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on Transport Economics |
| By: | Björklund, Gunilla (VTI); Mortazavi , Reza (Dalarna University) |
| Abstract: | In this paper we investigate how attitudes to health and exercise in connection with cycling influence the estimation of values of travel time savings in different kinds of bicycle environments (mixed traffic, bicycle lane in the road way, bicycle path next to the road, and bicycle path not in connection with the road). The results, based on two Swedish stated choice studies, suggest that the values of travel time savings are lower when cycling in better conditions. Surprisingly, the respondents do not consider cycling on a path next to the road worse than cycling on a path not in connection to the road, indicating that they do not take traffic noise and air pollution into account in their decision to cycle. No difference can be found between cycling on a road way (mixed traffic) and cycling in a bicycle lane in the road way. The results also indicate that respondents that include health aspects in their choice to cycle have lower value of travel time savings for cycling than respondents that state that health aspects are of less importance, at least when cycling on a bicycle path. The appraisals of travel time savings regarding cycling also differ a lot depending on the respondents’ alternative travel mode. The individuals who stated that they will take the car if they do not cycle have a much higher valuation of travel time savings than the persons stating public transport as the main alternative to cycling. |
| Keywords: | Value of travel time savings; Cyclists; Infrastructure; Attitudes; Health |
| JEL: | R40 |
| Date: | 2013–12–10 |
| URL: | http://d.repec.org/n?u=RePEc:hhs:ctswps:2013_035&r=tre |
| By: | Llanto, Gilberto M.; Navarro, Adoracion M.; Detros, Keith C.; Ortiz, Ma. Kristina P. |
| Abstract: | This study articulates the results of the research team`s conversations with regulators and desk review of policies in the sectors affecting logistics and trade facilitation in the Philippines. The study covers air transport, land transport, maritime transport, logistics services, and customs services. Successes in regulatory reforms as well as the remaining restrictions to better logistics and trade facilitation surfaced from the conversations with regulators and the analysis of existing rules and regulations. Many of the remaining restrictions need to be addressed through amendments to existing laws and even enactment of new laws. This is the case in the following restrictions: limit on foreign equity participation, moving international government cargoes only through flag carriers, cabotage restriction, and the port regulator acting as an operator. Other remaining restrictions can be addressed through investments, which is the case in capacity-constrained airports and congested Metro Manila roads, and through improvements in operations, which is the case in customs administration. |
| Keywords: | maritime transport, customs, regulation, trade facilitation, logistics, ASEAN Economic Community (AEC), air transport, land transport |
| Date: | 2013 |
| URL: | http://d.repec.org/n?u=RePEc:phd:dpaper:dp_2013-47&r=tre |
| By: | Liddle, Brantley |
| Abstract: | Two important, increasing trends for those concerned about climate change to consider are urbanization/the importance of cities and energy used in transport—particularly energy used to achieve personal mobility. While national urbanization levels are not a good indicator of urban transport demand, there is an established negative relationship between urban density and such demand. This paper uses a consistent, well-known population-based framework (the STIRPAT model) and three separate, but highly related, datasets of cities from developed and developing countries (with observations from 1990, 1995, and 2001) to examine the relationship among private transport energy consumption, population, income, urban density, and several variables (e.g., network size and prices) that describe the nature of the public and private transport systems of those cities. The paper confirms the now well-established result that urban density is negatively correlated with urban private transport energy consumption. In terms of policies, improving private vehicle fuel efficiency, in particular, and increasing fuel price as well as other ownership/operating costs for private transport could have a substantial impact on lowering transport energy consumption. On the other hand, there is no evidence that further lowering the cost to riders of public transport would lower private transport energy consumption. For cities in developing countries, demographic variables (population size and urban density) are particularly important in determining private transport energy consumption. Also, private transport energy consumption is considerably less price sensitive in those developing country cities compared to cities in the most developed countries. |
| Keywords: | urban density; STIRPAT; transport energy demand; city-based data |
| JEL: | O18 Q50 Q54 R14 R40 |
| Date: | 2013 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:52089&r=tre |
| By: | Philippe Bonneau (CERFISE - CERFISE); Danièle Patier (LET - Laboratoire d'économie des transports - CNRS : UMR5593 - École Nationale des Travaux Publics de l'État [ENTPE] - Université Lumière - Lyon II) |
| Abstract: | L'étude met en évidence les facteurs pouvant jouer favorablement dans la compétitivité des entreprises de transport routier de marchandises françaises par rapport à leur concurrentes étrangères dans la perspective du marché unique de 1992. |
| Keywords: | Transport routier de marchandises ; compétitivité des entreprises ; entreprise de transport |
| Date: | 2013–11–29 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:halshs-00911285&r=tre |
| By: | Sambracos, Evangelos; Ramfou, Irene |
| Abstract: | Freight Transport Time (FTT) is an important resource for manufacturing companies, firstly as a cost driver of logistics processes and secondly as a key factor of customer satisfaction. Yet, there is a lot of controversy between researchers regarding the strength of the link between changes in transport time and business performance and the methods used to measure this effect. In this context, the aim of this paper is to estimate the effect that changes in freight transport time have on the economic performance of transport consuming manufacturing companies. With the use of System Dynamics Modelling a simulation model is built identifying the role of FTT in the internal supply chain of a Make to Stock manufacturer. Changes in FTT are introduced in the system affecting the production materials inventory replenishment time and the delivery to consumer time. Simulation results suggest that the effect of FTT changes depend highly on the structure of the company’s decision making process. Through the development and simulation of several scenarios it is evident that information feedback about changes in FTT if interpreted and processed by different decision rules and strategies can lead to different results allowing companies to fruitfully - or not - reap the benefits of improved FTT. |
| Keywords: | Freight Transport Time; Manufacturers; Performance; Systems Dynamics. |
| JEL: | C63 L21 L6 L91 O12 |
| Date: | 2013–09–18 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:51842&r=tre |
| By: | Geir H. Bjertnæs (Statistics Norway) |
| Abstract: | This study investigates whether biofuel policies or favourable taxation of electric cars should be employed to satisfy a green house gas emission target connected to private transport within the Norwegian economy. The study shows that implementation of biofuel generates a welfare gain in the presence of the current favourable taxation of electric cars in Norway. Implementation of biofuels, however, generates a welfare loss when the tax rate on purchase of electric cars is increased to the average tax rate on purchase of diesel powered cars. |
| Keywords: | Biofuel; Mandates; Electric cars; Greeen house gas emissions |
| JEL: | Q54 R48 H23 |
| Date: | 2013–06 |
| URL: | http://d.repec.org/n?u=RePEc:ssb:dispap:745&r=tre |
| By: | Lucas W. Davis |
| Abstract: | By 2015, global oil consumption will reach 90 million barrels per day. In part, this high level of consumption reflects the fact that many countries provide subsidies for gasoline and diesel. This paper examines global fuel subsidies using the latest available data from the World Bank, finding that road-sector subsidies for gasoline and diesel totaled $110 billion in 2012. Pricing fuels below cost is inefficient because it leads to overconsumption. Under baseline assumptions about supply and demand elasticities, the total annual deadweight loss worldwide is $44 billion. Incorporating external costs increases the economic costs substantially. |
| JEL: | H23 Q41 Q48 Q51 |
| Date: | 2013–12 |
| URL: | http://d.repec.org/n?u=RePEc:nbr:nberwo:19736&r=tre |
| By: | José Pedro Pontes; Joana Pais |
| Abstract: | This paper addresses the issue of industrial development using a coordination game. Complementarities between transport infrastructure provision by the Government and consumer goods manufacturing firms, and among consumer goods firms themselves dictate the outcome: either the transport infrastructure (i.e., a highway) is not built and firms keep doing “home” production, thus supplying mainly nearby consumers and dispensing with a highway; or they switch to “factory” production, a more spatially centralized regime, where output must be sold over long distances, thus implying the construction of a highway. In relation to the existent literature, this paper presents two main innovations. Firstly, the two sources of linkage, namely cost linkage, through the provision of an indivisible input (the highway), and demand linkage, through the wage rise brought about by industrialization, are not treated separately, but they are integrated in the same model. Consequently, the game has now two levels of equilibrium selection. Secondly, the paper does not limit itself to checking that there can arise multiple Nash equilibria under certain circumstances, but it discusses methods for the selection of a unique outcome. Consequently, in addition to the classical Nash equilibria mentioned above, there is a third possible solution where the Government builds the highway but the consumer goods firms refrain from using it and stick to “home” production. Hence, the transport infrastructure becomes a “white elephant”. |
| Keywords: | Big Push, Coordination Games, Economic Development, Equilibrium selection, Industrialization. |
| JEL: | C72 O12 O14 |
| Date: | 2013–12 |
| URL: | http://d.repec.org/n?u=RePEc:ise:isegwp:wp292013&r=tre |
| By: | Geir H. Bjertnæs (Statistics Norway) |
| Abstract: | This study finds that the welfare gain, excluding environmental effects, generated by increasing the Norwegian tax rate on purchase of electric cars from 8 to 37 percent amounts to approximately 5500- 6500 NOK (or 680-820 euro) per ton increase in GHG emissions in the long run. Substantial tax exemptions implies that reallocation from electric cars towards petrol and diesel powered cars generates a tax revenue gain of more than 40 billion NOK, which amounts to almost 10 percent of government consumption in 2007. |
| Keywords: | Taxation; Electric cars; CO2 emissions |
| JEL: | Q54 R48 H23 |
| Date: | 2013–05 |
| URL: | http://d.repec.org/n?u=RePEc:ssb:dispap:743&r=tre |
| By: | M. Bourreau; P. Dogan; R. Lestage |
| URL: | http://d.repec.org/n?u=RePEc:qsh:wpaper:85926&r=tre |
| By: | Helena Garcia Romero; Laura Calderon Etter |
| Abstract: | Colombia has made progress towards eliminating fuel and diesel subsidies and reducing discretionary spaces allowing for artificially low fuel prices, but challenges remain. Colombia has provided explicit and implicit subsidies to gasoline and diesel since 1983, costing the government up to 1.6% of GDP. This paper discusses the political economy of fuel subsidies in the country to understand why reform has been so slow. It focuses on the groups benefitting from the subsidies and their political participation, as well as other economic impacts that have limited the political will to eliminate them. The Colombian case serves as an example of the difficulty of fully eliminating fuel subsidies once they are already established. La Colombie a fait des progrès pour éliminer les subventions accordées aux carburants et au gazole et réduire les possibilités de faire baisser artificiellement les prix des carburants, mais certaines difficultés demeurent. La Colombie applique depuis 1983 des subventions explicites et implicites à l’essence et au gazole, représentant jusqu’à 1.6 % de son PIB. On trouvera dans le présent rapport une analyse de l’économie politique des subventions aux carburants qui permettra de mieux comprendre la lenteur de la réforme dans ce pays. Le rapport s’intéresse aux groupes qui bénéficient de ces subventions et à leur participation politique, ainsi qu’aux autres impacts économiques qui ont entamé la volonté politique de les supprimer. L’exemple de la Colombie illustre la difficulté d’éliminer complètement les subventions aux carburants une fois établies. |
| Keywords: | political economy, Colombia, fossil-fuel subsidies, Colombie, économie politique |
| JEL: | H23 O13 Q48 |
| Date: | 2013–12–10 |
| URL: | http://d.repec.org/n?u=RePEc:oec:envaaa:61-en&r=tre |