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on Transport Economics |
| By: | Aliya Ussinova (TSE - Toulouse School of Economics - Toulouse School of Economics); Isabelle Laplace (ENAC - Ecole Nationale de l'Aviation Civile); Chantal Latgé-Roucolle (ENAC - Ecole Nationale de l'Aviation Civile) |
| Abstract: | Innovations in the airline industry can have a significant impact on the behavior of air transport stakeholders: airline companies, airports and passengers. In this paper, we consider the introduction of a double-deck plane, the A-380, which is currently the largest aircraft available. Due to its size, it is able to carry at once approximately twice as many passengers as any other medium-sized aircraft. When associated with a reduction in flight frequencies, the operation of such aircraft is expected to lower the environmental impact. However, flight frequency depends on factors others than the aircraft size, such as airport fees, demand and strategic decisions of companies to maximize their profits under competition. Using a monthly panel data set on airlines’ supply over 10 years, on 118 routes, we test if the use of the A-380 impacts airlines’ flight frequency at a route-level. Results suggest that heavy use of the A-380 leads airlines to reduce their own flight frequency. We also find that when facing the introduction of the A-380 on a route, airlines will tend to react by increasing their own flight frequency. |
| Keywords: | A-380,flight frequency,airline innovation,airline competition |
| Date: | 2017 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-01599423&r=tre |
| By: | Lynnette Dray (CAM - University of Cambridge [UK]); Isabelle Laplace (ENAC - Ecole Nationale de l'Aviation Civile); Aude Marzuoli (GATECH - Georgia Institute of Technology); Eric Féron (GATECH - College of Computing - Georgia Institute of Technology (Georgia Tech)); Antony Evans (UCL - University College of London [London]) |
| Abstract: | We investigate whether passenger delays and airline costs due to disruptive events affecting European airports could be reduced by a coordinated strategy of using alternative flights and ground transportation to help stranded passengers reach their final destination, using Airport Collaborative Decision Making concepts. Optimising for airline cost for hypothetical disruptive events suggests that, for airport closures of up to 10 hours, airlines could benefit from up to a 20% reduction in passenger delay-related costs. Mean passenger delay could be reduced by up to 70%, mainly via a reduction in very long delays. |
| Keywords: | real-time intermodality,collaborative decision making,Aviation system disruption recovery |
| Date: | 2017 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-01599692&r=tre |
| By: | Gioele Figus (CEP, Institute for International Public Policy, University of Strathclyde); J Kim Swales (Departrment of Economics, University of Strathclyde); Karen Turner (CEP, Institute for International Public Policy, University of Strathclyde) |
| Abstract: | In this paper we employ a partial equilibrium approach to model private transport consumption as a household self-produced commodity formed by vehicle and fuel use. We show that under certain conditions vehicle-augmenting technical improvements can reduce fuel use. We then extend the analysis through Computable General Equilibrium simulations for the UK in order to investigate the wider implications of vehicle-augmenting efficiency improvements when prices and nominal income are endogenous. With a conventional macroeconomic approach, improvements in the efficiency of household consumption simply change the composition of household demand. However, when we adjust the consumer price index for changes in the price of private transport service (not observable via a market price), as advocated in Gordon (2016) there is an additional supply-side stimulus to competitiveness. |
| Keywords: | technical progress, energy efficiency, private transport, energy service. |
| JEL: | C68 D58 Q43 Q48 |
| Date: | 2017–05 |
| URL: | http://d.repec.org/n?u=RePEc:str:wpaper:1705&r=tre |
| By: | Tang, Cheng Keat |
| Abstract: | I evaluate whether speed enforcement cameras reduce the number and severity of traffic accidents by penalizing drivers for exceeding speed limits. Relying on micro data on accidents and speed cameras across Great Britain, I find that installing these devices significantly enhance road safety. Putting another 1,000 cameras reduce around 1130 collisions, 330 serious injuries, and save 190 lives annually, generating net benefits of around £21 million. However, these effects are highly localised around the camera and dissipate over distance, and there is suggestive evidence of more collisions away from the camera, illustrating the possible limitations associated with fixed speed cameras |
| Keywords: | accidents; injuries; fatalities; speed camera; speeding |
| JEL: | H23 I18 R41 |
| Date: | 2017–09–01 |
| URL: | http://d.repec.org/n?u=RePEc:ehl:lserod:86567&r=tre |
| By: | Seebauer, Sebastian (JOANNEUM RESEARCH Forschungsgesellschaft mbH) |
| Abstract: | Rebound effects may undermine current energy policy pathways centred on more energy efficient technologies. The present study analyses why household-level rebound occurs after purchasing an electric vehicle or installing building insulation. Direct and indirect rebound behaviour are operationalised as rearrangements of consumption patterns over time, drawing on concepts of mental accounting and compensatory behaviours. Structural equation modelling is applied to survey data on adopters of electric cars (n=575) and building insulation (n=1,455) in Austria. A complementary longitudinal sample of adopters of electric bicycles (n=111) validates the findings. Pro-environmental values and, albeit more weakly, personal norms for environmentally conscious consumption counteract rebound behaviour. Social norms for environmentally conscious consumption increase rebound. Values of frugality and modesty show no discernible impact. These drivers apply similarly to all energy efficiency technologies investigated. In the case of building insulation, low-income and energy-poor households are more liable to rebound; moreover, habitual heating practices increase rebound. Policy design could leverage the drivers studied here to combat rebound, for instance by prioritising consumer segments with a lower risk of rebound, or by supporting rebound-averse mindsets in public communication. Future research should conduct longitudinal studies to strengthen causal inferences about changes in consumption patterns over time. |
| Keywords: | Rebound effect; technology adoption; behavioural change; negative spillover; moral licensing |
| JEL: | E21 Q41 |
| Date: | 2017–11 |
| URL: | http://d.repec.org/n?u=RePEc:ris:fcnwpa:2017_017&r=tre |
| By: | Charnoz, Pauline; Lelarge, Claire; Trevien, Corentin |
| Abstract: | We take advantage of the expansion of the French High Speed Rail to study the impact of reductions in travel times between headquarters and the affiliated plants of corporate groups on their employment structure and profit margin. We rely on comprehensive administrative data allowing us to provide a large scale, cross-industry test of alternatives theories of firm organization, with a rich set of empirical indicators. We obtain that decreases in communication costs in the form of lower travel times foster the functional specialization of remote affiliates on their production activities. Support activities shrink because of the transfer of the high-skilled managers to headquarters. These organizational rationalizations have a significant but relatively small impact on overall groups' profit. These results hold across all industries but are strongest in the service industries, where the information to be transmitted across sites is arguably softer. |
| Keywords: | Communication costs; firm organization; headquarters; high-speed rail; Public Infrastructure |
| JEL: | L22 R30 R40 |
| Date: | 2018–01 |
| URL: | http://d.repec.org/n?u=RePEc:cpr:ceprdp:12585&r=tre |
| By: | Polinder, G.-J.; Kroon, L.G.; Aardal, K.; Schmidt, M.E.; Molinaro, M. |
| Abstract: | One of the key assumptions of timetabling algorithms is that a solution exists that meets the pre-specified constraints, like driving times, transfer constraints and headway constraints. If this assumption is satisfied, in most cases a timetable can be found rapidly. Nowadays, railways are being used more intensively, which leads to a higher utilization of the network. Due to this increased utilisation, capacity conflicts occur, so that no feasible solution to the timetabling models can be found, without making subtle but non-trivial changes to the initial input. Resolving these conflicts is essential for railway companies with high utilization of infrastructure. In this paper, we consider infeasible timetabling instances together with a list of allowed modifications of the constraints. We iteratively identify local conflicts in these instances and resolve them by adapting some of the constraints, until there are no more conflicts. The adaptations of the constraints are changes in the right-hand sides that we try to make as small as possible but that resolve the infeasibility. We empirically show that our method can be improved by enriching the initial minimal conflicts found with more constraints. In order to keep the problems tractable, an iterative procedure is used to find solutions to subproblems corresponding to conflicts in the complete timetabling instance. In a case study on instances from the Dutch railway network, we show that these instances can be made feasible within a few minutes. |
| Keywords: | railway timetabling |
| Date: | 2018–01–22 |
| URL: | http://d.repec.org/n?u=RePEc:ems:eureri:104083&r=tre |
| By: | Antonio Estache; Lisa Bagnoli; Salvador Bertomeu |
| Abstract: | This note provides an overview of: (i) the threshold used in policy discussions to assess the extent to which users of an infrastructure service have an affordability problem or not for an acceptable level of consumption of the service as defined by international organizations or sometimes national governments; (ii) the average share of resources allocated to each infrastructure subsector for a sample of 90 countries for developing and emerging economies and for 26 European countries, as a proxy for developed countries practice; and (iii) an assessment of this share for consumption quartiles for developing economies and income quintiles for the European economies. It then produces a series of tables of regional averages which could be used to conduct rough benchmarkings of national observations. Discussions of data limitations and suggestions for additional work conclude the note. |
| Keywords: | énergie, transports, Europe, famille, industrie, société |
| Date: | 2018–01 |
| URL: | http://d.repec.org/n?u=RePEc:eca:wpaper:2013/264487&r=tre |
| By: | Kelly, Morgan; Ó Gráda, Cormac |
| Abstract: | We measure technological progress in oceanic shipping directly by using a large database of daily log entries from British, Dutch, and Spanish ships to estimate daily sailing speed in different wind conditions from 1750 to 1850. Against the consensus among economic (but not maritime) historians that the technology of sailing ships was fairly static during this time, we find that average sailing speeds of British East India Company and navy ships in moderate to strong winds rose considerably after 1770s. Driving this progress was the introduction of coppering in the 1780s but subsequent rises are probably due to a continuous evolution of sails and rigging, and improved hulls that allowed a greater area of sail to be set safely in a given wind. By contrast, speeds of Dutch and Spanish vessels were stagnant. Using separate data on crossing times of Atlantic mail packets, we find steady progress from the 1750s, followed by marked improvements when American packets appeared in the 1820s |
| JEL: | N0 |
| Date: | 2018–01 |
| URL: | http://d.repec.org/n?u=RePEc:cpr:ceprdp:12576&r=tre |
| By: | Ryo Kawasaki; Hideo Konishi (Boston College); Junki Yukawa |
| Abstract: | This paper introduces a bottleneck game with finite sets of commuters and departing time slots as an extension of congestion games by Milchtaich (1996). After characterizing Nash equilibrium of the game, we provide sufficient conditions for which the equivalence between Nash and strong equilibria holds. Somewhat surprisingly, unlike in congestion games, a Nash equilibrium in pure strategies may often fail to exist, even when players are homogeneous. In contrast, when there is a continuum of atomless players, the existence of a Nash equilibrium and the equivalence between the set of Nash and strong equilibria hold as in congestion games (Konishi, Le Breton, and Weber, 1997a). |
| Keywords: | congestion game, bottleneck model, Nash equlibrium, strong equilibrium, equivalence, existence |
| JEL: | C72 R41 |
| Date: | 2018–01–20 |
| URL: | http://d.repec.org/n?u=RePEc:boc:bocoec:945&r=tre |