|
on Transport Economics |
| By: | Lu, Xiao-Yun |
| Abstract: | Traffic congestion and trucking activities in the San Francisco Bay Area are increasing due to the rapid population growth and economic expansion. It is imperative to explore transportation alternatives, and the Bay Area Rapid Transit (BART) system, with 63 percent unused capacity on average in non-peak hours, presents such an opportunity. If BART’s service is extended to include air-freight movement, extra revenue can be generated, truck miles travelled on highways will be reduced (potentially leading to a reduced traffic congestion and pollution), and traffic safety could be improved. The objective of this study is to identify the number of feasible dedicated freight train that can be accommodated by BART lines using its current operational schedule, without creating a negative effect on passenger service. The measurement of time or distance between two successive train-runs at a station, also referred to as the ‘headway’, for selected lines have been considered to evaluate possible freight train insertions into time-space slots of current passenger services. To qualify this, the headway of the two trains needs to be greater than twice the minimum headway required (based on BART train safety requirements). Furthermore, BART trains should be subjected to the limit on acceleration/deceleration capabilities. The findings are as follows: for peak hours and commute directions, it would be impracticable to add more trains. For peak hours in non-commute directions, some capacity could exist for mixed freight cars and on empty passenger cars. For non-peak periods such as early mornings and evenings, slots for dedicated freight train insertions are available. |
| Keywords: | Engineering, Air cargo, Emissions, Safety, Freight trains, Headways, Capacity, Non-commute, Peak periods, Bay Area Rapid Transit |
| Date: | 2015–02–05 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsrrp:qt3wz6h7f4&r=tre |
| By: | Mitsakis, Evangelos; Iordanopoulos, Panagiotis; Aifadopoulou, Georgia; Tyrinopoulos, Yannis; Chatziathanasiou, Maria |
| Abstract: | Intelligent Transportation Systems (ITS) is a powerful vehicle, not only for gaining traffic and transport benefits, as for example less congestion and shorter travel times, but also for economic growth. The European Union (EU) has already published a Directive (2010/40/EU) in order to regulate the coordinated and coherent deployment of ITS in all member states. However the deployment in different EU member states has yet to be integrated. According to the European Commission, South East Europe (SEE) is an area, where ITS deployment is very “fragmented and uncoordinated and cannot provide geographical continuity of ITS services throughout the region”. This paper provides information on the current status of ITS deployment and implementation in SEE Area through the status of nine SEE countries. The results demonstrate the assets and drawbacks for further deployment in these countries and the level of harmonization of their national laws to the European Directive, a prerequisite that could alleviate the fragmentation of the ITS provisioning along different regions within the nations but also at cross-border areas. Afterwards, the methodology for creating national roadmaps on ITS deployment is presented as well as the final roadmaps for each of the nine countries. The findings of these roadmaps are crucial for future ITS deployment in SEE considering that the level of maturity of ITS deployment in each country has been taken into account. |
| Keywords: | Intelligent Transport Systems transport policy |
| JEL: | R40 R42 R48 |
| Date: | 2014–11–01 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:61537&r=tre |
| By: | Hakim Hammadou; Claire Papaix |
| Abstract: | This paper proposes a second-best approach to cutting CO2 emissions caused by the urban mobility of passengers. We develop policy scenarios that compare the first-best tool of carbon tax, to a combination of second-best tools, not originally aimed at reducing CO2 (i.e. congestion charging, parking charges, and public transport services). We study their efficiency in attaining a CO2 target, through a change in the modal split. In our model, modal choices depend on individual characteristics, journey features (including the effects of policy tools), and land use at origin and destination zones. Personal “CO2 emissions budgets” resulting from the journeys observed in the metropolitan area of Lille (France) in 2006 are calculated and compared to the situation related to the different policy scenarios. We find that an increase of 50% in parking charges combined with a cordon toll of €1.20 and a 10% travel time decrease in public transport services (made after recycling toll-revenues) is the winning scenario. The combined effects of all the policy scenarios are superior to their separate effects. |
| Keywords: | CO2 emissions, urban mobility, second-best instruments, cost-efficiency, mode choice model. |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:cec:wpaper:1501&r=tre |
| By: | Alfredo Marvão Pereira (Department of Economics, The College of William and Mary); Rui M. Pereira (Department of Economics, The College of William and Mary) |
| Abstract: | In this paper we use a vector autoregressive approach to analyze the effects of infrastructure investment on economic performance using a newly developed data set for Portugal. We find that investments in other transportation infrastructures – railroads, ports and airports – and social infrastructures – health and education infrastructures, have the largest effects with long-term multipliers of 14.99 and 8.46, respectively. Investments in road transportation – roads and freeways - and on utilities – electricity, gas, water, refineries, and telecommunications – induce much smaller effects with multipliers of 2.75 and 3.52, respectively. We also show that for other transportation and social infrastructure investments, the short term effects are small relative to the accumulated effects and yet, in absolute terms, they exceed the long-term effects for road transportation and utilities. Finally, we show that investments in other infrastructures and in social infrastructures will pay for themselves in the form of long term enhanced tax revenues under rather reasonable effective tax rates. Overall, we have clearly identified other transportation infrastructures and social infrastructures as the key target areas for policy intervention in this context. |
| Keywords: | Infrastructure Investment, Multipliers, Economic Performance, Budgetary Effects, VAR, Portugal. |
| JEL: | C32 E22 E62 H54 H60 O47 O52 |
| Date: | 2015–02–05 |
| URL: | http://d.repec.org/n?u=RePEc:cwm:wpaper:157&r=tre |
| By: | Panayotis Christidis (European Commission – JRC - IPTS); Elena Navajas Cawood (European Commission – JRC - IPTS); Martijn Brons (European Commission – JRC - IPTS); Burkhard Schade (European Commission – JRC - IPTS); Antonio Soria (European Commission – JRC - IPTS) |
| Abstract: | This report presents the results of the analysis carried out by the Joint Research Centre (JRC) in support of DG MOVE for the analysis of employment and skills issues in the EU transport sector, with the purpose of designing the policies targeting an increased competitiveness in the sector, and improving the labour productivity and job quality. The study analyses the development of employment in various transport sectors from different viewpoints, and by means of a variety of analytical approaches. The study addresses both the supply side (i.e. the workforce capacity) and the demand side (i.e., the number of employees required in order to meet the future transport activity). In doing so it aims to identify the gap between the supply and demand side and to provide some indications on the degree of change required in the labour force dynamics in order to close this gap. The analysis mainly focuses on the quantitative discrepancies between capacity and demand, but also addresses relevant qualitative aspects including the demographic composition of the workforce. |
| Keywords: | transport, railway, accessibility, welfare |
| JEL: | L90 L99 R23 R40 R49 |
| Date: | 2014–12 |
| URL: | http://d.repec.org/n?u=RePEc:ipt:iptwpa:jrc93302&r=tre |
| By: | Graziano Abrate; Fabrizio Erbetta; Giovanni Fraquelli; Davide Vannoni |
| Abstract: | In this paper, using a sample of Italian passenger transport firms, we compare the estimates from a Composite Cost Function econometric model (Pulley and Braunstein, 1992) with the ones coming from other traditional functional forms such as the Standard Translog, the Generalized Translog, and the Separable Quadratic. The results highlight the presence of global scope and scale economies only for multi-service firms (providing urban, intercity and for-hire bus transport services) with output levels lower than the ones characterising the ‘average’ firm. This indicates that relatively small, specialised firms would benefit from cost reductions by evolving into multi-service firms providing urban, intercity and for-hire bus transport. As for the intercity service, the most efficient solution seems the integration with urban operators rather than integrating with for-hire bus services. |
| Keywords: | Multi-Service Firms, Scope and Scale Economies, Composite Cost Function. |
| JEL: | L97 L5 L21 C3 |
| Date: | 2014 |
| URL: | http://d.repec.org/n?u=RePEc:cca:wpaper:380&r=tre |
| By: | E. Pieralice; F. Mameli; G. Marletto |
| Abstract: | This paper contributes to the debate on how to make operational the concept of sustainable urban mobility and advocates the use of a mixed – top-down and bottom-up – approach to the generation of priorities for sustainable urban mobility. In particular, we tested whether a common list of priorities remain valid after a participated scrutiny performed in seven urban areas of southern Italy. The test was based on a 3-steps procedure. In step 1, we used a common conceptual framework (based on Mameli and Marletto, 2014) to generate seven area-specific lists of priorities. In step 2, local stakeholders participated to deliberative meetings aimed at amending or deleting each of the proposed priorities, as well as adding new ones. In step 3, citizens' opinion was gathered through seven sample polls and used to rank the list of priorities resulting from stakeholders' deliberation. The test generated three main results - 1) Deliberation between local stakeholders was useful for adapting common priorities to the characteristics of each area. But, with the exception of Reggio Calabria – an urban area with very specific features –, the structure of the starting common conceptual framework was not altered. 2) Surveys on citizens' opinion were useful, not only for ranking priorities, but also for taking into account the relevant differences between car users and the rest of the population. 3) With great caution, reference may be made to a common set of six top priorities referring to - (accessibility by and economic sustainability of) public transport, air pollution, accidents, greenhouse gasses and transport waste. These top priorities cover all three dimension of sustainability (environmental, social and economic). |
| Keywords: | urban mobility, transport policy, sustainability, participation, italy |
| JEL: | Q56 L98 Q58 |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:cns:cnscwp:201501&r=tre |
| By: | Haucap, Justus; Heimeshoff, Ulrich; Siekmann, Manuel |
| Abstract: | Price levels and movements on gasoline and diesel markets are heavily debated among consumers, policy-makers, and competition authorities alike. In this paper, we empirically investigate how and why price levels differ across gasoline stations in Germany, using eight months of data from a novel panel data set including price quotes from virtually all German stations. Our analysis specifically explores the role of station heterogeneity in explaining price differences across gasoline stations. Key determinants of price levels across fuel types are found to be ex-refinery prices as key input costs, a station's location on roads or highway service areas, and brand recognition. A lower number of station-specific services implies lower fuel price levels, so does a more heterogeneous local competitive environment. |
| Keywords: | Gasoline Pricing,Price Dispersion,Fuel Prices,Gasoline Stations |
| JEL: | L11 L71 |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:zbw:dicedp:171&r=tre |
| By: | Philipp Rode; Graham Floater; Nikolas Thomopoulos; James Docherty; Peter Schwinger; Anjali Mahendra; Wanli Fang |
| Abstract: | This paper focusses on one central aspect of urban development: transport and urban form and how the two shape the provision of access to people, goods and services, and information in cities. The more efficient this access, the greater the economic benefits through economies of scale, agglomeration effects and networking advantages. This paper discusses how different urban accessibility pathways impact directly on other measures of human development and environmental sustainability. It also presents the enabling conditions for increasing accessibility and low-carbon mobility in cities. This paper is one of three papers by LSE Cities that form part of the cities research programme of the New Climate Economy (NCE) project for the Global Commission on the Economy and Climate. The two other contributing papers cover ‘Cities and the New Climate Economy: the Transformative Role of Global Urban Growth’ (NCE Paper 01) and ‘Steering Urban Growth: Governance, Policy and Finance’ (NCE Paper 02). |
| JEL: | Q15 L91 L96 |
| Date: | 2014–11 |
| URL: | http://d.repec.org/n?u=RePEc:ehl:lserod:60477&r=tre |
| By: | Rui M. Pereira (Department of Economics, The College of William and Mary); William J. Hausman (Department of Economics, The College of William and Mary); Alfredo Marvão Pereira (Department of Economics, The College of William and Mary) |
| Abstract: | We measure the overall impact of railroad investment on economic growth in the antebellum period in the United States using a bivariate dynamic time series methodological approach, based on the use of a vector autoregressive (VAR) model. We find bidirectional causality between railroad infrastructure investment and GDP. Our estimates suggest that railroad investment had a substantial impact on economic growth in the antebellum United States. The elasticity of output with respect to railroad investment is 0.048 with a corresponding marginal product of 4.2. The marginal product figure indicates that one dollar invested in railroads yields a $4.2 accumulated increase in GDP over the long-term. This corresponds to a 7.5% rate of return when considering a 20–year lifetime for railroad capital. While the bulk of the estimated effect of railroad infrastructure investment, nearly two thirds of the total, stems from supply side effects, the short run demand side effects of these investments are substantial. |
| Keywords: | Railroads, Economic Growth, Antebellum United States, Vector auto-regression |
| JEL: | H54 N71 R42 |
| Date: | 2015–01–05 |
| URL: | http://d.repec.org/n?u=RePEc:cwm:wpaper:153&r=tre |
| By: | Graham Floater; Philipp Rode; Bruno Friedel; Alexis Robert |
| Abstract: | We live in an urban age. Over half the world’s population now lives in urban areas, while the urban population is expected to reach 60% by 2030. At the same time, the importance of cities for national economic growth and climate change continues to increase. Three groups of cities will be particularly important for the global economy and climate: Emerging Cities, Global Megacities and Mature Cities. When combined, these 468 cities are projected to contribute over 60% of global GDP growth and over half of global energy-related emissions growth between 2012 and 2030 under business as usual. However, not all countries and cities will benefit from the potential economic gains of urban growth under business as usual. The winners and losers of urban expansion will depend on the policy decisions that national and sub-national governments make over the next few years. Evidence suggests that urban growth that is poorly managed by governments can lead to a range of economic, social and environmental costs, such as traffic congestion, inefficient public transport, air pollution with associated health impacts, and inadequate infrastructure for basic services such as energy, water and waste. |
| JEL: | R14 J01 E6 |
| Date: | 2014–11 |
| URL: | http://d.repec.org/n?u=RePEc:ehl:lserod:60776&r=tre |
| By: | Ralf Martin; Romesh Vaitilingam |
| Abstract: | Policies on climate change that encourage 'clean innovation' while displacing 'dirty innovation' could have a positive impact on short-term economic growth while avoiding the potentially disastrous reduction in GDP that could result from climate change over the longer term. |
| Keywords: | Innovation spill-overs; Climate Change; Growth; Patents; Clean technology; Optimal climate policy |
| JEL: | H23 O30 O38 Q54 Q55 Q58 |
| Date: | 2014–11 |
| URL: | http://d.repec.org/n?u=RePEc:ehl:lserod:60616&r=tre |
| By: | Zheng, Xinye; Song, Feng; Yu, Yihua; Song, Shunfeng |
| Abstract: | Using a dataset for 31 Chinese provinces from 1998 to 2006, this paper provides a spatial Durbin panel analysis to test for fiscal interactions among China's provinces in their public spending on infrastructure. We find significant positive interactions across Chinese provincial governments. Further analysis attempting to distinguish between the possible sources of such fiscal interactions reveals evidence of expenditure competition instead of yardstick competition. |
| Keywords: | Infrastructure expenditure, Fiscal interactions, Spatial Durbin panel model, Two-stage least squares |
| JEL: | C23 H54 H7 |
| Date: | 2014–12 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:61615&r=tre |
| By: | Keita, Moussa |
| Abstract: | Considering spatial mobility as an important dimension of human capability with direct implications for well-being, this study examines the link between individuals’ socioeconomic status and their degree of mobility. We use data from the National Household Travel Survey (NHTS) conducted in United States in 2009 by the US Department of Transportation. We construct two complementary mobility variables: one translating the average distance individuals travel by day and the other capturing the average number of trips made by individuals in a day. Using both exploratory and multivariate linear regressions analyzes, our results show that socioeconomic status determines significantly individuals’ degree of mobility. We found that mobility is significantly higher among the most educated individuals and those with high income levels. It also appears strong heterogeneity in the mobility according to gender or individuals’ age. We found, in particular, that men are more mobile than women in terms of distance traveled. But conversely, women are much more mobile than men in terms of frequency of trips. |
| Keywords: | spatial mobility, socio-economics status |
| JEL: | C12 D60 I3 |
| Date: | 2015–01 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:61517&r=tre |
| By: | Rappaport, Jordan (Federal Reserve Bank of Kansas City) |
| Abstract: | This paper argues that centralized employment remains an empirically relevant stylization of midsize U.S. metros. It extends the monocentric model to explicitly include leisure as a source of utility but constrains workers to supply fixed labor hours. Doing so sharpens the marginal disutility from longer commutes. The numerical implementation calibrates traffic congestion to tightly match observed commute times in Portland, Oregon. The implied geographic distribution of CBD workers' residence tightly matches that of Portland. The implied population density, land price, and house price gradients approximately match empirical estimates. Variations to the baseline calibration build intuition on underlying mechanics. |
| Keywords: | Urban Land Use; Commuting; Leisure; Value of Time |
| JEL: | R12 R14 R41 |
| Date: | 2014–11–01 |
| URL: | http://d.repec.org/n?u=RePEc:fip:fedkrw:rwp14-09&r=tre |
| By: | Romeo Danielis; Lucia Rotaris; Andrea Rusich; Eva Valeri |
| Abstract: | The paper presents a methodology to estimate the potential demand for carsharing from university students. The methodology is based on two surveys: a paper-and-pencil questionnaire and a detailed computer-assisted interview. The data collected are used to operationalize a model that estimates the generalized cost under alternative scenarios, with and without carsharing. A Monte Carlo simulation procedure is used to estimate the probability that a person would use carsharing. The methodology has been tested with the students enrolled at the University of Trieste. The main finding is that, under the prevailing conditions, 32% of the sample students would benefit in terms of generalised cost from the use of carsharing if private car was unavailable. The model is also used to perform scenario analysis. |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:sit:wpaper:15_01&r=tre |