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on Transport Economics |
| By: | ITF |
| Abstract: | This report explores the impacts that the introduction of higher capacity vehicles has on road freight transport markets, modal shift, infrastructure and safety. It investigates how appropriate regulation together with ITS measures could be applied for relaxing the weight and dimension restrictions and allowing the use of these vehicles in specific geographical areas or on specific routes. |
| Date: | 2019–05–02 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaac:69-en&r=all |
| By: | Lucas W. Davis; James M. Sallee |
| Abstract: | In many countries the revenue from gasoline taxes is used to fund highways and other transportation infrastructure. As the number of electric vehicles on the road increases, this raises questions about the effectiveness and equity of this financing mechanism. In this paper, we ask whether electric vehicle drivers should pay a mileage tax. Though the gasoline tax has been traditionally viewed as a benefits tax, we take instead the perspective of economic efficiency. We derive a condition for the optimal electric vehicle mileage tax that highlights a key trade-off. On the one hand, there are externalities from driving including traffic congestion and accidents that imply a mileage tax is efficient. On the other hand, gasoline tends to be underpriced, so a low (or even negative) mileage tax might be justified to encourage substitution away from gasoline-powered vehicles. We then turn to an empirical analysis aimed at better understanding the current policy landscape for electric vehicles in the United States. Using newly available nationally-representative microdata we calculate that electric vehicles have reduced gasoline tax revenues by $250 million annually. We show that the foregone tax revenue is highly concentrated in a handful of states and is highly regressive, as most electric vehicles are driven by high-income households, and we discuss how this motivates and informs optimal policy. |
| JEL: | D12 L62 Q41 Q54 Q55 |
| Date: | 2019–07 |
| URL: | http://d.repec.org/n?u=RePEc:nbr:nberwo:26072&r=all |
| By: | Anil Kumar Gupta (United Nations Economic and Social Commission for Asia and the Pacific (ESCAP) South and South-West Asia Office); Saroj Ayush (The World Bank); Joseph George (United Nations Economic and Social Commission for Asia and the Pacific (ESCAP) South and South-West Asia Office) |
| Abstract: | Limitations of cross-border transport connectivity has been observed to have curtailed the full potential of trade led development in the Southern Asian subregion. Inefficiencies of international transport has hurt the trade prospects of not only Southern Asian countries but also trading partners from neighboring subregions, especially the landlocked countries of South and Central Asia which could use well-functioning Southern Asian transport corridors to the advantage of all. UNESCAP has proposed operationalization of a trunk Southern Asian transport route, namely the Istanbul–Tehran–Islamabad– Delhi–Kolkata–Dhaka-Yangon (ITI–DKD-Y) Container Rail Corridor, opening possibilities of new cost-effective transport options. This paper undertakes an assessment of the operational feasibility of this trunk corridor, and finds significant cost and time advantages. Comparing with existing alternative transport options, which often involve circuitous carriageways and transshipment delays, usage of even partial segments of the ITI-DKD-Y Corridor can lead to cost reduction to the tune of US$ 1122 per container (twenty-foot equivalent unit), potentially halving the current costs under modest assumptions. In certain segments, such as Delhi-Lahore, the rate of savings could be as high as 80 percent. Such high rates of cost reduction could translate into savings worth over 50 percent in transaction cost for regular cargo rail services between segments. Besides cost reduction, such services could also yield considerable time savings compared to available alternatives. In certain segments, the delivery time could be reduced by up to 14 days. Activation of end-to-end rail service along the ITI-DKD-Y route, along with multimodal transit linkages to landlocked countries at strategic terminals in the route, can maximize traffic volumes and revenues. Operationalization of the corridor requires concerted efforts to build institutional collaboration, facilitation of container train operators, introduction of container interchange protocols, usage of ICT tools, development of strategic dry ports for intermodal connectivity and adoption of a connectivity master plan. |
| Keywords: | Regional Transport Connectivity, Southern Asia, Container Rail Corridor |
| JEL: | F15 R11 R41 R42 |
| Date: | 2019–01 |
| URL: | http://d.repec.org/n?u=RePEc:eap:sswadp:dp1901&r=all |
| By: | Aris Christodoulou (European Commission - JRC); Panayotis Christidis (European Commission – JRC) |
| Abstract: | The report provides a set of indicators and tools that allow policy makers to measure accessibility and connectivity of border regions in Europe at both national and international levels. The methodology can be used to identify areas where transport infrastructure may be lacking and prioritize potential investments based on specific policy relevant criteria. The approach uses very detailed spatially disaggregate data covering EU28 plus Norway and Switzerland at grid level (1km by 1km), as well as the complete road network. This level of resolution allows many of the specificities of the areas covered to be taken into account. |
| Keywords: | accessibility, road transport, border regions, network efficiency |
| JEL: | R00 R40 O18 L91 |
| Date: | 2019–01 |
| URL: | http://d.repec.org/n?u=RePEc:ipt:iptwpa:jrc113364&r=all |
| By: | Richard Grimal (Cerema Equipe-projet ESPRIM - Centre d'Etudes et d'Expertise sur les Risques, l'Environnement, la Mobilité et l'Aménagement - Equipe-projet ESPRIM - Cerema - Centre d'Etudes et d'Expertise sur les Risques, l'Environnement, la Mobilité et l'Aménagement) |
| Abstract: | Car traffic growth has temporarily stopped during the 2000's, before coming back to growth after 2010, in relation with economic recovery and decreasing fuel prices. However, there are strong reasons to believe that car traffic growth is potentially limited, among which close completion of the diffusion process for car ownership, limited travel time budgets in relation with stable or declining travel speeds, decreasing marginal returns of additional car travel and infrastructure capacity restrictions. Representing car ownership as the result of an equilibrium between potential demand and economic constraints, and assuming additional car travel to be of decreasing marginal utility, one can implement a model to estimate saturation thresholds and describe the convergence path towards saturation. The model is disaggregated by household type and vehicle rank to account for heterogeneous choice sets and structural change in demographics and activity rates. It highlights the existence of an incomplete diffusion process for some groups and allows to break down potential demand between negotiable and non-negotiable needs. Projection results for France prove the existence of residual potential growth for car equipment among non-working adults which is nonetheless limited, while population ageing and changing cohabitation patterns will have a downwards effect on demand. By combining these results with car mileage projections, we find average car traffic per adult to increase gently until 2040, and remain almost stable afterwards. From this date, traffic trends would be essentially determined by demographic factors. |
| Keywords: | car equipment,traffic growth,potential demand,saturation |
| Date: | 2019–05–26 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-02164984&r=all |
| By: | ITF |
| Abstract: | This reports benchmarks road safety performance for 72 urban areas, mostly in Europe, and illustrates governance solutions to improve urban road safety with case studies conducted in Lisbon (Portugal) and Riga (Latvia). The report proposes new road safety indicators to assess the level of risk for each mode of transport. It finds that a modal shift away from private motor vehicles could significantly enhance road safety in dense urban areas and deliver public health benefits associated with increased physical activity and improved air quality. |
| Date: | 2019–04–11 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaac:67-en&r=all |
| By: | Hao Jiang (RSM - Département Réseaux, Sécurité et Multimédia - UEB - Université européenne de Bretagne - European University of Brittany - Télécom Bretagne - Institut Mines-Télécom [Paris]); Eric Ballot (Service d'immunologie et hématologies biologiques [Saint-Antoine] - UPMC - Université Pierre et Marie Curie - Paris 6 - APHP - Assistance publique - Hôpitaux de Paris (AP-HP) - CHU Saint-Antoine [APHP]); 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) |
| Abstract: | Urban logistics is becoming more complicated and costlier due to new challenges in recent years. Since the main problem lies on congestion, the clean vehicle is not necessarily the most effective solution. There is thus a need to redesign the logistics networks in the city. This paper proposes a methodology to evaluate different distribution schemes in the city among which we find the most efficient and sustainable one. External impacts are added to the analysis of schemes, including accident, air pollution, climate change, noise, and congestion. An optimization model based on an analytical model is developed to optimize transportation means and distribution schemes. Results based on Bordeaux city show that PI scheme improves the performances of distribution. |
| Keywords: | urban logistics,distribution scheme,optimization,sustainability,urban freight transportation,analytical model,Physical Internet |
| Date: | 2019–07–09 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-02172073&r=all |
| By: | Goran Andreev (United Nations Economic and Social Commission for Asia and the Pacific (ESCAP) South and South-West Asia Office) |
| Abstract: | Simplification of documentary requirements, an important aspect of international transport facilitation, can have substantial impacts in terms of reducing transport costs and improving trade competitiveness. This is especially so in the case of the South and South-West Asian countries, where procedural reforms for easing cross-border transport remain far behind advanced subregions of the Asia-Pacific region. Against an examination of the existing documentary requirements and legal arrangements in the subregion, this paper provides options for harmonization of road transport documents through a stepby- step approach. It outlines the key elements necessary for such harmonization based on modern electronic information systems. Among various options, the paper highlights solutions for dealing with transport permits and customs transit related documents. Employment of electronic vehicle/cargo tracking based on available models such as the UNESCAP Secure Cross Border Transport Model can strongly support implementation of a subregional road permit system and paperless customs transit system. The paper also provides recommendations for the special case of documentary reforms for transit, which applies to the landlocked countries of the subregion including Afghanistan, Bhutan and Nepal, based on lessons from international models such as the European New Computerized Transit System (NCTS) and ASEAN Customs Transit System (ACTS). Given the complexities of harmonization of cross-border transport documents, the paper calls for cooperation among all competent authorities and stakeholders, including customs and the private sector, at the national and regional levels. |
| Keywords: | Cross-border transport, trade, South Asia |
| JEL: | F13 N75 O24 |
| Date: | 2018–10 |
| URL: | http://d.repec.org/n?u=RePEc:eap:sswadp:dp1801&r=all |
| By: | Michael Bailey; Patrick Farrell; Theresa Kuchler; Johannes Stroebel |
| Abstract: | We use anonymized and aggregated data from Facebook to explore the spatial structure of social networks in the New York metro area. We highlight the importance of transportation infrastructure in shaping urban social networks by showing that travel time and travel costs are substantially stronger predictors of social connectedness between zip codes than geographic distance is. We also document significant heterogeneity in the geographic breadth of social networks across New York zip codes, and show that much of this heterogeneity is explained by the ease of access to public transit, even after controlling for socioeconomic characteristics of the zip codes' residents. When we group zip codes with strong social ties into hypothetical communities using an agglomerative clustering algorithm, we find that geographically non-contiguous locations are grouped into socially connected communities, again highlighting that geographic distance is an imperfect proxy for urban social connectedness. We also explore the social connections between New York zip codes and foreign countries, and highlight how these are related to past migration movements. |
| JEL: | R1 R3 R4 |
| Date: | 2019–07 |
| URL: | http://d.repec.org/n?u=RePEc:nbr:nberwo:26029&r=all |
| By: | ITF |
| Abstract: | This report presents a new urban accessibility framework. It identifies which destinations can be reached on foot, by bicycle, public transport or car within a certain time (accessibility). It then measures how many destinations are close by (proximity). The comparison between accessible destinations and nearby destinations shows how well each transport mode performs (transport performance). These three indicators are calculated for destinations such as schools, hospitals, food shops, restaurants, people, recreational opportunities and green spaces in 121 cities in 30 European countries. |
| Date: | 2019–05–20 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaac:68-en&r=all |
| By: | Shuvojit Banerjee (Macroeconomic Policy and Financing for Development Division, ESCAP) |
| Abstract: | Transport is a key component of overall infrastructure in SDG9: “Build resilient infrastructure, promote inclusive and sustainable industrialization and foster innovation”. Transport cuts across many goals and, instead of being a stand-alone SDG, it is mainstreamed in many of the SDGs, especially those related to food security, health, energy, and cities and human settlements. |
| Date: | 2019–04 |
| URL: | http://d.repec.org/n?u=RePEc:unt:pbmpdd:pb89&r=all |
| By: | ITF |
| Abstract: | Accessibility of goods, jobs, services and other opportunities is a fundamental condition for ensuring the well-being of citizens. This report examines how accessibility indicators can be used to improve transport planning and investment with that objective in mind. It also identifies principles for accessibility-based decision making and discusses how accessibility indicators can be effectively operationalised. |
| Date: | 2019–03–25 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaac:66-en&r=all |
| By: | Arthur Charpentier; Alfred Galichon; Lucas Vernet |
| Abstract: | This article presents a set of tools for the modeling of a spatial allocation problem in a large geographic market and gives examples of applications. In our settings, the market is described by a network that maps the cost of travel between each pair of adjacent locations. Two types of agents are located at the nodes of this network. The buyers choose the most competitive sellers depending on their prices and the cost to reach them. Their utility is assumed additive in both these quantities. Each seller, taking as given other sellers prices, sets her own price to have a demand equal to the one we observed. We give a linear programming formulation for the equilibrium conditions. After formally introducing our model we apply it on two examples: prices offered by petrol stations and quality of services provided by maternity wards. These examples illustrate the applicability of our model to aggregate demand, rank prices and estimate cost structure over the network. We insist on the possibility of applications to large scale data sets using modern linear programming solvers such as Gurobi. In addition to this paper we released a R toolbox to implement our results and an online tutorial (http://optimalnetwork.github.io) |
| Date: | 2019–07 |
| URL: | http://d.repec.org/n?u=RePEc:arx:papers:1907.02320&r=all |