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on Transport Economics |
| By: | Ginés de Rus; M. Pilar Socorro |
| Abstract: | This paper revises some of the common views on transport infrastructure investment and proposes alternative ways to achieve a more efficient planning, evaluation and financing of transport infrastructures in a world where planners may pursue their own interests, there exist different levels of government, and budget constraints are pervasive. We focus on the need for public planning and independent economic evaluation, and the importance of deciding the pricing scheme in the planning phase. We also discuss the institutional design and its effect on investment decisions, particularly, the financing of projects under different levels of government and its perverse consequences on infrastructure capacity choices. We use as an example the development of the HSR to serve medium-distance trips in corridors where air transport is a very close substitute. |
| Date: | 2018–08 |
| URL: | http://d.repec.org/n?u=RePEc:fda:fdaddt:2018-11&r=tre |
| By: | Alfonso Herrera García (Instituto Mexicano del Transporte) |
| Abstract: | This paper explores several methods for coping with excess demand at airports through applying simulation modeling that focusses on how to use the existing airport infrastructure more efficiently. The introduction presents an overview of the importance of solving the airport saturation problem and sets out several approaches to solutions, which are divided into four distinct groups, or options. The fourth option applies operational practices and/or new technology to improve the airport procedures, including computer modeling and simulation. The document presents the application of simulation models to the capacity issues at the Mexico City Airport to demonstrate how to potentially alleviate congestion. Examples include redistribution of takeoffs and landings to increase runway capacity; reduction of air traffic movements through allowing operations of aircraft with greater capacity; deployment of new technologies to increase runway capacity; and by means of new operational procedures, changing the aircraft waiting sequence to reduce delays. |
| Date: | 2017–09–12 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2017/28-en&r=tre |
| By: | Borut Zgonc (Faculty of Economics, University of Ljubljana); Metka Tekav?i? (Faculty of Economics, University of Ljubljana); Marko Jak?i? (Faculty of Economics, University of Ljubljana) |
| Abstract: | The purpose of this research is to examine the impact of distance on choosing between combined and unimodal road transport. In doing so, the break-even distances between the two modes are calculated. The calculation relies on a Monte Carlo simulation that takes account of a randomly generated shipper and receiver?s locations in two separated market areas, independently of a certain transport corridor. Methodically, the ideas and elements of the transport system analytical modelling found in the literature are used. The results confirm the importance of distance on the mode choice and show there is not only one but in fact many break-even distances between the two modes. They vary considerably depending on different travel plans, and shipper/receiver locations within market areas. Despite the inevitable assumptions made in such general analysis, the results reveal combined transport can provide a good alternative to unimodal road transport even over relatively very short distances if the drayage costs are not too high. We believe the research helps better understand competitiveness in the freight transport sector and may also be useful for policy- and other decision-makers seeking to improve their evaluation of the opportunities and competitiveness of combined transport. Nevertheless that could lead to a more sustainable transport system. |
| Keywords: | Break-even distance; freight mode choice; combined transport; Monte Carlo simulation |
| JEL: | L91 R40 |
| Date: | 2018–07 |
| URL: | http://d.repec.org/n?u=RePEc:sek:iacpro:7809650&r=tre |
| By: | Wei-Shiuen Ng (International Transport Forum); Ashley Acker (International Transport Forum) |
| Abstract: | Gender is one of the key socio-demographic variables that can influence travel behaviour, but it is often the least understood. Understanding travel behaviour by gender will help better design transport policies that are efficient and equitable. Due to the gendered division of work in households, women often have multiple tasks and activities. As a result, women are more likely to have shorter commute distances, to chain trips, to have more non-work related trips, to travel at off-peak hours, and to choose more flexible modes. This study examines travel behaviour by gender in eight different cities, across three different continents, focusing on transport mode, trip purpose, travel distance and departure time for Auckland, Dublin, Hanoi, Helsinki, Jakarta, Kuala Lumpur, Lisbon and Manila. The most common trends found in the cities are that women tend to travel shorter distances and prefer public transport and taxi services to cars more than men. |
| Date: | 2018–02–02 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2018/01-en&r=tre |
| By: | Margarita Lietuvnikė (Vilnius Gediminas Technical University); Aidas Vasilis Vasiliauskas (Vilnius Gediminas Technical University); Virgilija Vasilienė-Vasiliauskienė (Vilnius Gediminas Technical University); Jolanta Sabaitytė (Vilnius Gediminas Technical University) |
| Abstract: | The World Economic Crisis has increased such processes as poverty, discrimination and war. As a consequence, many people from Africa, Middle East and Asia started to immigrate to Europe. There were over one million unauthorized immigrants entering Europe in 2015. However, not all countries want and can accept refugees. A long-time frame for assessing asylum applications or frequent rejections encourages refugees to migrate illegally by intruding freight transport units to cross the border of their chosen European country. The intrusion of illegal immigrants into road freight units to cross borders without being noticed has caused a great deal of damage to the international freight transportation companies. This article presents results of the study aimed at investigation of peculiarities of illegal immigrant's intrusions into road freight transport units moving along the corridor France – United Kingdom. |
| Keywords: | European migrant crisis,refugees,illegal immigrants,road freight transport,road freight transport risks,human factor |
| Date: | 2018–03–30 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-01829616&r=tre |
| By: | Jagoda Egeland (International Transport Forum); Paul Smale |
| Abstract: | This paper is based on expert discussions on how airport capacity could be improved to benefit the users of aviation, without building new airport infrastructure. These discussions took place at a Roundtable meeting of 34 experts held in Querétaro, Mexico in March 2017. Roundtable participants took a view that any congested airport represents a market failure with rents accruing either to airlines and/or elsewhere along the value chain. Administrative slot allocation, while it can help achieve particular connectivity outcomes, cannot allocate capacity in a market efficient way. Allocating capacity through market based instruments such as slot auctioning can achieve that goal, but it currently is both technically and politically difficult to implement without creating significant disruption to the network. The distributive impacts of slot allocation regimes and any trade-offs from potential changes to them thus need to be considered by policy makers before deciding on any capacity allocation measures. Participants agreed that a multi-faceted approach is needed to improve welfare of aviation users, which in particular needs to take advantage of technological change in the sector. |
| Date: | 2017–10–31 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2017/27-en&r=tre |
| By: | Miguel Mujica Mota (Aviation Academy, Amsterdam University of Applied Sciences); Geert Boosten (Aviation Academy, Amsterdam University of Applied Sciences); Catya Zuniga (Aeronautic University of Querétaro) |
| Abstract: | Air traffic numbers have been steadily increasing and are projected to so in the future. Most traffic growth pertains to a small fraction of the total available airport capacity worldwide; particularly the main airport hubs present these trends. As a consequence, they are becoming increasingly congested, which results in the increase of delays and reduction of reliability. For these reasons it is important to look for ways in which the existing assets can take up more traffic. These solutions should go beyond long-term considerations to build more infrastructures. In the current paper we discuss of different ways of increasing capacity. First we define capacity and then we discuss techniques for identifying bottlenecks and room for improvement. We exemplify them by providing two examples of airports in different continents, Schiphol Airport and Mexico City Airport. |
| Date: | 2017–09–20 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2017/26-en&r=tre |
| By: | Nicole Adler (The Hebrew University of Jerusalem); Ekaterina Yazhemsky (The Hebrew University of Jerusalem) |
| Abstract: | Based on a non-parametric, structural equation modelling framework, this paper compares a set of highly congested US and European airports in order to assess the impact of approaches on overall social welfare, considering airline and airport surplus and passenger welfare. This paper discusses the data collected in order to estimate the impact of administrative changes with respect to slots on the most congested airports in Europe and the potential impact of introducing such a system in the United States. |
| Date: | 2017–09–13 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2017/25-en&r=tre |
| By: | Guillaume R. Fréchette; Alessandro Lizzeri; Tobias Salz |
| Abstract: | This paper presents a dynamic general equilibrium model of a taxi market. The model is estimated using data from New York City yellow cabs. Two salient features by which most taxi markets deviate from the efficient market ideal are, first, matching frictions created by the need for both market sides to physically search for trading partners, and second, regulatory limitations to entry. To assess the importance of these features, we use the model to simulate the effect of changes in entry, alternative matching technologies, and different market density. We use the geographical features of the matching process to back out unobserved demand through a matching simulation. This function exhibits increasing returns to scale, which is important to understand the impact of changes in this market and has welfare implications. For instance, although alternative dispatch platforms can be more efficient than street-hailing, platform competition is harmful because it reduces effective density. |
| JEL: | J22 L0 L5 L91 |
| Date: | 2018–08 |
| URL: | http://d.repec.org/n?u=RePEc:nbr:nberwo:24921&r=tre |
| By: | Blaudin de Thé, Camille; Carantino, Benjamin; Lafourcade, Miren |
| Abstract: | This paper investigates the impact of urban form on households' fuel consumption and car emissions in France. We analyze more particularly three features of cities commonly referred to as the `three D's' (Cervero and Kockelman, 1997): Density, Design and an innovative measure of Diversity. Individual data allow us to circumvent selection issues, as some households may live in a location consonant to their socioeconomic characteristics or travel predispositions, while instrumental variables help control for other endogeneity issues. The results suggest that, by choosing to live at the fringe of a metropolitan area instead of its city-center, our mean-sample household would bear an extra-consumption of approximatively six fuel tanks per year. More generally, doubling residential Density would result in an annual saving of approximatively two tanks per household, a gain that would be much larger if compaction were coupled with better Design (stronger jobs centralization, improved rail-routes or buses transiting to job centers and reduced pressure for road construction), and more Diversity (continuous morphology of the built-up environment). Another important finding is that the relationship between metropolitan population and car emissions is not linear but bell-shaped in France, contrary to the US, which suggests that small cities do compensate lack of Density by either a better Design or more Diversity. |
| Keywords: | car emissions; carbon footprint; public transport; Smart Cities; Sprawl |
| JEL: | Q4 R1 R2 R4 |
| Date: | 2018–07 |
| URL: | http://d.repec.org/n?u=RePEc:cpr:ceprdp:13086&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: | To understand mobility in the future, we must not look just at changes in transportation, which simply serve as variables in the general equation. Over the past decades, the factor of speed has made mobility democratic owing to relatively lower prices. This trend has met its limits. The "commercial" speeds of various forms of transport are stable or even declining. To imagine mobility in the future, focus must be shifted from speed to the new ways (individual and collective) of managing time, which has become the scarcest resource for people. For this reason, public policy has set as priority "daily forms of mobility", which are subjected to financial, energy and environmental conditions. The aim is no longer to increase speed but to optimize the management of space, the scarcest collective resource. |
| Abstract: | Pour comprendre les mobilités du futur, il ne faut pas regarder seulement du côté de l'évolution des moyens de transport. Ils ne sont qu'une des variables de l'équation des mobilités. Au cours des dernières décennies, l'accès à la vitesse s'est démocratisé du fait de la baisse de son prix relatif. Ce mouvement rencontre pourtant des limites. Les vitesses commerciales des différents modes de transport sont stables, voire régressent. Pour concevoir le futur de la mobilité, nous devons non pas nous polariser sur la vitesse, mais sur les formes nouvelles, individuelles et collectives de la gestion du temps, ce dernier étant devenu pour les individus la ressource la plus rare. C'est la raison pour laquelle les politiques publiques donnent aujourd'hui la priorité aux mobilités quotidiennes en les soumettant à des contraintes financières, énergétiques et environnementales. Pour cela, elles ne visent plus à accroître les vitesses, mais à optimiser la gestion de la ressource collective la plus rare : l'espace. |
| Keywords: | Déterminants de la mobilité,déplacement des personnes,politiques publiques,mobilités de la vie quotidienne,gestion du temps,budgets temps |
| Date: | 2018 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:halshs-01852290&r=tre |
| By: | Roland Kager (Studio Bereikbaar); Lucas Harms (University of Amsterdam) |
| Abstract: | Improved integration of cycling and transit has the potential to overcome the fundamental limitations of each mode by combining their opposite strengths of flexibility and action radius. The benefits of such integration potentially extend beyond user benefits and the trip level. We present seven conceptual mechanisms that lead to synergies, understood as benefits not attributable to cycling or transit in isolation, but to their integration only. As an illustration, we analyse and allocate such synergies by a case study of the Dutch cycling-transit system. Where the practical absence of cycling has limited such potential in many locations elsewhere, the recent resurgence in cycling practice and culture, especially in urban agglomerations, enables new opportunities for improved cycling-transit integration. Urban agglomerations are also the locations where land-use and mobility related issues seem particularly pressing and where we claim cycling-transit synergies are strongest. The article concludes with a discussion of implication and application. |
| Date: | 2017–07–31 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2017/23-en&r=tre |
| By: | Guillaume Burghouwt |
| Abstract: | The aviation network plays an important role in today’s globalised society. There is a growing understanding among governments worldwide that air connectivity is an asset improving the global competitiveness of cities, regions and countries. Connectivity growth decreases travel costs for consumers and businesses and facilitates global contacts and trade. There is increasing evidence that air connectivity growth stimulates productivity, R&D, foreign direct investment and fosters trade specialisation. Against this background, many governments try to formulate (aviation) policies to influence/ enhance connectivity outcomes, so as to achieve a connectivity portfolio that best meets society’s needs. This seems to be particularly an issue when airport capacity is scarce or when new airports are added to an existing airport system. Hence, the ITF posed the question how governments can influence connectivity outcomes. To answer this question, we first discuss the concept of air connectivity, the economic value of connectivity and its determinants. We then identify the instruments that can potentially be part of the government’s “toolkit” to influence connectivity outcomes. Finally, we discuss two approaches that governments may follow when influencing connectivity outcomes: a market-based approach and an interventionist, administrative approach. We discuss the pros and cons of both approaches and argue that governments should be modest about steering connectivity outcomes using an administrative approach. This paper is focused on the European context in terms of the specific policy instruments that are discussed. However, the insights derived from this paper are likely to apply for other regions as well. |
| Date: | 2017–09–13 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2017/24-en&r=tre |