In this paper, we introduce a distinction between interregional and intraregional transportation costs, in a footloose capital model. This allows assessing more precisely the effects of different types of transport policies, on the spatial distribution of activities. From a normative point of view, we find that, in absence of regulation, the concentration of firms is too high in the center. We show what set of transport policies improves the equilibrium.
{"title":"Invest Locally or Globally? A Normative Analysis of Transport Policies in a Footloose Capital Model with Interregional Intraregional Transportation Costs","authors":"Paul Chiambaretto, A. de Palma, S. Proost","doi":"10.2139/ssrn.1866112","DOIUrl":"https://doi.org/10.2139/ssrn.1866112","url":null,"abstract":"In this paper, we introduce a distinction between interregional and intraregional transportation costs, in a footloose capital model. This allows assessing more precisely the effects of different types of transport policies, on the spatial distribution of activities. From a normative point of view, we find that, in absence of regulation, the concentration of firms is too high in the center. We show what set of transport policies improves the equilibrium.","PeriodicalId":432405,"journal":{"name":"Transportation Science eJournal","volume":"126 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2011-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130371305","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This paper presents a model for measuring the efficiency of the berth-side operations of the Kingston Trans-shipment Terminal, Jamaica (KCT). The earliest models focused on traditional production functions that do not account for the impact of multiple factors, while later models employed Stochastic Frontier Analysis (SFA) and Data Envelope Analysis (DEA). The model employed here is a Vector Error Correction Model (VECM), which takes into account the long-run and short-run relationships among several variables: monthly container moves, gross labour hours, crane and straddle carrier operating hours and container yard storage capacity. Impulse response analyses find that a one standard deviation in monthly container moves has a significant effect on equipment efficiency usage and yard storage capacity, important factors that shipping lines are likely to give serious consideration when choosing a trans-shipment terminal. The findings of this model suggest that in order to improve efficiency the time containers remain in-transit on the terminal has to be contained because this affects storage capacity utilization and significantly impacts other variables such as machine hours and labour hours.
{"title":"Modelling Efficiency for a Caribbean Trans-Shipment Terminal: The Case of the Kingston Container Terminal, Jamaica","authors":"Ian P.M. Blair","doi":"10.2139/ssrn.1830283","DOIUrl":"https://doi.org/10.2139/ssrn.1830283","url":null,"abstract":"This paper presents a model for measuring the efficiency of the berth-side operations of the Kingston Trans-shipment Terminal, Jamaica (KCT). The earliest models focused on traditional production functions that do not account for the impact of multiple factors, while later models employed Stochastic Frontier Analysis (SFA) and Data Envelope Analysis (DEA). The model employed here is a Vector Error Correction Model (VECM), which takes into account the long-run and short-run relationships among several variables: monthly container moves, gross labour hours, crane and straddle carrier operating hours and container yard storage capacity. Impulse response analyses find that a one standard deviation in monthly container moves has a significant effect on equipment efficiency usage and yard storage capacity, important factors that shipping lines are likely to give serious consideration when choosing a trans-shipment terminal. The findings of this model suggest that in order to improve efficiency the time containers remain in-transit on the terminal has to be contained because this affects storage capacity utilization and significantly impacts other variables such as machine hours and labour hours.","PeriodicalId":432405,"journal":{"name":"Transportation Science eJournal","volume":"22 3","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2011-05-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"113989550","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The objective of this research to develop quantitative measures that capture various aspects of underlying network structure, using aggregate level travel data from fifty metropolitan areas across the U.S. The influence of these measures on system performance is then tested using statistical regression models. The results corroborate that the quantitative measures of network structure affect the system performance. The results from this analysis can be used to develop network design guidelines that can be used to address current transportation problems.
{"title":"Network Structure and Metropolitan Mobility","authors":"Pavithra Parthasarathi, D. Levinson","doi":"10.2139/ssrn.1736324","DOIUrl":"https://doi.org/10.2139/ssrn.1736324","url":null,"abstract":"The objective of this research to develop quantitative measures that capture various aspects of underlying network structure, using aggregate level travel data from fifty metropolitan areas across the U.S. The influence of these measures on system performance is then tested using statistical regression models. The results corroborate that the quantitative measures of network structure affect the system performance. The results from this analysis can be used to develop network design guidelines that can be used to address current transportation problems.","PeriodicalId":432405,"journal":{"name":"Transportation Science eJournal","volume":"5 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2010-08-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128036675","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This study describes the measurement of accessibility by automobile for the Minneapolis - Saint Paul (Twin Cities) region over the period from 1995 to 2005. In contrast to previous analyses of accessibility, this study uses travel time estimates derived, to the extent possible, from actual observations of network performance by time of day. A set of cumulative opportunity measures are computed with transportation analysis zones (TAZs) as the unit of analysis for 1995 and 2005. Analysis of the changes in accessibility by location over the period of study reveals that, for the majority of locations in the region, accessibility increased over this period, though the increases were not uniform. A "flattening" or convergence of levels of accessibility across locations was observed over time, with faster-growing suburban locations gaining the most in terms of employment accessibility. An effort to decompose the causes of changes in accessibility into components related to transportation network structure and land use (opportunity location) reveal that both causes make a contribution to increasing accessibility, though the effects of changes to the transportation network tend to be more location-specific. Overall, the results of the study demonstrate the feasibility and relevance of using accessibility as a key performance measure to describe the regional transportation system.
{"title":"The City is Flatter: Changing Patterns of Job and Labor Access in Minneapolis-Saint Paul, 1995-2005","authors":"D. Levinson, Bernadette Marion","doi":"10.2139/ssrn.1736202","DOIUrl":"https://doi.org/10.2139/ssrn.1736202","url":null,"abstract":"This study describes the measurement of accessibility by automobile for the Minneapolis - Saint Paul (Twin Cities) region over the period from 1995 to 2005. In contrast to previous analyses of accessibility, this study uses travel time estimates derived, to the extent possible, from actual observations of network performance by time of day. A set of cumulative opportunity measures are computed with transportation analysis zones (TAZs) as the unit of analysis for 1995 and 2005. Analysis of the changes in accessibility by location over the period of study reveals that, for the majority of locations in the region, accessibility increased over this period, though the increases were not uniform. A \"flattening\" or convergence of levels of accessibility across locations was observed over time, with faster-growing suburban locations gaining the most in terms of employment accessibility. An effort to decompose the causes of changes in accessibility into components related to transportation network structure and land use (opportunity location) reveal that both causes make a contribution to increasing accessibility, though the effects of changes to the transportation network tend to be more location-specific. Overall, the results of the study demonstrate the feasibility and relevance of using accessibility as a key performance measure to describe the regional transportation system.","PeriodicalId":432405,"journal":{"name":"Transportation Science eJournal","volume":"29 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2010-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"120939978","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This paper presents an application of a mechanism that provides incentives to promote transmission network expansion in the area of the US electric system known as PJM. The applied mechanism combines the merchant and regulatory approaches to attract investment into transmission grids. It is based on rebalancing a two-part tariff in the framework of a wholesale electricity market with locational pricing. The expansion of the network is carried out through the sale of financial transmission rights for the congested lines. The mechanism is tested for 14-node and 17-node geographical coverage areas of PJM. Under Laspeyres weights, it is shown that prices converge to the marginal cost of generation, the congestion rent decreases, and the total social welfare increases. The mechanism is shown to adjust prices effectively given either non-peak or peak demand.
{"title":"Incentives for Transmission Investment in the PJM Electricity Market: FTRs or Regulation (or Both?)","authors":"Juan Rosellón, Zdenka Myslikova, Eric Zenón","doi":"10.2139/ssrn.1640546","DOIUrl":"https://doi.org/10.2139/ssrn.1640546","url":null,"abstract":"This paper presents an application of a mechanism that provides incentives to promote transmission network expansion in the area of the US electric system known as PJM. The applied mechanism combines the merchant and regulatory approaches to attract investment into transmission grids. It is based on rebalancing a two-part tariff in the framework of a wholesale electricity market with locational pricing. The expansion of the network is carried out through the sale of financial transmission rights for the congested lines. The mechanism is tested for 14-node and 17-node geographical coverage areas of PJM. Under Laspeyres weights, it is shown that prices converge to the marginal cost of generation, the congestion rent decreases, and the total social welfare increases. The mechanism is shown to adjust prices effectively given either non-peak or peak demand.","PeriodicalId":432405,"journal":{"name":"Transportation Science eJournal","volume":"17 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2010-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127984303","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This discussion paper led to a publication in 'Transportation Research Part D: Transport and Environment' , 2012, 46(1), 123-130. The literature on car cruising is dominated by theory. This is the first article thatexamines cruising for parking using a nation-wide random sample of car trips. We excludeemployer-provided and residential parking. We demonstrate that cruising time is, on average, 36seconds per car trip. Car drivers appear to choose their cruising time in line with economictheory: cruising time increases with travel duration as well as with parking duration, but fallswith income. We also find that cruising is more common with shopping and recreation than forwork-related activities. Cruising has a distinctive pattern over the day with a peak in themorning, so the order of arrival is essential to parking.
{"title":"Empirical Evidence on Cruising for Parking","authors":"Jos N. van Ommeren, Derk Wentink, P. Rietveld","doi":"10.2139/ssrn.1593001","DOIUrl":"https://doi.org/10.2139/ssrn.1593001","url":null,"abstract":"This discussion paper led to a publication in 'Transportation Research Part D: Transport and Environment' , 2012, 46(1), 123-130. The literature on car cruising is dominated by theory. This is the first article thatexamines cruising for parking using a nation-wide random sample of car trips. We excludeemployer-provided and residential parking. We demonstrate that cruising time is, on average, 36seconds per car trip. Car drivers appear to choose their cruising time in line with economictheory: cruising time increases with travel duration as well as with parking duration, but fallswith income. We also find that cruising is more common with shopping and recreation than forwork-related activities. Cruising has a distinctive pattern over the day with a peak in themorning, so the order of arrival is essential to parking.","PeriodicalId":432405,"journal":{"name":"Transportation Science eJournal","volume":"58 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2010-03-08","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121559982","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
We analyze the properties of progressive water tariffs that are often applied in the sector in the form of discretely increasing block tariffs (IBT). We are particularly interested in water tarification in a poverty context where a subsistence level of water has to be allocated to each household. Our approach is "semi-welfarist" to the extent that we analyze second-best pricing schemes that may be applied in practice due to "fairness" or other, non-welfarist considerations. In our theoretical model we compare a modified Coase-tariff and a progressively increasing block tariff with respect to water consumption, water expenses and utility levels. When we impose cost coverage on the water utility, there are clearly adverse effects on the "almost poor" by introducing a progressive tariff. This result is supported with a numerical application using real data from Bangladesh: progressive tariffs may fail to achieve "fair" cross-subsidization of low-income groups.
{"title":"Increasing Block Tariffs in the Water Sector: A Semi-Welfarist Approach","authors":"G. Meran, C. von Hirschhausen","doi":"10.2139/ssrn.1465562","DOIUrl":"https://doi.org/10.2139/ssrn.1465562","url":null,"abstract":"We analyze the properties of progressive water tariffs that are often applied in the sector in the form of discretely increasing block tariffs (IBT). We are particularly interested in water tarification in a poverty context where a subsistence level of water has to be allocated to each household. Our approach is \"semi-welfarist\" to the extent that we analyze second-best pricing schemes that may be applied in practice due to \"fairness\" or other, non-welfarist considerations. In our theoretical model we compare a modified Coase-tariff and a progressively increasing block tariff with respect to water consumption, water expenses and utility levels. When we impose cost coverage on the water utility, there are clearly adverse effects on the \"almost poor\" by introducing a progressive tariff. This result is supported with a numerical application using real data from Bangladesh: progressive tariffs may fail to achieve \"fair\" cross-subsidization of low-income groups.","PeriodicalId":432405,"journal":{"name":"Transportation Science eJournal","volume":"179 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121220841","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Issues germane to the provision of guided tours for tourists wishing to visit a particular location during the slack season have received scant theoretical attention in the tourism literature. Therefore, we conduct a stochastic analysis of guided tours for tourists during the slack season. We first delineate a general model that accounts for the common features of guided tours to city attractions and to other scenic locations. Second, we determine the long run fraction of demand that is lost to the firm providing the guided tours. Third, we ascertain the long run fraction of time that the guided tour providing firm is unable to satisfy the demand for such tours. Finally, we use the stationary Poisson process and show how our previous two general results might be used to shed practical light on the slack season provision of guided tours to tourists.
{"title":"A Probabilistic Analysis of Guided Tours for Tourists during the Slack Season","authors":"A. Batabyal, S. Yoo","doi":"10.2139/ssrn.1400204","DOIUrl":"https://doi.org/10.2139/ssrn.1400204","url":null,"abstract":"Issues germane to the provision of guided tours for tourists wishing to visit a particular location during the slack season have received scant theoretical attention in the tourism literature. Therefore, we conduct a stochastic analysis of guided tours for tourists during the slack season. We first delineate a general model that accounts for the common features of guided tours to city attractions and to other scenic locations. Second, we determine the long run fraction of demand that is lost to the firm providing the guided tours. Third, we ascertain the long run fraction of time that the guided tour providing firm is unable to satisfy the demand for such tours. Finally, we use the stationary Poisson process and show how our previous two general results might be used to shed practical light on the slack season provision of guided tours to tourists.","PeriodicalId":432405,"journal":{"name":"Transportation Science eJournal","volume":"79 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-05-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130319622","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Since April 2007 working hours of truck drivers in the European Union are regulated by regulation (EC) No 561/2006. According to the new regulations, road transport undertakings must organise the work of drivers in a way that drivers are able to comply with the regulations and can be made liable for infringements committed by the drivers. Although of particular importance in long-distance haulage, regulations on working hours of truck drivers have only received very little attention in the scheduling literature. This paper presents a method for scheduling work weeks of truck drivers which fully considers regulation (EC) No 561/2006 for journeys made on roads in the European Union. It is proven that, given a sequence of locations to be visited within specified time windows, the approach finds a schedule complying with the regulation if such a schedule exists.
自2007年4月起，欧盟卡车司机的工作时间由法规(EC) No 561/2006规定。根据新规定，道路运输企业必须组织司机的工作，使司机能够遵守规定，并对司机的违法行为负责。尽管在长途运输中对卡车司机的工作时间的规定特别重要，但在调度文献中只受到很少的关注。本文提出了一种充分考虑欧盟道路旅行法规(EC) No 561/2006的卡车司机工作周调度方法。证明了在给定的时间窗口内要访问的一系列地点，如果存在这样的时间表，则该方法找到符合规定的时间表。
{"title":"Truck Driver Scheduling and Regulation (EC) No 561/2006","authors":"A. Goel","doi":"10.2139/ssrn.1370345","DOIUrl":"https://doi.org/10.2139/ssrn.1370345","url":null,"abstract":"Since April 2007 working hours of truck drivers in the European Union are regulated by regulation (EC) No 561/2006. According to the new regulations, road transport undertakings must organise the work of drivers in a way that drivers are able to comply with the regulations and can be made liable for infringements committed by the drivers. Although of particular importance in long-distance haulage, regulations on working hours of truck drivers have only received very little attention in the scheduling literature. This paper presents a method for scheduling work weeks of truck drivers which fully considers regulation (EC) No 561/2006 for journeys made on roads in the European Union. It is proven that, given a sequence of locations to be visited within specified time windows, the approach finds a schedule complying with the regulation if such a schedule exists.","PeriodicalId":432405,"journal":{"name":"Transportation Science eJournal","volume":"530 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-04-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126500784","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Riders for Health is an independent UK-based NGO that operates in a number of African countries. Its focus is on the health sector, particularly in developing ways of adapting and maintaining transport systems that are uniquely suited to African terrain and conditions. Although officially a non-profit organization, Riders operates on a business model that charges governments and NGOs for its services and uses the income for organizational growth and development. By 2007 Riders for Health had national-level projects in five countries, employing 230 individuals, managing 1,274 vehicles, and reaching an impressive 10.8 million individuals with more and better healthcare services.This brief paper studies the Riders model and analyzes and evaluates the impact of the organization. Possible avenues of further research are briefly alluded to in the concluding section.
{"title":"Riders for Health: An African Success","authors":"R. Mukherjee","doi":"10.2139/ssrn.1330277","DOIUrl":"https://doi.org/10.2139/ssrn.1330277","url":null,"abstract":"Riders for Health is an independent UK-based NGO that operates in a number of African countries. Its focus is on the health sector, particularly in developing ways of adapting and maintaining transport systems that are uniquely suited to African terrain and conditions. Although officially a non-profit organization, Riders operates on a business model that charges governments and NGOs for its services and uses the income for organizational growth and development. By 2007 Riders for Health had national-level projects in five countries, employing 230 individuals, managing 1,274 vehicles, and reaching an impressive 10.8 million individuals with more and better healthcare services.This brief paper studies the Riders model and analyzes and evaluates the impact of the organization. Possible avenues of further research are briefly alluded to in the concluding section.","PeriodicalId":432405,"journal":{"name":"Transportation Science eJournal","volume":"32 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-01-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124916937","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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