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on Transport Economics |
| By: | Shaheen, Susan PhD; Cohen, Adam |
| Abstract: | The growth of shared mobility services and enabling technologies, such as smartphone apps, is contributing to the commodification and aggregation of transportation services. This chapter reviews terms and definitions related to Mobility on Demand (MOD) and Mobility as a Service (MaaS), the mobility marketplace, stakeholders, and enablers. This chapter also reviews the U.S. Department of Transportation’s MOD Sandbox Program, including common opportunities and challenges, partnerships, and case studies for employing on-demand mobility pilots and programs. The chapter concludes with a discussion of vehicle automation and on-demand mobility including pilot projects and the potential transformative impacts of shared automated vehicles on parking, land use, and the built environment. |
| Keywords: | Social and Behavioral Sciences, Mobility on demand, mobility as a service, shared mobility, automation, automated vehicles, shared automated vehicles, automated driving systems |
| Date: | 2020–03–12 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsrrp:qt14f893rv&r=all |
| By: | Lazarus, Jessica; Pourquier, Jean Carpentier; Feng, Frank; Hammel, Henry; Shaheen, Susan |
| Abstract: | Shared micromobility – the shared use of bicycles, scooters, or other low-speed modes – is an innovative transportation strategy growing across the United States that includes various service models such as docked, dockless, and e-bike service models. This research focuses on understanding how docked bikesharing and dockless e-bikesharing models complement and compete with respect to user travel behaviors. To inform our analysis, we used two datasets from February 2018 of Ford GoBike (docked) and JUMP (dockless electric) bikesharing trips in San Francisco. We employed three methodological approaches: 1) travel behavior analysis, 2) discrete choice analysis with a destination choice model, and 3) geospatial suitability analysis based on the Spatial Temporal Economic Physiological Social (STEPS) to Transportation Equity framework. We found that dockless e-bikesharing trips were longer in distance and duration than docked trips. The average JUMP trip was about a third longer in distance and about twice as long in duration than the average GoBike trip. JUMP users were far less sensitive to estimated total elevation gain than were GoBike users, making trips with total elevation gain about three times larger than those of GoBike users, on average. The JUMP system achieved greater usage rates than GoBike, with 0.8 more daily trips per bike and 2.3 more miles traveled on each bike per day, on average. The destination choice model results suggest that JUMP users traveled to lower-density destinations, and GoBike users were largely traveling to dense employment areas. Bike rack density was a significant positive factor for JUMP users. The location of GoBike docking stations may attract users and/or be well-placed to the destination preferences of users. The STEPS-based bikeability analysis revealed opportunities for the expansion of both bikesharing systems in areas of the city where high-job density and bike facility availability converge with older resident populations. |
| Keywords: | Engineering, Micromobility, Bikesharing, E-bike, Dockless, Destination choice, Transportation equity |
| Date: | 2020–04–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsrrp:qt96g9c9nd&r=all |
| By: | Fitch, Dillon; Handy, Susan L.; Carlen, Jane |
| Abstract: | Transportation planners in cities across the country are trying to increase bicycling to achieve mobility, public health, and environmental goals. For bicycling to become a mainstream travel mode, however, riders must feel safe and comfortable in the bicycling environment. Thus, cities are changing transportation infrastructure to provide more bicycling-friendly streets. It remains unclear exactly how much infrastructure change is needed to make potential cyclists feel comfortable enough to bicycle regularly. To better understand what road characteristics contribute to more comfortable bicycling, researchers at UC Davis surveyed 3,089 travelers to the UC Davis campus to measure perceived comfort of bicycling in different road environments using video recordings of 25 urban and rural roads from the San Francisco Bay Area. This policy brief summarizes findings from that research, which provide guidance for communities aiming to increase bicycling. View the NCST Project Webpage |
| Keywords: | Social and Behavioral Sciences, Bicycle facilities, Bicycle lanes, Campus transportation, Comfort, Cyclists, Socioeconomic factors, Surveys, Travel surveys, Video |
| Date: | 2020–04–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt1986q75z&r=all |
| By: | Sharat Ganapati; Woan Foong Wong; Oren Ziv |
| Abstract: | Entrepôts are hubs that facilitate trade between various origins and destinations. We study the role these hubs, and the networks they form, play in international trade. Using novel data, we trace the paths of containerized goods entering the United States. We show that the majority of trade is indirect and sent through a small number of entrepôts, resulting in lower transport costs through scale economies by using larger ships. We build a model of endogenous entrepôt formation incorporating route choice by exporters within a Ricardian setting. We use the model to estimate trade costs on each shipping leg and develop a geography-based instrument to estimate a leg-level scale elasticity. Counterfactuals opening the Arctic Passage and Brexit quantify the effects of both network spillovers and scale economies. We find that spillovers from the transportation network doubles baseline welfare gains, with scale economies further tripling them. |
| Keywords: | trade costs, scale, hubs, transport costs, transportation networks, international trade, shipping |
| Date: | 2020 |
| URL: | http://d.repec.org/n?u=RePEc:ces:ceswps:_8199&r=all |
| By: | Jasmin Katrin Gröschl; Thomas Steinwachs |
| Abstract: | Extreme weather may give rise to the relocation of economic activity towards nearby locations. But how are the economic effects of weather events transmitted between locations? And, which role does the interconnection of small economic units play? This paper takes a granular approach to identify the role of connectivity on economic activity due to severe weather. We combine a 0.5°×0.5° grid-cell level dataset on economic activity and weather events with global geographic information on national borders and road networks. We first explore how a potential disruption of connectivity through an international border affects local spillovers in case of a weather shock. Second, we use road infrastructure as a proxy for overall connectivity to explore how this affects the diversion of economic activity across local economic units. Results suggest that international borders limit economic relocation due to extreme weather to domestic neighboring cells. The existence of major road infrastructure between locations is key to the relocation of economic activity due to a weather event. Without a transport network, spillovers between local economic units do, on average, not exist or are at least very limited and costly to implement. |
| Keywords: | light emission, weather, connectivity, border effect, road network |
| JEL: | F15 O18 Q54 R11 |
| Date: | 2020 |
| URL: | http://d.repec.org/n?u=RePEc:ces:ceswps:_8193&r=all |
| By: | Francois de Soyres; Alen Mulabdic; Michele Ruta |
| Abstract: | This paper presents a structural general equilibrium model to analyze the effects on trade, welfare, and gross domestic product of common transport infrastructure. The model builds on Caliendo and Parro (2015) to allow for changes in trade costs due to improvements in transportation infrastructure, financed through domestic taxation, connecting multiple countries. The model highlights the trade impact of infrastructure investments through cross-border input-output linkages. This framework is then used to quantify the impact of the Belt and Road Initiative. Using new estimates on the effects on trade costs of transport infrastructure related to the initiative, the model shows that gross domestic product will increase by up to 3.4 percent for participating countries and by up to 2.9 percent for the world. Because trade gains are not commensurate with projected investments, some countries may experience a negative welfare effect due to the high cost of the infrastructure. |
| Keywords: | Transportation infrastructure; Trade; Structural general equilibrium; Belt and road |
| JEL: | F10 F11 F14 |
| Date: | 2020–02–26 |
| URL: | http://d.repec.org/n?u=RePEc:fip:fedgif:1273&r=all |
| By: | Wietschel, Martin; Burghard, Uta; Plötz, Patrick |
| Abstract: | Significant shares of the heavy-duty freight transport found on the roads in Baden-Wuerttemberg are transborder transportations. This working paper therefore focuses on a discussion of border crossings to neighboring countries (especially France, Switzerland, and Austria) in relation to catenary trucks and other alternative powertrains in heavy-duty road freight transport. This involved a one-day workshop with experts representing energy supply, freight transport and transport infrastructure from Baden-Wuerttemberg and its neighboring countries, which took place at the beginning of 2020. The workshop's objectives were to discuss practical experiences and pass them on to countries that have not yet taken action. |
| Date: | 2020 |
| URL: | http://d.repec.org/n?u=RePEc:zbw:fisisi:s042020&r=all |
| By: | Stefano Maria Iacus; Fabrizio Natale; Carlos Satamaria; Spyridon Spyratos; Michele Vespe |
| Abstract: | The main focus of this study is to collect and prepare data on air passengers traffic worldwide with the scope of analyze the impact of travel ban on the aviation sector. Based on historical data from January 2010 till October 2019, a forecasting model is implemented in order to set a reference baseline. Making use of airplane movements extracted from online flight tracking platforms and on-line booking systems, this study presents also a first assessment of recent changes in flight activity around the world as a result of the COVID-19 pandemic. To study the effects of air travel ban on aviation and in turn its socio-economic, several scenarios are constructed based on past pandemic crisis and the observed flight volumes. It turns out that, according to this hypothetical scenarios, in the first Quarter of 2020 the impact of aviation losses could have negatively reduced World GDP by 0.02% to 0.12% according to the observed data and, in the worst case scenarios, at the end of 2020 the loss could be as high as 1.41-1.67% and job losses may reach the value of 25-30 millions. Focusing on EU27, the GDP loss may amount to 1.66-1.98% by the end of 2020 and the number of job losses from 4.2 to 5 millions in the worst case scenarios. Some countries will be more affected than others in the short run and most European airlines companies will suffer from the travel ban. |
| Date: | 2020–04 |
| URL: | http://d.repec.org/n?u=RePEc:arx:papers:2004.08460&r=all |
| By: | Francois de Soyres; Alen Mulabdic; Siobhan Murray; Nadia Rocha; Michele Ruta |
| Abstract: | This paper studies the impact of transport infrastructure projects of the Belt and Road Initiative on shipment times and trade costs. Based on a new data on completed and planned Belt and Road transport projects, Geographic Information System analysis is used to estimate shipment times before and after the Belt and Road Initiative. Two sets of data are computed to address different research questions: a global database based on an analysis of 1,000 cities in 191 countries and 47 sectors and a regional database that focuses on more granular information (1,818 cities) for Belt and Road economies only. The paper uses sectoral estimates of “value of time” to transform changes in shipment times into changes in ad valorem trade costs at the country‐sector level. The findings show that the Belt and Road Initiative will significantly reduce shipment times and trade costs. For the world, the average reduction in shipment time will range between 1.2 and 2.5 percent, leading to reduction of aggregate trade costs between 1.1 and 2.2 percent. For Belt and Road economies, the change in shipment times and trade costs will range between 1.7 and 3.2 percent and 1.5 and 2.8 percent, respectively. Belt and Road economies located along the corridors where projects are built experience the largest gains. Shipment times along these corridors decline by up to 11.9 percent and trade costs by up to 10.2 percent. |
| Keywords: | Transport infrastructure; GIS analysis; Shipment times; Trade costs |
| JEL: | F14 F15 R41 |
| Date: | 2020–02–26 |
| URL: | http://d.repec.org/n?u=RePEc:fip:fedgif:1274&r=all |
| By: | Santiago Caballero, Carlos; López Cermeño, Alexandra |
| Abstract: | This paper uses newly collected data from a large-scale census (Catastro de la Ensenada) to investigate the scale and causes of market integration in eighteenth century Spain. We use wheat prices observed in more than 5,200 municipalities to analyse the local spatial dependence of prices. We detect several regional clusters in the centre and coasts but find that these were not integrated with each other. We then investigate the first nature, second nature, and demand side determinants of these clusters and find that although geographical constrains like terrain roughness play a negatively significant role, the transportation network allowed connected municipalities to alleviate such obstacles. Our results suggest that unfavourable geographical conditions can be overcome by investments in transportation infrastructures. |
| Keywords: | Geography; Prices; Grain Markets; Market Integration; Early Modern |
| Date: | 2020–04–28 |
| URL: | http://d.repec.org/n?u=RePEc:cte:whrepe:30247&r=all |
| By: | Hidekazu Itoh (Kwansei Gakuin University - parent); David Guerrero (AME-SPLOTT - Systèmes Productifs, Logistique, Organisation des Transports et Travail - UNIV GUSTAVE EIFFEL - Université Gustave Eiffel) |
| Abstract: | This paper investigates how two Japanese car manufacturers organize their shipments of auto-parts from suppliers located in Japan to their overseas assembly plants. It reveals that, in addition to the well-known differences such as specific manufacturer-supplier relationships or production strategies, the organization of logistics itself constitutes a basis for persistent variations. Car manufacturers operating at a global scale are facing uncertainties in matching supply and demand, thus increasingly requiring flexibility. This flexibility is notably achieved through varying combinations of local and distant sourcing to respond to changes in market conditions, currency exchange rates, and so on. To limit the costs of distant sourcing, car manufacturers use parts consolidation centers, which are cross-docking facilities where parts are sorted and packed in sea containers depending on their final destination. Findings show that, beyond its generic purpose, the parts consolidation centers play different roles within the logistics organization of the two focal firms. In one case, they are highly integrated within the global production system; in the other, they are simply used as transfer points. These different models of utilization of parts consolidation centers imply significantly different relationships with parts' suppliers, and point to wider differences in the overall logistics systems. |
| Keywords: | AUTOMOTIVE INDUSTRY,PART CONSOLIDATION CENTER,DISTANT SOURCING,JAPON |
| Date: | 2020–01–01 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-02549412&r=all |
| By: | Ataeian, Shervin; Mostafavi, Alireza; Nabiloo, Roya |
| Abstract: | The fixed route shared taxi, known as Jitney, is one of the common modes in paratransit services and covers a significant proportion of daily trips in some developing countries, including Iran. Such system, despite its disadvantages to transportation networks, has always been the most feasible solution to overcome the shortcoming in public transit supply. As a result, it has formed users’ travel habits over the decades. Therefore, it is not possible to remove or replace Jitney lines with standard services suddenly but gradually. Unfortunately, there is a distinct lack of a comprehensive method to analyze and evaluate Jitney lines neither in the literature nor in practice. In this paper, first, to fill the gap in the literature, we develop a coherent framework to analyze the performance of fixed route shared taxi lines. This framework includes several indices that make it possible to rank and classify Jitney lines from different aspects. Second, to examine the applicability of the proposed framework, we apply it to the network of taxi lines in the metropolis of Tehran. The results prove that the framework is not only applicable in measuring the system performance, but it also provides decision-makers with decision criteria to choose improvement plans or alternatives. |
| Keywords: | Fixed Route Shared Taxi, Jitney, Paratransit, Performance Analysis, Performance Index, Decision Criteria. |
| JEL: | L91 |
| Date: | 2020–03 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:99871&r=all |
| By: | Yosuke A. Yamashiki; Moe Fujita; Tatsuhiko Sato; Hiroyuki Maehara; Yuta Notsu; Kazunari Shibata |
| Abstract: | We present a systematic approach to effectively evaluate potential risk cost caused by exposure to solar proton events (SPEs) from solar flares for the airline industry. We also evaluate associated health risks from radiation, to provide relevant alternative ways to minimize economic loss and opportunity. The estimated radiation dose induced by each SPE for the passengers of each flight is calculated using ExoKyoto and PHITS. We determine a few scenarios for the estimated dose limit at 1 and 20mSv, corresponding to the effective dose limit for the general public and occupational exposure, respectively, as well as a higher dose induced an extreme superflare. We set a hypothetical airline shutdown scenario at 1mSv for a single flight per passenger, due to legal restrictions under the potential radiation dose. In such a scenario, we calculate the potential loss in direct and opportunity cost under the cancelation of the flight. At the same time, we considered that, even under such a scenario, if the airplane flies at a slightly lower altitude (from 12 to 9.5km: atmospheric depth from 234 to 365g/cm$^{2}$), the total loss becomes much smaller than flight cancelation, and the estimated total dose goes down from 1.2 to 0.45mSv, which is below the effective dose limit for the general public. In case of flying at an even lower altitude (7km: atmospheric depth 484g/cm$^{2}$), the estimated total dose becomes much smaller, 0.12 mSv. If we assume the increase of fuel cost is proportional to the increase in atmospheric depth, the increase in cost becomes 1.56 and 2.07 for the case of flying at 9.5 km and at 7 km, respectively. Lower altitude flights provide more safety for the potential risk of radiation doses induced by severe SPEs. At the same time, since there is total loss caused by flight cancelation, we propose that considering lower flight altitude is the best protection against solar flares. |
| Date: | 2020–04 |
| URL: | http://d.repec.org/n?u=RePEc:arx:papers:2004.10869&r=all |
| By: | Jeffrey E. Harris |
| Abstract: | New York City’s multitentacled subway system was a major disseminator – if not the principal transmission vehicle – of coronavirus infection during the initial takeoff of the massive epidemic that became evident throughout the city during March 2020. The near shutoff of subway ridership in Manhattan – down by over 90 percent at the end of March – correlates strongly with the substantial increase in the doubling time of new cases in this borough. Maps of subway station turnstile entries, superimposed upon zip code-level maps of reported coronavirus incidence, are strongly consistent with subway-facilitated disease propagation. Local train lines appear to have a higher propensity to transmit infection than express lines. Reciprocal seeding of infection appears to be the best explanation for the emergence of a single hotspot in Midtown West in Manhattan. Bus hubs may have served as secondary transmission routes out to the periphery of the city. |
| JEL: | I1 I12 I14 I18 I28 |
| Date: | 2020–04 |
| URL: | http://d.repec.org/n?u=RePEc:nbr:nberwo:27021&r=all |