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on Transport Economics |
| By: | Vincent Viguié (CIRED - Centre International de Recherche sur l'Environnement et le Développement - CIRAD - Centre de Coopération Internationale en Recherche Agronomique pour le Développement - EHESS - École des hautes études en sciences sociales - AgroParisTech - École des Ponts ParisTech (ENPC) - CNRS - Centre National de la Recherche Scientifique); 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. |
| Keywords: | modeling,public finance,Public transport,urban economics,transport |
| Date: | 2015–03–26 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:hal-01136199&r=tre |
| By: | Pulmanis, Emils |
| Abstract: | Project management approach in the public administration becoming gradually applied tool for implementation of different public programs and activities. Latvia has several methodological documentations to evaluate the possible benefits from infrastructure but still there is need for improvements as the only clear defined methodology is for transport sectors and those which have been provided by the European commission, but not always have been practically used in local municipalities’ project evaluations. Public projects, and planning for such projects, generally have the following characteristics: • Such projects are inherently risky due to long planning horizons and complex interfaces. • Technology is often not standard. • Decision making and planning are often multi-actor processes with conflicting interests. • Often the project scope or ambition level will change significantly over time. • Statistical evidence shows that such unplanned events are often unaccounted for, leaving budget contingencies sorely inadequate. • As a consequence, misinformation about costs, benefits, and risks is the norm. • The result is cost overruns and/or benefit shortfalls with a majority of projects. Paper exanimates public project management applications in the context of the underlying structure that adverse dynamics and their application to specific areas for micro-economical level of project management, synthesizes the policy messages, and provides directions for future research. Public sector project management in Latvia become popular in recent years as there is different type of public funding sources available. The paper examined the application of the project management practice and its micro-economic aspects in public sector in Latvia. Public sector project management in Latvia become popular in recent years as there is different type of public funding sources available. The paper describes the public sector project management practice in Latvia. Study shows that public sector project maturity level is low and should be improved. Research period covers the time from January 2013 – March 2015. |
| Keywords: | project management, project planning and initialization, public sector, efficiency |
| JEL: | H43 H54 O22 |
| Date: | 2015–04–16 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:74631&r=tre |
| By: | Mulder, J.; van Jaarsveld, W.L.; Dekker, R. |
| Abstract: | Transport companies often have a published timetable. To maintain timetable reliability despite delays, companies include buffer times during timetable development, and adjust the traveling speed during timetable execution. We develop an approach that can integrate decisions at different time scales (tactical and operational). We model execution of the timetable as a stochastic dynamic program (SDP). An SDP is a natural framework to model random events causing (additional) delay, propagation of delays, and real-time speed adjustments. However, SDPs alone cannot incorporate the buffer allocation, as buffer allocation requires to choose the same action in different states of the SDP. Our objective is finding the buffer allocation that yields the SDP which has minimal long run average costs. We derive several analytical insights into the model. We prove that costs are joint convex in the buffer times, and develop theory in order to compute subgradients. Our optimal algorithm for buffer time allocation is based on these results. Our case study considers container vessels sailing a round tour consisting of 14 ports based on Maersk data. Our algorithm finds the optimal timetable in less than 80 seconds. The optimal timetable yields cost reductions of about six to ten million USD per route per year in comparison to the current timetable. |
| Keywords: | optimal timetable, buffer allocation, timetable development, maersk data, buffer times, different time scales, run average costs, timetable execution, current timetable, natural framework, real-time speed adjustments, stochastic dynamic program (SDP) |
| Date: | 2016–10–20 |
| URL: | http://d.repec.org/n?u=RePEc:ems:eureir:93650&r=tre |
| By: | Etienne Fouqueray (CRIEF - Centre de Recherche sur l'Intégration Economique et Financière - Université de Poitiers) |
| Abstract: | Du point de vue de la théorie de la croissance régionale, les chantiers de grandes infrastructures de transport sont perçus comme un moyen de favoriser le développement économique des territoires traversés à court terme. À partir d’un rappel des fondements de la théorie keynésienne, nous proposons dans cet article un modèle d’impact économique appliqué au cas de la construction de la Ligne à Grande Vitesse (LGV) Sud Europe Atlantique (SEA) Tours-Bordeaux. Grâce à un modèle Input-Output hybride s’appuyant sur un travail d’enquête conséquent et sur des données de l’INSEE, nous évaluons l’impact économique de cette construction sur une période de deux ans (2011-2013) pour l’ensemble des régions Aquitaine, Centre et Poitou-Charentes. Il apparaît qu’un euro dépensé localement dans la construction augmente de 1,96 euro la production dans ces régions. Au total, 13 799 emplois, 1,6 milliards d’euros de production et 755 millions d’euros de valeur ajoutée ont été générés. |
| Keywords: | Infrastructure de transport,Construction,Impact local,Modélisation,Input-Output |
| Date: | 2016–03–01 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-00996965&r=tre |
| By: | Pulmanis, Emils |
| Abstract: | Paper analyse case study of performance and compliance audit in the port development project in Latvia. Author has participated in the audit process evaluating project management application practical approach in the project implemented by the Riga Freeport Authority and co-funded by the Cohesion Fund “Development of Infrastructure on Krievu Island for the Transfer of Port Activities from the City Centre”. Despite the mass media reports that the Riga Freeport Authority has successfully completed the project, only the construction phase of the project has been completed. During the following two years the stevedore activity must be transferred to the newly built port infrastructure on Krievu Island and coal handling operations must be commenced. In order to implement these activities the stevedores have to build internal infrastructure objects, to install equipment and to restructure logistics. Furthermore, in order to obtain positive opinions from the responsible institutions on the completion of the project and attainment of the defined objectives, by March 2019 it must be proved that the project objective has been reached and the benefits must be presented. The project was initiated in 2006 when the Riga Freeport Authority made a decision on using degraded Krievu Island territories for port activities and commenced the planning estimating that the construction phase of the project would be completed by the end of 2012. In accordance with the initial plans, active cargo handling should be currently taking place in the new port territories on Krievu Island. However, the implementation of the project has delayed by almost three years (detailed project implementation timeline see as annex 1), as we see it – due to ineffective solutions to project management issues and untimely, poor communication with the parties involved in the project, such as stevedores, builders, credit institutions etc. |
| Keywords: | Project management, port development, Public administration, construction |
| JEL: | H43 O22 R11 R42 |
| Date: | 2016–06 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:74630&r=tre |
| By: | Edouard Schaal (New York University); Pablo Fajgelbaum (UCLA) |
| Abstract: | Abstract We develop a new theory of transport networks and study its implications for trade and growth. Given arbitrary demand and supply patterns, the model gives rise to endogenous bilateral trade costs. We first show how different spatial configurations of output and demand give rise to different types of networks. We determine conditions under which the ensuing network features spatial distributions of price gaps and employment that correspond to what is observed empirically. |
| Date: | 2016 |
| URL: | http://d.repec.org/n?u=RePEc:red:sed016:1138&r=tre |