|
on Transport Economics |
| By: | Wangsness, Paal Brevik (Institute of Transport Economics – Norwegian Centre for Transport Research) |
| Abstract: | The road transport market has many market imperfections such as local and global pollution, accidents, noise and road wear. Electric vehicles (EVs) avoid some of these by not having any tailpipe CO2 emissions, but they still contribute to external costs such as congestion. Our research questions are: What characterizes the set of secondbest road prices for internalizing external costs from driving EVs and ICEVs when you also have distortionary labor taxes and binding government budget constraints? How are these prices affected by distortions elsewhere in the economy? How does this second-best pricing fit with government set goals of reducing CO2 emissions? This paper further develops an analytical framework for assessing first- and secondbest road prices on vehicle kilometers, extending it to include EVs and externalities that vary geographically and by time of day. Expressions for the optimal road prices are derived analytically, and then solved numerically. We find that optimal road prices largely vary with external cost, giving high prices for driving in cities during peak hours, and relatively low prices for driving in rural areas. We also see that the road prices’ interactions with the rest of the fiscal system have implications for determining the optimal set of road prices. However, the optimal set of road prices leads to little or no reductions in carbon emissions with the currently recommended social cost of carbon estimates. This implies that any required reduction in CO2emissions will require a shadow price that exceeds the current social cost estimate. |
| Keywords: | road pricing; road transport externalities; electric vehicles; government budget; constraints; tax interaction; CO2 emission constraints |
| JEL: | H21 H23 Q54 Q58 R41 R48 |
| Date: | 2018–04–11 |
| URL: | http://d.repec.org/n?u=RePEc:hhs:nlsseb:2017_010&r=tre |
| By: | Daniel F. Heuermann; Johannes F. Schmieder |
| Abstract: | We use the expansion of the high-speed rail network in Germany as a natural experiment to examine the causal effect of reductions in commuting time between regions on the commuting decisions of workers and their choices regarding where to live and where to work. We exploit three key features in this setting: i) investment in high-speed rail has, in some cases dramatically, reduced travel times between regions, ii) several small towns were connected to the high-speed rail network only for political reasons, and iii) high-speed trains have left the transportation of goods unaffected. Combining novel information on train schedules and the opening of high-speed rail stations with panel data on all workers in Germany, we show that a reduction in travel time by one percent raises the number of commuters between regions by 0.25 percent. This effect is mainly driven by workers changing jobs to smaller cities while keeping their place of residence in larger ones. Our findings support the notion that benefits from infrastructure investments accrue in particular to peripheral regions, which gain access to a large pool of qualified workers with a preference for urban life. We find that the introduction of high-speed trains led to a modal shift towards rail transportation in particular on medium distances between 150 and 400 kilometers. |
| JEL: | J61 R12 R23 R40 |
| Date: | 2018–04 |
| URL: | http://d.repec.org/n?u=RePEc:nbr:nberwo:24507&r=tre |
| By: | Julie Bulteau (CEARC - Cultures, Environnements, Arctique, Représentations, Climat - UVSQ - Université de Versailles Saint-Quentin-en-Yvelines - CNRS - Centre National de la Recherche Scientifique); Thierry Feuillet (LADYSS - Laboratoire dynamiques sociales et recomposition des espaces - UP1 - Université Panthéon-Sorbonne - UP8 - Université Paris 8, Vincennes-Saint-Denis - UPN - Université Paris Nanterre - UPD7 - Université Paris Diderot - Paris 7 - CNRS - Centre National de la Recherche Scientifique); Rémy Le Boennec (Institut VEDECOM, LGI - Laboratoire Génie Industriel - EA 2606 - CentraleSupélec) |
| Abstract: | Innovative solutions have been implemented to promote sustainable mobility in urban areas. In the Nantes area (northwestern part of France), alternatives to single-occupant car use have increased in the past few years. In the urban area, there is an efficient public transport supply, including tramways and a " busway " (Bus Rapid Transit), as well as bike-sharing services. In periurban and rural areas, there are carpool areas, regional buses and the new " tram-train " lines. In this article, we focus on the impact on house prices of these " sustainable " transportation infrastructures and policies, in order to evaluate their values. The implicit price of these sustainable transport offers was estimated through hedonic price functions describing the Nantes urban and periurban/rural housing markets. Spatial regression models (SAR, SEM, SDM and GWR) were carried out to capture the effect of both spatial autocorrelation and spatial heterogeneity. The results show patterns of spatial heterogeneity of transportation offer implicit prices at two scales: (i) between urban and periurban/rural areas, as well as (ii) within each territory. In the urban area, the distance to such offers was significantly associated with house prices. These associations varied by type of transportation system (positive for tramway and railway stations and negative for bike-sharing stations). In periurban and rural areas, having a carpool area in a 1500-m buffer around the home was negatively associated with house prices, while having a regional bus station in a 500-m buffer was non-significant. Distance to the nearest railway station was negatively associated with house prices. These findings provide research avenues to help public policy-makers promote sustainable mobility and pave the way for more locally targeted interventions. |
| Keywords: | spatial heterogeneity,sustainable mobility,transport accessibility,geographically weighted regression,hedonic pricing method,spatial dependence |
| Date: | 2018–03 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:halshs-01706911&r=tre |
| By: | Haoran Yang; Frédéric Dobruszkes; Jiaoe Wang; Martin Dijst; Patrick Wiik |
| Abstract: | Although the Chinese high-speed railway (HSR) entered the transportation market at a late stage in 2003, its networks have become the world's largest and are currently even growing faster than airline networks. Using the 2013 origin/destination (O/D) passenger flow data instead of commonly used scheduled data, we compare the spatial configurations of the Chinese national urban system in both high-speed railway and airline networks. The results show that HSR-dominant cities and links are located mainly in the middle and eastern parts of China, offering regional connections, whereas air-dominant cities and links are evenly distributed across the whole of China and predominantly offer interregional connections. This is mainly because HSR networks are more focused on connections to cities with high socio-economic performance and are more restricted by the geographical distance between linked cities than the airline networks. Furthermore, HSR networks promote agglomeration economies within cities located along the trunk lines in specific regions, whereas airline networks contribute to more balanced urban development in China. These dimensions indicate that the configuration of urban systems in HSR networks differ largely from that of air networks when measured in terms of passenger flows. |
| Keywords: | High-speed railways (HSR); Airlines; Passenger flows; China; Urban systems |
| Date: | 2018 |
| URL: | http://d.repec.org/n?u=RePEc:ulb:ulbeco:2013/269363&r=tre |
| By: | Grous, Alexander |
| Abstract: | The global airline industry is on the cusp of a connectivity revolution. Currently 3.8 billion passengers fly annually, with only around 25% of planes in the air offering them some form of onboard broadband. This is often of variable quality, with patchy coverage, slow speeds and low data limits. By 2035, it is likely that inflight connectivity will be ubiquitous across the world. Non-broadband-enabled ‘traditional’ sources such as seat upgrades, onboard duty free and baggage fees are currently worth around $60 billion to airlines. For the first time, this research study bridges the gap between current market estimates of traditional revenues and the forecasting of incremental revenue from broadbandenabled cabins. Using IATA passenger traffic data and forecasts of growth, including a near doubling of passenger numbers to 7.2 billion annually, this research study forecasts that broadband-enabled ancillary revenue will reach an estimated $30 billion for airlines by 2035. Overall, a total market of $130 billion of additional revenues will be created. As well as airlines, this market will include content providers, retail goods suppliers, hotel and car suppliers, airlines and advertisers. The four primary areas of broadband enabled ancillary revenue have been defined in the research are: • Broadband access • Advertising, encompassing interruptive advertising and pay-per-click • E-commerce and destination shopping • Streaming, including premium content The research looks at six key regions: Asia Pacific, Europe, North America, Africa, Middle East and Latin America, analysed using both primary and secondary research, drawing on available data of passenger numbers and of forecasted aircraft growth globally. By 2035, broadband-access revenue is forecast to remain the highest single source of new ancillary revenues, accounting for 53% of the total market, followed by e-commerce and destination shopping at 40% of the market, with advertising revenue accounting for 8% of the market, and premium content at around 2.5% of the market. Per passenger, this means an increase of 1,129% in broadband enabled ancillary revenue from the current $0.23 per passenger in 2018, to $2.82 in 2028, reaching $4 per passenger by 2035. With current traditional ancillary revenue for airlines of around $17 per passenger, the research study projects that broadband connectivity will add around 24% to ancillary revenues for airlines in real terms by 2035. Growth in broadband-enabled ancillary revenue will be driven by the introduction of new generation satellites. These address the key requirements sought by passengers that have been lacking to date in many cases, most importantly high bandwidth and continuous connectivity. Passenger surveys continue to confirm that these are integral components of quality, which remains the primary driver of broadband take-up, and that passengers are willing to pay more for high quality onboard connectivity. When combined with a well-developed ecosystem of content, products and services, this can spur the development of related ancillary revenues from both leisure and business passengers on Low Cost Carriers and Full Service Carriers. Globally, Low Cost Carriers (LCCs) are forecast to account for around $11 billion of revenues, and Full Service Carriers (FSC) around $19 billion. The capitalisation of opportunities presented by a connected cabin with high quality continuous coverage will depend on the degree that airlines are willing to engage with third party suppliers, retailers, destination companies, content providers and others. The research study forecasts that by 2035, from the estimated $30 billion airline share of the total broadbandenabled revenue of $130 billion, Asia Pacific has the highest figure at $10.3 billion, followed by Europe with $8.2 billion, North America with $7.6 billion, Latin America with $1.9 billion, Middle East at $1.3 billion and Africa with $0.58 billion. The opportunity for revenue growth from broadband enabled services is dependent on airlines commercialising passenger data to a much greater degree than occurs currently. Today, only 11% of existing airline schemes offer personalised rewards based on purchase history or location data. More loyal customers can generate a 23% premium in profitability and revenue to airlines. Airlines today have failed to fully develop the potential opportunities offered by passenger data. Airlines are in the driver’s seat for realising a massive opportunity. By bringing together right technological, retail, advertising and content partners, airlines will be able to offer passengers the services they are asking for, whilst improving the bottom line. With the number of passengers currently flying every day forecast to almost double by 2035 this is a ‘sky high’ multibillion dollar opportunity for the global airline industry. |
| JEL: | J1 |
| Date: | 2017 |
| URL: | http://d.repec.org/n?u=RePEc:ehl:lserod:87438&r=tre |
| By: | Miwa Matsuo (Research Institute for Economics & Business Administration (RIEB), Kobe University, Japan) |
| Abstract: | Personal-level automobility is critical for accessing economic and social opportunities in an auto-oriented built environment such as the U.S. Household carpooling is the most popular alternative mode for solo-driving regardless of demographic group because it provides a certain degree of automobility, yet, carpool-dependent passengers often suffer from practical and other disadvantages. This paper explores the gender gap in personal-level automobility, particularly among Hispanics, with explicit consideration to drivers' access to household vehicles and non-drivers' access to household carpooling. The research finds that Hispanic females, especially immigrants, are low in automobility, both in the probability of being a driver and in access to household vehicles. The gender gap is specific to Hispanics, and not found for non-Hispanic Whites or Blacks. The gap decreases, but persists, as immigrant Hispanics stay longer in the U.S., gain or maintain employment, or become college-educated. Surprisingly, the gender gap in personal-level automobility exists even among U.S. native Hispanics. |
| Keywords: | Mobility, Automobility, Hispanics, Gender, Immigrants, Carpool |
| Date: | 2018–03 |
| URL: | http://d.repec.org/n?u=RePEc:kob:dpaper:dp2018-11&r=tre |
| By: | Enid Slack; Almos T. Tassonyi (University of Toronto) |
| Abstract: | The poor state of municipal infrastructure is the subject of frequent complaint in Canada. Roads are congested, transit systems are in need of major investments, bridges are crumbling, and water treatment plants need to be replaced. Municipalities continue to seek financial assistance from the federal and provincial governments, but are transfers really the best way to pay for municipal capital investments? This paper provides an overview of how municipal infrastructure is funded in Canada with an emphasis on the extent to which the users of infrastructure pay the costs. The paper concludes that although user fees are increasing in Canadian municipalities, better pricing is needed to link those who benefit with those who pay for municipal infrastructure. |
| Keywords: | municipal finance, user fees, infrastructure finance |
| JEL: | H54 H71 H72 |
| Date: | 2017–11 |
| URL: | http://d.repec.org/n?u=RePEc:mfg:wpaper:34&r=tre |
| By: | Pieter Jong |
| Abstract: | In the area close to the railway vibrations can be expected due to the use of the railway by trains. Especially cargo trains can cause vibrations which can affect the real estate and the well-being of the users of this real estate.Railway vibrations are a complex issue. Passing trains – with persons or cargo – cause vibrations and these vibrations pass through the soil and can eventually reach the buildings in the neighborhood. But there are several parameters which determine if and to what extent a building can be affected by these vibrations: the type of train, the speed of the train, the rail track, the soil and the construction of the buildings in the area close to the railway.Various organizations are involved in the governance of railway vibrations. Transport organizations are responsible for the trains. In the Netherlands ProRail is responsible for the railway. The owner of the grounds next to the railway has (in theory) some responsibility regarding the railway vibrations through his soil. And the project developer that wants to develop new buildings in the area close to the railway has some responsibility. The future users of the buildings (e.g. apartments) in general need a healthy environment to live and to work in. Not only noise but also vibrations cause annoyances which negatively affect the quality of living and working in those buildings. Severe vibrations may also cause damage to buildings or may negatively affect the function of the building (for example a concert hall with the subway under the building).This paper explores the governance of railway vibrations in the Netherlands. The general question that is answered in this paper is: how Dutch legislation, policy and jurisprudence (case law) deals with ‘railway vibrations’ in relation to building and real estate. Also examples are given of the governance of railway vibrations in other countries: the United States, Canada, the United Kingdom and Germany. Another, more specific question is, if and how the developer of new real estate close to the railway can be (made) responsible for taking railway vibrations into account in the design phase of the building project. |
| Keywords: | Governance; legislation; railway; Real Estate; Vibrations |
| JEL: | R3 |
| Date: | 2017–07–01 |
| URL: | http://d.repec.org/n?u=RePEc:arz:wpaper:eres2017_338&r=tre |
| By: | Yves Crozet (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, IEP Lyon - Sciences Po Lyon - Institut d'études politiques de Lyon - Université de Lyon) |
| Abstract: | Introduction - L'Autorité de régulation des activités ferroviaires et routières (Arafer), dans le cadre de son Observatoire des transports et de la mobilité, a mis en ligne en novembre 2017 un document intitulé Le marché français du transport ferroviaire de voyageurs 2015-2016. En 45 pages, plus 41 pages d'annexes, une foule de données statistiques est soumise à la sagacité du lecteur. Plusieurs thèmes sont abordés: les trafics, l'état du marché, la qualité de service, les données économiques et financières, etc. Le document se veut informatif, il n'est pas accompagné d'analyses ou de recommandations. Mais on ne peut s'empêcher de lire entre les lignes, de rapprocher les indicateurs produits de la mission confiée récemment par le Premier ministre à Jean-Cyril Spinetta. Le 2 octobre 2017, ce dernier a été chargé rien moins que de «préparer une stratégie d'ensemble pour refondre le système ferroviaire ». Son rapport doit être remis en janvier 2018 et aborder: la stratégie de desserte, la stratégie économique et financière, la tarification de l'infrastructure et l'ouverture à la concurrence. Excusez du peu ! Chacun aura compris que l'ancien patron d'Air France a été chargé des travaux d'Hercule. Pour mesurer l'ampleur de la tâche rappelons d'abord qu'il n'y a pas un mais des marchés ferroviaires, divers et problématiques. Pour que se dessine une nouvelle cohérence stratégique intégrant l'ouverture à la concurrence, un changement de paradigme serait nécessaire mais il heurte des habitudes solidement ancrées ? |
| Keywords: | transport ferroviaire,marchés ferroviaires,ouverture à la concurrence,cohérence stratégique,France |
| Date: | 2018 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:halshs-01753192&r=tre |
| By: | Grous, Alexander |
| Abstract: | A comprehensive framework for managing T&E is central to maximising value. Travel and Expense (T&E) is a major line of expenditure for many companies. Despite this, best-practice processes are ofen overlooked or implemented poorly, leading to cost and productivity inefficiencies, limited strategic oversight of travel management and frustrated employees. In other areas of corporate expenditure this is not the case. This study provides research and insights as to how corporations can take a more strategic approach to T&E by putting in place a comprehensive IT-enabled framework so that benefits can be maximised, both for the corporation and the traveller. Following interviews with senior decision makers across large corporations, it is clear that a number of strategic priorities underpin T&E programmes, but only by implementing a more structured approach can these priorities be delivered upon, and the true value of travel to business performance be measured and improved. Proactive management through automation and IT drives significant benefits. The research finds that through proactive management of T&E, using best-practice processes and automated IT systems, dramatic impact can be achieved: the cost of processing a transaction can reduce by over half; over 10 percent savings can be made through the use of an online booking tool; employee satisfaction can improve; 20 percent higher fraud identification than paper-based expense reports can occur, among others. This research presents a framework for T&E spend management encompassing three stages: 1) Setting the T&E strategy 2) Optimising the T&E spend management processes 3) IT enablement of the T&E processes The T&E spend management processes encompass five activities, enabled by IT: T&E Strategic Sourcing, T&E Buying, Traveller Support and Duty of Care, Expense Management, and Analytics and Feedback. Utilising this structure, insights from interviews with 19 CxOs and 7 HR executives were gathered from corporates internationally to review current T&E spend management practices and identify Return-On-Investment (ROI) improvement opportunities. Six strategic priorities were identified from executive management interviews: growth for CEO; efficiency and cost for CFO/CPO; people for CHR; and risk management and cost for CIO. The strategic priorities inform the functional priorities for T&E. Employee value proposition was perceived to be an important component of organisational ‘well-being’ and employee development. Companies are skipping T&E best practices. The interviews overwhelmingly reveal a propensity to skip best practices in the T&E strategic sourcing and T&E buying steps. The best practices skipped include enforcing process compliance through a managed-buying channel; ensuring sufficient spend visibility to enable strategic sourcing; establishing demand management enabled by ‘smart approval’; and driving corporate card utilisation. Skipping these best practices results in missed savings opportunities in T&E and sub-optimal ROI. Companies should not use expenses as the way to manage corporate travel requirements. One of the most significant findings of the interviews was the over-reliance on the expense stage as a mode of managing T&E in the organisation. Despite significant investment by many interviewed CxOs in T&E solutions, Expense Management was viewed as a source of ‘user frustration’ and ‘clerical and managerial annoyance’. Enhancing ROI requires best practices implementation in the preceding stages to reduce complexity in Expense Management, and addressing missing functionality. Similarly, the analytics and feedback loop between the expenses step and T&E sourcing is less effective than it could be in the absence of stronger T&E sourcing and T&E buying practices. IT is seen as a key enabler to improved T&E programmes. The research identified IT as a key enabler of T&E functionality. Around 60 percent of executives were considering changes to their T&E systems in the next 1-3 years. They identified future-state IT-enabled functionality in booking, expenses, and analytics and reporting. The attainment of greater ROI from T&E requires best practices throughout the spend management process, with a particular emphasis on the initial stages. When T&E spend management adheres to best practices across the entire process, the benefits to the organisation and the employee can be significant. |
| JEL: | C1 J1 |
| Date: | 2017 |
| URL: | http://d.repec.org/n?u=RePEc:ehl:lserod:87441&r=tre |