2004CONFSLIDES - TRALOG - A decade Nodus (original) (raw)
The word transportation comes from Latin word "transportare". "Trans" means across and "portare" means to carry. So we can say that transport is a service which helps to carry goods and services from one place to another. Transportation system is considered as important as blood circulation of an economy. Because economic mobility rise with the rise of mobility of transportation system. But there are some factors that are affecting transportation system directly and indirectly. Let us describe those factors: i. Trends and structural change: a) Economic activity: Transportation system is directly related with economic activities of any country. If economic activities are highly mobile and industrialization takes place successfully, then transportation system will be developed, otherwise development of transportation system will be affected. b) Transport infrastructure: Infrastructure is the backbone of any industry in any country. If the infrastructure of the country is strong, its industry can prosper. This includes good road, railways, air transport and inland waterways system, efficient telecommunication system and modern port with capability to break bulk commodities etc. c) Restructuring of production activities: Growth in service industry, new industrial management principles and logistic practice, new organizational structures are other factors that influences transportation system. d) Change in land use pattern: Unplanned expansion of roadway creates a huge change in land use pattern. e) Socio-demographic factors: Geographically some places like hilly areas are not suitable to live. So density of population is relatively low in this area. For that reason transportation system are less developed in that areas. ii. User Choice: a) Value/weight ratio of commodities: If the ratio is high in that case it is a problem to carry that goods from one place to another. The mode of transportation depends on the product to be transported. The safety of the products is very important factors. The product should not only reach the destination in time, it should also intact. If the product is high value and low volume (like diamonds and gold) the ideal mode of transportation would be by air. However if the product is low value and high volume the ideal mode of transportation would be by sea. b) Travel time: When supply of transport is less than demand then travels time increase, it wastes passenger's time. That will affect transportation system. c) Cost of Transportation: There is direct relation between cost, speed and flexibility with the choice of transport. The cost decrease as we go from air to road transport, to rail transport, to waterways. The freight charges depend upon type of material, size, bulk, fragility and packing. d) Availability of Different Modes of Transportation: Now a day's export cargo moves on various mode of transportation. If the air services are available to an exporter of flowers or vegetables his product can reach overseas markets in fresh condition and in time. Efficiency of logistics system depends upon the availability of various modes of transportation. iii. Other factors: a) Cultural factors: Sometimes cultural tours and religious tours take place within and out side the countries. Then a huge transport is used that creates traffic congestion, increase fare etc. b) Dealer/Distributor Networks: A company may have an excellent product which is attractively priced aggressively promoted but if it does not have an efficient system, its success in the market will be doubtful. A dealer /distributors is the vital link between a manufacturer and customers. c) Government Policies:Logistics system needs to be designed by the rule, regulation and policies of exporting and importing country's government. Government policies related to sales tax excise duty are the determinants of transport. Level of economic activity and material welfare are two very important factor in transport demand. In an open economy, economic and political conditions in trading partner countries also influence the volume of export and import. If we want to develop transportation system then we must consider these factors and try to reduce constraints.
Transportation Cost and Benefit Analysis: Techniques, Estimates and Implications
This 500+ page document is a comprehensive study of transportation benefit and costing, and a guidebook for applying this information. It includes detailed analysis of various transport costs and benefits. These impacts are described in detail and categorized by various attributes: whether they are internal or external, fixed or variable, market or nonmarket. Using the best available data, it provides monetized estimates of twenty three costs for eleven travel modes under three travel conditions.
Editorial on transportation economics
Transportation Research Part C: Emerging Technologies, 2013
Editorial on transportation economics 1. Introduction This special issue is an initiative of the recently established International Transportation Economics Association. 1 ITEA seeks to promote the development and application of transportation economics by: encouraging scientific research, facilitating advanced education in transportation economics, and promoting interaction between transportation research and transportation-related policymaking. To fulfil these goals, ITEA is interested in reaching out to other disciplines involved with transportation research and practice including: civil and transportation engineering, operations research, computer science, geography, regional science, business and planning. Although transportation economics has existed as a field of economics for over 50 years, many researchers in other disciplines are not familiar with its scope. Transportation economics does not have distinct boundaries, but the nature of the subject and the range of topics and issues it addresses are described in various general references. 2 As Small and Verhoef 3 explain, transportation economics concerns itself with resource allocation and the behavior of agents (i.e., households, firms, transport service providers, and so on) that make transportation-related decisions. Transportation economists tend to use microeconomic utility-theoretic models that embody behavioral principles and describe how interactions among independent agents result in self-consistent or equilibrium outcomes. These models are well-suited to describe how transportation systems react to shocks or policy changes, and they are capable of measuring changes in the well-being of agents and assessing trade-offs between efficiency and equity. Other disciplines involved with transportation research tend to pursue somewhat different goals using different methods. Engineers, for example, favor large-scale network-based models to design transportation infrastructure, plan operations, optimize traffic flows and so on. Among the tools of their trade are mathematical programming, algorithmic techniques, artificial intelligence, and nonlinear dynamics. Unlike with transportation economics, their research is sometimes aimed at developing commercial products. In the past, there was a wide gap between transportation economics and other disciplines and little cross-fertilization occurred between them. According to Arnott and Kraus (2003), transportation economics had little influence on either research in transportation science or on transportation policy. 4 Nevertheless, economics in general and transportation economics in particular have gradually been gaining influence in both arenas. In part, this has been through methodological advances in economics. Game theory and the theory of discrete choice are the most obvious examples, but ideas from the economics of information, industrial organization theory and the burgeoning field of behavioral economics are also gaining impact. Transportation economists have also made important direct contributions to transportation research such as those in dynamic traffic modeling, congestion pricing, travel time reliability, and the theory of efficiency measurement which provides a rigorous way to identify productivity improvements from the use of new technologies. Transportation economics is also becoming more important for transportation research and policy formulation as transportation markets are liberalized, international trade expands, contracts in supply chains becomes more complicated, and novel and efficient ways of financing transport networks become an ever-growing priority. One aim of ITEA is to help further close the gap between transportation economics and other disciplines involved in transportation research. The four papers in this special issue provide a modest step in that direction. All the papers feature
External Costs of Road, Rail and Air Transport - a Bottom-Up Approach
1998
This paper aims to describe the calculation of environmental and health externalities caused by air pollutants, accidents and noise from different transport modes (road, rail, air) on the route Frankfurt-Milan. The investigation is part of the QUITS project (QUITS = Quality Indicators for Transport Systems), commissioned by the European Commission DG VII. The evaluation of the external costs is based
The full cost of intercity highway transportation
Transportation Research Part D-transport and Environment, 1998
AbstractÐIn this paper we review the theoretical and empirical literature on the cost structure of the provision of intercity highway transportation and specify and estimate our own cost functions. We develop a full cost model which identi®es the key cost components and then estimate costs component by component: user costs, infrastructure costs, time and congestion costs, noise costs, accident costs, and pollution costs. The total long run average cost is $0.34 per vehicle km traveled. The single largest cost category is free¯ow travel time. While the marginal cost of infrastructure is higher than its average cost, indicating that new construction is increasingly expensive, the marginal cost of driving (user ®xed and variable costs) is less than the average cost, indicating that by increasing travel the user can spread his ®xed cost of a vehicle over more trips without penalty. #
The transportation of goods is essential for the economy, but it also contributes to air pollution which, in turn, affects human health. These negative impacts generate additional costs for society that are not necessarily taken into account in public transportation policies and in private transportation decisions of companies and individuals. This leads to inefficient transportation systems where the social equilibrium is not reached. Intermodal transport is promoted by the European Commission to reduce these negative externalities. The objective of this paper is to analyze at a strategic level the effect on modal split between road, intermodal rail and intermodal inland waterway transport of several economic or environmental policies. An intermodal allocation model is applied to the Belgian case in order to identify the modal split changes between the single minimization of costs (operational or health-related external) and the introduction of additional road taxes.
Options for reducing external costs from freight transport along the Brenner corridor
European Transport Research Review
The Brenner is the most heavily travelled transalpine corridor in terms of freight transport. The current modal split tends heavily towards road (71% road-29% rail), with significant repercussions in terms of environmental and social impacts. Indeed, Alpine areas generate external costs that are up to four times higher than flat areas. The promotion of railway, which is the least impacting transport mode, has thus a strategic value. For this reason, the European Union, the Alpine macro-region and the Tyrol-South Tyrol-Trentino Euroregion are promoting multi-level strategies to reduce the impact generated by freight transport along the Brenner corridor. This paper analyses each level, focussing then on the Euroregion. Its ambitious objective is to achieve a balance between transport modes in the Alpine corridor by 2027, and then to invert them (29% road-71% rail) by 2035. This paper aims to calculate the savings of external costs deriving from the achievement of this objective. If the aggregated data from 2015 to 2035 are considered and the Euroregion scenario is compared with a prosecution of the current trend, the saving in external costs would amount to €262 M (− 26% than the current trend). This value is not negligible; being equal to 4.7% of the annual public expenditure incurred by the Autonomous Province of Bolzano, it suggests to policy makers the importance of taking up measures to encourage the modal shift.
Model for assessment of external transport costs
Road and Rail Infrastructure VI
The term "external effect" can be explain as a condition that occurs when production or consumption activities of an entity affect the welfare of other(s) subject(s) without having to pay compensation for that impact. The major difficulty for determining external costs is that they cannot be confirmed through the application of market laws and well-known market analysis with interactive effects of demand and supply. The transport greatly affects the quality of life of people, flora and fauna. The interest of studying transport externalities is objective of several researches and special attention is given to how reduce these negative externalities of transport in practice. This paper considers the external transport costs, their significance and their monetary values estimated in relevant EU studies. The methodology for estimating external transport costs as well as specification of a model for assessment of these costs in Republic of North Macedonia is also shown in this ...