Vol 12 No 4 (2012)
2012-09-01
Vol 12 No 4 (2012)
2012-09-01
Articles
-
-
-
Since January 2012, international aviation has been included in the emissions trading scheme of the European Union (EU ETS), in accordance with EU Directive 2009/29 EC. From this year up to (at least) 2020, all flights starting from or landing at European airports are subject to the EU ETS, apart from a few exemptions. In 2012, the CO2 emission target for aviation is 97 per cent of the historical emissions of the years 2004-2006. From 2013 onwards, this reduction target will be lowered by another 2 per cent. In September 2010, the ICAO Assembly agreed to an exemption clause for market-based measures which could be applied to the EU ETS. Whether this should be the case is a controversial issue on the international political level. Model-based empirical estimations presented in this study indicate significant impacts of the EU ETS on airline costs, airfares and competition within the airline sector: in the year 2020, more than 50 per cent of the required allowances will have to be purchased by the airlines. Assuming an allowance price of 20 € per tonne of CO2, the resulting costs for the aviation sector will amount to about 20,502 million € in 2012-2020. In addition, competitive distortions can be expected if the ICAO exemption clause is introduced to the EU ETS.
Since January 2012, international aviation has been included in the emissions trading scheme of the European Union (EU ETS), in accordance with EU Directive 2009/29 EC. From this year up to (at least) 2020, all flights starting from or landing at European airports are subject to the EU ETS, apart from a few exemptions. In 2012, the CO2 emission target for aviation is 97 per cent of the historical emissions of the years 2004-2006. From 2013 onwards, this reduction target will be lowered by another 2 per cent. In September 2010, the ICAO Assembly agreed to an exemption clause for market-based measures which could be applied to the EU ETS. Whether this should be the case is a controversial issue on the international political level. Model-based empirical estimations presented in this study indicate significant impacts of the EU ETS on airline costs, airfares and competition within the airline sector: in the year 2020, more than 50 per cent of the required allowances will have to be...
Since January 2012, international aviation has been included in the emissions trading scheme of the European Union (EU ETS), in accordance with EU Directive 2009/29 EC. From this year up to (at least) 2020, all flights starting from or landing at European airports are subject to the EU ETS,...
Janina Scheelhaase, Martin Schaefer, Wolfgang Grimme, Sven Maertens -
The paper aims to make the “travel experience” accessible to transport planning in general and public transport service development in particular. This dimension of mobility has so far been neglected by transport planning, while social-science mobility studies have had an analytical rather than practical approach to it. The paper proposes criteria to disaggregate and handle the “travel experience” in public transport development and examines how current industry practices take account of this subject. Media reports were analyzed to classify planning, marketing and customer care initiatives, and 22 case studies were analyzed regarding the organization, implementation and experiences made. The paper concludes that initiatives undertaken so far are mainly considered in terms of their publicity value, rather than their contribution to service development. A wide range of concepts is used at least occasionally, but only part of the experiential needs is targeted.
The paper aims to make the “travel experience” accessible to transport planning in general and public transport service development in particular. This dimension of mobility has so far been neglected by transport planning, while social-science mobility studies have had an analytical rather than practical approach to it. The paper proposes criteria to disaggregate and handle the “travel experience” in public transport development and examines how current industry practices take account of this subject. Media reports were analyzed to classify planning, marketing and customer care initiatives, and 22 case studies were analyzed regarding the organization, implementation and experiences made. The paper concludes that initiatives undertaken so far are mainly considered in terms of their publicity value, rather than their contribution to service development. A wide range of concepts is used at least occasionally, but only part of the experiential needs is targeted.
The paper aims to make the “travel experience” accessible to transport planning in general and public transport service development in particular. This dimension of mobility has so far been neglected by transport planning, while social-science mobility studies have had an analytical rather...
Martin Schiefelbusch -
Peak Hour Avoidance is a relatively new Dutch mobility management measure. To reduce congestion frequent car drivers are given a financial reward for reducing the proportion of trips that they make during peak hours on a specific motorway section. Although previous studies show that employers are not eager to support mobility management measures, employers are nevertheless an important stakeholder. They can provide their employees with alternatives such as other travel times, work locations or travel modes and encourage their use. This paper investigates the attitudes of Dutch employers towards Peak Hour Avoidance. Exploring the factors that influence these attitudes may help to fully utilise employer support. The data from 103 employers were collected through a web questionnaire. A structural equation model on the employer support for Peak Hour Avoidance was estimated. The results demonstrate that the size of the organisation and sector only have an indirect effect on the support for Peak Hour Avoidance. Results reveal that most support for Peak Hour Avoidance can be expected from organisations who feel responsible for influencing the commuting behaviour of employees, that have human resource managers with a positive attitude towards Peak Hour Avoidance, with flexible working times and that have already implemented mobility management measures. The largest contribution to PHA that can be expected from employers is providing employees with flexible working times and encouraging employees to fully utilise this option as an alternative for driving in peak hours. This would not only be beneficial for PHA but for a wide range of mobility management initiatives as well.
Peak Hour Avoidance is a relatively new Dutch mobility management measure. To reduce congestion frequent car drivers are given a financial reward for reducing the proportion of trips that they make during peak hours on a specific motorway section. Although previous studies show that employers are not eager to support mobility management measures, employers are nevertheless an important stakeholder. They can provide their employees with alternatives such as other travel times, work locations or travel modes and encourage their use. This paper investigates the attitudes of Dutch employers towards Peak Hour Avoidance. Exploring the factors that influence these attitudes may help to fully utilise employer support. The data from 103 employers were collected through a web questionnaire. A structural equation model on the employer support for Peak Hour Avoidance was estimated. The results demonstrate that the size of the organisation and sector only have an indirect effect on the...
Peak Hour Avoidance is a relatively new Dutch mobility management measure. To reduce congestion frequent car drivers are given a financial reward for reducing the proportion of trips that they make during peak hours on a specific motorway section. Although previous studies show that employers...
Diana M. Vonk Noordegraaf, Jan Anne Annema -
This article presents a dynamic spatial model of the development of a charging infrastructure for electric vehicles in the German metropolitan region of Stuttgart. The model consists of several sub-models whose functioning and interactions are explained in detail. The first sub-model simulates the time-spatial development of electric vehicle ownership. The output of this module is used by the second component that determines the resulting demand for charging stations. To quantify this demand, the necessary utilisation of charging stations to allow for the profitability of the infrastructure is calculated. A final processing step simulates the mobility of EVs throughout the Region Stuttgart, and thus allows allocating the need for charging stations in space. We used our model to generate several scenarios of the development of a charging infrastructure in the Region Stuttgart until 2020. The main finding of this work is that the number of public charging stations needed for the region in the long run is quite low. If too many charging stations are installed the infrastructure will be under-utilized and thus cannot be operated economically. The simulation runs show that the installation of public charging infrastructure should be focused on the few biggest urban centres of the region. The scenarios also show that publicly accessible charging stations form only a minor part of the overall number of charging stations. Additionally, it can be seen that the exponential growth of electric vehicle ownership, with very few vehicles at the beginning, but large gains after a few years, requires high flexibility from stakeholders involved in the implementation of charging infrastructure for electric vehicles.
This article presents a dynamic spatial model of the development of a charging infrastructure for electric vehicles in the German metropolitan region of Stuttgart. The model consists of several sub-models whose functioning and interactions are explained in detail. The first sub-model simulates the time-spatial development of electric vehicle ownership. The output of this module is used by the second component that determines the resulting demand for charging stations. To quantify this demand, the necessary utilisation of charging stations to allow for the profitability of the infrastructure is calculated. A final processing step simulates the mobility of EVs throughout the Region Stuttgart, and thus allows allocating the need for charging stations in space. We used our model to generate several scenarios of the development of a charging infrastructure in the Region Stuttgart until 2020. The main finding of this work is that the number of public charging stations needed for the...
This article presents a dynamic spatial model of the development of a charging infrastructure for electric vehicles in the German metropolitan region of Stuttgart. The model consists of several sub-models whose functioning and interactions are explained in detail. The first sub-model simulates...
Johannes Wirges, Susanne Linder, Alois Kessler -
Previous empirical studies on Ethiopia identified adequate access to rural roads as one of the key determinants of rural income. However, most of these studies ignored the effect of spatial dimension of road infrastructure on rural income. As a result, the productivity of road reported by these studies is likely to be underestimated by the extent that local equilibrium prices adjust to the stock of local road infrastructure. This paper attempts to partially address the problem by specifying the link between rural roads and household income in the context of a spatial equilibrium framework. The results show that road-induced rural income growth is substantially higher than what was reported by previous studies that used the same dataset. Road-induced factor productivity and returns to land and labour are also found to be the main channels by which better road access enhances rural income.
Previous empirical studies on Ethiopia identified adequate access to rural roads as one of the key determinants of rural income. However, most of these studies ignored the effect of spatial dimension of road infrastructure on rural income. As a result, the productivity of road reported by these studies is likely to be underestimated by the extent that local equilibrium prices adjust to the stock of local road infrastructure. This paper attempts to partially address the problem by specifying the link between rural roads and household income in the context of a spatial equilibrium framework. The results show that road-induced rural income growth is substantially higher than what was reported by previous studies that used the same dataset. Road-induced factor productivity and returns to land and labour are also found to be the main channels by which better road access enhances rural income.
Previous empirical studies on Ethiopia identified adequate access to rural roads as one of the key determinants of rural income. However, most of these studies ignored the effect of spatial dimension of road infrastructure on rural income. As a result, the productivity of road reported by...
Kifle A. Wondemu, John Weiss, John Weiss -
For a special issue of this journal Timmermans (2010) was asked to make critical comments on the suitability of Prospect Theory for travel behaviour research. His article offers a comprehensive overview of all kinds of criticism that one might encounter in the social sciences. When browsing through it during the preparation of an article about the transferability of Prospect Theories’ assumptions I came across a citation of an alleged inferior explanatory performance of Prospect Theory with respect to people’s choices in the TV game ‘Deal or no Deal’. I curiously downloaded the cited working paper and found that the citation was fabricated. Successively I thoroughly reviewed the argumentations in the article and in several references that support them. This revealed more untruthful citations, inaccuracies in the references, fallacies and selective use of empirical evidence. Most remaining critical comments appeared personal opinions without solid theoretical or empirical support. In this paper I present an in-depth discussion of the foundations of the comments in T and a critical examination of the references advanced to support them. It leads me to the conclusion that Timmermans’ criticism is unjust and that the references that underlie it actually support the suitability of Prospect Theory for travel choice modelling. This article might also offer a guideline for a careful interpretation of conclusions as a contribution to an improved peer-review process aimed to block articles contaminated with bad scientific practice.
For a special issue of this journal Timmermans (2010) was asked to make critical comments on the suitability of Prospect Theory for travel behaviour research. His article offers a comprehensive overview of all kinds of criticism that one might encounter in the social sciences. When browsing through it during the preparation of an article about the transferability of Prospect Theories’ assumptions I came across a citation of an alleged inferior explanatory performance of Prospect Theory with respect to people’s choices in the TV game ‘Deal or no Deal’. I curiously downloaded the cited working paper and found that the citation was fabricated. Successively I thoroughly reviewed the argumentations in the article and in several references that support them. This revealed more untruthful citations, inaccuracies in the references, fallacies and selective use of empirical evidence. Most remaining critical comments appeared personal opinions without solid theoretical or empirical...
For a special issue of this journal Timmermans (2010) was asked to make critical comments on the suitability of Prospect Theory for travel behaviour research. His article offers a comprehensive overview of all kinds of criticism that one might encounter in the social sciences. When browsing...
Evert Jan van de Kaa -
I was pleased to see that van de Kaa spelled out my comments on prospect theory and must have spent quite some time tracing back the references and conducting some additional qualitative research. The very purpose of my contribution to the workshop and the paper was to stimulate discussion and it seems to have succeeded in that regard.
I was pleased to see that van de Kaa spelled out my comments on prospect theory and must have spent quite some time tracing back the references and conducting some additional qualitative research. The very purpose of my contribution to the workshop and the paper was to stimulate discussion and it seems to have succeeded in that regard.
I was pleased to see that van de Kaa spelled out my comments on prospect theory and must have spent quite some time tracing back the references and conducting some additional qualitative research. The very purpose of my contribution to the workshop and the paper was to stimulate discussion and...
Harry Timmermans