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on Transport Economics |
| By: | Noriaki Matsushima; Kazuhiro Takauchi |
| Abstract: | We investigate how port privatization affects port charges, firm profits, and welfare. Our model consists of an international duopoly with two ports and two markets. When the unit transport cost is large, privatization of ports decreases the prices for port usage, although neither government has an incentive to privatize its port. The equilibrium governmental decisions are inconsistent with the desirable outcome if the unit transport cost is not large enough. The smaller countryfs government is more likely to privatize its port, although the larger countryfs government is more likely to nationalize its port to protect its domestic market. |
| Date: | 2013–02 |
| URL: | http://d.repec.org/n?u=RePEc:dpr:wpaper:0864&r=tre |
| By: | Zahabi, Seyed Amir H.; Miranda-Moreno, Luis; Patterson, Zachary; Barla, Philippe |
| Abstract: | This work examines the temporal-spatial variations of daily automobile distance traveled and greenhouse gas emissions (GHGs) and their association with built environment attributes and household socio-demographics. A GHGs household inventory is determined using link-level average speeds for a large and representative sample of households in three origin-destination surveys (1998, 2003 and 2008) in Montreal, Canada. For the emission inventories, different sources of data are combined including link-level average speeds in the network, vehicle occupancy levels and fuel consumption characteristics of the vehicle fleet. Built environment indicators over time such as population density, land use mix and transit accessibility are generated for each household in each of the three waves. A latent class (LC) regression modeling framework is then implemented to investigate the association of built environment and socio-demographics with GHGs and automobile distance traveled. Among other results, it is found that population density, transit accessibility and land-use mix have small but statistically significant negative impact on GHGs and car usage. Despite that this is in accordance with past studies, the estimated elasticities are greater than those reported in the literature for North American cities. Moreover, different household subpopulations are identified in which the effect of built environment varies significantly. Also, a reduction of the average GHGs at the household level is observed over time. According to our estimates, households produced 15% and 10% more GHGs in 1998 and 2003 respectively, compared to 2008. This reduction is associated to the improvement of the fuel economy of vehicle fleet and the decrease of motor-vehicle usage. A strong link is also observed between socio-demographics and the two travel outcomes. While number of workers is positively associated with car distance and GHGs, low and medium income households pollute less than high-income households. |
| Keywords: | Greenhouse gas emissions, spatio-temporal variations, built environment, latent class regression, household clusters, Environmental Economics and Policy, R42, R48, Q54, Q58, |
| Date: | 2013–01 |
| URL: | http://d.repec.org/n?u=RePEc:ags:ulavwp:144271&r=tre |
| By: | Salin, Delmy L. |
| Abstract: | This paper is a summary of: Rafael de Farias Costa, C. Parr Rosson, III, and Flynn J. Adcock, Transportation Infrastructure in Brazil: Impacts and Implications for Global Cotton Trade, Texas A&M, CNAS 2012-0. May 2012. Web. <http://cnas.tamu.edu/ Publications/Brazil Cotton Transportation Report June 2012.pdf> Brazil is the third largest cotton exporter after the United States and Uzbekistan. Cotton production in Brazil expanded from 2 million bales in the late 1990s to about 9.3 million bales in 2011. In 2007, Brazil began a comprehensive logistical investment plan to increase competitiveness in the world agricultural market. To increase transportation efficiencies, the Brazilian Government wants to reduce export route distances and port congestion by shifting exports from the southern ports to the north and northeast port regions. Texas AgriLIFE Research scientists estimated the impact of Brazil improvements in transportation infrastructure on cotton production, prices, and exports. Transportation costs for different regions within Brazil were estimated to reflect movements from mill to port. An origin-destination matrix of the Brazilian cotton industry that tracks cotton flows within the country was developed and validated. Findings indicate that a 2- to 3-percent transportation cost reduction would not have a significant impact on the world cotton trade. However, the United States may benefit slightly Brazil main cotton export routes from a 2-percent cost reduction, increasing exports by 640 bales, raising prices 2 cents a bale, and growing revenue by $457,900. If transportation costs drop by 10 percent, Brazilian exports could increase by 64,830 bales, raising prices by $3.61 per bale and increasing revenue by $27.8 million. India and the United States might lose market share. U.S. losses could include 4,490 fewer bales exported at a price of $0.28 less per bale and lower cotton export revenues of $5.7 million. |
| Keywords: | cotton, trade, shipping, export, Brazil, transportation, Agribusiness, Agricultural Finance, International Relations/Trade, Marketing, |
| Date: | 2013–01 |
| URL: | http://d.repec.org/n?u=RePEc:ags:uamstr:145637&r=tre |
| By: | Schneider, Robert J.; Grembek, Offer; Braughton, Matthew; Orrick, Phyllis; Ragland, David R. |
| Abstract: | The high level of pedestrian, bicycle, and transit activity on city-owned streets surrounding the UC Berkeley campus creates a dynamic social environment and gives Berkeley much of its charm. But the streets around the campus (henceforth called the campus periphery) are also places where pedestrians and bicyclists have been injured or killed in collisions with automobiles. This creates liability for drivers, the City, and the University—and worse, causes suffering for crash victims and their families. Everyone has an interest in reducing the frequency and severity of pedestrian and bicycle crashes within the campus periphery. This document, developed by the UC Berkeley Safe Transportation Research and Education Center (SafeTREC), recommends short- and long-term actions to improve pedestrian and bicycle safety on and near the campus. |
| Keywords: | Transportation and Highway Engineering, Public Health |
| Date: | 2013–03–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsrrp:qt2nc3v9b0&r=tre |
| By: | Pyddoke , Roger (VTI); Pettersson , Stefan (Railrex); Enberg , Nils (Railrex) |
| Abstract: | Denna rapport analyserar Trafikverkets, Transportstyrelsens, Konkurrensverkets och Konsumentverkets aktiviteter med järnvägs- och kollektivtrafikmarknaderna under 2011. Vi finner inga indikationer på att företag av Trafikverket förfördelats i tilldelningen av järnvägskapacitet. Däremot kan vi konstatera underprissättning av kapacitet och bristande dokumentation, vilket innebär risker för felaktig allokering av kapacitet. Transportstyrelsen har i liten utstäckning följt dessa processer under 2011. Vi finner inte heller några tydliga indikationer på konkurrensproblem förknippade med marknadsöppningen i klagomålen som lämnats till Konkurrensverket och Konsumentverket. |
| Keywords: | Regulation; railway; public transport; regulatory authorities |
| JEL: | L43 L51 L92 |
| Date: | 2012–03–07 |
| URL: | http://d.repec.org/n?u=RePEc:hhs:ctswps:2012_007&r=tre |
| By: | Paula Jaramillo |
| Abstract: | Consider a problem in which the cost of building an irrigation canal has to be divided among a set of people. Each person has different needs. When the needs of two or more people overlap, there is congestion. In problems without congestion, a unique canal serves all the people and it is enough to finance the cost of the largest need to accommodate all the other needs. In contrast, when congestion is considered, more than one canal might need to be built and each canal has to be financed. In problems without congestion, axioms related with fairness (equal treatment of equals) and group participation constraints (no-subsidy or core constraints) are compatible. With congestion, we show that these two axioms are incompatible. We define weaker axioms of fairness (equal treatment of equals per canal) and group participation constraints (no-subsidy across canals). These axioms in conjunction with a solidarity axiom (congestion monotonicity) and another axiom (independence of at-least-as-large-length) characterize the sequential weighted contribution family. Moreover, when we include a stronger version of congestion monotonicity and other axioms, we characterize subfamilies of these rules. |
| Date: | 2013–02–10 |
| URL: | http://d.repec.org/n?u=RePEc:col:000089:010553&r=tre |