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on Transport Economics |
| By: | Samuel Carrara (Fondazione Eni Enrico Mattei (FEEM) and Centro Euro-Mediterraneo sui Cambiamenti Climatici (CMCC)); Thomas Longden (University of Technology Sydney, Centre for Health Economics and Research Evaluation (CHERE)) |
| Abstract: | This paper describes changes to the modelling of the transport sector in the WITCH (World Induced Technical Change Hybrid) model to incorporate road freight and account for the intensity of freight with respect to GDP. Modelling freight demand based on the intensity of freight with respect to GDP allows for a focus on the importance of road freight with respect to the cost-effective achievement of climate policy targets. These climate policy targets are explored using different GDP pathways between 2005 and 2100, which are sourced from the Shared Socioeconomic Pathways (SSPs) database. Our modelling shows that the decarbonisation of the freight sector tends to occur in the second part of the century and the sector decarbonises by a lower extent than the rest of the economy. Decarbonising road freight on a global scale remains a challenge even when notable progress in biofuels and electric vehicles has been accounted for. |
| Keywords: | Road Freight, Transport, Climate Mitigation, Integrated Assessment Models |
| JEL: | Q54 Q58 R41 |
| Date: | 2017–02 |
| URL: | http://d.repec.org/n?u=RePEc:fem:femwpa:2017.08&r=tre |
| By: | Pablo D. Fajgelbaum; Edouard Schaal |
| Abstract: | We develop a framework to study optimal transport networks in general equilibrium spatial models. We model a general neoclassical economy with multiple goods and factors in which arbitrarily many locations are arranged on a graph. Goods must be shipped through linked locations, and transport costs depend on congestion and on the infrastructure in each link, giving rise to an optimal transport problem in general equilibrium. The framework nests neoclassical trade models, such as Armington or Hecksher-Ohlin, and allows for labor mobility. The globally optimal transport network is the solution to a social planner’s problem of building infrastructure in each link. We provide conditions such that this problem is globally convex, guaranteeing its numerical tractability. We also study and implement cases with increasing returns to transport technologies in which global convexity fails. We match the model to data on actual road networks and economic activity at high spatial resolution across 25 European countries, and then compute the optimal expansion and reallocation of current roads within each country. We find larger gains from road expansion and larger losses from misallocation of current roads in lower-income countries. The optimal expansion of current road networks reduces regional inequalities. |
| JEL: | F11 O18 R13 |
| Date: | 2017–02 |
| URL: | http://d.repec.org/n?u=RePEc:nbr:nberwo:23200&r=tre |
| By: | Heinrich C. Bofinger |
| Abstract: | Sub-Saharan Africa’s air transport, though low in overall volume when compared to other regions in the world, has experienced significant growth in the last decade, both in international and domestic traffic. The sector, in part because of its relatively small size, still faces the challenges of high concentration in services and lack of competition, with only a few dominant airlines providing international services within the continent. In addition, Africa faces challenges in safety oversight, as well as having many smaller non-viable state-owned carriers |
| Date: | 2017 |
| URL: | http://d.repec.org/n?u=RePEc:unu:wpaper:wp2017-36&r=tre |
| By: | Tino Henke (Department of Management Science, Otto-von-Guericke-University Magdeburg); Grazia Speranza (Department of Quantitative Methods, Otto-von-Guericke University Magdeburg); Gerhard Wäscher (Faculty of Management Science, University of Brescia) |
| Abstract: | Multi-compartment vehicle routing problems arise in a variety of problem settings in which different product types have to be transported separated from each other. In this paper, a problem variant which occurs in the context of glass waste recycling is considered. In this problem, a set of locations exists, each of which offering a number of containers for the collection of different types of glass waste (e.g. colorless, green, brown glass). In order to pick up the contents from the containers, a fleet of homogeneous disposal vehicles is available. Individually for each disposal vehicle, the capacity can be discretely separated into a limited number of compartments to which different glass waste types are assigned. The objective of the problem is to minimize the total distance to be travelled by the disposal vehicles. For solving this problem to optimality, a branch-and-cut algorithm has been developed and implemented. Extensive numerical experiments have been conducted in order to evaluate the algorithm and to gain insights into the problem structure. The corresponding results show that the algorithm is able to solve instances with up to 50 locations to optimality and that it reduces the computing time by 87% compared to instances from the literature. Additional experiments give managerial insights into the use of different variants of compartments with flexible sizes. |
| Keywords: | vehicle routing, multiple compartments, branch-and-cut algorithm, waste collection |
| Date: | 2017–04 |
| URL: | http://d.repec.org/n?u=RePEc:mag:wpaper:170004&r=tre |
| By: | Breidenbach, Philipp |
| Abstract: | This paper analyzes whether the expansion of regional airports in Germany caused positive spillover effects on the surrounding economies, exploiting the deregulation of the European aviation market as a quasi-experiment. Such potential spillovers are often used as an argument for the substantial annual subsidies to airports. Previous evaluations often suffer from the problem of reverse causality, since Investment decisions are based on the economic conditions of the region. By contrast, the aviation deregulation under the Single European Market-initiative provides an exogenous incentive for investing in the expansion of existing regional airports. A difference in- differences approach is used to estimate the causal effects of this expansion on regional growth. The results are sobering, though, as there is no evidence for any positive spillover effects. |
| JEL: | R51 R42 H54 |
| Date: | 2016 |
| URL: | http://d.repec.org/n?u=RePEc:zbw:vfsc16:145699&r=tre |
| By: | Pietro Lanzini (Dept. of Management, Università Ca' Foscari Venice); Andrea Stocchetti (Dept. of Management, Università Ca' Foscari Venice) |
| Abstract: | In this paper we highlight the evolution of both the conceptual basis and the methodological approaches for the sustainability assessment of transport and urban mobility. Through the review of key contributions in the field we highlight the significant shift in perspective that has occurred over the ast two decades, characterized by a series of changes in the development of urban mobility patterns. erspectives, goals and strategies evolved to the point that they represent an actual shift in the paradigm, i.e. a change in the points of reference for conceiving an urban mobility system. The theoretical oundations for the evaluation of sustainability impacts have changed accordingly, flanking the emphasis on the environmental impact with an increasing attention to the social and economic impacts. Although ragmented, the literature on urban mobility principles and development provides useful insights on the rationale behind the above mentioned shift in the paradigm. We review such literature outlining the major traits of the studies regarding sustainable mobility that emerged over time. Second, we focus on the two ain perspectives (that we label principles oriented and planning oriented) that shaped the way sustainable urban mobility is conceived today. |
| Keywords: | Sustainable mobility, urban sustainable mobility, sustainability assessment, sustainable transport. |
| JEL: | M48 |
| Date: | 2017–02 |
| URL: | http://d.repec.org/n?u=RePEc:vnm:wpdman:135&r=tre |
| By: | Mawejje, Joseph; Munyambonera, Ezra |
| Abstract: | Uganda’s progress towards achieving inclusive sustainable growth is curtailed by large deficits in infrastructure stock, particularly in the transport and energy sectors. This study explores options for financing the scaling up of infrastructure development in Uganda. The methodological approach involved a review of literature and a survey of key stakeholders whose views guided the analysis. Findings point to the opportunities and risks of scaling up domestic resource mobilization, improving efficiencies in public investments, leveraging new sources of external development financing, options in private financing and the potential role of the natural resource sectors as summarized below. Improving domestic revenue mobilisation is the primary available option for financing infrastructure development in Uganda. However, efforts in this area have been hampered by, among others, weaknesses in the legal and regulatory frameworks; the narrow tax base; a large informal sector; tax exemptions; and institutional weaknesses. The study highlights two interventions that can support improved domestic resource mobilization efforts to support infrastructure development: leveraging the contribution of non-tax revenues (NTR) and curtailment of capital flight. With respect to enhancing the contributions of NTR, the study proposes that collection of NTR by self-accounting bodies and spending it at the source should be reviewed because the practice undermines efforts to improve revenue mobilization. Innovative ways of controlling capital flight involve reviewing government public procurements and local content provisions. The study proposes reforms to strengthen the capacity of the local private sector and to develop policy and regulatory frameworks to deepen local content in government procurement. |
| Keywords: | Financial Economics, International Relations/Trade, Public Economics, Resource /Energy Economics and Policy, Risk and Uncertainty, |
| Date: | 2017–02 |
| URL: | http://d.repec.org/n?u=RePEc:ags:eprcrs:253562&r=tre |