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on Transport Economics |
| By: | Eduardo A. Haddad; Nancy Lozano-Gracia, Eduardo Germani, Renato S. Vieira, Shobei Nakaguma,; Emmanuel Skoufias, Bianca Bianchi Alves |
| Abstract: | This paper evaluates the impacts of transportation investments/policies using a spatial computable general equilibrium (SCGE) model integrated to a travel demand model. In order to enhance our understanding of the distributional impacts of transportation improvements in Brazilian cities, we simulate the impact of different types of mobility investments in the São Paulo Metropolitan Region (SPMR). To explore further the income effects of infrastructure investments, we also conduct microsimulation exercises integrated to the SCGE results. We look at 10 different scenarios, ranging from a series of infrastructure-related interventions – considering the expansion of the mass-transit public transportation network – to policies that focus on monetary disincentives to the use of cars. The simulations results suggest trade-offs between efficiency and equity. |
| Keywords: | General equilibrium; urban mobility; accessibility; productivity; transportation infrastructure. |
| JEL: | C63 C68 R13 R42 |
| Date: | 2018–07–10 |
| URL: | http://d.repec.org/n?u=RePEc:spa:wpaper:2018wpecon11&r=tre |
| By: | Stefan Schmelzer (Institute for Advanced Studies, Vienna; Institute for Ecological Economics, WU - Vienna University of Economics and Business); Michael Miess (Institute for Advanced Studies, Vienna; Institute for Ecological Economics, WU - Vienna University of Economics and Business; Complexity Science Hub Vienna); Vedunka Kopecna (Institute of Economic Studies, Faculty of Social Sciences, Charles University in Prague, Smetanovo nabrezi 6, 111 01 Prague 1, Czech Republic); Milan Scasny (Institute of Economic Studies, Faculty of Social Sciences, Charles University in Prague, Smetanovo nabrezi 6, 111 01 Prague 1, Czech Republic) |
| Abstract: | We present a novel methodology to quantify the social costs and benefits (net social costs) of electric vehicles as an endogenous, demand-driven abatement technology in a general equilibrium framework. This new costing approach relates general equilibrium effects resulting from an increased market penetration of electric vehicles to the external environmental and health effects of the corresponding change in emissions. To this end, we develop a hybrid model combining a computable general equilibrium (CGE) with a discrete choice (DC) model that is capable of depicting an endogenous demand-driven uptake of alternative fuel vehicles. The discrete choice model of the consumer purchase decision between conventional, hybrid, plug-in hybrid, and electric vehicles is directly integrated into the CGE model. This hybrid CGE-DC model features a detailed accounting of vehicle fleet development, including yearly numbers of vehicle purchases and cohort depreciation. It depicts nine households differentiated by the degree of urbanization and education, accounts for detailed consumer preferences for the purchase of a passenger vehicle and mode choice decisions. The hybrid CGE-DC model is additionally hard-linked to a bottom-up module for elektricity production by several technologies to provide input for an established impact pathway analysis to quantify the external costs relating to the changed composition of the vehicle fleet and technologies to generate electricity. We apply this methodology to Austria as an empirical example, considering current measures and trends for the uptake of electric vehicles into the vehicle fleet. In particular, we quantify the net social costs of additional measures to foster the introduction of electromobility that are part of the current policy discussion in Austria, and thus provide a blueprint for further application in different national contexts. |
| Keywords: | hybrid CGE model; discrete choice; electric vehicles; environmental benefits |
| JEL: | C68 D12 D58 H22 H23 Q43 Q52 R42 |
| Date: | 2018–08 |
| URL: | http://d.repec.org/n?u=RePEc:fau:wpaper:wp2018_16&r=tre |
| By: | Robert D. Ebel (International Center for Public Policy, Andrew Young School of Policy Studies, Georgia State Univeristy); Yameng Wang |
| Abstract: | Twenty years ago, current user charges accounted for 17.7 % of United States state and local general revenues from own-sources. That put it well behind the revenue importance of both the sales and gross receipts (24.8%) and property tax (22.5%) categories and (nearly) the same as the sum of the individual and corporate income tax (17.8%). Today, current charges account for 21.1 % of state/local own source general revenues—eclipsing the income taxes (18.6%), nearly on par with the property tax (21.2%) and a closing in on the sales and gross receipts category (23.6%). Looking ahead there are four reasons why this trend is likely to continue. The first is the generally recognized need to improve the nation’s physical infrastructure and the recent literature on how to pay for it (e.g., Pagano, 2011, McNichol, 2016; McKinsey, 2017; Geddes, 2017; McBride, 2018; Schanzenbach, Nunn and Nantz, 2017). Second is the “fiscal squeeze” as the relative revenue productivity of the former “big three” (income, sales, and property) are being eroded due to a combination of short-term-after-short term direct discretionary tax base reductions and the long term effects of changing economic, demographic and institutional trends (Tannenwald, 2001; Brunori, 2012, Luna and Murray, 2015; Wallace, 2012, 2015). Third, in contrast to, or maybe due to, the present a citizen “anti-tax” mood, state and local policymakers have become more permissive to the enactment of local fees and charges (Sjoquist and Stoycheva, 2012) . And, fourth, the technology for employing new charges is improving particularly in the area of motor-vehicle-related activities as revenue collection is facilitated --e.g., smart parking meters that allow governments to accurately monitor and report on the use of public spaces; GPS tracking of vehicle weights and distances driven, emerging modes of road and congestion pricing (Gifford, 2012; Basso and Duvall, 2013; Geddes, 2015). |
| Date: | 2018–07 |
| URL: | http://d.repec.org/n?u=RePEc:ays:ispwps:paper1813&r=tre |
| By: | André De Palma (ENS Cachan - École normale supérieure - Cachan, Department of Economics, Ecole Polytechnique - X - École polytechnique - CNRS - Centre National de la Recherche Scientifique); Robin Lindsey (Sauder - Sauder School of Business [British Columbia] - UBC - University of British Columbia); Guillaume Monchambert (ENS Cachan - École normale supérieure - Cachan) |
| Abstract: | We analyze trip-timing decisions of public transit users who trade off crowding costs and disutility from traveling early or late. Considering fixed and then endogenous demand, we derive the equilibrium distribution of users across trains for three fare regimes: no fare, an optimal uniform fare, and an optimal train-dependent fare that supports the social optimum. We also derive the optimal number of trains and train capacity, and compare them across fare regimes. Finally we calibrate the model to a segment of the Paris RER A mass transit system and estimate the potential welfare gains from train-dependent fares. |
| Keywords: | public transport,crowding,pricing,optimal capacity,rail transit |
| Date: | 2017–09 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-01203310&r=tre |
| By: | Francesco Di Comite (European Commission - JRC) |
| Abstract: | This paper develops a tractable two-region New Economic Geography model with footloose capital and endogenous freight rates to investigate the welfare implications and long-run industry reallocation patterns triggered by transport liberalization. Two policy scenarios are considered: one where a unique tariff per route is imposed, independently of the direction of shipment, and one of complete deregulation. Carriers in fully deregulated transport markets are shown to charge higher markups in shipments towards the periphery. This pricing behavior counterbalances the welfare-decreasing agglomeration forces associated with lowering trade costs and ensures welfare gains in both region in the short and long run. |
| Keywords: | Transport liberalization; endogenous transport costs; regional imbalances; Home Market Effect |
| JEL: | L98 R12 R58 O18 |
| Date: | 2018–07 |
| URL: | http://d.repec.org/n?u=RePEc:ipt:iptwpa:jrc92386&r=tre |
| By: | Xieshu Wang (CEPN - Centre d'Economie de l'Université Paris Nord - UP13 - Université Paris 13 - USPC - Université Sorbonne Paris Cité - CNRS - Centre National de la Recherche Scientifique); Joel Ruet (CEPN - Centre d'Economie de l'Université Paris Nord - UP13 - Université Paris 13 - USPC - Université Sorbonne Paris Cité - CNRS - Centre National de la Recherche Scientifique); Xavier Richet (ICEE - ICEE - Intégration et Coopération dans l'Espace Européen - Etudes Européennes - EA 2291 - Université Sorbonne Nouvelle - Paris 3) |
| Abstract: | The context of EU-China relations has dramatically changed over the past five years. China's interest in Europe has expanded geographically and substantially. At the broader diplomatic and strategic level, the OBOR initiative has come to symbolize China's growing significance in international affairs, reshaping regional dynamics. The European Commission and the Chinese government have agreed to enhance synergies in connectivity platforms. However, new investment trends and trade relations with China are highly differentiated across Europe and across sectors. The lack of a clearly defined OBOR plan in most European countries is weakening their bargaining power. In the meantime, China is following its flexible foreign policy approach when dealing with the EU. So far, the OBOR projects in Europe are mainly focusing on transport and infrastructure in Central, Eastern and Southern Europe. We are witnessing the reconfiguration of international institutions and the emergence of a more multi-polar global order. |
| Keywords: | governance,One Belt One Road,connectivity,infrastructure,investment |
| Date: | 2017–03 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:hal-01499020&r=tre |
| By: | Yann Briand (IDDRI - Institut du Développement Durable et des Relations Internationales - Institut d'Études Politiques [IEP] - Paris); Julien Lefevre (CIRED - Centre International de Recherche sur l'Environnement et le Développement - CNRS - Centre National de la Recherche Scientifique - ENPC - École des Ponts ParisTech - AgroParisTech - EHESS - École des hautes études en sciences sociales - CIRAD - Centre de Coopération Internationale en Recherche Agronomique pour le Développement); Jean-Michel Cayla (EDF R&D - EDF R&D - EDF - EDF) |
| Date: | 2017 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:hal-01688931&r=tre |
| By: | Rivera, Thomas J (HEC Paris); Scarsini, Marco (LUISS, Dipartimento di Economia e Finanza); Tomala, Tristan (HEC Paris) |
| Abstract: | We consider a model of bottleneck congestion in discrete time with a penalty cost for being late. This model can be applied to several situations where agents need to use a capacitated facility in order to complete a task before a hard deadline. A possible example is a situation where commuters use a train service to go from home to office in the early morning. Trains run at regular intervals, take always the same time to cover their itinerary, and have a fixed capacity. Commuters must reach their office in time. This is a hard constraint whose violation involves a heavy penalty. Conditionally on meeting the deadline, commuters want to take the train as late as possible. With the intent of considering strategic choices of departure, we model this situation as a game and we show that it does not have pure Nash equilibria. Then we characterize the best and worst mixed Nash equilibria, and show that they are both inefficient with respect to the social optimum. We then show that there exists a correlated equilibrium that approximates the social optimum when the penalty for missing the deadline is sufficiently large. |
| Keywords: | Nash equilibrium; correlated equilibrium; efficiency of equilibria; price of anarchy; price of stability; price of correlated stability. |
| JEL: | C72 C73 |
| Date: | 2018–07–25 |
| URL: | http://d.repec.org/n?u=RePEc:ebg:heccah:1289&r=tre |
| By: | Christian Catalini; Christian Fons-Rosen; Patrick Gaulé |
| Abstract: | We develop a simple theoretical framework for thinking about how geographic frictions, and in particular travel costs, shape scientists' collaboration decisions and the types of projects that are developed locally versus over distance. We then take advantage of a quasi-experiment - the introduction of new routes by a low-cost airline - to test the predictions of the theory. Results show that travel costs constitute an important friction to collaboration: after a low-cost airline enters, the number of collaborations increases by 50%, a result that is robust to multiple falsification tests and causal in nature. The reduction in geographic frictions is particularly beneficial for high quality scientists that are otherwise embedded in worse local environments. Consistent with the theory, lower travel costs also endogenously change the types of projects scientists engage in at different levels of distance. After the shock, we observe an increase in higher quality and novel projects, as well as projects that take advantage of complementary knowledge and skills between sub-fields, and that rely on specialized equipment. We test the generalizability of our findings from chemistry to a broader dataset of scientific publications, and to a different field where specialized equipment is less likely to be relevant, mathematics. Last, we discuss implications for the formation of collaborative R&D teams over distance. |
| JEL: | L93 O18 O3 O31 O33 R4 |
| Date: | 2018–06 |
| URL: | http://d.repec.org/n?u=RePEc:nbr:nberwo:24780&r=tre |
| By: | Daniele Crotti; Elena Maggi |
| Abstract: | In recent years several European municipalities have paired market-based measures with urban distribution centres (UDC) in order to reduce CO2 emissions and make more sustainable urban freight ‡ows. However, UDCs may add reloading costs and extra delivery times which have relevant impact on both urban supply chains and the competition among traditional and UDC-based logistics service providers in terms of service quality and freight rates. By using a duopolistic Hotelling framework, we show that market-based measures and subsidies might be substitutes to enhance the demand for UDC-based providers but public funding can be reduced by improving the quality of UDC services. These results can enlarge the scope for investments in UDC value-adding services in order to decrease private crowding-out effects in the long run. |
| Keywords: | Community/Rural/Urban Development |
| Date: | 2017–04–12 |
| URL: | http://d.repec.org/n?u=RePEc:ags:feemss:256057&r=tre |
| By: | Nicolas Pelé (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); Cyrille François (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); Jean-Pierre Nicolas (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) |
| Abstract: | L'organisation spatiale des villes a profondément évolué durant le XXe siècle et les décideurs publics sont amenés à faire des choix sur les politiques d'aménagement des territoires urbains qui peuvent avoir des conséquences importantes sur les comportements de mobilité. Mais existe-t-il un paradigme d'aménagement qui mériterait d'être privilégié ? Celui de la ville compacte, de la ville étalée, de la ville polynucléaire ?... Cette multiplication des modèles d'organisation spatiale résulte de la prise de conscience des impacts économiques, sociaux et environnementaux de l'étalement urbain permis par la généralisation de l'automobile dans nos sociétés. L'interrogation principale de cet article porte sur la manière de comparer différents modèles de forme urbaine et leurs impacts, afin d'apporter de nouveaux éléments au débat scientifique sur les interactions entre transport et urbanisme. En suivant ce fil directeur, la discussion présentée ici se décompose en trois grandes parties. La première fait un retour sur la littérature pour affiner le questionnement initial et proposer des principes méthodologiques directeurs pour mieux l'appréhender. La seconde partie rend compte du cas d'étude retenu, en présentant le modèle d'interaction transport-urbanisme SIMBAD calibré sur l'aire urbaine de Lyon, les scénarios modélisés et la méthodologie d'analyse. Enfin, la troisième partie expose et discute les résultats obtenus en les décomposant par types de territoires urbains et suivant les trois dimensions du développement durable. |
| Keywords: | modèle d’interaction transport-urbanisme,projet SIMBAD,Lyon (France),agglomération,comportement de mobilité,organisation spatiale des villes,forme urbaine,mobilités quotidiennes |
| Date: | 2018 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:halshs-01851465&r=tre |
| By: | Bruno Faivre d'Arcier (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); Aurélie Mercier (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); Pierre-Yves Péguy (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) |
| Abstract: | Préambule. Ce rapport a été rédigé à la demande de l'a'urba, agence d'urbanisme de Bordeaux Métropole Aquitaine, dans le cadre de la mise en œuvre des orientations du Grenelle des Mobilités. Il se propose, à partir d'un diagnostic sur l'évolution du réseau de transports collectifs urbains, et de scénarios sur son devenir à l'horizon 2030, de discuter des marges de manœuvre quant à son financement et de proposer une série de recommandations pour les années à venir. Le premier point est donc centré sur une analyse rétrospective (1995-2015) des importantes évolutions qu'a connu ce réseau, avec notamment l'arrivée du tramway en 2003, mais en les mettant en perspective avec ce qui s'est fait dans les 12 agglomérations de plus de 400 000 habitants, disposant d'un Transport en Commun en Site Propre (TCSP) en France. L'accent sera mis notamment sur les conditions de financement de ce réseau. Le second point vise à préciser quel sera le besoin de financement pour les années à venir, qui dépend largement des stratégies de développement de l'offre. Un outil de simulation, calé sur la situation bordelaise, sera utilisé pour estimer l'ampleur des besoins financiers et proposer quelques premières pistes visant à pérenniser son financement. Le troisième point a pour but d'identifier les possibilités accroître la performance du réseau, notamment en termes d'attractivité vis-à-vis de l'usage de la voiture particulière. Une analyse comparative de l'accessibilité selon ces deux modes est présentée, sur la base des temps de parcours zone à zone, issus du modèle multimodal géré par Bordeaux Métropole. Le quatrième point aborde plus globalement la cohérence des actions entreprises en matière de concurrence/complémentarité entre la voiture et le transport collectif, en insistant notamment sur la cohérence du système du « prix de la mobilité », et discutera de diverses mesures envisageables pour améliorer le financement de l'offre de transport collectif. |
| Keywords: | réseau de transports,Transports collectifs urbains,Bordeaux,analyse rétrospective,offre de transport collectif,Financement des transports collectifs urbains |
| Date: | 2018–03 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:halshs-01854010&r=tre |
| By: | Bubyakina, Galina I.; Plekhanova, Taisia M.; Gromova, Ekaterina V. |
| Abstract: | Collected papers presented on the Tenth International Conference Game Theory and Management /Editors Leon A. Petrosyan, Nikolay A. Zenkevich. Ó SPb.: Saint Petersburg State University, 2017. |
| Keywords: | cooperative game, characteristic function, Shapley value, |
| Date: | 2017 |
| URL: | http://d.repec.org/n?u=RePEc:sps:cpaper:10428&r=tre |
| By: | Gruszka, Katarzyna; Novy, Andreas |
| Abstract: | This article takes the case of Uber, a global platform specialized in transport technologies, to reappraise the claims of the sharing economy. The case presents a chronology of the struggles over the regulation of these digital markets in the US and France, using Uber's self-description and web discourse for additional illustrative purposes. It exposes Uber's business model, the key driving actors and their strategies as well as multi-scalar counter movements. The analysis is framed from a Hayekian and a Polanyian perspective, and the potential of the sharing economy to go beyond market fundamentalism. The Polanyian utopia of sharing as more than market relations based on self-interest is mobilized for legitimizing the platform. The Hayekian utopia of a market society which transforms social relations of friendship and community service into market activities is describing actual development. Finally, Polanyian "counter movements" are described and their potentials are discussed. |
| Date: | 2018 |
| URL: | http://d.repec.org/n?u=RePEc:wiw:wus009:6434&r=tre |
| By: | Schiereck, D.; Hachenberg, B.; Kiesel, F. |
| Abstract: | Along with the ‘Dieselgate’ scandal more and more consumers in continental Europe are expected to decide no longer to buy a new car but to lease it to transfer reselling risk to the leasing company. This change in behavior can have consequences for refinancing loan and lease contracts via auto asset-backed securities (ABS) transactions, especially in Europe. We empirically analyze auto ABS in Europe and the U.S. with a focus on loan and lease transactions. We find that the European market did not differentiate between loan and lease contracts as collateral for ABS, while the U.S. market significantly preferred prime loans over lease contracts. If leasing becomes more common in Europe, too, we expect that investors will react more sensitively to changes in the composition of auto ABS and require higher yields resulting in worse refinancing conditions for European ABS. |
| Date: | 2018–08–31 |
| URL: | http://d.repec.org/n?u=RePEc:dar:wpaper:106637&r=tre |