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on Transport Economics |
| By: | MEERSMAN, Hilde; STRANDENES, Siri Pettersen; VAN DE VOORDE, Eddy |
| Abstract: | Price level and price transparency are input to shippers’ choice of supply chain and transport mode. In this paper, we analyse current port pricing structures in the light of the pricing literature and consider opportunities for improvement. We present a detailed overview of pricing criteria, who sets prices and who ultimately foots the bill for port-of-call charges, cargo-handling fees and congestion charges. Current port pricing practice is based on a rather linear structure and fails to incorporate modern pricing tools such as price differentiation or revenue management. Consequently, ports apply neither profit maximising pricing nor pricing designed to exploit available capacity more efficiently. |
| Keywords: | Infrastructure pricing, Pricing models, Seaports |
| Date: | 2014–04 |
| URL: | http://d.repec.org/n?u=RePEc:ant:wpaper:2014006&r=tre |
| By: | André De Palma (Department of Economics, Ecole Polytechnique - CNRS : UMR7176 - Polytechnique - X, ENS Cachan - École Normale Supérieure de Cachan - École normale supérieure [ENS] - Cachan); Nathalie Picard (Department of Economics, Ecole Polytechnique - CNRS : UMR7176 - Polytechnique - X, THEMA - Théorie économique, modélisation et applications - CNRS : UMR8184 - Université de Cergy Pontoise); Ignacio Inoa (THEMA - Théorie économique, modélisation et applications - CNRS : UMR8184 - Université de Cergy Pontoise) |
| Abstract: | There is still a long way to achieve the goal of providing a theoretical and empirical framework to model and apply economics of the family. Decision-making within the family has been neglected too long in transportation. Two special issues by Bhat and Pendyala, 2005 [17] and by Timmermans and Junyi Zhang, 2009 [81] provide the most notable exceptions. The objective of this paper is to set-up a flexible framework to discuss the development of integrated transportation models involving interacting and interdependent actors; updating previous reviews from the point of view of economics of the family . Transportation is very keen to have access to this type of models, since their applications are numerous. Let mention, for example, residential location choice, workplace choice, car ownership, choice of children's school, mode choice, departure time choice activity patterns and the like. The (non unitary) economics of the family models are totally different models, which do not merely extend existing discrete choice models. They introduce new concepts, which are specific to within family interactions: negotiation, altruism, or repeated interaction and Pareto optimality. This review is completed with the study of different types of accessibility measures including recent work on timegeography measures of accessibility. |
| Date: | 2014–04–02 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:hal-00969216&r=tre |
| By: | Carlos Augusto Olarte Bacares (CES - Centre d'économie de la Sorbonne - CNRS : UMR8174 - Université Paris 1 - Panthéon-Sorbonne) |
| Abstract: | Previous research has proved the existence of a causal relationship between the concentration of jobs in a city and the income of inhabitants. Other researchers have studied the close and nearly causal relationship between those variables and the infrastructure such as highways in different zones of a city. Nevertheless, no one study has taken into account the degree to which each area of a city benefits from the latest improvements to public transport. The aim of this research is to analyse the relationship between the size of the labour market, the income and the employment concentration with respect to improvements to public transport (Transmilenio) in Bogota. The degree of enhancement of public transport in a zone is suspected to be endogenous. Through the use of OLS estimations and then 2SLS, the validation of endogeneity provides sufficient tools to infer causality of improvement of public transport. The size of companies, defined by the number of jobs they offer, plays the role of instrumental variable. In essence, the number of jobs, the size of the labour market and income are largely defined by the level of improvement to urban public transport in each zone of the city but the causality relationship changes depending on the size of companies established in each zone. In the case of Bogota, public transport improvements seams to have a causality relationship with the income of inhabitants in each zone and the number of jobs, and this changes with respect to the size of enterprises. In contrast, the size of the labour market, defined as the number of jobs reachable in a specific time, is not determined by the degree of the presence of public transport enhancement. |
| Keywords: | Causality; improvements of public transports; endogeneity; effective size of labor market; size of enterprises |
| Date: | 2014–02 |
| URL: | http://d.repec.org/n?u=RePEc:hal:cesptp:halshs-00973398&r=tre |
| By: | Coraline Daubresse |
| Abstract: | This working paper describes main evolutions in household expenditure for transport in Belgium. Results are based on data from national accounts (National Accounts Institute, Eurostat) as well as data from Household budget surveys (Statistics Belgium). |
| Keywords: | Transport |
| JEL: | R41 R48 |
| Date: | 2014–02–26 |
| URL: | http://d.repec.org/n?u=RePEc:fpb:wpaper:1402&r=tre |
| By: | Carlos Augusto Olarte Bacares (CES - Centre d'économie de la Sorbonne - CNRS : UMR8174 - Université Paris 1 - Panthéon-Sorbonne) |
| Abstract: | The relationship between accessibility or the degree of improvement of urban transport and criminality has been underestimated and close to forgotten. This paper aims to reveal the importance of public transport policies in the evolution of crime configuration in a city. The hypothesis that the probability of transport improvements in a zone depends on some of its socio-economic characteristics is adopted. The use of the propensity score matching technique reveals that the presence of improvements of public transport in a zone of the city has a direct and significant impact on the increase of some types of crime. Likewise, spatial econometrics results expose that crime tends to be contagious in neighbouring zones. The presence of the Transmilenio system in Bogota may share out criminality to other zones of the city. Negative externalities like the better mobility of offenders and, then, their possible choice to expand their criminal activities to new zones, can spoil the positive effects of enhancement of public transport. Far from suggesting no developing public transport or isolating some "dangerous" neighbourhoods or inhabitants, this article shows that improvement of public transport may not only generate positive externalities; policy makers should take into consideration the mutation and shift of criminal behaviours in order to identify possible solutions such as the construction of more establishments providing health, welfare and sporting activities, as is evoked in the results. In this way, the "boomerang effect" of the improvement to transport will be reduced. |
| Keywords: | Urban public transports improvements; propensity score matching; crime contagion; spatial dependence |
| Date: | 2014–03 |
| URL: | http://d.repec.org/n?u=RePEc:hal:cesptp:halshs-00973408&r=tre |
| By: | Bénédicte Meurisse; Maxime Le Roy |
| Abstract: | This paper investigates household behaviour with regard to vehicle fuel efficiency. We propose to approach the Willingness to Pay (WTP) for better fuel efficiency through the Hicksian compensating variation in income. Specifically, we distinguish the Willingness to Pay or to Accept (WTA) buying a more fuel-efficient car from the theoretical WTP for a reduction in fuel consumption without changing one’s car. Then by assuming that the household has to replace its car, we estimate a WTP for the cleanest car. We also analyse what effect a fuel tax and/or a feebate scheme (e.g. a bonus-malus scheme) have on the WTP for the cleanest car and on the driven mileage. We find that the WTP for the cleanest car decreases following the implementation of a fuel tax. To the contrary, a feebate system leads to an increase in this WTP. But we also find that reducing the market price of the new vehicle (i.e. through a bonus) is not worthwhile in the light of the rebound effect. However, a fuel tax – as soon as it exceeds a certain level – is able to nullify the rebound effect. |
| Keywords: | fuel efficiency, willingness to pay, fuel tax, feebate scheme, rebound effect. |
| JEL: | D11 Q58 |
| Date: | 2014 |
| URL: | http://d.repec.org/n?u=RePEc:drm:wpaper:2014-16&r=tre |
| By: | Blomkvist, Pär (Department of Industrial Economics and Management, Royal Institute of Technology, Stockholm); Emanuel, Martin (Department of Industrial Economics and Management, Royal Institute of Technology, Stockholm) |
| Abstract: | The first of July 1952, the moped was legislatively excluded from existing restrictions for heavier two-wheeled motorized vehicles. A driver/owner of a “bicycle with auxiliary engine” – this was the original denomination of the vehicle – thus needed no registration, driver’s license or insurance, nor pay any vehicle tax. The legislators did, however, postulate some technical requirements. Besides regulation of the engine, the vehicle should be “bicycle-like” and have pedals. It should thus be driven primarily by means of human, not mechanical, power (i.e., it was not supposed to be a lighter version of a motorcycle). In terms of social and economic goals, the state assumed workers to be the primary users, and a utilitarian use rather than one connected to pleasure and spare time. Very quickly, however, the moped lost all resemblance with the ordinary bicycle (except for the pedals). In a new legislation in 1961, the state yielded to the technical development. The moped no longer needed to resemble a bicycle or have pedals. Meanwhile, the moped also became more of a toy for boys – a vehicle for freedom – rather than the useful tool the state had wished for. In fact, we argue that the demands from user groups not foreseen played a crucial role in changing the legal technical requirements of the moped.This paper deals with the co-evolution, technically and institutionally, of the moped during the period 1952–75. Using a method inspired by evolutionary theory, the moped models released in Sweden in these years are grouped in “families” with distinctive technical features and accompanying presumed uses. We analyze this development using concepts from the theoretical fields of innovation studies and the history of technology (STS/SCOT). |
| Keywords: | bicycle; co-evolution of technology and institutions; demand specification; dominant design; evolutionary theory; history of technology; industrial dynamics; moped; motorcycle; road traffic legislation; technology studies; transport history |
| JEL: | B25 B52 L51 L61 N74 O31 O33 Z18 |
| Date: | 2014–04–11 |
| URL: | http://d.repec.org/n?u=RePEc:hhs:kthind:2014_005&r=tre |
| By: | Shuhei Nishitateno; Paul J. Burke |
| Abstract: | The evolution of motorcycle ownership is a crucial issue for road safety, as motorcyclists are highly vulnerable road users. Analyzing a panel of 153 countries for the period 1963-2010, we document a motorcycle Kuznets curve which sees motorcycle dependence increase and then decrease as economies develop. Upswings in motorcycle ownership are particularly pronounced in densely populated countries. We also present macro-level evidence on the additional road fatalities associated with motorcycles. Our results indicate that many low-income countries face the prospect of an increasing number of motorcycle-related deaths over coming years unless adequate safety initiatives are implemented. |
| Keywords: | motorcycles, economic development, Kuznets curve, road safety, road fatalities |
| JEL: | R41 O18 Q43 |
| Date: | 2014 |
| URL: | http://d.repec.org/n?u=RePEc:pas:papers:2014-04&r=tre |
| By: | Martin Tironi (School of Design, Pontifical Catholic University of Chile); Brice Laurent (Centre de Sociologie de l'Innovation, Mines ParisTech) |
| Abstract: | In 2012, considering its development strategy for the electric car market, Renault turned the town of Saint-Quentin-en-Yvelines into a experimentation and demonstration laboratory, with the installation of electric cars as part of a car sharing system without fixed stations, called Twizy Way. In this paper the authors take into account the ontological work this experiment produces, its demonstrative ability and the way it intertwines knowledge, as part of boundary drawing within the framework of the experiment itself. They speak of a form of flexible laboratorisation affected by doubt and constant reorganisation of the elements making up, overflowing and interfering with the experiment. |
| Keywords: | care; maintenance; material ecology; material vulnerability; ordering Devices |
| JEL: | I18 Z18 |
| Date: | 2014–04 |
| URL: | http://d.repec.org/n?u=RePEc:emn:wpaper:036&r=tre |
| By: | Marie-Ève Faubert; Bernard Sinclair-Desgagné; Ekaterina Turkina |
| Abstract: | We investigate the main drivers for the construction of new road-noise barriers across states in the United States. The respective influence of costs, the number of metropolitan areas and registered vehicles, state population density, the already built area, and a state’s environmental efforts (as measured by an environmental index) remains qualitatively the same for the overall newly-built area and when only new areas using specific materials are considered. However, history (through the already built area) may foster the use of some materials, which suggests that their deployment is subject to path-dependency; and different environmental indices and states peculiarities matter for different materials, which may indicate regional specificities in landscape and taste or the influence of local industrial lobbies. Some implications for the measurement of environmental stringency and the study of environmental federalism are briefly discussed. Nous examinons les principaux facteurs influençant la construction de murs anti-bruit dans chaque états des États-Unis. L'impact respectif des coûts de construction, du nombre d'immatriculation de voitures et de zones métropolitaines, de la densité de population, de la superficie déjà construite, et de l'activisme environnemental spécifique à chaque état (tel que mesuré par un indice environnemental) reste qualitativement le même, que l'on considère l'ensemble de la nouvelle superficie couverte ou bien seulement celle couverte en utilisant un matériau donné. En revanche, l'histoire (via la superficie déjà construite) peut encourager le recours à certains matériaux, ce qui suggère une forme d'inertie; et différents états et indices environnementaux ont de l'importance pour différents matériaux, ce qui peut s'interpréter comme la manifestation de spécificités régionales ou comme une indication de l'influence de certains lobbies industriels. Nous en tirons des conclusions pour les moyens de mesurer la force des réglementations et lois environnementales et pour l'étude du fédéralisme environnemental. |
| Keywords: | Command-and-control policy implementation, Pollution-abating technology and regulatory compliance, Traffic-noise reduction measures,Environmental federalism, State politics, Implantation de politiques, technologie et conformité environnementale, contrôle du bruit des routes, fédéralisme environnemental |
| Date: | 2014–02–01 |
| URL: | http://d.repec.org/n?u=RePEc:cir:cirwor:2014s-22&r=tre |
| By: | Blank, J.L.T.; Dumaij, A.C.M.; van Heezik, A.A.S. |
| Abstract: | Productiviteitstrends in de spoorsector is een studie naar de samenhang tussen institutionele veranderingen en de productiviteitsontwikkeling van de Nederlandse spoorsector in de afgelopen decennia. In deze periode heeft de spoorsector ingrijpende veranderingen ondergaan, die onder andere tot doel hebben de productiviteit te verbeteren. Uit de analyse van de kosten- en productietrends in de periode 1985-2012 blijkt echter dat de hervorming van de spoorsector, die vooral tussen 1995 en 2005 haar beslag krijgt, niet tot het gewenste resultaat heeft geleid. Eerder is er sprake van het tegendeel: in plaats van een productiviteitsverbetering neemt de productiviteit in deze periode af. Vanaf 2005 lijkt er een licht herstel op te treden in de productiviteitsontwikkeling, maar de periode is te kort om van een trendbreuk te kunnen spreken. |
| Keywords: | Nederlandse spoorsector; productiviteitsontwikkeling; productiviteitsverbetering |
| Date: | 2013–06–30 |
| URL: | http://d.repec.org/n?u=RePEc:dgr:tudtpm:20137&r=tre |
| By: | Jeremy Atack; Matthew S. Jaremski; Peter L. Rousseau |
| Abstract: | We investigate the relationships of bank failures and balance sheet conditions with measures of proximity to different forms of transportation in the United States over the period from 1830-1860. A series of hazard models and bank-level regressions indicate a systematic relationship between proximity to railroads (but not to other means of transportation) and “good” banking outcomes. Although railroads improved economic conditions along their routes, we offer evidence of another channel. Specifically, railroads facilitated better information flows about banks that led to modifications in bank asset composition consistent with reductions in the incidence of moral hazard. |
| JEL: | N21 N71 |
| Date: | 2014–04 |
| URL: | http://d.repec.org/n?u=RePEc:nbr:nberwo:20032&r=tre |
| By: | Stéphanie Boulenger; Joanne Castonguay; Claude Montmarquette |
| Abstract: | La région métropolitaine de Montréal s’élargit d’année en année. La pression sur les transports, tous modes confondus, s’intensifie. Pour répondre à cette demande croissante, des investissements de 14,6 milliards $ sont requis d’ici 2021 pour les transports collectifs. L’objectif de cette étude est d’examiner si le prélèvement par péage est une option ‘envisageable’ pour le financement de ces investissements. Les 5 options de péage analysées sont le péage cordon autour du centre-ville, de l’île de Montréal et d’un quadrilatère délimité par les autoroutes 40, 25 et 15, et le fleuve Saint-Laurent, le péage au kilomètre sur le réseau supérieur de la RMM et la taxe kilométrique. L’étude se décline en plusieurs sections : description du contexte économique et démographique de la RMM, identification des besoins de financement, identification du/des type(s) de péage le plus approprié, comparaison de l’option de péage avec d’autres sources potentielles de financement, examen des impacts des péages et élaboration de recommandations pour le financement des investissements en TC et sur la gouvernance du mécanisme de péage. La méthodologie consistait à identifier les besoins financiers annuels en termes de service de dette et de coût d’exploitation des nouvelles infrastructures et évaluer le nombre de passages annuels dans chaque cordon et les distances parcourues dans le cas de la taxe kilométrique et du péage au km sur le réseau supérieur, afin d’estimer un tarif pour chaque type de péage qui permettrait de couvrir les besoins financiers. Nous estimons que les tarifs par option de péage, à imposer aux automobilistes pour couvrir le service de dette et le déficit d’exploitation, ainsi que les frais d’exploitation du péage sont de 14,4 $ pour le cordon autour du centre-ville, 5,2 $ pour le cordon autour de l’île, 5,8 $ pour le quadrilatère, 8 ¢ par km pour le péage au km sur le réseau supérieur et 3 ¢ par km pour la taxe kilométrique. La taxe kilométrique est l’option qui est supérieure car elle a moins d’impact sur les coûts du déplacement en automobile que les autres péages et la plus équitable. Puisque la technologie pour la taxation au kilomètre n’est pas encore répandue, nous recommandons à la CMM d’adopter une solution temporaire en attendant le moment opportun. Nous lui recommandons donc dans un premier temps d’augmenter temporairement la taxe sur l’essence. Ensuite, de planifier et surveiller le moment opportun pour implanter un système de taxation kilométrique. Troisièmement, mettre en œuvre un plan de gestion des risques des projets de TC et le communiquer à la population, afin de rendre acceptable socialement les projets. Finalement, développer et mettre en œuvre un plan de communication sur les besoins, les solutions choisies et les mécanismes qui ont amené à la solution choisie, tant au niveau des projets de transport que des moyens de les financer. |
| Date: | 2013–08–01 |
| URL: | http://d.repec.org/n?u=RePEc:cir:cirpro:2013rp-16&r=tre |
| By: | Dongfeng Chang (University of Calgary); Apostolos Serletis (University of Calgary) |
| Date: | 2014–03–31 |
| URL: | http://d.repec.org/n?u=RePEc:clg:wpaper:2012-10&r=tre |