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on Transport Economics |
| By: | Damiaan Persyn (European Commission - JRC); Jorge Diaz-Lanchas (European Commission - JRC); Javier Barbero (European Commission - JRC) |
| Abstract: | Transport costs are a crucial element of any spatial economic model. Surprisingly, good transport cost estimates at a detailed spatial level for the EU are not readily available. In this paper we address this issue by estimating a novel dataset of road freight transport costs for goods for the EU regions at the NUTS 2 level. In the spirit of the generalized transport cost (GTC) concept, we calculate the composite cost related to distance and time for the optimal route of a representative truck. We consider routes between large random samples of centroids drawn from a 1kmx1km population density grid. These transport costs are averaged to obtain an origin-destination cost matrix (in euros) at the region-pair level. The sampling approach also allows calculating the average transport cost within the regions. We separately report the corresponding iceberg transport costs for each pair of European regions, since this is the form of input required by many economic models. We also consider the effect of changes in the components of the GTC in order to evaluate transport policies. We set up a transport policy tool to assess the impact of road-transport infrastructure investment in a region by considering upgrading roads to highways. We apply this tool to study transport infrastructure investment through the European Cohesion Policy program 2014-2020. |
| Keywords: | Rhomolo, Region, Growth, Generalized Transport Costs, Infrastructure, Cohesion Policy, OSM, EU. |
| JEL: | R11 R12 R40 R41 |
| Date: | 2019–03 |
| URL: | http://d.repec.org/n?u=RePEc:ipt:termod:201904&r=all |
| By: | Berliant, Marcus |
| Abstract: | We examine the fine microstructure of commuting in a game-theoretic setting with a continuum of commuters. Commuters' home and work locations can be heterogeneous. A commuter transport network is exogenous. Traffic speed is determined by link capacity and by local congestion at a time and place along a link, where local congestion at a time and place is endogenous. The model can be reinterpreted to apply to congestion on the internet. We find sufficient conditions for existence of equilibrium, that multiple equilibria are ubiquitous, and that the welfare properties of morning and evening commute equilibria differ on a tree. |
| Keywords: | Commuting; Internet traffic; Congestion externality; Efficient Nash equilibrium |
| JEL: | L86 R41 |
| Date: | 2019–03–25 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:92962&r=all |
| By: | ITF |
| Abstract: | This report identifies proven measures that decrease road freight’s CO2 emissions. Goods transport by road consumes around 50% of all diesel fuel and accounts for 80% of the global net increase in diesel use since 2000. Projections see road freight activity at least doubling to 2050, offsetting efficiency gains and increasing road freight CO2 emissions. The report highlights policy areas that need adjustment for effective decarbonisation of road freight and points to fields where more robust evidence through further research is needed. It collects insights held at a workshop organised by the International Transport Forum in June 2018 in Paris and features the results of a survey among experts. |
| Date: | 2018–12–05 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaac:64-en&r=all |
| By: | Elena Gueli (National Bank of Belgium); Pascal Ringoot (National Bank of Belgium); Marc Van Kerckhove (National Bank of Belgium) |
| Abstract: | This Working Paper analyses the economic importance of the Belgian ports largely based on annual accounts data for the year 2017. As the years prior to 2017 have been described in earlier papers in the same series, the emphasis lies on the figures for 2017 and the developments between 2016 and 2017 . After the stagnation in 2016, direct value added at the Belgian ports rose by 7.3% from € 18 052 million to € 19 368 million (current prices) or roughly 4.4% of Belgium’s GDP. All ports, with the exception of the Liège port complex, contributed to value added growth at the Belgian ports. The ports of Antwerp and Ghent were the most important players. The biggest contributing sectors to value added growth were the chemical industry and, to a lesser extent, cargo handling and the metalworking industry. In 2017, indirect value added was around 82% of direct value added. Direct value added increased significantly at the ports of Ghent, Brussels and Antwerp, by 13.4%, 16.0% and 6.1% respectively. The increase by more than 3% of direct value added at the ports of Zeebrugge and Ostend was also substantial. Direct value added fell by 2.4% at the Liège port complex. After the decline between 2012 and 2015, direct employment at the Belgian ports was up for the second year in a row. Between 2016 and 2017, the number of direct full-time equivalent jobs rose by 0.8%, from 115 401 to 116 311 or approximately 2.8% of Belgium’s total domestic employment. All ports, with the exception of Ostend and Brussels, contributed to employment growth at the Belgian ports. The ports of Antwerp and Ghent were the most important players. The biggest contributing sectors to employment growth were cargo handling and, to a lesser extent, the chemical industry. In 2017, indirect employment was around 120% of direct employment. Direct employment increased by around 1% at the ports of Antwerp, Ghent and Zeebrugge. Growth at the Liège port complex was more modest at 0.4%. The number of direct full-time equivalent jobs fell at the ports of Ostend and Brussels, by 1.2% and 4.2% respectively. The pattern of investment is closely linked to projects and is therefore highly volatile. After the decline between 2012 and 2014, direct investment at the Belgian ports was up for the third year in a row. Between 2016 and 2017, investment was up by 2.4%, from € 4 711 million to € 4 825 million. The port of Ghent and, to a lesser extent, the Liège port complex contributed to investment growth at the Belgian ports. The biggest contributing sectors to investment growth were the ‘port construction and dredging’ sector and, to a lesser extent, cargo handling, and the energy and chemical industries. Based on the figures of the traffic, the Flemish ports can be considered as real bridgeheads for trade with the UK. Developments regarding the modalities and consequences of the Brexit therefor should be followed with the greatest attention. Given the existing import and export volumes in terms of tonnage, it seems it will mostly be a challenge in Zeebrugge and to some extent for Antwerp. As a supplier to both China and the United States, Belgium is indirectly involved in trade between the two countries. If protectionism would close the United States off to exports from abroad, Belgian economy might get impacted one of the most in Europe. |
| Keywords: | Belgian ports, microeconomic data, direct effects, indirect effects, input-output table |
| JEL: | C13 C43 C67 C81 J21 J49 L91 L92 R11 R15 R41 |
| Date: | 2019–03 |
| URL: | http://d.repec.org/n?u=RePEc:nbb:reswpp:201903-368&r=all |
| By: | Núñez-Sánchez, Ramón; Hidalgo-Gallego, Soraya; Martínez-San Román, Valeriano |
| Abstract: | Airport pricing is considered as one of the most relevant issues for policymakers. According transport policy, pricing schemes should be at least partially based on marginal costs. This article aims at comparing the most relevant aeronautical airport charges with their corresponding marginal costs for the Spanish airports in the period before the partial privatization process. To that end, we have built very detailed airport charge variables, and then, have estimated a flexible short-run variable cost function system using a panel of thirty-five airports over a 6-year period. The results show that the evolution of aeronautical airport charges does not follow the trend of marginal costs. Moreover, these charges are set above the shortrun marginal costs with the exception of the smallest and insular airports. Finally, we find the existence of non-neutral technological change and excess of capacity for the Spanish airports. |
| Keywords: | airport pricing, cost function, airport regulation, Spanish airports |
| JEL: | H54 L93 R48 |
| Date: | 2019–03 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:92973&r=all |
| By: | Radchenko, Daria (Радченко, Дарья) (The Russian Presidential Academy of National Economy and Public Administration); Ponomarev, Yuriy (Пономарев, Юрий) (The Russian Presidential Academy of National Economy and Public Administration) |
| Abstract: | In accordance with the instructions of the President of the Russian Federation, the Russian economy is faced with the task of getting into the top five largest economies in the world. One of the main ways to solve this problem can be to increase the aggregate factor productivity, including through the development of transport infrastructure as a supporting framework for the Russian economy. This leads to the need to update the existing strategic and program documents that determine the development of the Russian transport system in the direction of increasing the contribution to the TFP through the connectivity of the territories, increasing the mobility of labor resources and safe acceleration of the transportation of goods. Therefore, a correct assessment of the degree of formation of the transport infrastructure at the regional level, the positive effects that arise in the area of its development, and the impact of its development on the aggregate factor productivity, which the research conducted by the RANEPA is dedicated to, is an important task. |
| Date: | 2019–03 |
| URL: | http://d.repec.org/n?u=RePEc:rnp:wpaper:031945&r=all |
| By: | Katarzyna Gruszka; Andreas Novy |
| 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. |
| Keywords: | political economy, socio-economics, economic change, markets |
| JEL: | P16 |
| Date: | 2018 |
| URL: | http://d.repec.org/n?u=RePEc:wiw:wiwsre:sre-disc-2018_07&r=all |
| By: | Mariam Lafkihi (CGS i3 - Centre de Gestion Scientifique i3 - MINES ParisTech - École nationale supérieure des mines de Paris - PSL - PSL Research University - CNRS - Centre National de la Recherche Scientifique); Shenle Pan (CGS i3 - Centre de Gestion Scientifique i3 - MINES ParisTech - École nationale supérieure des mines de Paris - PSL - PSL Research University - CNRS - Centre National de la Recherche Scientifique); Eric Ballot (CGS i3 - Centre de Gestion Scientifique i3 - MINES ParisTech - École nationale supérieure des mines de Paris - PSL - PSL Research University - CNRS - Centre National de la Recherche Scientifique) |
| Abstract: | Centralisation and decentralisation are the two common organisations in freight transport. The first relies on a central authority who optimises and establishes transport plans for all carriers for global-interest, while the second lets carriers optimise their own transport plans for their self-interest. The outcome-efficiency and effectiveness-could be different. This paper aims to use the concept of Price of Anarchy (PoA) to compare the outcome of the two organisations. Due to the complexity of actual freight transport market, this paper adapts the gamification methodology to investigate the two organisations. A freight transport game was developed for simulation. The outcome of the two simulated organisations-centralisation or decentralisation-are then compared. The results show that the centralisation outperforms in terms of global efficiency and effectiveness; while decentralisation is better individual incentive. However, the PoA varies depending on information revealed. Copyright © 2019 IFAC |
| Keywords: | Freight Transport,Organisation,Centralisation or Decentralisation,Price of Anarchy,Physical Internet,Gamification |
| Date: | 2019 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-02078872&r=all |
| By: | ITF |
| Abstract: | This report reviews government support measures for domestic air connectivity in Australia, Canada, Japan, Norway, Sweden and the United States. It analyses different approaches to providing regional connectivity in terms of their effectiveness in reaching government policy goals as well as value-for-money considerations. The study was commissioned by the United Kingdom’s Department for Transport. |
| Date: | 2018–12–10 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaac:65-en&r=all |
| By: | Claire Capo (NIMEC - Normandie Innovation Marché Entreprise Consommation - UNICAEN - Université de Caen Normandie - NU - Normandie Université - ULH - Université Le Havre Normandie - NU - Normandie Université - UNIROUEN - Université de Rouen Normandie - NU - Normandie Université - IRIHS - Institut de Recherche Interdisciplinaire Homme et Société - UNIROUEN - Université de Rouen Normandie - NU - Normandie Université); Valérie Michon (CRET-LOG - Centre de Recherche sur le Transport et la Logistique - AMU - Aix Marseille Université) |
| Abstract: | The logistic pooling is not just a standard solution. It can take many forms and is a solution adopted by some players to reduce problems in the goods flow optimization on some territories, especially in towns under constraints. This research analyses the role played by geographic constraints in the logistic pooling implementation on a certain territory. The geographic constraints impacts territory accessibility to individuals and goods and create different levels of pressure. Depending on how each actor evaluates such a pressure, they develop different strategies with varying levels of collaboration and different types of logistics pooling. |
| Date: | 2017–09–25 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-02075149&r=all |
| By: | Luca, Davide; Rodríguez-Pose, Andrés |
| Abstract: | A growing amount of research explores how the allocation of regional development monies follows electoral reasons. Yet, the existing literature on distributive politics provides different and contrasting expectations on which geographical areas will be targeted. We focus on proportional representation (PR) systems. While in such settings governments have incentives to target core districts and punish foes', we suggest that when incumbents attempt to build a state-party image they may broaden the territorial allocation of benefits and even target opposition out-groups. We exploit data on Turkey's public transport investment for the period 2003-2014 and in-depth interviews to provide results in support of our hypothesis. |
| Keywords: | distributive politics; politics of development; Public investment; Transport Infrastructure; Turkey |
| JEL: | D72 H70 O18 O43 |
| Date: | 2019–03 |
| URL: | http://d.repec.org/n?u=RePEc:cpr:ceprdp:13621&r=all |
| By: | Christian Blatter (Institut pour la Maîtrise des Risques - Institut pour la Maîtrise des Risques, SELF); Pascal Tonnerre (SNCF Réseau [La Plaine st Denis]); Adeline Pernet (Laboratoire d'ergonomie - CNAM - Conservatoire National des Arts et Métiers [CNAM], SNCF Réseau [La Plaine st Denis]); Stéphanie Donnet (SNCF Réseau [La Plaine st Denis]); Coralie Reutenauer (ATILF - Analyse et Traitement Informatique de la Langue Française - UL - Université de Lorraine - CNRS - Centre National de la Recherche Scientifique, SNCF - Direction de l'Innovation et de la Recherche de la SNCF - SNCF); Stéphane Denis (Idénéa ergonomie - Idénéa ergonomie) |
| Date: | 2018–10–16 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-02075359&r=all |
| By: | Samuel de Haas (Justus-Liebig-University Giessen) |
| Abstract: | Most of the literature on retail fuel markets find high-frequency and asymmetric price cycles. This is typically explained by the model of Edgeworth price cycles. A key element of this model is that prices fall to marginal costs during a cycle. It seems challenging to address this assumption empirically. However, I use a natural experiment in the German fuel market to analyze the effects of an external cost shock. I find strong evidence that prices do not fall to marginal costs. This is not in line with Edgeworth cycles and thus, should be taken into account when analyzing fuel markets. |
| Keywords: | Edgeworth price cycles, Retail gasoline, Price effects, Natural experiment, Coordination |
| JEL: | L11 L81 L91 K21 Q41 |
| Date: | 2019 |
| URL: | http://d.repec.org/n?u=RePEc:mar:magkse:201913&r=all |
| By: | Christophe Munduteguy (IFSTTAR/SPLOTT - Systèmes Productifs, Logistique, Organisation des Transports et Travail - IFSTTAR - Institut Français des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux - UPEC UP12 - Université Paris-Est Créteil Val-de-Marne - Paris 12) |
| Abstract: | Avec la globalisation, le transport de marchandises s'est développé en réseaux autour des terminaux multimodaux. Parallèlement, l'adoption de la production en juste-à-temps a entrainé une tension croissante sur les chaines d'approvisionnement logistique. Le transport est devenu une variable d'ajustement importante du système de production. Dans cette communication, on présente les stratégies mises en oeuvre par les agents d'une salle d'exploitation d'un opérateur de transport pour assurer les acheminements alors qu'ils sont quotidiennement exposés à la survenue d'aléas Au-delà du domaine des chaînes d'approvisionnement, ce sont la gestion d'aléas et les réponses dynamiques dans un environnement dynamique ouvert multi-contraint qui sont abordés dans cette communication. |
| Date: | 2018–10–16 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-02074055&r=all |