Transportation Economics

This study aims to identify the significant attributes that influence the utilization of the park-and-ride scheme in three fringe areas of the Kuala Lumpur conurbation, namely, Shah Alam, Rawang and Seremban. In understanding the characteristics of the park-and-ride users, three main areas of concern of the study are the socioeconomic characteristics, trip characteristics and the parking-related characteristics of the users at the stations. Geographical Information Systems (GIS) is applied in order to delineate the catchment area of the respective stations. Information was retrieved by means of personally-administered questionnaire at the park-and-ride site via random sampling and car park utilization survey to determine the hours of parking. By applying standard multiple linear regression, the attributes that were found to significantly influence the duration of the utilization of the facility are total travel time by rail (via the park-and-ride), income, trip purpose, egress mode and types of rail ticket used.

Kemacetan adalah kondisi di mana terjadi penumpukan kendaraan di jalan. Pengurangan kemacetan lalu lintas merupakan salah satu target utama dalam kebijakan transportasi. Kerugian yang ditimbulkan akibat kemacetan lalu lintas sangat besar tetapi pada umumnya pengemudi atau pengguna fasilitas transportasi kurang menyadarinya. Kerugian ini meliputi pemborosan bahan bakar, waktu, tenaga ketidaknyamanan berlalu lintas, serta biaya sosial atau eksternasi yang dibebankan pengemudi lain atau pihak ketiga.
Tujuan dari penelitian ini adalah mengindentifikasi faktor-faktor yang mempengarui kemacetan lalu lintas, menganalisis kemacetan lalu lintas di ruas jalan tersebut dan menghitung besarnya biaya operasional yang terjadi akibat kemacetan kendaraan.
Metodologi penelitian ini dilakukan dengan pengamatan secara langsung di lapangan pada hari Selasa selama 12 jam oleh surveyor untuk mendata jumlah kendaraan yang melintas pada ruas jalan tersebut yang direkaman melalui video camera sebagai pendukung dari data jumlah arus lalu lintas yang terjadi di ruas jalan tersebut. Analisa meliputi karakteristik lalu lintas dengan menggunakan metode MKJI 1997 sedangkan untuk menganalisis BOK digunakan metode HDM-VOC III. Dari analisa data yang diperoleh pada besarnya Biaya Operasional Kendaraan yang terjadi untuk semua jenis kendaraan pada keadaan arus bebas 58,2 km/jam sebesar Rp 132.199,407.- selama 12 jam pengamatan dan berdasarkan tingkat pelayanan jalan di ruas besarnya Biaya Operasional Kendaraan yang terjadi untuk semua jenis kendaraan sebesar Rp 228.104,136. Berdasarkan total BOK selama 12 jam pengamatan biaya eksternalitas terbesar terjadi pada pukul 11.30 – 12.30 wib untuk semua jenis kendaraan sebesar  Rp 20.684,553. Oleh sebab itu kegiatan yang menyebabkan kemacetan pada ruas jalan tersebut sangat merugikan pengguna jalan yang melintas dan diperlukan manajemen pengelolaan pada ruas jalan untuk mengatasi masalah tersebut.

Abstract This paper provides estimates of the destructive impact of the COVID-19 outbreak on air transport at the macro-regional level. To this end, weekly data on the air service volumes are analyzed through an ITS SARIMA model and a counterfactual analysis covering the 2016–2020. We find that the real effect of COVID-19 was a reduction above 80% in all world's macro-regions in May 2020, and still a decrease of about 70% at the end of the Summer 2020, with the only expectation of China and Eastern Asia, and North America, where the reductions are, respectively, −29% and −54%. The empirical evidence confirms that the impact of the pandemic crisis and of the subsequent lockdown has been dramatic, much higher than any previous crisis. We also find that the impact is greater for intercontinental connections and for FSCs, while LCCs appear to be slightly more resilient. These results confirm that airline economic sustainability is currently at high risk, and that the unequal resources of the various countries in subsidizing national airlines could generate a competitive imbalance in the future.

It is worldwide accepted that the transportation sector is crucial for steady and continuous growth and modernization. Adequacy of this transport infrastructure is a very crucial determinant of the success of a nation's effort in diversifying its overall growth which includes several factors such as production, trade expansion and linking resources along with the markets into a composed economy. It is also required to connect small villages with towns, cities, market complexes alongside bringing together remote and developing regions closer to each other. The provision of underbuilding transport facilities and services also helps to diminish the difference between lifestyles of various societies thereby helps in reducing poverty. It is universally accepted that various measures aimed at reducing poverty cannot be successful without proper transport infrastructure and services. It is difficult to visualize meeting the targets of universal education and healthcare for all without first providing adequate transport facilities. So, in general our paper is focussed on the detailed role of the Privatisation of road development.

This study deals with the value of travel time. It starts with a literature search for the topic and after that the contribution introduces the basic methodology of the value of travel time calculation on the base of the discrete choice model according to Becker and Evans. The issue public policy and the value of travel time is also dealt with. The value of travel time is documented on an example of a high-speed railway in China and the dime saving related to it.
Key words: value, travel time, transportation, transportation economics, marginal utility

This book reveals and discusses existing and potential problems derived from the transport economics domain in relation to their environment, and the social, political and economic impacts, with reference to a wide range of transport modes. It is suitable not only for academics or students, but also for people working in the transport industry. From this book, readers will learn how to apply economic principles to transport, drawing specifically upon a number of case studies of different areas of Great Britain. This book is particularly useful for those who are interested in the subject of transport economics, but may not have studied economics, statistics or mathematics.

This study investigates and proposes the use of gas automobile fuels (LPG & CNG) as transport fuel in Nigeria, by showing the policies and incentives that have been utilized by other countries and an analysis of the cost efficiency and environmental effect of the use of auto-gas fuels. The use of CNG and LPG as auto fuel in Nigeria presents benefits with regards to efficiency and environmental friendliness will be highlighted in this research work with emphasis on the economic advantage. Demand for natural gas is likely to overtake other fossil fuels due to its availability, accessibility, versatility and cleanliness. This research shows that adopting gas automobile fuels (LPG & CNG) as an automotive fuel has few barriers but in the long run is very viable in terms of emissions of Green-house gases to the environment and financially economical. From the study, we suggest that policies and incentives would be helpful for the implementation of auto-gas as a transport fuel with regards...

This is an earlier and substantially lengthier version of the European Commission’s Green Paper on Ports and Maritime Infrastructure, which I had prepared as a member of Commissioner Neil Kinnock’s wise men group.

The Green Paper has often been described as the most influential port policy document ever produced by the EC. The current version does not in any way commit the European Commission and interested readers are advised to refer to the final version of the Green Paper as published by the EC.

The present work requires careful and persistent reading so that the reader bypasses the necessary bureaucratic 'superficiality' and identifies my core arguments which, I am happy to say, have not changed to the slightest in the 15 years since its publication. Many of these arguments had been described as ‘politically dangerous’ and, consequently, did not find their way into the Green Paper. I quote one of them in p.7 (emphasis added):

…The Commission’s White Paper on the future development of the common transport policy  laid down a new vision for transport policy, following the principle of sustainable mobility; i.e. a strategy that acknowledges the need for a more balanced transport system that would fulfil its economic and social role while, at the same time, containing its effects on the environment. The overall objective of such an approach, as clearly described by the European Parliament , is to …promote sustainable, efficient transport systems which meet the economic, social, environmental and safety needs of European citizens; help reduce regional disparities; and enable European business to compete effectively in world markets… Again, the ‘challenge’ is apparent: a more balanced  pan-European transport system with the above objectives is in stark contrast with hub-porting; concentration of traffic to selected ports; longer distances; and consequent transport externalities. It is thus increasingly felt that the European Commission needs to depart from its all-pleasing ‘statements’ and make hard-nosed decisions in order to effectuate its cohesion and regional development objectives which are the overarching ones…(unquote).

A closing note of caution on my use of the word 'superficiality': With remarkable consistency, European institutions involved in the maritime sector have been focusing all along on issues such as safety and environmental protection; issues which, among others, have allowed the proliferation of various monopolies in the port sector. I believe this has not happened accidentally. I believe instead that the focus on the ‘secondary’ has obscured and diverted attention from the ‘primary’, which comprises the ‘politically sensitive’ issues of port pricing; infrastructure financing; state aids; transparency of port accounts; and, finally, a European ‘port governance’ model.

This paper conducts a preliminary analysis of detailed user data of bike share programs in three US cities: New York, Boston and Chicago. Usage shares by gender and location are mapped and discussed. Possible reasons for usage differences are presented and planning and policy implications are offered. Many more men than women use bike share in all three cities. The difference is generally by close to an order of magnitude. Thus the gender split in regular bike usage is mirrored in bike share in Boston, Chicago and New York. 2

The paper takes a critical look at the recognition given to SMEs by the government towards acceleration of growth and as it consequently enhanced it and stimulates the growth of indigenous entrepreneurship. A regression model with dummy variable was used to establish the fact that no meaningful implementation of government policies has ever been carried out in both the military and democratic dispensations. The study suggested for continuity in policy implementation, that incoming government should learn to complete the existing policies on ground rather than abrogating them in the mid-stream and put in place similar or contradictory policies in their stead.

The history and structure of road freight transport in Denmark

For centuries, carriages from farms and other traders dominated the Danish roads. Only in the last 50 years have professional hauliers driven more than half of the goods; the strong growth since the 1950s occurred predominantly among the haulage contractors.

The need for freight transport is changing constantly, causing transport operators to adapt daily. During the last 100 years, aided by improved technology, the typical vehicle, roads and equipment have improved to the extent that the driver's productivity has increased 40 times or more.

Transport is carried out by relatively small cargo companies. Over the past few decades, large companies have become necessary to manage and coordinate transport during this time of global just-in-time transport. As a result, small businesses are often integrated into a large company framework.

Danish development has followed international development, which is not surprising, considering that technology and tasks are identical around the globe. However, there are differences in nearby countries, not the least of which is the United States.

Freight transport mirrors all industries, construction, agriculture and commerce. A change in products and delivery in one place affects all of the transport linkages. Transport’s many markets are as complicated as all other parts of businesses put together. As significant as freight transport is today, there is still insufficient research on all of the important parts of this industry.

Since its appearance in 2003, the what has come to be known as “The Erasmus Report” has been making headlines throughout the world. This, mainly due to its finding that “liner shipping conferences have a stabilizing effect on freight rates and are thus a low cost ‘necessary evil’ for trade promotion and for the survival from destructive competition of this most crucial of industries”.

Unfortunately, this result was not to the liking of DG COMP who, as it became clear, had already made its decision to do away with conferences, expecting the Erasmus Report to just rubber stamp its decision. Ten years later (2012) the Report continues to prove how right it was. European shippers now vehemently complain about rate volatility and this is just music to my ears.

... Narayanan, Texas A&M University Daniel F. Jennings, Texas A&M University Ismail Capar, Texas A&M University, Malini Natarajarathinam, Texas A&M University ABSTRACT In recent years, there have been several instances of disruptions in global supply chains. ...

This paper measures the effect of low-cost carriers (LCCs) on British regional airports' commercial revenue using panel data analysis. The evidence shows that although LCCs have significant impact on airports' commercial revenue, their contribution is smaller compared to other carriers. The empirical results indicate that holding other variables constant, on average, each additional LCC passenger boosts airport commercial revenue by £2.87, while each additional other carrier passenger raises commercial revenue by £5.59. These results are relatively stable across different models. The findings have important policy implications for aviation strategy at the regional level and beyond.

This article examines five common misunderstandings about case-study research: (a) theoretical knowledge is more valuable than practical knowledge; (b) one cannot generalize from a single case, therefore, the single-case study cannot contribute to scientific development; (c) the case study is most useful for generating hypotheses, whereas other methods are more suitable for hypotheses testing and theory building; (d) the case study contains a bias toward verification; and (e) it is often difficult to summarize specific case studies. This article explains and corrects these misunderstandings one by one and concludes with the Kuhnian insight that a scientific discipline without a large number of thoroughly executed case studies is a discipline without systematic production of exemplars, and a discipline without exemplars is an ineffective one. Social science may be strengthened by the execution of a greater number of good case studies.

In recent years, last-mile delivery has become an increasingly important area in the global supply chain. Practically, there has been an increasing worldwide interest in developing the last-mile delivery robots/vehicles to increase the efficiency of the whole supply chain. Theoretically, several researchers have suggested that using autonomous robots brings more efficiency for delivery. However, almost no current studies consider a specific last-mile delivery activitytransport from supermarkets after loading to pickup stations before unloading. The goal of this study is to investigate whether and how autonomous vehicles/robots can address the issue of cost and time efficiency. Specifically, this research aims at identifying the time and cost structures of using autonomous vehicles for the delivery along the chosen route-a single way from the Sainsbury's supermarket to the Amazon pickup station at Coventry. Furthermore, the research aims to find whether using autonomous vehicles is more efficient in time and/or cost than using vans with drivers for this route.

Economic development in Northern Canada is constrained by the cost of transportation and logistics.  The limited transportation options available increase the direct costs of shipping and add to the indirect costs of inventories. Concerns about climate change impacts, delays in environmental approvals and uncertainty regarding First Nations land claims further increase investment risk. As a result, the transportation solution offered by airships is gathering increased interest in northern Canada.
This paper examines the market opportunity for a new generation of transport airships in Arctic logistics.  The paper begins with an overview of the logistical options available and potential roles for airships.  Subsequently, airship technology development is examined with respect to the product life-cycle theory and the observation of tipping points. The paper concludes with some thoughts on policy changes necessary to make this technology available in northern Canada.

This study investigates the relative impact of money supply and government expenditure on economic growth in Nigeria. In order to achieve the objectives, we proposed and specified models with parameters, which were estimated and used to test the hypothesis on relative impact of money supply vis-à-vis government expenditure. The Beta Coefficients techniques and Two Stage Least Square were employed to analyze the data. The empirical result showed that the government expenditure is relatively more effective compared with money supply on economic activities. Government expenditure as a fiscal policy instrument is greater, more reliable (predictable) and faster than the use of money supply as a monetary policy instrument in stabilizing the economy. Since both government expenditure and money supply are policy instruments use to stabilize the economy, government should rely more on government expenditure than money supply. However, the combination and harmonization of both money supply an...

Phronetic organizational research is an approach to the study of management and organizations focusing on ethics and power. It is based on a contemporary interpretation of the Aristotelian concept phronesis, usually as ‘prudence’. Phronesis is the ability to think and act in relation to values, to deliberate about ‘things that are good or bad for humans’ in the words of Aristotle (1976:1140a24–b12). Phronetic organizational research effectively provides answers to the following four value-rational questions, for specific problematics in management and organization studies: 1. Where are we going with this specific management problematic? 2. Who gains and who loses, and by which mechanisms of power? 3. Is this development desirable? 4. What, if anything, should we do about it?

The Aalborg Project may be interpreted as a metaphor of modern politics, modern administration and planning, and of modernity itself. The basic idea of the project was comprehensive, coherent, and innovative, and it was based on rational and democratic argument. During implementation, however, when idea met reality, the play of Machiavellian princes, Nietzschean will to power, and Foucauldian rationality-as-rationalization resulted in the fragmentation of the project.

Transport Justice develops a new paradigm for transportation planning based on principles of justice. Author Karel Martens starts from the observation that for the last fifty years the focus of transportation planning and policy has been on the performance of the transport system and ways to improve it, without much attention being paid to the persons actually using – or failing to use – that transport system.

There are far-reaching consequences of this approach, with some enjoying the fruits of the improvements in the transport system, while others have experienced a substantial deterioration in their situation. The growing body of academic evidence on the resulting disparities in mobility and accessibility, have been paralleled by increasingly vocal calls for policy changes to address the inequities that have developed over time. Drawing on philosophies of social justice, Transport Justice argues that governments have the fundamental duty of providing virtually every person with adequate transportation and thus of mitigating the social disparities that have been created over the past decades.

Critical reading for transport planners and students of transportation planning, this book develops a new approach to transportation planning that takes people as its starting point,
and justice as its end.