears a substantial opportunity for cost reduction and welfare increase. A particular opportunity arises for the EU from the divergence of tariff rates for passenger cars (2.5 per cent in the US and 10 per cent in the EU). From a mercantilist point of view, the EU should use the high EU import tariff rates for passenger cars as a bargaining chip to motivate the US negotiators to agree on trade liberalization, e.g. via elimination of non-tariff barriers. TTIP should break new ground in regulatory cooperation, but eliminating NTBs and regulatory cooperation as a whole must not compromise the level of existing passenger and environmental safety, the EU's precautionary principle or democratic legitimacy. This can only be achieved based on sound evidence, that technical standards and product regulations lead to the same safety level for cars driven both on the EU and US roads. |
| Keywords: | Europäische Union,Exporte und Importe,USA,Weltwirtschaft |
| JEL: | F13 L62 |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:zbw:iwkpps:282015&r=all |
| By: | Raghuram, K; Prashanth D. Udayakumar; Richa Prajapathi |
| Abstract: | The Jawaharlal Nehru Port Trust (JNPT) is the largest container port in India, handling about 40% of India’s container traffic in 2014-15. JNPT has five container terminals (CT) out of which three have already been operationalised, a standalone CT of 330 metres (m) is partially operationalised and a fourth CT is under construction. While the first CT, Jawaharlal Nehru Port Container Terminal, is operated by JNPT, the other four CTs have been licensed to private operators under public-private partnership mode. The development of the CTs is a case study to understand how various conflicts have been addressed or accentuated by policy makers, legal and regulatory authorities, and the mechanisms used to resolve them. Following a case-based analytical approach, case studies, court judgements, published and unpublished papers, media reports, primary data from discussions, and secondary data have been examined to construct a chronological story of the bids for the five CTs during the twenty five years since the commissioning of the port in 1989. The concessioning of each CT to a private stakeholder involved contentious issues which prompted the authorities to revise policy guidelines periodically to address them. Consequent and prolonged litigation resulted in time and cost overruns. Various issues, like policy formulation, contractual rights versus policy guidelines, strategic risks, monopoly prevention versus scale economies, market risks, effect of elections, leadership changes, security clearances, mutuality and clarity in documentation, that emerged during the bidding processes, have been crystallised as lessons learnt. |
| URL: | http://d.repec.org/n?u=RePEc:iim:iimawp:13753&r=all |
| By: | Oleksandr Vashkiv |
| Abstract: | This work investigates the structure of basic industrial funds of cargo motor transport enterprises and peculiarities of the processes of their reproduction in the conditions of social and economic relations transformation. On the basis of statistic data of cargo-motor transport enterprises of Ivano-Frankivsk, Lviv and Ternopil regions the author investigates the effect of production factors on the level of capital productivity of the basic funds, he determines reserves of its increase. The author motivates the necessity of adaptive qualitative changes in the management and realization of industrial potential and innovations activization in the sphere of cargo motor transportations, scientiffically grounded recommendations for efficiency increase of the usage of basic industrial funds of cargo motor transportation enterprises in modern economic conditions are provided in this work. |
| Date: | 2015–10 |
| URL: | http://d.repec.org/n?u=RePEc:arx:papers:1510.05698&r=all |
| By: | Haahr, J.T.; Lusby, R.M.; Wagenaar, J.C. |
| Abstract: | We consider the Train Unit Shunting Problem, an important plan- ning problem for passenger railway operators. This problem entails assigning physical train units to scheduled train services in such a way that the resulting shunting yard operations are feasible. As such, it arises at every shunting yard in the railway network and involves matching train units to arriving and departing train services as well as assigning the selected matchings to appropriate shunting yard tracks. We present a comparison benchmark of multiple solution approaches for this problem. In particular, we have developed a Constraint Pro- gramming formulation, a Column Generation approach, and a random- ized greedy heuristic. We compare and benchmark these approaches against slightly adjusted existing methods based on a a Mixed Inte- ger Linear Program, and a Two-Stage heuristic. The benchmark con- tains multiple real-life instances provided by the Danish State Rail- ways (DSB) and Netherlands Railways (NS). The results highlight the strengths and weaknesses of the considered approaches. |
| Keywords: | passenger railway optimization, shunting, matching, parking |
| Date: | 2015–10–15 |
| URL: | http://d.repec.org/n?u=RePEc:ems:eureri:78820&r=all |
| By: | Carlos Henrique Ribeiro de Carvalho |
| Abstract: | Estima-se que no Brasil mais de 20% da população tenha algum tipo de dificuldade de locomoção, seja por deficiência física, motora ou sensorial ou mesmo por uma condição específica transitória. Para que essa parcela da população exerça plenamente o seu direito constitucional de ir e vir, os sistemas de transporte têm de apresentar características adequadas de acessibilidade, dentro dos conceitos do desenho universal. Este texto procurou analisar as políticas de melhoria da acessibilidade nos sistemas de transporte brasileiro, analisando o papel da União e os principais desafios existentes para que essas políticas avancem. It is estimated that more than 20% of the Brazilian population has some limited mobility, whether by physical, motor or sensory or even a transitory specific condition. For this portion of the population to fully exercise its constitutional right to come and go, transport systems must adopt some appropriate accessibility features, within the concepts of universal design. This article analyzes improvements in accessibility policies of the Brazilian transportation systems, the role of the Federal Government and the main challenges to advance these policies. |
| Date: | 2015–10 |
| URL: | http://d.repec.org/n?u=RePEc:ipe:ipetds:2139&r=all |
| By: | Sylvain Leduc (Federal Reserve Bank of San Francisco) |
| Abstract: | We examine how state governments adjusted spending in response to the large temporary increase in federal highway grants under the 2009 American Recovery and Reinvestment Act (ARRA). The mechanism used to apportion ARRA highway grants to states allows us to isolate exogenous changes in these grants. We find that states increased highway spending over 2009 to 2011 more than dollar-for-dollar with the ARRA grants they received. We examine whether rent-seeking efforts could help explain this result. We find states with more political contributions from the public-works sector tended to spend more out of their ARRA highway funds than other states. |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:red:sed015:1020&r=all |