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on Transport Economics |
| By: | André De Palma (CES, ENS Cachan, CNRS, Universite Paris-Saclay, 94235 Cachan, France); Stef Proost (Department of Economics, KU Leuven); Ravi Seshadri (Singapore-MIT Alliance for Research and Technology (SMART) Centre); Moshe Ben-Akiva (MIT - Massachusetts Institute of technology [Cambridge]) |
| Abstract: | To address traffic congestion, two categories of instruments are used: price regulation (for instance, road pricing or congestion tolling) and quantity regulation (credit-based mobility schemes). Although the comparison of price and quantity regulation has received significant attention in the economics community, the literature is relatively sparse in the context of transportation systems. This paper develops a methodology to compare the toll and mobility permit instruments using a simple transportation network consisting of parallel highway routes and a public transport alternative. The permits can be traded across roads. The demand for each route is determined by a mixed logit route choice model and the supply consists of static congestion. The comparison is based on the optimum social welfare which is computed for each instrument by solving a non-convex optimization problem involving the mixed logit equilibrium constraints. Equity considerations are also examined. Numerical experiments conducted across a wide range of demand/supply inputs indicate that the toll and mobility permit instruments perform very closely in efficiency terms. The permit system is on average more efficient, but only by a small margin. |
| Keywords: | Social Welfare, Mixed Logit,Tolls, Mobility Permits, Equity, Stochastic Demand |
| Date: | 2016–11–16 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:hal-01397582&r=tre |
| By: | Matthew E. Kahn; Jerry Nickelsburg |
| Abstract: | Airline transport generates a growing share of global greenhouse gas emissions but as of late 2016, this sector has not faced U.S. fuel economy or emissions regulation. At any point in time, airlines own and lease a set of durable vehicles and have invested in human and physical capital and an inventory of parts to maintain these vehicles. Each airline chooses whether to scrap and replace airplanes in their fleet and how to utilize and operate their fleet of aircraft. We model these choices as a function of real jet fuel prices. When jet fuel prices are higher, airlines fly fuel inefficient planes slower, scrap older fuel inefficient planes earlier and substitute miles flown to their more fuel efficient planes. |
| JEL: | L11 L62 R4 |
| Date: | 2016–11 |
| URL: | http://d.repec.org/n?u=RePEc:nbr:nberwo:22830&r=tre |
| By: | Palakiyèm Kpemoua (Université de Lomé - Université de Lomé) |
| Abstract: | This paper uses annual data for the period 1980-2014 to deal with the contribution of Togolese transportation infrastructures on its economic growth and the causal relationship between those infrastructures and the economic growth. The empirical findings reveal a positive correlation in the long-run between transportation infrastructures and economic growth and the existence of causality from infrastructures to economic growth in Togo. |
| Abstract: | Cet article utilise des données annuelles couvrant la période 1980-2014 pour évaluer dans quelle mesure les infrastructures de transport constituent un facteur de la croissance économique au Togo et le lien de causalité entre ces infrastructures et la croissance économique. Les résultats empiriques révèlent une corrélation positive à long terme entre les infrastructures de transport et la croissance économique et l'existence de causalité des infrastructures à la croissance économique. Abstract This paper uses annual data for the period 1980-2014 to deal with the contribution of Togolese transportation infrastructures on its economic growth and the causal relationship between those infrastructures and the economic growth. The empirical findings reveal a positive correlation in the long-run between transportation infrastructures and economic growth and the existence of causality from infrastructures to economic growth in Togo. |
| Keywords: | Mots-Clés : Infrastructure, croissance économique, causalité Togo,Classification JEL: C32, E62, H54,Keywords: Infrastructure, economic growth, Cointegration, causality, Togo,JEL Codes : C32 |
| Date: | 2016–10–13 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:hal-01389698&r=tre |
| By: | Miquel-Àngel Garcia-López (Universitat Autònoma de Barcelona and IEB); Camille Hémet (Ecole Normale Supérieure (PSE) and IEB); Elisabet Viladecans-Marsal (IEB and Universitat de Barcelona) |
| Abstract: | Recent evidence reveals that transportation’s improvements within metropolitan areas have a clear effect on population and job decentralization processes. Yet, very little has been said on how these improvements affect the spatial organization of the economic activity in the suburbs. This paper analyses the effects of transportation’s changes on employment subcenters formation. Using data from metropolitan Paris between 1968 and 2010, we first show that rail network improvements cause the expected job decentralization by attracting jobs to suburban municipalities. Our main contribution is to show that the new rail transit clearly affects the spatial organization of employment through the number and size of the employment subcenters: not only does the presence of a rail station increase the probability of a suburban municipality of belonging to a subcenter by 5 to 10 %, but a 10 % increase in municipality proximity to a suburban station is found to increase its chance to be part of a subcenter by 3 to 5 %. |
| Keywords: | Urban spatial structure, decentralization, subcenters, polycentric city, transportation. |
| JEL: | R11 R12 R14 R4 O2 |
| Date: | 2016–11 |
| URL: | http://d.repec.org/n?u=RePEc:xrp:wpaper:xreap2016-06&r=tre |
| By: | Koralova, Petya |
| Abstract: | The organization and management of human resources in maritime transport have their characteristics as they are an integral part both of the transportation process and the efficient and productive carrying out of the main and secondary services at ports. In this regard the main objective of the current paper is to examine the human resources management at Bulgarian sea ports Varna and Burgas in order their specifics to be revealed, the main problems to be outlined and measures to be proposed. The proposed model for analysis could be successfully applied in studying the human resources management system in the other transport modes or in other countries with transition economies. |
| Keywords: | human resources; sea ports; effective management |
| JEL: | J21 R49 |
| Date: | 2016–11–05 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:75197&r=tre |
| By: | Jonathan Lehne (PSE - Paris-Jourdan Sciences Economiques - ENS Paris - École normale supérieure - Paris - INRA - Institut National de la Recherche Agronomique - EHESS - École des hautes études en sciences sociales - École des Ponts ParisTech (ENPC) - CNRS - Centre National de la Recherche Scientifique, PSE - Paris School of Economics); Jacob N. Shapiro (WWSPIL - Woodrow Wilson School of Public and International Affairs - Princeton University [Pinceton]); Oliver Vanden Eynde (PSE - Paris-Jourdan Sciences Economiques - ENS Paris - École normale supérieure - Paris - INRA - Institut National de la Recherche Agronomique - EHESS - École des hautes études en sciences sociales - École des Ponts ParisTech (ENPC) - CNRS - Centre National de la Recherche Scientifique, PSE - Paris School of Economics) |
| Abstract: | Politically-driven corruption is a pervasive challenge for development, but evidence of its welfare effects is scarce. Using data from a major rural road construction programme in India we document political influence in a setting where politicians have no official role in contracting decisions. Exploiting close elections to identify the causal effect of coming to power, we show that the share of contractors whose name matches that of the winning politician increases by 63% (from 4% to 6.4%). Regression discontinuity estimates at the road level show that political interference raises costs, lowers quality, and increases the likelihood that roads go missing. |
| Keywords: | Elections,Corruption |
| Date: | 2016–07 |
| URL: | http://d.repec.org/n?u=RePEc:hal:psewpa:halshs-01349350&r=tre |
| By: | François Bourguignon (PSE - Paris-Jourdan Sciences Economiques - ENS Paris - École normale supérieure - Paris - INRA - Institut National de la Recherche Agronomique - EHESS - École des hautes études en sciences sociales - École des Ponts ParisTech (ENPC) - CNRS - Centre National de la Recherche Scientifique, PSE - Paris School of Economics); Pierre-Emmanuel Darpeix (PSE - Paris School of Economics, PSE - Paris-Jourdan Sciences Economiques - ENS Paris - École normale supérieure - Paris - INRA - Institut National de la Recherche Agronomique - EHESS - École des hautes études en sciences sociales - École des Ponts ParisTech (ENPC) - CNRS - Centre National de la Recherche Scientifique) |
| Abstract: | This paper investigates the relationship between air traffic and economic growth in various developing regions and compares it with an “enduring industry fact” of an elasticity around 2 for the developed world. The analysis is conducted from two distinct databases, both with regional aggregates and with country-level ECM estimations. We conclude that there does not seem to be substantial differences in elasticities across the various regions and we show that the introduction of autonomous country-specific time trends leads to a substantial reduction of elasticity estimates. |
| Keywords: | Air transportation,panel cointegration,error correction model,GDP-elasticities,development, F23, F43, F63, L93 |
| Date: | 2016–04 |
| URL: | http://d.repec.org/n?u=RePEc:hal:psewpa:halshs-01305412&r=tre |
| By: | Alan Greenspan; Darrel Cohen |
| Abstract: | This paper offers a new framework for analyzing aggregate sales of new motor vehicles that incorporates separate models for the change in the vehicle stock and for the rate of vehicle scrappage. Because this approach requires only a minimal set of assumptions about demographic trends, the state of the economy, consumer "preferences," new vehicle prices and repair costs, and vehicle retirements, it is shown to be especially useful as a macroeconomic forecasting tool. In addition, a new historical annual time series estimate of motor vehicle stocks in the United States is presented. |
| Keywords: | Motor vehicles ; scrappage |
| URL: | http://d.repec.org/n?u=RePEc:fip:fedgfe:1996-40&r=tre |
| By: | Nicola Bianchessi (Johannes Gutenberg University Mainz); Stefan Irnich (Johannes Gutenberg University Mainz) |
| Abstract: | The Split Delivery Vehicle Routing Problem with Time Windows (SDVRPTW) is a notoriously hard combinatorial optimization problem. First, it is hard to ?nd a useful compact Mixed-Integer Programming (MIP) formulation for the SDVRPTW. Standard modeling approach either suffer from inherent symmetries (MIPs with a vehicle index) or cannot exactly capture all aspects of feasibility. Due to the possibility to visit customers more than once, the standard mechanisms to propagate load and time along the routes fail. Second, the lack of useful formulations has rendered any direct MIP-based approach impossible. Up to now, the most effective exact algorithms for the SDVRPTW are branch-and-price-and-cut approaches using a path-based formulation. In this paper, we propose a new and tailored branch-and-cut algorithm to solve the SDVRPTW. It is based on a new relaxed compact model, in which some integer solutions are infeasible to the SDVRPTW. We use known and introduce some new classes of valid inequalities in order to cut o? such infeasible solutions. One new class is path-matching constraints that generalize infeasible-path constraints. However, even with the valid inequalities, some integer solutions to the new compact formulation remain to be tested for feasibility. For a given integer solution, we built a generally sparse subnetwork of the original instance. On this subnetwork, all time-window feasible routes can be enumerated and a path-based residual problem is then solved in order to decide on the selection of routes, the delivery quantities, and herewith the overall feasibility. All infeasible solutions need to be cut off. For this reason, we derive some strengthened feasibility cuts exploiting the fact that solutions often decompose into clusters. Computational experiments show that the new approach is able to prove optimality for several previously unsolved instances from the literature. |
| Keywords: | Vehicle routing problem, split delivery, time windows, valid inequalities |
| Date: | 2016–10–26 |
| URL: | http://d.repec.org/n?u=RePEc:jgu:wpaper:1620&r=tre |
| By: | Glenn Boyle (University of Canterbury); James Hill |
| Abstract: | Transport consulting firm QTP Ltd has estimated that the proposed Christchurch cycleway network provides $8 of economic benefits for every dollar invested; i.e., a benefitcost ratio (BCR) of 8.0. As a result, the Christchurch City Council has labelled the network's business case as "proven". However, this "proven" business case has been the subject of precisely zero public scrutiny. We provide that scrutiny and find, in contrast to QTP, that the cycleway network is a doubtful proposition from an economic efficiency perspective, having an estimated BCR in the 0.7-1.6 range, at best. |
| Keywords: | Christchurch, cycleway, benefit-cost, transportation |
| JEL: | D61 L92 O18 R40 R42 |
| Date: | 2015–08–08 |
| URL: | http://d.repec.org/n?u=RePEc:cbt:econwp:16/27&r=tre |
| By: | Esther Vayá (AQR-IREA, University of Barcelona); José Ramón García (AQR-IREA, University of Barcelona); Joaquim Murillo (AQR-IREA, University of Barcelona); Javier Romaní (AQR-IREA, University of Barcelona); Jordi Suriñach (AQR-IREA, University of Barcelona) |
| Abstract: | Tourism is a highly dynamic sector. An example of this is the boom that cruise tourism has seen in recent years, leading many countries to consider cruises a key product in their development of tourism. The Port of Barcelona has become the leading cruise port in the Mediterranean area (2.4 million cruise passengers in 2014), highlighting its role as both a port of call and a homeport. Such leadership is explained by the conjunction of several factors: its strategic geographical position, its high quality port and transportation infrastructures, and the attractiveness of the city of Barcelona itself, for both its cultural and artistic heritage and its leisure and shopping opportunities. This article quantifies the local and regional economic impact generated by cruise activity in the Port of Barcelona. Using input-output methodology, its overall impact is computed for the year 2014 as the sum of three partial impacts: direct effect, indirect effect and induced effect. This article is pioneering at the European level, in combining different issues: estimating the impact of the Barcelona Cruise Port activity, presenting these impacts disaggregated at a sectoral level, using a rigorous methodology and carrying out extensive fieldwork. The estimated impacts demonstrate that all sectors, not just traditional tourism-related sectors, benefit from cruise tourism. Despite the significant economic benefits that cruise activity has generated over the whole Catalan economy, it is important to note that such activity also generates negative externalities associated with congestion and environmental issues. The reduction of these negative effects is one of the major challenges in making the development of cruise tourism sustainable in a city like Barcelona. |
| Keywords: | Cruise Tourism, Port of Barcelona, Economic Impact, Input-Output Methodology JEL classification:C67 |
| Date: | 2016–11 |
| URL: | http://d.repec.org/n?u=RePEc:aqr:wpaper:201609&r=tre |