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on Transport Economics |
| By: | Kurt van Dender |
| Abstract: | This paper discusses the main external costs related to road transport and the design of taxes to manage them. It provides an overview of evolving tax practice in the European Union and the United States and identifies opportunities for better alignment of transport taxes with external costs. There is considerable scope for improving transport tax practice, notably by increasing the use of taxes based on road use. Distance charges offer great promise in delivering more efficient road transport. In heavily congested areas, targeted charges are a cost-effective way of reducing congestion. Fiscal objectives provide an impetus for change as improving vehicle fuel efficiency and fleet penetration of alternative fuel vehicles erode traditional tax bases, particularly those relating to fossil fuel use. A gradual shift from an energy-based approach towards distance-based transport taxes has the potential to establish a stable tax base in the road transport sector in the long run. |
| Keywords: | congestion, congestion charging, distance-charges, external costs, fuel taxes, pollution, road transport |
| JEL: | H23 Q58 R4 R41 R48 |
| Date: | 2019–06–05 |
| URL: | http://d.repec.org/n?u=RePEc:oec:ctpaaa:44-en&r=all |
| By: | Evgeniy M. Ozhegov; Alina Ozhegova |
| Abstract: | This paper describes the results of research project on optimal pricing for LLC "Perm Local Rail Company". In this study we propose a regression tree based approach for estimation of demand function for local rail tickets considering high degree of demand heterogeneity by various trip directions and the goals of travel. Employing detailed data on ticket sales for 5 years we estimate the parameters of demand function and reveal the significant variation in price elasticity of demand. While in average the demand is elastic by price, near a quarter of trips is characterized by weakly elastic demand. Lower elasticity of demand is correlated with lower degree of competition with other transport and inflexible frequency of travel. |
| Date: | 2019–05 |
| URL: | http://d.repec.org/n?u=RePEc:arx:papers:1905.12859&r=all |
| By: | Rabah Guettaf (GRMNT,Mouloud Mammeri University of Tizi-Ouzou, Algeria - University of Tizi-Ouzou); Felix Mora-Camino (ENAC - Ecole Nationale de l'Aviation Civile) |
| Abstract: | This article addresses the problem of air traffic service (ATS) pricing over a domestic air transportation system with either private or public ATS providers. In both cases, to take into account feedback effects on the air transportation market, it is considered that the adopted pricing approaches can be formulated through optimization problems where an imbedded optimization problem is concerned with the supply of air transportation (offered seat capacity and tariffs for each connection). Under mild assumptions in both situations the whole problem can be reformulated as a mathematical program with linear objective function and quadratic constraints. A numerical application is performed to compare both pricing schemes when different levels of taxes are applied to air carriers and passengers |
| Keywords: | Pricing,Air traffic services,Quadratic optimization,Flows optimization in networks |
| Date: | 2018–07 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-02138628&r=all |
| By: | Abedinnia, Hamid |
| Abstract: | The current cumulative PhD thesis consists of six papers published in/submitted to scientific journals. The focus of the thesis is to develop new solution approaches for scheduling problems encountering in manufacturing as well as in logistics. The thesis is divided into two parts: “ma-chine scheduling in production” and “scheduling problems in logistics” each of them consisting three papers. To have most comprehensive overview of the topic of machine scheduling, the first part of the thesis starts with two systematic review papers, which were conducted on tertiary level (i.e., re-viewing literature reviews). Both of these papers analyze a sample of around 130 literature re-views on machine scheduling problems. The first paper use a subjective quantitative approach to evaluate the sample, while the second papers uses content analysis which is an objective quanti-tative approach to extract meaningful information from massive data. Based on the analysis, main attributes of scheduling problems in production are identified and are classified into sever-al categories. Although the focus of both these papers are set to review scheduling problems in manufacturing, the results are not restricted to machine scheduling problem and the results can be extended to the second part of the thesis. General drawbacks of literature reviews are identi-fied and several suggestions for future researches are also provided in both papers. The third paper in the first part of the thesis presents the results of 105 new heuristic algorithms developed to minimize total flow time of a set of jobs in a flowshop manufacturing environ-ment. The computational experiments confirm that the best heuristic proposed in this paper im-proves the average error of best existing algorithm by around 25 percent. The first paper in second part is focused on minimizing number of electric tow-trains responsi-ble to deliver spare parts from warehouse to the production lines. Together with minimizing number of these electric vehicles the paper is also focused to maximize the work load balance among the drivers of the vehicles. For this problem, after analyzing the complexity of the prob-lem, an opening heuristic, a mixed integer linear programing (MILP) model and a taboo-search neighborhood search approach are proposed. Several managerial insights, such as the effect of battery capacity on the number of required vehicles, are also discussed. The second paper of the second part addresses the problem of preparing unit loaded devices (ULDs) at air cargos to be loaded latter on in planes. The objective of this problem is to mini-mize number of workers required in a way that all existing flight departure times are met and number of available places for building ULDs is not violated. For this problem, first, a MILP model is proposed and then it is boosted with a couple of heuristics which enabled the model to find near optimum solutions in a matter of 10 seconds. The paper also investigates the inherent tradeoff between labor and space utilization as well as the uncertainty about the volume of cargo to be processed. The last paper of the second part proposes an integrated model to improve both ergonomic and economic performance of manual order picking process by rotating pallets in the warehouse. For the problem under consideration in this paper, we first present and MILP model and then pro-pose a neighborhood search based on simulated annealing. The results of numerical experiment indicate that selectively rotating pallets may reduce both order picking time as well as the load on order picker, which leads to a quicker and less risky order picking process. |
| Date: | 2019–05 |
| URL: | http://d.repec.org/n?u=RePEc:dar:wpaper:113650&r=all |
| By: | Odolinski, Kristofer (Research Programme in Transport Economics) |
| Abstract: | Cost-benefit analysis is often used in appraisal of rail infrastructure investments. A corresponding decision support is, however, not available for rail infrastructure maintenance and renewal. To for example decide whether to renew or continue to maintain an infrastructure asset, a relationship between cumulative traffic and infrastructure failures is required. This relationship is established in this paper, using an empirical (top-down) approach on Swedish data for years 2003 to 2016. It is shown that the average elasticity for track failures with respect to cumulative tonnes is 0.32, and that the elasticity varies for different levels of traffic and for different infrastructure characteristics. The results in this paper can for example be used to calculate the impact cumulative tonnes have on train delay costs, which together with a relationship between cumulative traffic and infrastructure maintenance costs are essential in an economic optimization of maintenance and renewal activities. |
| Keywords: | Rail infrastructure; Track failures; Cumulative traffic; Infrastructure management |
| JEL: | H54 L92 R49 |
| Date: | 2019–05–28 |
| URL: | http://d.repec.org/n?u=RePEc:hhs:trnspr:2019_001&r=all |
| By: | Baum-Snow, Nathaniel; Brandt, Loren; Henderson, J. Vernon; Turner, Matthew A.; Zhang, Qinghua |
| Abstract: | We investigate how configurations of urban railroads and highways influenced urban form in Chinese cities since 1990. Each radial highway displaces about 4 percent of central city population to surrounding regions and ring roads displace about an additional 20 percent, with stronger effects in the richer coastal and central regions. Each radial railroad reduces central city industrial GDP by about 20 percent, with ring roads displacing an additional 50 percent. Similar estimates for the locations of manufacturing jobs and residential location of manufacturing workers is evidence that radial highways decentralize service sector activity, radial railroads decentralize industrial activity and ring roads decentralize both. Historical transportation infrastructure provides identifying variation in more recent measures of infrastructure. |
| Keywords: | China; roads; railroads; infrastructure |
| JEL: | O2 R4 |
| Date: | 2017–07–17 |
| URL: | http://d.repec.org/n?u=RePEc:ehl:lserod:67374&r=all |
| By: | Milad Ghasri; Ali Ardeshiri; Taha Rashidi |
| Abstract: | Relative advantage, or the degree to which a new technology is perceived to be better than an existing technology which is being replaced, has a significant impact on individuals decisions on when, how and to what extent to adopt. An integrated choice and latent variable model is used, in this paper, to explicitly investigate the cognitive process underlying the formation of electric vehicles perceived advantages over the conventional internal combustion engine vehicles. The analysed data is obtained from a stated preference survey including 1,076 residents in New South Wales, Australia. According to the results, the latent component of the model disentangles the perceived advantages across three dimensions of vehicle design, impact on the environment, and safety. These latent variables are interacted with price, driving range and body type, respectively, to capture the impact of perception on preference. The developed model is then used to examine different scenarios, in order to explore the effectiveness of several support schemes. The results show higher probability of adopting electric vehicles for generation Y, compared to generation X and Z. Generation Y is found to be the least sensitive cohort to purchase price, and generation X to be the most sensitive cohort to this attribute. People are more sensitive to incentives for the initial price compared to ongoing incentives for operating costs. Also, offering financial incentives to consumers as a rebate on the purchase price is more effective than allocating the same incentive to manufactories to reduce the purchase price. |
| Date: | 2019–05 |
| URL: | http://d.repec.org/n?u=RePEc:arx:papers:1905.11606&r=all |
| By: | Sanguinetti, Angela; Kurani, Ken; Ferguson, Beth |
| Keywords: | Engineering |
| Date: | 2019–05–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt9d82c7r2&r=all |
| By: | Georges A. Tanguay; Ugo Lachapelle |
| Abstract: | Drawing on data from the Statistics Canada General Social Survey 2010 (GSS), this research presents a statistical characterization of telecommuters in Québec, and estimates some of the potential impacts of telecommuting on transportation behaviours, health and hours worked. First, we describe the context that fuelled the growth of telecommuting, and estimate the size of the worker populations concerned by the different types of telecommuting by industry, based on the main socioeconomic and spatial statistics. These results are then compared with experiences outside Québec linked to incentive measures to favour telecommuting. Second, we make estimates to explain telecommuting activity. We show that the number of telecommuters in Québec is situated at about the national average, but, all things being equal, the probability of observing telecommuting in Québec is greater than elsewhere in Canada. Compared with employees working uniquely at the regular workplace, telecommuters are on average more affluent and educated, more urban, live closer to or farther from the workplace and are less unionized. Third, we econometrically estimate the relationships between telecommuting and: i) total travel time); ii) travel schedules; iii) levels of reported health and stress, and the feeling of being pressed for time; and iv) hours worked. These estimates consider behaviours according to types of organization of work, socioeconomic characteristics and time use. The models estimated specifically pertain to Québec and show that there are generally few significant differences between respondents in Québec and in the rest of Canada. Concerning transportation behaviours, telecommuting is generally associated with a reduction in travel during peak periods. In contrast, compared with work uniquely at the regular workplace (e.g. office), telecommuting may have different effects on total travel time during the workday. Employees working only at home travel on average 19 minutes less, whereas those who divide their work between home and the regular workplace travel for the same amount of time as other employees. Employees working at several sites, including third places (e.g. cafes), travel for about 17 minutes longer per day on average. Further, depending on its form, telecommuting is associated with increases or decreases in hours worked on the survey day. Compared with employees who work only at the regular workplace, people who work only at home work about 2 hours and 15 minutes less. Respondents who combine work at home and/or at the regular workplace with other places work about 43 minutes less. In contrast, employees who work at home and at the regular workplace reported nearly 49 more minutes of work. Lastly, telecommuting is associated with increased feelings of stress and being pressed for time, but has no links to reported health. French version of this project report Ce rapport de recherche utilise les données de l’Enquête sociale générale (ESG) de Statistique Canada menée en 2010 afin d’établir une caractérisation statistique des télétravailleurs québécois et d’estimer certains des impacts potentiels du télétravail sur les comportements relatifs aux déplacements, la santé et les heures travaillées. Nous présentons d’abord le contexte ayant mené à la croissance du télétravail, des estimations de la taille des populations de travailleurs concernés par les différents types de télétravail en fonction des industries et des principales statistiques socioéconomiques et spatiales. Ces résultats sont ensuite mis en perspective avec les expériences hors Québec, notamment en ce qui a trait aux mesures incitatives pour favoriser le télétravail. Dans un deuxième temps, nous procédons à des estimations visant à expliquer l’activité de télétravail. Nous montrons que le nombre de télétravailleurs québécois se situe dans la moyenne nationale, mais, toutes choses étant égales par ailleurs, la probabilité d’observer du télétravail au Québec serait plus grande qu’ailleurs au Canada. Comparativement aux employés travaillant uniquement du lieu habituel de travail, les télétravailleurs sont en moyenne plus riches et éduqués, plus urbains, habitent plus près ou plus loin du lieu de travail et sont moins syndiqués. Dans un troisième temps, nous estimons économétriquement les relations entre le télétravail et : i) les temps totaux de déplacements ; ii) les horaires de déplacements ; iii) les niveaux de santé, de stress déclarés et du sentiment d’être pressé et iv) les heures travaillées. Ces estimations tiennent compte des comportements en fonction des types d’organisation du travail, des caractéristiques socioéconomiques et des emplois du temps. Les modèles estimés considèrent spécifiquement le Québec et montrent qu’il n’y aurait généralement pas de différences significatives entre les répondants du Québec et ceux du reste du Canada. En ce qui concerne les comportements en transport, le télétravail est généralement associé à une réduction des déplacements en périodes de pointe. Par contre, comparativement au travail uniquement du lieu habituel (p. ex. bureau), le télétravail pourrait avoir différents effets sur le temps total de déplacements durant la journée de travail. Les employés travaillant exclusivement de la maison se déplaceraient en moyenne 19 minutes de moins, tandis que ceux partageant le travail entre la maison et le lieu habituel auraient des temps équivalents. Les employés travaillant de plusieurs endroits, incluant des tiers-lieux, auraient des temps de déplacements supérieurs d’environ 17 minutes par jour en moyenne. En termes d’heures travaillées, selon ses différentes formes, le télétravail mènerait à des baisses ou à des hausses pour la journée d’enquête. Comparativement aux employés qui ont travaillé uniquement du lieu de travail habituel, ceux travaillant uniquement de la maison auraient travaillé environ 2 heures 15 minutes de moins. Les répondants ayant combiné le travail à la maison et/ou celui au lieu habituel de travail avec d’autres lieux travailleraient environ 43 minutes de moins. Par contre, les employés ayant travaillé de la maison et du lieu de travail habituel rapportent près de 49 minutes de travail de plus. Finalement, le télétravail est associé à une hausse des sentiments de stress et d’être pressé, mais n’aurait pas de liens avec la santé déclarée. Version en français de ce rapport de projet |
| Date: | 2019–05–29 |
| URL: | http://d.repec.org/n?u=RePEc:cir:cirpro:2019rp-07&r=all |
| By: | Jenn, Alan; Fleming, Kelly |
| Keywords: | Engineering |
| Date: | 2019–05–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt4j78f7x0&r=all |
| By: | Kaukin, Andrey (Каукин, Андрей) (The Russian Presidential Academy of National Economy and Public Administration); Tomaev, Aleksandr (Томаев, Александр) (The Russian Presidential Academy of National Economy and Public Administration) |
| Abstract: | The main objective of this study is to identify factors affecting the routing and intensity of Russian rail trade flows. Using the gravity model and relying on the information on interregional freight traffic during the period from 2012 to 2016, we estimate the degree of influence of certain variables on the volume of trade. |
| Date: | 2019–05 |
| URL: | http://d.repec.org/n?u=RePEc:rnp:wpaper:051913&r=all |
| By: | Heij, C.; Knapp, S. |
| Abstract: | Inspections play a key role in keeping vessels safe. Inspection authorities employ different policies to decide which vessels to inspect, including type of vessel, age, and flag. Attention for vessel history is usually restricted only to past detentions. This paper shows that it helps to combine past detention with past accident information to target risky vessels for inspection and to prevent serious and very serious accidents. Five methods are presented to classify risk of vessels based on these two risk dimensions, i.e., detention risk and accident risk, each of which involves an extensive set of risk factors. It is shown that these classification methods have predictive power for future serious and very serious accidents. Compared to using only detention information, incorporation of accident risk improves inspection hit rates for vessels with future accidents by 30-50%, depending on the applied inspection rate. It is recommended to focus on vessels where both risks are relatively high. A practical example shows management implications for inspection authorities how to prevent missing risky ships and how to prioritize inspection areas defined in terms of eight risk domains that include collisions, groundings, engine and hull failures, loss of life, fire, and pollution. |
| Keywords: | Maritime safety, inspection policy, vessel-specific risk, detention risk, accident risk, risk domains |
| Date: | 2018–04–01 |
| URL: | http://d.repec.org/n?u=RePEc:ems:eureir:116490&r=all |