Abstract

We estimate the Anderson and van Wincoop model of trade by using the data on the bilateral export flows from 26 Turkish regions to 180 countries for the years 2002 through to 2010. Regional transportation and communication infrastructure capacity, the positioning of point infrastructure in a region, and geography are explicitly accounted for. Our results highlight that land infrastructure, air transport capacity, and private maritime infrastructure presence, together with the distance of regional economies to exit nodes such as ports and airports, are important determinants of export performance. Based on our preferred regression where multilateral resistance terms are accounted for, we estimate that increases in the current land infrastructure, air transport capacity, and number of private ports of 1 per cent increases exports approximately by 0.38 per cent, 0.14 per cent, and 0.045 per cent respectively. Keywords: Infrastructure; trade; regions; transportation co Document type: Part of book or chapter of book

Abstract

Economic theory claims that contracts renegotiation prevents from reaching the informationally constrained efficient solution that could have been obtained under full commitment. Assessing the cost of renegotiation compared to the full commitment scenario still remains an open issue from an empirical viewpoint. To address this question, we fit a structural principal-agent model with renegotiation on a set of contracts for urban transport services. The model captures two important features of the industry. First, only two types of contracts are used in practice (fixed-price and cost-plus). Second, subsidies are greater when a cost-plus contract was signed earlier on than following a fixed-price contract. We then compare a scenario with renegotiation and a hypothetical situation with full commitment. We conclude that the welfare gains from improving commitment would be significant but would accrue mostly to operators. Document type: Preprint

Abstract

This paper appears also as Serie: Working paper series in economics ; No. 61, September 2014. ISSN 2190-9806; International audience; We analyse the potential for shifting freight transports to the railways in Western and Central Europe. This potential arises for large and concentrated freight flows over long distances of about 300 km or more. However, we show that there are only few such freight flows in Europe, and that they are concentrated or connected to the central European population centers, sometimes called the "Blue Banana". As a consequence, the European railway freight corridors according to EU Regulation 913/2010 should be divided into two distinct groups: first tier and second tier corridors. Substantial innovations should be introduced on the first tier corridors first, in order to increase efficiency and reduce noise. This refers to core innovations for rolling stock like the introduction of automatic couplings, electronic or electro-pneumatic brakes, and modern bogies.

Abstract

International audience; Innovations in the airline industry can have a significant impact on the behavior of air transport stakeholders: airline companies, airports and passengers. In this paper, we consider the introduction of a double-deck plane, the A-380, which is currently the largest aircraft available. Due to its size, it is able to carry at once approximately twice as many passengers as any other medium-sized aircraft. When associated with a reduction in flight frequencies , the operation of such aircraft is expected to lower the environmental impact. However, flight frequency depends on factors others than the aircraft size, such as airport fees, demand and strategic decisions of companies to maximize their profits under competition. Using a monthly panel data set on airlines' supply over 10 years, on 118 routes, we test if the use of the A-380 impacts airlines' flight frequency at a route-level. Results suggest that heavy use of the A-380 leads airlines to reduce their own flight frequency. We also find that when facing the introduction of the A-380 on a route, airlines will tend to react by increasing their own flight frequency.

Abstract

bility of pricing changes in the transport sector : how to reconcile efficiency and equity ? – This paper elaborates an analytical framework of the acceptability of pricing changes in the transport sector. This framework is built on the confrontation of the economic efficiency, territorial equity, horizontal equity, and vertical equity dimensions. This analytical framework is then applied to some ongoing urban and suburban road toll schemes in various countries. The analysis shows that these efficiency and equity dimensions combine themselves, by most often reinforcing the ones the others in their negative or positive aspects. This analysis also shows that these various dimensions of equity cannot be ignored on pain of failure. It enables us to identify the ways according to which the acceptability of urban road pricing could be improved. Un cadre d'analyse de l'acceptabilité des changements tarifaires dans le secteur des transports est élaboré. Ce cadre analytique est bâti sur la confrontation des dimensions de l'efficacité économique, de l'équité territoriale, de l'équité horizontale et de l'équité verticale. Ce cadre analytique est appliqué à quelques expériences de péages routiers urbains ou suburbains dans divers pays. Leur analyse montre que les dimensions de l'efficacité et de l'équité se conjuguent, en se renforçant le plus souvent les unes les autres dans leurs aspects négatifs ou positifs. Cette analyse montre aussi que ces différentes dimensions de l'équité ne peuvent être ignorées sous peine d'échec. Elle permet ainsi d'identifier les voies selon lesquelles l'acceptabilité de la tarification de la circulation urbaine pourrait être améliorée.

Abstract

International audience; This paper explores what prompts some individuals to spend a significant amount of time travelling. In the literature, travel time tends to be regarded as useless, unproductive time and, in some cases, as the worst time of the day. The actual behaviour of intensive travellers challenges this view of travel time. A mixed approach that combines quantitative and qualitative methodologies was adopted. A survival analysis of daily travel time in eight European cities gives a quantitative definition of intensive travellers. Qualitative interviews with intensive travellers explore the various dimensions of choice and/or obligation that are responsible for these extreme daily travel times. The results show that roughly 20 % of the individuals in the sample for each city have long travel times (more than 100 min a day). The quantitative analysis also suggests that the behaviour of these individuals is atypical and cannot be explained solely by the characteristics that are considered in standard travel surveys. A qualitative sociological approach supplements the quantitative approach and illustrates that the allocation of travel time is not only determined by the activity pursued at the destination or the mode of transport but also by other factors such as personal beliefs and the perception of travel time. The positive perception of travel time as time to be used constructively or enjoyed influences the decision to travel intensively and, above all, contributes to its long-term acceptability. A number of political issues depend on travel behaviour and therefore, to some extent, on time management. New patterns of behaviour with regard to time management help explain the expansion in the range of individual travel. Document type: Article

Abstract

Carsharing is a service that allows the rental of a car to the minute, providing more flexibility to the user. This service appeared in 1948 in Switzerland but it has been growing due to the awareness of Shared Mobility. Carsharing concept has been approached by several researchers. However, there is not so much literature about Portuguese market. The impacts of carsharing are known to be the reduction of C02 emissions since it contributes to the reduction of the number of cars parked and in circulation in the big cities (1), the inclusion of all fixed costs in the final price, as the user only pays the miles he drives (2) and the flexibility carsharing gives the users to move around in the city (3). This study’s goal is to understand the Portuguese perception of carsharing use, taking into account benefits such as convenience, environmental impact and costs considerations. It is also crucial to understand the level of service knowledge among Portuguese people, since this factor can influence the perception and a possible intention to use it. It turns out that most of the Portuguese know what carsharing is but do not know very well how it works. In general, the Portuguese people, whether users or non-users, do not see carsharing as a cheap service, but consider the service convenient. As far as environmental impact is concerned, attitudes differ. Users have a positive attitude regarding carsharing impact on the environment, while non-users have a negative attitude. This perception impacts on the attitude of users and non-users. While the former has a positive attitude towards the use of carsharing, the same cannot be concluded from the latter. Most users intend to continue to use carsharing, unlike most non-users who do not want to try the service. O carsharing é um serviço que permite o aluguer de um carro ao minuto, proporcionando mais flexibilidade ao utilizador. Este serviço apareceu pela primeira vez em 1948 na Suíça e tem vindo a crescer devido à popularidade do fenómeno da Mobilidade Partilhada. O carsharing tem sido um conceito muito abordado por investigadores estrangeiros, nunca tendo sido muito investigado em Portugal. Os impactos do carsharing são conhecidos por ser a redução de emissões de C02 uma vez que contribui para a diminuição do número de carros estacionados e em circulação nas grandes cidades (1), a não inclusão de custos fixos que a utilização de carro próprio acarreta no preço final- o utilizador só paga os quilómetros que conduz (2) e a flexibilidade que dá aos utilizadores para se movimentarem na cidade (3). Este estudo tem como objetivo perceber qual é a perceção dos portuguese face à utilização do carsharing, tendo em conta benefícios como a conveniência, o impacto ambiental e fatores económicos. Torna-se crucial perceber também o nível de conhecimento do serviço por parte dos portugueses, uma vez que este fator pode influenciar a perceção e uma possível intenção de utilização do mesmo. Conclui-se que a maior parte dos portugueses sabe o que é carsharing mas não sabe muito bem como funciona. Em geral, os portugueses, quer utilizadores quer não utilizadores, não veem o carsharing como um serviço barato, mas consideram o serviço conveniente. No que diz respeito ao impacto ambiental, as atitudes divergem. Os utilizadores têm uma atitude positiva quanto ao impacto do carsharing no ambiente, enquanto os não utilizadores têm uma atitude negativa. Esta perceção impacta na atitude dos utilizadores e não utilizadores. Enquanto que os primeiros têm uma atitude positiva face à utilização de carsharing, já não se pode concluir o mesmo dos segundos. Na sua maioria os utilizadores pretendem continuar a utilizar carsharing, ao contrário da maioria dos não utilizadores que não pretende experimentar o serviço.