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on Transport Economics |
| By: | Tay-Ryang Koo; Christine Lim; Frédéric Dobruszkes |
| Abstract: | Unlike income or relative prices, air transport attributes and tourism demand on a given route can be endogenous. Using instrumental variables, this study attempted to account for the circular causality in estimating the effect of direct air service on tourism demand. Although we foundevidence of endogeneity, the nature of the circular causation is context-specific; while direct air service can be regarded as an exogenous variable in one direction, it can have an endogenous relationship on the other. Findings emphasise the need to explicate information about the network nature of transportation and its endogenous relations with tourism. |
| Date: | 2017 |
| URL: | http://d.repec.org/n?u=RePEc:ulb:ulbeco:2013/257905&r=tre |
| By: | Magali Pierre (GRETS - Groupe de Recherche Energie, Technologie et Société - EDF R&D); Eleonora Morganti (LVMT - Laboratoire Ville, Mobilité, Transport - UPEM - Université Paris-Est Marne-la-Vallée - IFSTTAR - Institut Français des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux - PRES Université Paris-Est - École des Ponts ParisTech (ENPC)); Virginie Boutueil (LVMT - Laboratoire Ville, Mobilité, Transport - UPEM - Université Paris-Est Marne-la-Vallée - IFSTTAR - Institut Français des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux - PRES Université Paris-Est - École des Ponts ParisTech (ENPC)) |
| Abstract: | Over the last few years, obligations to reduce carbon dioxide emissions have led European States to propose ambitious targets concerning electrifying car fleets. In France for instance, electric vehicles are required to cover a quarter of all new car purchases in big companies and public administrations. In these organizations, departments that are traditionally in charge of company vehicles have thus been tasked to implement these policy decisions. General Resources have become de facto responsible for testing and managing these new EVs. Illustrating our results through five case-studies that took place in France in 2012-2015, we will show how these departments, and notably fleet managers, carry out the numerous tasks accompanying the spreading of EVs in their organizations: acquiring these vehicles (and the charging infrastructure), allocating them and managing the charging of the cars. The allocation, whether as fleet cars or executive ones, is an important step for the success of their implementation in these companies. We will also point out the contradictory significations and powerful constraints that complicate the performance of these tasks. Their achievement strengthens the role of the fleet managers, who turn out to be crucial but unexpected players in electricity demand. |
| Keywords: | Fleet management, electric vehicles, corporate fleets |
| Date: | 2016–04–13 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-01415461&r=tre |
| By: | Lucija Muehlenbachs; Stefan Staubli; Ziyan Chu |
| Abstract: | How much risk does a heavy truck impose on highway safety? To answer this question, we look at the rapid influx of trucks during the shale gas boom in Pennsylvania. Using quasi-experimental variation in truck traffic, we isolate the effect of adding a truck to the road. We find an additional truck raises the risk of a truck accident—and, at an even higher rate, the risk of nontruck accidents. These accidents pose an external cost in cases in which the truck is not found liable, not fully insured, or not directly involved. We show this external cost is capitalized in the insurance market: car insurance premiums of other road users increase when trucks are added to the road. |
| JEL: | G22 H23 I18 Q58 R41 |
| Date: | 2017–09 |
| URL: | http://d.repec.org/n?u=RePEc:nbr:nberwo:23791&r=tre |
| By: | Lee, So-Eun; Kim, Seongcheol |
| Abstract: | Connected to various media technologies such as smart phones or navigation systems, automobiles today are transforming into so-called 'smart cars'. Smart cars are not just mechanical devices, but information media systems. The smart car is a prosthesis that assists the driver, enhancing the original function of the car, and provides a new place environment to the driver by composing a hybrid space where information space and actual space are fused. This article focuses on the fact that smart cars have all the media, functional, and spatial attributes. It is important to understand what smart car technologies are currently used and utilized by people, and how they affect drivers’ perception. To examine the issue, an online survey of 340 drivers was conducted, with a focus on perceived control and attachment, as well as on the possession and the use of 14 smart car technologies. The results of hierarchical regression analysis reveal that the possession of smart car technologies influences on drivers’ perception of control and attachment, regardless of the actual use. Based on the results, this article discusses the implications and the limitations, together with the practical suggestion for smart car system construction. |
| Keywords: | Smart car,use of media technologies,hybrid space,control,attachment |
| Date: | 2017 |
| URL: | http://d.repec.org/n?u=RePEc:zbw:itsp17:168509&r=tre |
| By: | Estelle Malavolti (TSE - Toulouse School of Economics - Toulouse School of Economics, ENAC - Ecole Nationale de l'Aviation Civile) |
| Abstract: | Big airports profits are more and more often coming from commercial activities such as retailing. However, commercial services are relatively far from the original mission of the airport: providing airlines with aviation services such as ground handling, terminal management or airside operations, and being regulated for that because of an obvious dominant position with respect to airlines. For this reason, one can advocate for the separation of the two activities, i.e. for a dual till approach, in which only the aeronautical activity is regulated. We, instead, suggest that a single till regulation, in which the total profit of the airport is examined, is relevant because it allows to take into account the externalities existing between retailing and aeronautical services. Using a two-sided market approach (Armstrong, 2006, Rochet-Tirole 2003, 2006), we show that the airport is a platform which makes the shops and the passengers meet. The retailing activity depends on how many passengers are circulating and connecting at the airport, as well as the time they spent in the airport, while passengers value the least connecting time as possible. We show that the aeronautical tax can be either higher or lower under single till depending on whether the impact of the passengers demand or of the waiting time is the more important for the shops. |
| Keywords: | two-sided market, network externalities, air transport economics |
| Date: | 2016–05–01 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-01406372&r=tre |
| By: | Claude Abraham (Chercheur isolé); Alain Bonnafous (LAET - Laboratoire Aménagement Économie Transports - UL2 - Université Lumière - Lyon 2 - École Nationale des Travaux Publics de l'État [ENTPE] - CNRS - Centre National de la Recherche Scientifique); Jean-Baptiste Ray (Movi'cité) |
| Abstract: | Transport infrastructure projects are based on ex ante cost benefit analysis. Traveler surplus often represent a large part of a project’s global benefit. The assessment of these traveler benefits, or surplus, as recommended in official French guidelines, is based on average benefits for a project. But in fact, benefits are widely distributed among individual travelers and discreet choice models enable us to have access to this distribution. The aim of this paper is to show that using the surplus given by discreet choice models leads to higher amounts of benefits compared to “classical” methods when the project has a high cost for users. The example of tolled highways is simulated in the paper. Pros and cons of the different methods are given before suggesting recommendations. |
| Abstract: | Les calculs de rentabilité des investissements dans le domaine des infrastructures de transport, fondés sur les analyses coûts/avantages, font intervenir ce qu’on appelle, parfois improprement, le surplus des usagers, qui constitue le plus souvent la majeure partie des avantages du projet étudié. Le calcul de ce bénéfice, ou de cet avantage (surplus), tel qu’il est recommandé en France par les instructions officielles, repose sur des avantages moyens. Or, on sait que cette « moyenne » recouvre en fait une large dispersion des données relatives à chaque usager. Cet article se propose de montrer que l’utilisation des surplus issus de modèles de choix discrets, conduit à des valeurs de bénéfices notablement supérieures à celles déduites des calculs « classiques » quand le coût d’usage du projet est élevé. Des simulations sont présentées dans le cas d’une autoroute à péage. Quelques suggestions méthodologiques sont déduites de ces résultats. |
| Keywords: | calcul des avantages moyens,calcul des avantages distribués,méthode d’estimation,variation d’utilité collective,évaluation des surplus des usagers,calculs de rentabilité des investissements,infrastructures de transport,évaluation des projets de transport |
| Date: | 2016 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:halshs-01419592&r=tre |
| By: | Gábor Túry (Institute of World Economics, Centre for Economic and Regional Studies, Hungarian Academy of Sciences) |
| Abstract: | The paper investigates the role of the automotive industry in the Baltic, Visegrád and Iberian region, summarizing the relevant literature. In the analysis of each country, the study discusses the importance of the automotive industry in the national economy and the role of individual countries in the global trade. Based on the literature there are different approaches regarding the activities belonging to the automotive industry. The vehicle production is vertically integrated, therefore the industry involves many other activities that sell their products to other industries as well. On the other hand economic contribution of the automotive industry can be interpreted in a broad way including downstream activities related to the use of the motor vehicle, and the socioeconomic employment as well. The broader definition of automotive industry in this paper is based on this previous approach. The study defines the automotive spillovers on the basis of the NACE nomenclature to show how these activities contribute to employment, production and value added in the examined countries. |
| Keywords: | automotive industry, spillovers, external trade, Baltic countries, Central Europe, Iberian countries |
| JEL: | F1 L62 |
| Date: | 2017–08 |
| URL: | http://d.repec.org/n?u=RePEc:iwe:workpr:230&r=tre |
| By: | Maurice Bernadet (LAET - Laboratoire Aménagement Économie Transports - UL2 - Université Lumière - Lyon 2 - École Nationale des Travaux Publics de l'État [ENTPE] - CNRS - Centre National de la Recherche Scientifique) |
| Abstract: | In 2012, a first survey of theses registered or supported in France on transport and logistics was carried out by the French Association of Transport and Logistics Institutes (AFITL). This census was updated in 2016. This paper presents the survey methodology; compares the results with the previous survey (2014); analyzes the results. The data set consists of 469 theses defended since 2010 and further includes 345 theses registered -not yet defended- since 2009. 80% of the dissertations are in social sciences and 20% in engineering sciences. A large number of these theses -almost 44%, but this percentage varies by discipline- are headed by research directors whose name is found only once in the file; i.e. the thesis directors are not specialized in transport and logistics but occasionally supervise students working outside their usual area of research. There are clear groupings in the localities where the theses are registered. 43% are registered in the greater Paris region. There are four universities where the number of theses in all disciplines is greater than 50: Lyon, Marseille, Paris 1, Paris-Est, but 46 where it is under 10. By crossing disciplines and institutions, one easily finds the geography of research in transport and logistics in France. |
| Abstract: | L’Association Française des Instituts de Transport et de Logistique a procédé pour la première fois en 2012, à un recensement des thèses de toutes disciplines, inscrites ou soutenues en France, portant sur les transports et la logistique. Ce recensement a été actualisé en 2016. Cet article présente la manière dont ce recensement a été réalisé ; il compare les résultats avec ceux de la précédente mise à jour (2014) ; il en analyse les résultats. Le fichier comporte 469 thèses soutenues depuis 2010 et 345 thèses inscrites -et non encore soutenues- depuis 2009. 80 % des thèses relèvent des sciences sociales et 20 % des sciences pour l’ingénieur. Un très grand nombre de ces thèses -près de 44 %, mais ce pourcentage est très variable selon les disciplines- sont dirigées par des directeurs de recherche dont le nom n’est présent qu’une seule fois dans le fichier ; autrement dit ces thèses sont encadrées par des directeurs de recherche qui ne sont pas spécialistes du transport ou de la logistique, mais qui, occasionnellement, acceptent de diriger des thèses qui ne relèvent pas de leur domaine habituel de recherche. La dispersion des thèses en fonction de leur ville et établissement de soutenance est également très forte. 43 % des thèses sont inscrites à Paris ou dans les universités de la banlieue parisienne. On compte quatre universités où le nombre de thèses, toutes disciplines confondues est supérieur à 50 : Lyon, Marseille, Paris 1, Paris-Est, mais 46 où il est inférieur à 10. En croisant établissements et disciplines, on retrouve aisément la géographie de la recherche en transport et logistique en France. |
| Keywords: | recensement des thèses,disciplines (logistique transport),France |
| Date: | 2016 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:halshs-01420107&r=tre |
| By: | Grigolon, Laura; Reynaert, Mathias; Verboven, Frank |
| Abstract: | To what extent do car buyers undervalue future fuel costs, and what does this imply for the effectiveness and welfare impact of alternative tax policies' To address both questions, we show it is crucial to account for consumer heterogeneity in mileage and other dimensions. We use detailed product-level data for a long panel of European countries, and exploit variation in fuel costs by engine type. Although we find there is modest undervaluation of fuel costs, fuel taxes are still more effective in reducing fuel usage than product taxes based on fuel economy. Importantly, fuel taxes also perform better in terms of total welfare even when usage demand is held completely fixed. The reason is that fuel taxes better target the right consumers, those with a high mileage, to purchase more fuel efficient cars. |
| Date: | 2017–08 |
| URL: | http://d.repec.org/n?u=RePEc:tse:wpaper:31958&r=tre |
| By: | Kenneth A. Small (Department of Economics, University of California-Irvine) |
| Abstract: | Despite decades of empirical assessment, economists have not reached consensus on key impacts of Corporate Average Fuel Economy (CAFE) standards, including how much they reduce fuel consumption. Evaluating CAFE is complicated by factors such as consumers' expectations of future fuel prices, their valuation of and responsiveness to changes in fuel economy, automakers' optimal technological and strategic behavior, changes in used-vehicle markets, and the path of energy prices. I investigate the effects of many of those factors in a quantitative assessment of CAFE. I do so by modifying the U.S. Department of Energy’s National Energy Modeling System and using it to simulate variations from a set of reference assumptions. Results are especially sensitive to consumers’ valuation of expected fuel cost savings and to the future course of oil prices. |
| Keywords: | Fuel efficiency; CAFE; Motor vehicles; Energy paradox. |
| JEL: | R48 Q48 L62 |
| Date: | 2017–08 |
| URL: | http://d.repec.org/n?u=RePEc:irv:wpaper:171803&r=tre |