|
on Transport Economics |
| By: | Emmanuel Hache (IFPEN - IFP Energies nouvelles - IFPEN - IFP Energies nouvelles, EconomiX - UPN - Université Paris Nanterre - CNRS - Centre National de la Recherche Scientifique); Gondia Sokhna Seck (IFPEN - IFP Energies nouvelles - IFPEN - IFP Energies nouvelles); Marine Simoen (IFPEN - IFP Energies nouvelles - IFPEN - IFP Energies nouvelles); Clement Bonnet (IFPEN - IFP Energies nouvelles - IFPEN - IFP Energies nouvelles); Samuel Carcanague (IRIS - Institut de Recherche Interdisciplinaire sur les enjeux Sociaux - sciences sociales, politique, santé - UP13 - Université Paris 13 - EHESS - École des hautes études en sciences sociales - USPC - Université Sorbonne Paris Cité - INSERM - Institut National de la Santé et de la Recherche Médicale - CNRS - Centre National de la Recherche Scientifique - PSL - PSL Research University) |
| Abstract: | Integrated assessment models are generally not constrained by raw materials supply. In this article, the interactions between a wide diffusion of electric vehicles in the world transportation sector and the lithium supply are analysed in the Times Integrated Assessment Model (TIAM-IFPEN version). The lithium sector and a detailed representation of the transportation sector have been then implemented into the TIAM-IFPEN processes constituting the global energy system. Hence, the availability of this strategic material to supply the growing demand for low-carbon technologies in the context of the energy transition can be questioned. Incorporating an endogenous representation of the lithium supply chain allows investigating its dynamic criticality depending on several optimal technology paths that represent different climate and/or mobility scenarios between 2005 and 2050. It is the first detailed global bottom-up energy model with an endogenous disaggregated raw materials supply chain. Based on our simulations, the geological, geopolitical and economic dimensions of criticality are discussed. Four scenarios have been run: two climate scenarios (4°C and 2°C) with two shapes of mobility each: a high mobility where we consider the impact of urban dispersal with a huge car dependence/usage, and a low mobility in which the demand for individual road transport is lower due to a more sustainable urban planning and more public transport. The electric vehicles fleet should reach up to 1/3 of global fleet by 2050 in the 4°C scenarios, while it could be up to 3/4 in the 2°C scenarios both with high mobility, mostly located in Asian countries (China, India and other developing countries in Asia) due to the large presence of 2 and 3-wheelers. The penetration of electric vehicles has a major impact on lithium market. The cumulated demand over the period 2005-2050 reaches up to 53% of the current resources in the 2°C scenario with a high mobility. These results tend to show an absence of geological criticality. Nevertheless, they have clearly highlighted other different forms of vulnerabilities, whether economic, industrial, geopolitical or environmental. A discussion about the future risk factors on the lithium market is done at a regional scale aiming at analysing more in-depth the impact of the electric vehicle on lithium market. Our study of this particular strategic material shows that the model could be a useful decision-making tool for assessing future raw material market in the context of the energy transition and could be extended to other critical raw materials for more efficient regional and sectorial screening. |
| Keywords: | World transportation,Electrification,Critical raw materials,Lithium,Bottom-up modelling |
| Date: | 2019–04–15 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-02061459&r=all |
| By: | Nathathai Krebs (School of Logistics and Supply Chain, Naresuan University, Thailand Author-2-Name: Boonsub Panichakarn Author-2-Workplace-Name: School of Logistics and Supply Chain, Naresuan University, Thailand Author-3-Name: Author-3-Workplace-Name: Author-4-Name: Author-4-Workplace-Name: Author-5-Name: Author-5-Workplace-Name: Author-6-Name: Author-6-Workplace-Name: Author-7-Name: Author-7-Workplace-Name: Author-8-Name: Author-8-Workplace-Name:) |
| Abstract: | Objective - This study examines the selection of international transportation routes from Thailand to Guangxi Zhuang Autonomous Region (Guangxi), People's Republic of China. Guangxi has been designated a significant role as the gateway to ASEAN and has several land borders and seaports connecting to countries in ASEAN. Methodology/Technique - In this work, we studied 6 connecting routes, 3 of which are road routes, namely routes R8, R9, and R12 and 3 other multimodal (road-sea) routes operating from/to Laemchabang port and Nanning of Guangxi, route through Haiphong port of Vietnam, route through Qinzhou port of China, and route through Guangzhou port of China. We analysed the data using the Cost/Time Distance Model, in combination with surveys and in-depth interviews, to investigate the limitations and benefits of each route. Findings - Base on costs in 2017, we found that sea routes have much lower costs than the land routes in general; the lowest cost is route through Qinzhou port. On the other hand, the time used in transportation is much shorter for the land routes; the shortest route is the R12 route. Furthermore, in terms of limitations and benefits, we found that the Qinzhou route has many limitations such as long custom processes for fruit and agricultural products and no backhaul cargo. Meanwhile, the limitations for route R8 include crossing Mekong river on truck ferries and the presence of very steep mountain roads in the Lao People's Democratic Republic. Route R12 winds down the mountain both in Vietnam and Laos, whereas route R9 is advantageous; most of that route has a flat terrain and is operated under the Cross-Border Transport Agreement (CBTA). The route through Haiphong port is also advantageous with a direct highway from Haiphong to Hanoi of Vietnam. In conclusion, it is suggested that road transportation is more efficient than sea transportation. Novelty - Further consideration among road routes and, with emphasis on costs and time, the best route is then route R12. However, if one is concerned with risk of damage to products, then route R9 is the best. The optimal route from Thailand to Guangxi depends on the conditions and decision criteria of the stakeholders. |
| Keywords: | International Transportation; Multimodal Transportation; Cost/time Distance Model; Guangxi (China); Road Transportation; Sea Transportation. |
| JEL: | F02 F10 F19 |
| Date: | 2019–02–23 |
| URL: | http://d.repec.org/n?u=RePEc:gtr:gatrjs:gjbssr527&r=all |
| By: | Noussan, Michel |
| Abstract: | The transport sector has rarely seen disruptive evolutions after the diffusion of the internal combustion engine, and today the European mobility is still heavily relying on oil derivates and on private cars. However, there is a significant push in cities towards more sustainable mobility paradigms, and digital technologies are playing a major role in unleashing possible alternatives to a car- and fossil-based mobility. Three major digital trends can be highlighted, with different levels of maturity and some potential synergies among them: Mobility as a Service, Shared Mobility and Autonomous Vehicles. The effects of these trends are also related to the strong push towards electric mobility, which currently appears as the most supported solution by companies and regulators to decarbonize the transport sector. This working paper discusses an investigation of the potential effects of digital transition, by means of a data-driven model for the calculation of the impacts of mobility demand in Europe in terms of primary energy consumption and CO2 emissions. The results show that digitalization may have a positive effect on energy consumption and CO2 emissions for passenger transport, given the strong efficiency improvements expected by technological development in the vehicles powertrains. The benefits are maximized if digital technologies are used towards a collective optimization, by increasing the share of available mobility options. Conversely, if digital technologies are limited to increase the quality of private mobility, the environmental benefits will likely remain very limited. Thus, there is a need of tailored policies supporting the right mobility models to fully exploit the potential benefits of digitalization. |
| Keywords: | Resource /Energy Economics and Policy |
| Date: | 2019–03–19 |
| URL: | http://d.repec.org/n?u=RePEc:ags:feemfe:285023&r=all |
| By: | Ilkka Hannula (VTT Technical Research Centre of Finland LtdVTT, Finland); David M Reiner (EPRG, Judge Business School, University of Cambridge) |
| Keywords: | Carbon-neutral synthetic fuels, electrofuels, advanced biofuels, battery electric vehicles, low-carbon transportation alternatives |
| JEL: | Q41 Q42 Q55 R41 R48 O33 |
| Date: | 2017–12 |
| URL: | http://d.repec.org/n?u=RePEc:enp:wpaper:eprg1721&r=all |
| By: | Donato A. Melchiorre; Sinan Küfeoglu |
| Keywords: | electric vehicles; battery; vehicle-to-home systems; tariffs |
| JEL: | L94 |
| Date: | 2018–10 |
| URL: | http://d.repec.org/n?u=RePEc:enp:wpaper:eprg1830&r=all |
| By: | World Bank Group |
| Keywords: | Transport - Transport Economics Policy & Planning Transport - Railroads Infrastructure Economics and Finance - Infrastructure Finance Infrastructure Economics and Finance - Private Participation in Infrastructure |
| Date: | 2018–12 |
| URL: | http://d.repec.org/n?u=RePEc:wbk:wboper:31034&r=all |
| By: | Ginés de Rus; Per-Olov Johansson |
| Abstract: | The measurement of the economic effects of transport improvements is generally based on the rule of a half. Virtually all the projects have in common the reduction of the generalized cost of transport. The basic rule is derived from a simple indirect utility function, illustrating its use to measure changes in the main components of the generalized price of transport. The paper also addresses the issue of the indirect effects and the so-called wider economic benefits, and briefly discuss the content of these additional impacts with the aim of assessing the role of these impacts on the economic appraisal of transport projects. |
| Date: | 2019–01 |
| URL: | http://d.repec.org/n?u=RePEc:fda:fdaddt:2019-01&r=all |
| By: | Valeria Bernardo; Xavier Fageda; Ricardo Flores-Fillol |
| Abstract: | The great weight that the car has as a means of mobility in large cities generates significant negative externalities both in terms of congestion and pollution. The goal of this paper is to examine, using a panel of large European urban areas over the period 2008-2016, the effectiveness of urban tolls and low emission zones in mitigating urban congestion. We conclude that urban tolls are successful in mitigating congestion. Instead, low emission zones are not effective. This is a very relevant result, given that such policy is being implemented extensively in Europe. |
| Date: | 2018–12 |
| URL: | http://d.repec.org/n?u=RePEc:fda:fdaddt:2018-14&r=all |
| By: | Jorge Diaz-Lanchas (European Commission - JRC); Carlos Llano (Universidad Autónoma de Madrid and Lawrence R. Klein Institute); José Luis Zofio (Universidad Autónoma de Madrid and Erasmus Research Institute of Management) |
| Abstract: | Empirical evidence is lagging behind in explaining trade agglomerations in short distances. Departing from a novel micro-database on road freight shipments within Spain for the period 2003-2007, we decompose cities (municipal) trade flows into the extensive and intensive margins to assess trade frictions and trade concentration by way of a unique generalized transport cost measure and three internal borders, NUTS-5 (municipal), NUTS-3 (provincial) and NUTS-2 (regional). We discover a stark accumulation of trade flows up to a transport cost value of e189 (170km approx.) and conclude that this high density is not explained by the existence of administrative borders effects but to significant changes in the trade-to-transport costs relationship. To support this hypothesis, we propose and adopt an endogenous Chow test to identify significant thresholds at which trade flows change structurally with distance. These breakpoints allow us to split the sample when controlling for internal borders, and define trade market areas corresponding to specific transport costs values that consistently portrait an urban hierarchical system of cities, thereby providing clear evidence of the predictions made by the central place theory. |
| Keywords: | rhomolo, region, growth, municipal freight flows, generalized transport costs, breakpoints, market areas, urban hierarchy, central place theory |
| JEL: | F14 F15 O18 |
| Date: | 2019–03 |
| URL: | http://d.repec.org/n?u=RePEc:ipt:termod:201902&r=all |
| By: | Raphaël Oger (CGI - Centre Génie Industriel - IMT Mines Albi - IMT École nationale supérieure des Mines d'Albi-Carmaux); Frederick Benaben (CGI - Centre Génie Industriel - IMT Mines Albi - IMT École nationale supérieure des Mines d'Albi-Carmaux); Matthieu Lauras (CGI - Centre Génie Industriel - IMT Mines Albi - IMT École nationale supérieure des Mines d'Albi-Carmaux); Benoit Montreuil (Georgia Institute of Technology (Georgia Tech)) |
| Abstract: | This paper is one pillar of a research project aimed to design a decision support system supporting collaborative Supply Chain Risk Management among logistics network stakeholders. It presents the motivation behind this objective, and the contribution towards this objective: a methodology to automatically deduce all the supply chain options enabled by a logistics network to fulfil the demand. This methodology is introduced as part of a decision support automation framework for Supply Chain Risk and Opportunity Management among logistics network stakeholders. The methodology focuses on strategic and tactical supply chain decisions, and on manufacturing stakeholders. |
| Keywords: | Risk Management,Opportunity Management,Supply Chain Design,Logistics Network,Decision Support,Strategic Business Planning,Supply Chain Risk Management,Supply Chain |
| Date: | 2018–06–11 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-01884393&r=all |
| By: | Komarov, Vladimir (Комаров, Владимир) (The Russian Presidential Academy of National Economy and Public Administration); Kotsyubinskiy, Vladimir (Коцюбинский, Владимир) (The Russian Presidential Academy of National Economy and Public Administration); Akimova, Varvara (Акимова, Варвара) (The Russian Presidential Academy of National Economy and Public Administration); Voloshinskaya, Anna (Волошинская, Анна) (The Russian Presidential Academy of National Economy and Public Administration) |
| Abstract: | It is shown that the ideology and strategy of transport-territorial development can be based on the paradigm of sustainable development, where the emphasis is put on improving the quality of life, maintaining the viability of urban systems and creating an environment for realising human potential, and not on increasing production of goods and services. The paper proposes recommendations for Russia’s transition to the paradigm of “sustainable transport”. |
| Date: | 2019–03 |
| URL: | http://d.repec.org/n?u=RePEc:rnp:wpaper:031919&r=all |
| By: | David Newbery (Energy Policy Research Group University of Cambridge) |
| Keywords: | Air pollution, particulates, fossil generation, transport, emissions trading |
| JEL: | H2 H23 H41 I18 Q51 Q54 Q58 |
| Date: | 2017–05 |
| URL: | http://d.repec.org/n?u=RePEc:enp:wpaper:eprg1708&r=all |
| By: | Pleshcheva, Vlada (Institut für Marketing Humboldt-Universität zu Berlin) |
| Abstract: | Xyz |
| Keywords: | choice architecture; environmental impact; framing effects; vehicle choice; |
| JEL: | D12 D90 M31 Q51 |
| Date: | 2019–03–11 |
| URL: | http://d.repec.org/n?u=RePEc:rco:dpaper:147&r=all |
| By: | Morris, Sebastian |
| Abstract: | Optimal approaches that recognize the specific kind of market failure/s, in the policy and design of infrastructure, greatly reduce the financing costs and improves the ability of to attract finance in the private provisioning of infrastructure. When state systems are weak organizationally it is first best to strengthen the state capacity so that it can minimally perform the roles of design, regulation, development of frameworks, and of monitoring, for the private provisioning of infrastructure. This is particularly so in the case where there are dual market failures arising out of both the natural monopoly and the appropriability failure aspect. Thus sewerage and water, city roads, multimodal facilities, solid waste, public health care, the challenges have proven beyond the current ability of the state, despite its large commitment to the use of private capital. The challenges in design and policy are large and with many false starts it is only now barely beginning to be considered in India. Thus infrastructure design rather than debilities in financial markets remain the key problem. The need to develop capital markets and institutions to lend long is vital, but much of the challenge is really in having good projects that are financed keeping in mind the capacity limitations within banks and financial institutions. The potential to use of foreign capital to finance infrastructure is often overstated. Reform of financial institutions (FIs) and banks is vital today, as also the necessary incorporation of interest rate (change) risks into the project cost to overcome adverse selection. The forces leading to the current mess-up of the Indian banks and FIs in lending to infrastructure are brought in perspective. The key issues in developing state capacity, and the changes required for getting the design of infrastructure right, as also to bring functionality to the role of financial institutions in the private development of infrastructure are highlighted. |
| Date: | 2019–03–07 |
| URL: | http://d.repec.org/n?u=RePEc:iim:iimawp:14602&r=all |
| By: | Antonio Russo (ETH Zurich); Jos van Ommeren (VU University Amsterdam); Alexandros Dimitropoulos (OECD) |
| Abstract: | Parking policies have significant environmental and economic implications, which have often been left unconsidered. This paper reviews the relevant literature to provide a deeper understanding of the main environmental and economic consequences of common parking policies, and suggest policy options to protect the environment and increase social welfare. |
| Keywords: | employer-provided parking, environmental impact, Parking pricing, parking requirement, welfare effect |
| JEL: | Q58 R48 R52 |
| Date: | 2019–03–07 |
| URL: | http://d.repec.org/n?u=RePEc:oec:envaaa:145-en&r=all |