|
on Transport Economics |
| By: | Acharya, Tri Dev PhD; Jenn, Alan T. PhD; Miller, Marshall R. PhD; Fulton, Lewis M. PhD |
| Abstract: | A spatial optimization model was developed for deploying, over the next two decades, hydrogen refueling stations for heavy-duty zero-emission hydrogen vehicles. The model assigns trips to vehicles by applying a routing algorithm to travel demand data derived from another model—the California Statewide Travel Demand Model (developed by the California Department of Transportation). Across a range of adoption levels of hydrogen fuel-cell truck technology, from 2020 through 2030, the results suggest that heterogeneity of travel demand may necessitate an extensive distribution of refueling stations, which may lead to low utilization of stations in the short term. To efficiently employ the capacity of stations, a certain volume of vehicle adoption must be met, and/or truck routes must be planned and committed to specific roadways. Once the number of stations reaches a threshold to meet the principal demand in affected transportation area zones, a small set of smaller “top-off” stations can be built to meet marginal excess demand. The best location of a hydrogen refueling station within a transportation area zone also depends on the criteria such as land cover, slope, and distance from gas stations, truck hubs, and the truck network. |
| Keywords: | Engineering, Heavy duty trucks, fuel cell vehicles, hydrogen fuels, service stations, travel demand, spatial analysis, routing, optimization |
| Date: | 2021–08–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt1mf9r7g1&r= |
| By: | Margaret Bock; Alexander Cardazzi; Brad R. Humphreys |
| Abstract: | Road maintenance constitutes a significant component of public transportation spending at all levels of government. Formulation of efficient transportation infrastructure policy requires information about factors affecting road and traffic conditions. We generate the first causal evidence that decreasing pavement quality impacts vehicle crash rates and decreases average speed. Results from Instrumental Variable models using spatially and temporally disaggregated data from Federal-Aid Highway System (FAHS) roads in California show statistically and economically significant increases in vehicle crash rates and decreases in average vehicle speed caused by road damage. These impacts imply significant increases in social costs attributable to road damage. |
| JEL: | R41 |
| Date: | 2021–08 |
| URL: | http://d.repec.org/n?u=RePEc:nbr:nberwo:29176&r= |
| By: | Chakraborty, Debapriya; Hardman, Scott; Tal, Gil |
| Keywords: | Social and Behavioral Sciences, electric vehicles, zero emission vehicles, vehicle miles traveled |
| Date: | 2021–08–31 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt2214q937&r= |
| By: | Paolo Delle Site; André de Palma; Samarth Ghoslya (CY Cergy Paris Université, THEMA) |
| Abstract: | Peer-to-peer ridesharing, where drivers are also travellers, can alleviate congestion and emissions that plague cities by increasing vehicle occupancy. We propose a socially optimal ridesharing scheme, where a social planner matches passengers and drivers in a way that minimizes travel costs (travel time and fuel) plus environmental costs. The contribution helps in computing the socially optimal ridesharing schemes for networks of any topology within a static framework of route choice with exogenously fixed travel times. A linear programming problem is formulated to compute the optimal matchings. Existence, integrality and uniqueness properties are investigated. The social planner receives a payment from passengers and rewards drivers for the higher costs they bear. Passengers and drivers never incur a loss because travelling alone remains always an option, but matchings may need to be subsidised. The socially optimal matching solution without environmental costs is proved to satisfy the stability property according to which no pair of passenger and driver prefers each other to any of the current partners. In the Sioux Falls network, when 20% of individuals are willing to rideshare, with 80% of passengers travelling by car and 20% by public transport, 17.37% optimally do so, resulting in a 7.05% decrease in CO2 emissions on the all-travel-alone scenario. |
| Keywords: | environment, matching stability, optimization, ridesharing, socially optimal matching |
| JEL: | C78 R40 R48 |
| Date: | 2021 |
| URL: | http://d.repec.org/n?u=RePEc:ema:worpap:2021-17&r= |
| By: | Jaller, Miguel |
| Abstract: | The curbside is valuable real estate in cities, providing private vehicle parking, pick-up/drop-off areas, public transit stops, freight loading/unloading zones, and space for pedestrians and bicyclists. Shortages and poor management of curb space can cause congestion and increased emissions due to vehicles searching for parking and can create unsafe conditions from vehicles double parking. Traditional curbside planning strategies have relied on land use–based demand estimates to allocate access priority to the curb, such as pedestrian and transit in residential areas and commercial vehicles in commercial and industrial zones. Recently, pilots in San Francisco, Washington, D.C., and elsewhere have used new technologies to provide information to users about space availability or dynamically price the curb. Researchers at the University of California, Davis conducted a review of practices in curbside management, and they conducted simulations to evaluate the impact of different management and design strategies on travel time, congestion, vehicle travel, and emissions in residential, commercial, and mixed-use neighborhoods in San Francisco. This policy brief summarizes the findings from that research and provides policy implications. View the NCST Project Webpage |
| Keywords: | Engineering, Social and Behavioral Sciences, Case studies, Complete streets, Curb side parking, Delivery service, Land use, Literature reviews, Parking demand, Ridesourcing, Simulation, Urban areas |
| Date: | 2021–08–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt7q69b37f&r= |
| By: | Nicolas Mellinger; Lutz Eichholz; Wilko Manz |
| Abstract: | Autonomous vehicles are going to transform the peaceful coexistence of means of transport in urban areas. This development hat multiple effects on participants of the urban transport and the city itself. Overall, four trends can be observed: an increasing autonomous traffic in cities, a growing bicycle traffic due to adapted planning and social development, a revival of the living city and a technical upgrade of the vehicle fleet. These trends necessitate new concepts of planning and technic. This is where the research projects comes in. Project goals and contents: The goal of the project is to investigate and develop solutions for the coming challenges of bicycle traffic in cities in interaction with autonomous vehicles. In doing so, concerns of transport, urbanistic and technic are taken into account. Essential components are transport-related methods as surveys and test drives to recognize and avoid conflicts between bicycles and autonomous vehicles, urbanistic concepts to design cycle paths in urban areas with autonomous vehicles, technical systems in autonomous vehicles based machine learning to detect and predict movements of bicycles and algorithm development to track and predict trajectories of bicycles in urban infrastructure. Aspired project outcomes: Within the scope of the research project, the following outcomes are aspired. Based on the survey outcomes, recommendations to recognize and avoid conflicts are given. The survey outcomes themselves are also essential results of the project. Furthermore, a guideline for traffic an urban planning will be developed. The algorithm to track and predict trajectories of bicycle movements as well as the technical systems in autonomous to detect and track bicycles vehicles will be other important project outcomes. Target groups are planning and engineering offices as well as road construction and urban planning offices, vehicle constructors and startups. Present state of affairs: At the current state, different scenarios for interactions of bicycles with autonomous vehicles are developed and discussed in a project related advisory board. Based on the conclusions, the online survey was designed and completed. The survey is currently in an evaluation process. The outcomes of the survey evaluation will be presented on the ERES conference. Also different scenarios for urban design of bicycle paths are investigated and can be presented and discussed. The suitability of different road types for traffic with cyclists and autonomous vehicles is another important result. Furthermore, the algorithm to detect and track bicycles and other participants in traffic is created. First results of tests with the developed algorithm can be presented as well. |
| Keywords: | autonomous vehicles; bicycle traffic; road design; traffic safety |
| JEL: | R3 |
| Date: | 2021–01–01 |
| URL: | http://d.repec.org/n?u=RePEc:arz:wpaper:eres2021_176&r= |
| By: | Jenn, Alan PhD; Brown, Austin PhD |
| Abstract: | California has many aggressive climate policies, primarily aimed at individual sectors. This study explores untapped policy opportunities for interactions between sectors, specifically between the transportation and the electricity grid. As electric vehicles become more prevalent, their impact on the electricity grid is directly related to the aggregate patterns of vehicle charging. Even without vehicle-to-grid services, shifting of charging patterns can be a potentially important resource to alleviate issues such as renewable intermittency. This study compares, through modeling, projected emissions reductions from managed vs. unmanaged charging. The lion’s share of emissions reduction in the light-duty transportation sector in California will come from electrification, with a cumulative 1 billion tons of CO2 reduction through 2045. Decarbonization of the current grid leads to an additional savings of 125 million tons of CO2 over the same time-period. Potential state policies to exploit synergies between transportation electrification and grid decarbonization could reduce cumulative emissions by another 10 million tons of CO2. These policies include strategic deployment of charging infrastructure, pricing mechanisms, standardizing grid interaction protocols, and supporting grid infrastructure requirements. |
| Keywords: | Social and Behavioral Sciences, Decarbonization, electric grids, electric vehicles, electric vehicle charging, emissions, carbon dioxide, policy analysis |
| Date: | 2021–08–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt2rv3h345&r= |
| By: | Martin, Elliot; Stocker, Adam; Cohen, Adam; Shaheen, Susan |
| Abstract: | The Mobility on Demand (MOD) Sandbox Demonstration Program provides a venue through which integrated MOD concepts and strategies, supported through local partnerships, are demonstrated in real-world settings. For the 11 MOD Sandbox Demonstration projects, an independent evaluation was conducted that includes an analysis of project impacts from performance measures provided by the project partners and an assessment of the business models used. This document presents the results from the independent evaluation of the Dallas Area Rapid Transit (DART) First and Last Mile Solution MOD Sandbox Demonstration project. Evaluated were hypotheses that explored project impacts on travel behavior, user experiences, first and last mile to public transit accessibility, service quality for passengers with disabilities, and costs. The project improved first and last mile connectivity to DART transit, increased satisfaction among DART transit users, enhanced service for passengers with disabilities, and increased the geographic scope of DART transit service in the Plano area. In addition, wait and travel times for passengers with and without disabilities reflected similar distributions. The subsidy per rider of GoLink services was lower than the low-ridership fixed-route transit services that it replaced in Plano, but it was not lower than the subsidy for DART fixed-route transit in the overall Dallas region. DART project team members were interviewed to better understand challenges, barriers, successes, and broader lessons learned from the project, representing agency personnel from the offices of Innovation, Service Planning, Scheduling, Paratransit Operations, and Marketing. Lessons learned revealed the importance of having pre-planned, ready-to-go projects with committed partners, flexible contracting terms, metrics for adjusting spatial and temporal service coverage (including terminating service if appropriate), vehicle right-sizing, and understanding customer needs. |
| Keywords: | Engineering, Mobility on Demand, MOD, sandbox, shared mobility, mobility as a service, independent evaluation, public transit, first and last mile, microtransit, transportation network companies, TNC |
| Date: | 2021–06–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsrrp:qt7hz5r5zr&r= |
| By: | Van, Tien Linh Cao; Barthelmes, Lukas; Gnann, Till; Speth, Daniel; Kagerbauer, Martin |
| Abstract: | Electric vehicles (EVs) can help to reduce greenhouse gas emissions of the transportation sector. Therefore, the German government has defined various measures and targets to promote the diffusion of EVs. However, factors influencing the market diffusion of EVs as well as interdependencies between policy measures and vehicle diffusion are often unclear and hence, diffusion simulations are probably inaccurate. At the same time, a precise simulation of EV diffusion is a relevant parameter in travel demand models building the base for transportation planning. This paper addresses the gaps in current market diffusion models for EVs with a particular focus on environmental effects as additional influencing factors of the market diffusion. Results will be drawn for the German car market with a market diffusion simulation until 2050. The market diffusion model ALADIN is applied and energy prices are extended by a CO2 price to improve the consideration of environmental factors in the market diffusion modelling. The effectiveness of environmental policy measures is assessed in scenarios with three different CO2 prices and their impact on the diffusion of EVs. The results show that the market diffusion is highly dependent on the evolution of external factors. A CO2 price of at least 150 €/t of CO2 by 2030 can have a significant impact on the market diffusion of EVs and may as well lead to changes in the drive mix for both, electric and conventional drives within the German passenger car fleet. The German government's target of seven to ten million EVs registered by 2030 seems in general achievable, if currently adopted purchase bonuses and expected cost degression for EVs also take effect. Until 2050, we find large effects with CO2 prices up to 500 €/t, yet limited growth in market share above that threshold. |
| Date: | 2021 |
| URL: | http://d.repec.org/n?u=RePEc:zbw:fisisi:s052021&r= |
| By: | Juan Wang; Gamze Dane; Harry Timmermans |
| Abstract: | Car commuters contribute significantly to carbon emissions and seem largely insensitive to dedicated modal shift transportation policy initiatives. Therefore, integrated policies that target multiple life domains may be more effective. In this study, we investigate commuters’ preferences for carsharing facilitating neighborhoods as well as their potential travel behaviors shift if they move to such neighborhoods. This policy, combining real estate, sustainable planning and transportation, aims to reduce neighborhoods parking needs and therefore parking facilities. In compensation, residents are provided convenient access to shared vehicles against lower costs and a better living environment, reflected in more green space or safer children playing areas or larger flats. To examine the potential interest in moving to such neighborhoods, a stated choice experiment is designed that systematically varies attributes of carsharing facilitating neighborhoods to elicit the utility of a carsharing facilitating neighborhood for commuters with a particular socio-demographic profile and commuting behavior. In total, 369 valid responses from commuters who currently live in urban areas in The Netherlands were gathered for the analysis. To derive the utility of carsharing facilitating neighborhoods of a particular profile, a mixed logit model is estimated. Results indicate that the utility of a carsharing facilitating neighborhood primarily depends on carsharing cost, housing costs and housing size. The utility varies with socio-demographic characteristics, such as living city, educational level, monthly income, work status and commuting behavior, measured in terms of private car ownership, carsharing subscription, commuting mode and commuting time. Regarding shifts in travel mode, 25.5% of the respondents stated that they would reduce private car ownership if they would live in a carsharing facilitating neighborhood. 32.8% of the respondents stated that they would use shared vehicles in such neighborhoods for travelling to the office, and 18.7% stated they would use them to access transit. These results can help real estate developers and policy makers understanding how to develop appealing carsharing facilitating neighbourhoods for targeted commuters groups. |
| Keywords: | Carsharing facilitating neighborhoods; Commuting; mixed logit model; Stated Choice Experiment |
| JEL: | R3 |
| Date: | 2021–01–01 |
| URL: | http://d.repec.org/n?u=RePEc:arz:wpaper:eres2021_10&r= |
| By: | Jenn, Alan; Brown, Austin |
| Abstract: | California has goals of achieving 100% renewable energy by 2045 and 100% zero-emission vehicle sales by 2035. Electric vehicles will introduce significant new demand for electricity at the same time the state’s electricity grid is incorporating more intermittent energy sources, raising concerns about grid reliability. However, the flexibility of electric vehicle charging provides a potentially powerful asset in mitigating the challenges of a renewable energybased electricity grid. Smart charging—adapting electric vehicle charging based on the conditions of the power system and the needs of the vehicle user—can take advantage of this flexibility by charging vehicles when renewable energy is readily available. Researchers at UC Davis simulated 100% electric vehicle adoption and a 100% renewable energy-powered electricity grid by 2045 in California. They then compared a scenario of regular electric vehicle charging behavior with a scenario of advanced, flexible, smart charging under which charging is aligned with renewable energy availability, to understand how smart vehicle charging could benefit the electricity grid. |
| Keywords: | Social and Behavioral Sciences |
| Date: | 2021–08–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt5rf8b4hz&r= |
| By: | André de Palma; Lucas Javaudin; Patrick Stokkink; Léandre Tarpin-Pitre (CY Cergy Paris Université, THEMA) |
| Abstract: | In ridesharing, commuters with similar itineraries share a vehicle for their trip. Despite its clear benefits in terms of reduced congestion, ridesharing is not yet widely accepted. We propose a specific ridesharing variant, where drivers are completely in exible. This variant can form a competitive alternative against private transportation, due to the limited e orts that need to be made by drivers. However, due to this in exibility, matching of drivers and riders can be substantially more complicated, compared to the situation where drivers can deviate. In this work, we identify the e ect of such a ridesharing scheme on the congestion in a real network of the ^Ile-de-France area for the morning commute. We use a dynamic mesoscopic trac simulator, Metropo- lis, which computes departure-time choices and route choices for each commuter. The matching is solved heuristically outside the simulation framework, before departures occur. We show that even with in exible drivers, ridesharing can alleviate congestion. By slightly increasing exibility, the performance of the ridesharing scheme can be further improved. Furthermore, we show that ridesharing can lead to fuel savings, CO2 emission reductions and travel time savings on a network level, even with a low participation rate. |
| Keywords: | Ridesharing, Carpooling, Matching, Dynamic Congestion |
| JEL: | R41 R48 |
| Date: | 2021 |
| URL: | http://d.repec.org/n?u=RePEc:ema:worpap:2021-16&r= |
| By: | Barajas, Jesus |
| Abstract: | This study asks whether deficiencies in transportation are associated with disproportionate policing in Chicago using the case of cycling. I examine how the number of bicycle citations issued per street segment are influenced by the availability of bicycle facilities and street characteristics, controlling for crash incidence, police presence, and neighborhood characteristics. Tickets were issued 8 times more often per capita in majority Black tracts and 3 times more often in majority Latino tracts compared to majority white tracts. More tickets were issued on major streets, but up to 85% fewer were issued when those streets had bike facilities, which were less prevalent in Black and Latino neighborhoods. Tickets were not associated with bicycle injury-crashes and inversely associated with vehicle injury-crashes. Infrastructure inequities compound the effects of racially-biased policing in the context of transportation safety strategies. Remedies include the removal of traffic enforcement from safe systems strategies and equitable investment in cycling. |
| Date: | 2021–08–25 |
| URL: | http://d.repec.org/n?u=RePEc:osf:socarx:wszgv&r= |
| By: | Charles Collet (CIRED - Centre International de Recherche sur l'Environnement et le Développement - Cirad - Centre de Coopération Internationale en Recherche Agronomique pour le Développement - EHESS - École des hautes études en sciences sociales - AgroParisTech - ENPC - École des Ponts ParisTech - Université Paris-Saclay - CNRS - Centre National de la Recherche Scientifique); Pascal Gastineau (AME-SPLOTT - Systèmes Productifs, Logistique, Organisation des Transports et Travail - Université Gustave Eiffel); Benoit Chèze (IFPEN - IFP Energies nouvelles - IFPEN - IFP Energies nouvelles); Frederic Martinez (AME-DCM - Dynamiques des changements de mobilité - Université de Lyon - Université Gustave Eiffel); Pierre-Alexandre Mahieu (LEMNA - Laboratoire d'économie et de management de Nantes Atlantique - IEMN-IAE Nantes - Institut d'Économie et de Management de Nantes - Institut d'Administration des Entreprises - Nantes - UN - Université de Nantes - IUML - FR 3473 Institut universitaire Mer et Littoral - UM - Le Mans Université - UA - Université d'Angers - UN - Université de Nantes - ECN - École Centrale de Nantes - UBS - Université de Bretagne Sud - IFREMER - Institut Français de Recherche pour l'Exploitation de la Mer - CNRS - Centre National de la Recherche Scientifique) |
| Abstract: | The transportation sector constitutes one of the main contributors to CO2 emissions. Several incentive measures have been already proposed by economists to mitigate these emissions. But, as we all know, these tools have met with mixed success. This paper proposes the use of attribute valence framing, i.e. a description of the same object/characteristics positively or negatively, in order to reduce CO2 emissions. This so-called nudge is easier to implement than more traditional tools, such as taxation, and does not rely on the stringent assumption that individuals are fully rational. The findings from a discrete choice experiment focusing on long-distance travel choice are reported herein. Results indicate that a loss framing on CO2 emissions significantly increases the respondents' practice of pro-environmental behaviors. The framing effect is larger when applied to CO2 than to travel duration (+50% and +30% of the willingness to pay, respectively). In employing psychological constructs, it is shown that preferences are affected by individuals' psychological features (i.e. a preference for the future and environmental self-identity), and moreover that the magnitude of the framing effect depends on individuals' motivational strategies. |
| Keywords: | Framing effect,Discrete choice experiment,Pro-environmental behavior,Travelers' willingness to pay |
| Date: | 2021–08–18 |
| URL: | http://d.repec.org/n?u=RePEc:hal:ciredw:hal-03321706&r= |
| By: | Barajas, Jesus |
| Abstract: | Transportation inequities, particularly in the United States, result in part from historical and contemporary racism in planning, policy, urban development, decision making, and societal institutions. They have limited the mobility and access to opportunity for Black, Indigenous, and people of color, and shaped the ways that they travel. This chapter reviews the literature on racial and ethnic identity in travel behavior, examining the history and claims of transportation injustice. The chapter explores the barriers that historically marginalized communities experience as a result of disproportionate policing, safety and security issues, and neighborhood othering and belonging—that is, inviting suspicion because a person appears to be “out of place” in a neighborhood. It concludes by making the case for why transportation planners must consider race and racism explanatory factors in travel and why race-neutral planning processes exacerbate disparities. |
| Date: | 2021–07–21 |
| URL: | http://d.repec.org/n?u=RePEc:osf:socarx:unmkx&r= |
| By: | Wagner, Omer |
| Abstract: | Sea freight prices have risen sharply, due to the COVID-19 crisis, global shortages of ships, declining competition in the field, and containers of contagious demand. The increase in transportation costs leads to the increase in the value of goods for customs purposes, and to a further collection of customs duties. The Israeli law allows the state to facilitate importers and waive the extra customs duties, and similar and other facilitations have been made in the past. Therefore, all that is required is the flexibility and activation of goodwill on the part of the state, when interpreting the law. |
| Keywords: | customs,valuation,transport,COVID19,Israel |
| JEL: | F13 G38 H2 H29 R4 R49 |
| Date: | 2021–07–17 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:108808&r= |
| By: | Kwong Wing Chau; Ervi Liusman |
| Abstract: | Previous studies suggest that there are many psychological, social and cultural motives for owning private cars in addition to using it as a means of transportation. In Hong Kong, the cost of car parking space is a very significant cost of car ownership. When a car owner buys a housing unit, he would also need a car parking space. If the motive to own a car is independent of the choice of location of the housing unit, car parking spaces and housing units are complementary goods. However, if car ownership is simply for the purpose of transportation, the decision to own a car and the choice of the location of the housing unit are joint decisions. A home purchaser will consider the cost of car ownership (including the cost of car parking spaces) an integral part of housing expenditure. An increase in the expenditure on the housing unit will mean less is available for car parking spaces and vice versa. Therefore car parking spaces and housing units are substitute goods. In Hong Kong car parking spaces inside in a residential development can be purchased in the secondary market. These car parking spaces are actively transacted so that we can construct car parking price indices for the urban and sub-urban areas. The complementary (substitute) goods argument implies that price trend of residential properties in the urban areas relative to those in the sub-urban areas is positively (negatively) correlated with the price trend of car parking spaces in the urban areas relative to those in the sub-urban areas relative. The empirical results suggest that car parking spaces and housing units are substitute goods. |
| Keywords: | Car parking spaces; Complementary goods; housing; Substitute goods |
| JEL: | R3 |
| Date: | 2021–01–01 |
| URL: | http://d.repec.org/n?u=RePEc:arz:wpaper:eres2021_33&r= |
| By: | Pereira, Rafael H. M.; Boisjoly, Geneviève |
| Abstract: | Introduction chapter to the book Pereira & G. Boisjoly (Editors), Social Issues in Transport Planning (Advances in Transport Policy and Planning Vol. 8). Elsevier. 2021 |
| Date: | 2021–08–23 |
| URL: | http://d.repec.org/n?u=RePEc:osf:socarx:pn2qd&r= |
| By: | Jacques Charlier (UCL - Université Catholique de Louvain) |
| Abstract: | Africa's share in the world air traffic is small but growing. South Africa has been one of the engines of this recent growth. Be it for international or domestic passengers, the largest airport of the continent, Johannesburg, is located there. And at the other two summits of South Africa's "golden triangle", Cape Town and Durban airports handle significant volumes of passengers as well. Much of the growth is due to the dramatic rise of low-cost, low fare airlines, that account nowadays for two-third of the domestic passengers. Thanks to these new players, Lanseria airport has emerged as an alternative to Johannesburg in the Gauteng province. Elsewhere in the country, there is a quite developed network of secondary and medium-sized airports, among which Port Elizabeth has a significant role. The COVID-19 crisis has been a disruptive factor for the world airline industry, and this can be seen in South Africa as well, be it for its airlines or for its airports. They were virtually inactive in April and May 2020, and their current levels of traffic are just of a shadow of the recent past, with little visibility, if any, on the near future. |
| Abstract: | Le poids de l' Afrique dans le transport aérien mondial est modeste en dépit de la progression soutenue des trafics aéroportuaires de passagers qui s'y observe ces dernières années. L' Afrique du Sud, où se situe le principal aéroport du continent, Johannesbourg, fut une des locomotives de ce développement, en international comme pour les trafics domestiques. Ces derniers y ont un relief très important, sous l'impulsion principalement des compagnies à bas tarifs qui prennent désormais à leur compte les deux-tiers des passagers intérieurs. Un aéroport secondaire spécialisé dans ce domaine y a même émergé dans le Gauteng, Lanseria, à l'ombre de la plate-forme principale du pays. Celle-ci ne domine pas le dispositif aéroportuaire national de manière écrasante car, aux deux autres sommets du « triangle d'or sud-africain », celles du Cap et de Durban affichent aussi des trafics très significatifs. Ailleurs en Afrique du Sud, le nombre des passagers est plus modeste, mais le pays dispose d'un tissu relativement dense d'aéroports secondaires et moyens, au sein desquels émerge Port Elizabeth. Pour le secteur aérien mondial, la crise de la COVID-19 a été un choc considérable au niveau mondial, auquel les acteurs sud-africains n'ont pas échappé, qu'il s'agisse des compagnies aériennes ou des aéroports. Tombés à pratiquement zéro en avril-mai 2020 suite au confinement généralisé du pays, les trafics ont repris récemment, mais avec des niveaux sans commune mesure avec la situation antérieure et sans guère de visibilité sur le futur proche. Mots-clés Afrique du Sud, système aéroportuaire, trafics aéroportuaires, compagnies à bas tarifs, crise de la COVID-19 |
| Keywords: | Africa,Airport System,Airport Traffics,Low Fare Airlines,COVID-19 Crisis,Afrique du Sud,système aéroportuaire,trafics aéroportuaires,compagnies à bas tarifs,crise de la COVID-19 |
| Date: | 2020 |
| URL: | http://d.repec.org/n?u=RePEc:hal:journl:hal-03325896&r= |