|
on Transport Economics |
| By: | Hannula, I.; Reiner, D. |
| Abstract: | Carbon-neutral synthetic fuels (CNSFs) could offer sustainable alternatives to petroleum distillates that currently dominate the transportation sector, and address the challenge of decarbonising the fuel mix. CNSFs can be divided into synthetic biofuels and 'electrofuels' produced from CO2 and water with electricity. We provide a framework for comparing CNSFs to battery electric vehicles (BEVs) as alternatives to reduce vehicle emissions. Currently, all three options are significantly more expensive than conventional vehicles using fossil fuels, and would require carbon prices in excess of $250/tCO2 or oil prices in excess of $150/bbl to become competitive. BEVs are emerging as a competitive option for short distances, but their competitiveness quickly deteriorates at higher ranges where synthetic biofuels are a lower-cost option. For electrofuels to be viable, the challenge is not simply technological learning, but access to a low-cost ultra-low-carbon electric power system, or to low-carbon electric generators with high annual availability. |
| Keywords: | Carbon-neutral synthetic fuels, electrofuels, advanced biofuels, battery electric vehicles, low-carbon transportation alternatives |
| JEL: | Q41 Q42 Q55 R41 R48 O33 |
| Date: | 2017–12–29 |
| URL: | http://d.repec.org/n?u=RePEc:cam:camdae:1758&r=tre |
| By: | Laetitia Dablanc (IFSTTAR/AME/SPLOTT - Systèmes Productifs, Logistique, Organisation des Transports et Travail - IFSTTAR - Institut Français des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux - Communauté Université Paris-Est); Zeting Liu (IFSTTAR/AME/SPLOTT - Systèmes Productifs, Logistique, Organisation des Transports et Travail - IFSTTAR - Institut Français des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux - Communauté Université Paris-Est); Martin Koning (IFSTTAR/AME/SPLOTT - Systèmes Productifs, Logistique, Organisation des Transports et Travail - IFSTTAR - Institut Français des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux - Communauté Université Paris-Est); Jens Klauenberg (DLR Institute of Transport Research - DLR - Deutsches Zentrum für Luft- und Raumfahrt [Berlin]); Leise Kelli de Oliveira (Universidade federal de Minas Gerais - UFMG (BRAZIL)); Corinne Blanquart (IFSTTAR/AME/SPLOTT - Systèmes Productifs, Logistique, Organisation des Transports et Travail - IFSTTAR - Institut Français des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux - Communauté Université Paris-Est); François Combes (IFSTTAR/AME/SPLOTT - Systèmes Productifs, Logistique, Organisation des Transports et Travail - IFSTTAR - Institut Français des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux - Communauté Université Paris-Est); Nicolas Coulombel (LVMT - Laboratoire Ville, Mobilité, Transport - IFSTTAR - Institut Français des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux - UPEM - Université Paris-Est Marne-la-Vallée - ENPC - École des Ponts ParisTech); Mathieu Gardrat (LAET - Laboratoire Aménagement Économie Transports - UL2 - Université Lumière - Lyon 2 - ENTPE - École Nationale des Travaux Publics de l'État - CNRS - Centre National de la Recherche Scientifique); Adeline Heitz (IFSTTAR/AME/SPLOTT - Systèmes Productifs, Logistique, Organisation des Transports et Travail - IFSTTAR - Institut Français des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux - Communauté Université Paris-Est); Saskia Seidel (IFSTTAR/AME/SPLOTT - Systèmes Productifs, Logistique, Organisation des Transports et Travail - IFSTTAR - Institut Français des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux - Communauté Université Paris-Est) |
| Abstract: | Urban freight living labs need to operate in full recognition of the challenges that will shape the mobility of goods in urban areas in the future. These challenges are several: macro economic, micro-economic, demographic, technological, societal, and legal. To help CITYLAB cities implement their urban freight initiatives, a better understanding of these challenges is necessary. This is what this Observatory of strategic developments impacting urban logistics intends to do, by providing data and analysis on some of the most important, or less well known, trends that will shape the urban mobility of goods in the future. This second version (2017) of the Observatory provides data and analyses on 1) Logistics Sprawl; and 2) E-commerce. Our findings about the main impacts of these two trends for cities involved in urban freight living labs are the following: - The number of logistics facilities (in their diversity: warehouses, fulfilment centres, distribution centres, cross-dock terminals) is increasing in cities, especially cities of some logistics importance as large consumer markets and/or logistics hubs processing the flow of goods generated by the global economy. These facilities are generally located in suburban areas, but a new niche market of urban warehouses is emerging. - Both e-commerce and logistics sprawl generate a rise in freight vehicles in urban areas, dominated by small vehicles, while medium to large lorries are relatively less important. These vehicles performing delivery operations are visible in neighbourhoods and a times of day when they were not identified before: residential neighbourhoods, residential building blocks, side streets, in the early evening and on week-ends. Emerging new types of vehicles (clean delivery vehicles, two and three wheelers) are now visible in urban centres. - Innovations in the urban supply chains include diverse forms of pick-up points and click-and-collect solutions, while the recent but extremely rapid rise in technologies and algorithms supporting instant deliveries (on-demand deliveries within less than two hours) brings with it a flourish of new companies connecting customers, suppliers and independent couriers, often using bicycles. - The overall impact of these new trends on energy and carbon emission related to urban freight is difficult to assess. Urban freight in general, for the Paris region, brings the following environmental impact: the share of traffic-related CO2, NOx and PM10 due to urban freight is 2.5 times larger than the share of vans and trucks in the regional traffic. The contribution of urban freight to air pollution is larger in the city of Paris. Social costs of air pollution caused by road traffic in general amount to 0.9% of the regional GDP in 2012. Some of the new trends bring more CO2 emissions, such as the relocation of logistics facilities far away in the suburbs, as de-consolidated shipments are delivered to urban consumers and businesses in smaller and more numerous vans. Some trends bring less CO2 emissions, with a rise in cleaner vehicles and innovative solutions such as drop-off/pickup points or bike-supported instant deliveries. Substitution patterns between personal mobility and professional freight mobility can be a good, or a bad, thing for CO2 emissions, depending on the initial circumstances and the way personal shopping was done before online orders. - What is certain is that these changes bring diversity in the urban traffic flow. Instant couriers are using all sorts of transport modes, including foot, bicycles, electrically assisted cargocycles, motorbikes, and various types of vans and lorries. This can negatively impact traffic management, road safety and conflicts in road uses, congestion, air pollution. Also, the trends we have looked at bring new types of urban jobs, with many unresolved legal issues and poor working conditions in many instances. New types of logistics buildings bring architectural diversity and innovation in cities, but also complaints about noise, aesthetics, as well as congestion and pollution at entrance and exit points. - These environmental and social impacts have been so far poorly documented and researched. Consumers are the main drivers of the changes we have observed, but they are also the residents or visitors of urban areas, and for that they carry an important share of the burdens, as well as the benefits, of the new landscape of urban logistics. |
| Keywords: | LOGISTIC SPRAWL,SERVICE TRIP,LOGISTIQUE URBAINE,CITY LOGISTIC,COMMERCE ELECTRONIQUE,LIVRAISON,TRANSPORT DE MARCHANDISE,VILLE,LOGISTIQUE,ZONE URBAINE,TRANSPORT DE MARCHANDISES |
| Date: | 2017–01–01 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:hal-01627824&r=tre |
| By: | Pavan, Giulia |
| Abstract: | Easy access to stations serving alternative fuels is an obvious concern for customers considering to buy a "green" car. Yet, the supply of fuel is seldom considered analyzing how to promote the adoption of environmentally friendly vehicles. I develop and estimate a joint model of demand for cars and supply of alternative fuels. I use this framework to compare the effectiveness of a subsidy to consumers who buy cars running on alternative fuels to that of a subsidy to gas stations installing alternative fuel pumps. Counterfactual simulations suggest that subsidizing fuel retailers to offer alternative fuels is a more effective policy that indirectly increases low emission car sales. |
| Keywords: | Alternative fuel cars; Entry; Environmental policy |
| JEL: | H23 H25 L11 L91 Q48 |
| Date: | 2017–12 |
| URL: | http://d.repec.org/n?u=RePEc:tse:wpaper:32303&r=tre |
| By: | Rouhani, Omid |
| Abstract: | Congestion is a growing challenge in major urban areas worldwide; a challenge that imposes enormous social and private costs to society. Despite these substantial costs, our knowledge is limited about how transportation users value choices that can reduce fuel consumption, greenhouse gas (GHG), and criteria pollutant emissions (PM2.5, NOx, CO, etc.). In this regard, I proposed the advanced traveler general information system (ATGIS), a scheme that can estimate/provide travelers with travel cost data that they currently do not have. In this paper, I explain the steps required to test, examine, and develop such a scheme for a metropolitan area. |
| Keywords: | Advanced traveler information systems, emissions costs, fuel costs, travel behavior, Social/private costs of travel |
| JEL: | R00 R41 R42 |
| Date: | 2017–12 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:83344&r=tre |
| By: | Kate Hynes; Jie Ma; Cheng Yuan |
| Abstract: | This paper studies how transport infrastructure investments affect a bidding war for a firm between two asymmetric countries within a region in a context of imperfect competition, where transport infrastructure investments play the role of a global public good, leading to a reduction in the unit trade cost between the two countries. A number of interesting results are derived from the model. In particular, transport infrastructure investments can intensify fiscal competition between the two countries. Surprisingly, this conventional wisdom seems to be confirmed by this paper for the first time. Welfare implications of the model are also examined. |
| Keywords: | Transport infrastructure investments; Fiscal competition; FDI; Imperfectly competitive market |
| JEL: | F21 F23 H40 |
| Date: | 2017–09 |
| URL: | http://d.repec.org/n?u=RePEc:ucn:wpaper:201718&r=tre |
| By: | Laetitia Dablanc (IFSTTAR/AME/SPLOTT - Systèmes Productifs, Logistique, Organisation des Transports et Travail - IFSTTAR - Institut Français des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux - Communauté Université Paris-Est); Michel Savy (UPEM - Université Paris-Est Marne-la-Vallée); Pierre Veltz (ENPC - École des Ponts ParisTech); Axel Culoz (Alte8 - parent); Muriel Vincent (Terra Nova - parent) |
| Abstract: | The transport of goods in the city (urban logistics) is a central issue for our urban societies. The explosion of direct deliveries to individuals with the development of e-commerce and the multiplication of logistics centers in the peripheries of our cities transform the urban landscape and our lifestyles. The economics of digital platforms found in urban logistics one of its privileged fields of development. The jobs associated with these activities are very numerous (290,000 in Ile-de-France to which we must add the interim, particularly important) and strategic because they concern people with low and medium school qualifications. Yet, despite this visibility and topicality, logistics remains the poor relation of debates and public policies in metropolises. Cities have little use of the arsenal of regulatory instruments available to them. One of the reasons for this situation is that urban freight transport essentially renders the services expected of it. The freight system is very flexible and continuously adapts to the expectations of companies and consumers. But this "efficiency" is achieved only at the cost of heavy environmental, social and urbanistic counterparts. |
| Abstract: | Le transport des marchandises en ville (la logistique urbaine) est un enjeu central pour nos sociétés urbaines. L'explosion des livraisons directes aux particuliers avec le développement du e-commerce et la multiplication des centres logistiques dans les périphéries de nos agglomérations transforment le paysage urbain et nos modes de vie. L'économie de plates-formes numériques trouve dans la logistique urbaine un de ses terrains privilégiés de développement. Les emplois liés à ces activités sont très nombreux (290000 en Ile-de-France auquel il faut rajouter l'interim, particulièrement important) et stratégiques car ils concernent des personnes à qualification scolaire faible et moyenne. Pourtant, malgré cette visibilité et cette actualité, la logistique reste le parent pauvre des débats et des politiques publiques dans les métropoles. Les villes n'utilisent que faiblement l'arsenal des instruments de régulation dont elles disposent. Une des raisons de cette situation est que, pour l'essentiel, le transport urbain de marchandises rend les services qu'on attend de lui. Le système de fret est très flexible et s'adapte continument aux attentes des entreprises et des consommateurs. Mais cette "efficacité" ne s'obtient qu'au prix de lourdes contreparties, environnementales, sociales et urbanistiques. |
| Keywords: | CITY LOGISTIC,LOGISTIQUE URBAINE |
| Date: | 2017–01–01 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:hal-01627851&r=tre |
| By: | Miguel Núñez del Prado (Universidad del Pacífico); Hadrien Hendrikx (École polytechnique) |
| Abstract: | In the last years, smartphones have become the major device for communication enabling Telco operators to capture subscribers’ whereabouts. This location information allows computing geostatistics to study transportation systems, traffic jams, origin-destination matrix, etc. The first task to accomplish the aforementioned objectives is to detect routes that people use to go from A to B. Thus, in the present effort, we propose a method to extract automatically routes from CDR data relying on clustering and community detection algorithms. |
| Date: | 2016–12 |
| URL: | http://d.repec.org/n?u=RePEc:pai:wpaper:16-19&r=tre |
| By: | Neri, Marcelo Cortes |
| Abstract: | This paper draws a broad empirical diagnosis on the evolution of infrastructure coverage in Brazil and potencial social impacts. it focuses on the sectors of sewerage, water, electricity, urban transportation and communication technologies (ICTs). Most of the analysis departs from houshold surveys, bringing the population perspective into the picture. We analyze socio-economic determinants of infrastructure coverage, a social outcome in itself, as well as their possible indirect impacts on income generation, time cost of transportation, housing values and education. We also consider briefly direct consequences of increasing infrastructure coverage in the budget constraint through services costs and payments delays and direct utility effects through subjective data on the quality and importance attributed to different infrastructure sectors. |
| Date: | 2017–12–21 |
| URL: | http://d.repec.org/n?u=RePEc:fgv:epgewp:792&r=tre |
| By: | Richard Darbéra (LATTS - Laboratoire Techniques, Territoires et Sociétés - UPEM - Université Paris-Est Marne-la-Vallée - ENPC - École des Ponts ParisTech - CNRS - Centre National de la Recherche Scientifique) |
| Date: | 2017–08–25 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:hal-01631669&r=tre |
| By: | Elodie Djemai (PSL, Université Paris-Dauphine, LEDa, UMR DIAL) |
| Abstract: | We use GIS and HIV data from ve African countries to estimate the e ect of road proximity on HIV infection. We nd a negative e ect of the distance to the nearest paved road on the probability of being infected with HIV: a one standard-deviation rise in the distance (approximately 2.3 kilometers) reduces the probability of infection by 0.34-2.3 percentage points. Using slope as an instrument for road distance continues to produce a negative and signi cant estimated coecient. Alternative instrumental variables include historical routes and hypothetical lines connecting major cities as of 1890-1900. However this relationship may also re ect selection and reverse causality in individual choice of location, and we extensively discuss the role of migration. While the number of lifetime sexual partners is signi cantly in uenced by the presence of roads, in recent years the e ect of road distance in access to protection has disappeared. |
| Keywords: | HIV/AIDS epidemic, infrastructure, geography, risk-taking, Sub-Saharan Africa |
| JEL: | I10 R23 C21 |
| Date: | 2017–12 |
| URL: | http://d.repec.org/n?u=RePEc:dia:wpaper:dt201716&r=tre |
| By: | Vaidya, K. G. |
| Keywords: | 1, 2, 3 |
| Date: | 2017 |
| URL: | http://d.repec.org/n?u=RePEc:ilo:ilowps:994971391402676&r=tre |