Vol 2 No 2/3 (2002)
2002-05-01
Vol 2 No 2/3 (2002)
2002-05-01
Articles
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In this paper the social costs of land use for transport infrastructure are investigated for the
Netherlands. We pay attention to the acquisition costs of land for infrastructure and the
indirect costs of land use caused by transport. The paper gives an overview of the problems
associated with measuring land related costs of transport infrastructure. Estimates are given
of land use (in m2) for various types of transport infrastructure. In addition some of the land
related cost categories are estimated. These costs are allocated to the various transport
modes (cars and trucks of various types, barges, rail, and aircraft) on the basis of their
relative transport kilometres and their passenger car equivalents. We find that direct and
indirect land use equals respectively 7.2% and 1.6% of the total area of the Netherlands.
Indirect land use appears to be especially important for aviation. The importance of indirect
land use is shown by the value of land involved. The economic valuation of the indirect land
use is about 16% of the total land related costs of transport infrastructure.In this paper the social costs of land use for transport infrastructure are investigated for the
Netherlands. We pay attention to the acquisition costs of land for infrastructure and the
indirect costs of land use caused by transport. The paper gives an overview of the problems
associated with measuring land related costs of transport infrastructure. Estimates are given
of land use (in m2) for various types of transport infrastructure. In addition some of the land
related cost categories are estimated. These costs are allocated to the various transport
modes (cars and trucks of various types, barges, rail, and aircraft) on the basis of their
relative transport kilometres and their passenger car equivalents. We find that direct and
indirect land use equals respectively 7.2% and 1.6% of the total area of the Netherlands.
Indirect land use appears to be especially important for aviation. The importance of indirect
land use is shown by the value of land...In this paper the social costs of land use for transport infrastructure are investigated for the
Netherlands. We pay attention to the acquisition costs of land for infrastructure and the
indirect costs of land use caused by transport. The paper gives an overview of the...Frank Bruinsma, Mark Mark Koetse, Piet Rietveld, Ron Vreeker -
Frequency of services and vehicle size are important policy instruments of railway companies. Extending Mohring’s basic ‘square root model’ for frequencies, we arrive at more general formulations for frequency, vehicle size and price under alternative regimes of welfare and profit optimisation. It appears that in the more refined models the frequency response of railway companies with respect to changes in passenger volumes is not far removed from the standard square root result. Analysis of empirical data for the Netherlands shows that the responsiveness of the Dutch railway company in terms of frequency and train size to an increase in demand is low. It is estimated that an increase in the number of passengers of 1% leads to an increase in the supply of capacity of about 0.5 % (a frequency increase of about 0.35 to 0.40% and an increase of vehicle size of about 0.10%). This has important implications for the environmental costs of the railway company. An additional passenger does not lead to a proportional increase in capacity so that the marginal costs are lower than the average costs. It is further demonstrated that policies of keeping frequency and train size constant during the peak and off-peak have adverse effects on the environmental performance of railways.
Frequency of services and vehicle size are important policy instruments of railway companies. Extending Mohring’s basic ‘square root model’ for frequencies, we arrive at more general formulations for frequency, vehicle size and price under alternative regimes of welfare and profit optimisation. It appears that in the more refined models the frequency response of railway companies with respect to changes in passenger volumes is not far removed from the standard square root result. Analysis of empirical data for the Netherlands shows that the responsiveness of the Dutch railway company in terms of frequency and train size to an increase in demand is low. It is estimated that an increase in the number of passengers of 1% leads to an increase in the supply of capacity of about 0.5 % (a frequency increase of about 0.35 to 0.40% and an increase of vehicle size of about 0.10%). This has important implications for the environmental costs of the railway company. An additional...
Frequency of services and vehicle size are important policy instruments of railway companies. Extending Mohring’s basic ‘square root model’ for frequencies, we arrive at more general formulations for frequency, vehicle size and price under alternative regimes of welfare and profit...
Piet Rietveld, Jasper Dekkers, Stefan van Woudenberg -
The paper illustrates the application of three Multiple-Criteria Decision-Making (MCDM)
methods to the problem of the selection of a new hub airport for a hypothetical European
Union (EU) airline assumed to operate within the EU liberalised air transport market. The
three MCDM methods used are SAW (Simple Additive Weighting), TOPSIS (Technique for
Order Preference by Similarity to the Ideal Solution) and AHP (Analytic Hierarchy Process),
and they are applied to a preselected set of alternative airports. The attributes (criteria) are
defined to express the performance of particular alternatives (airports) relevant for a
Decision-Maker (DM), in this case the EU airline in question.
In addition to illustrating the three methods, this application of three different MCDM
methods is intended to lead to a preliminary judgment about their usefulness as
supplementary decision-making tools for eventual practical use. The example in which seven
preselected European airports are ranked according to nine performance criteria, indicates
that all three methods, if applied to the same problem and using the same method for
determining the importance of the different criteria, produce the same resultsThe paper illustrates the application of three Multiple-Criteria Decision-Making (MCDM)
methods to the problem of the selection of a new hub airport for a hypothetical European
Union (EU) airline assumed to operate within the EU liberalised air transport market. The
three MCDM methods used are SAW (Simple Additive Weighting), TOPSIS (Technique for
Order Preference by Similarity to the Ideal Solution) and AHP (Analytic Hierarchy Process),
and they are applied to a preselected set of alternative airports. The attributes (criteria) are
defined to express the performance of particular alternatives (airports) relevant for a
Decision-Maker (DM), in this case the EU airline in question.
In addition to illustrating the three methods, this application of three different MCDM
methods is intended to lead to a preliminary judgment about their usefulness as
supplementary decision-making tools for eventual practical use. The example in which seven
preselected...The paper illustrates the application of three Multiple-Criteria Decision-Making (MCDM)
methods to the problem of the selection of a new hub airport for a hypothetical European
Union (EU) airline assumed to operate within the EU liberalised air transport market. The
three MCDM methods...Milan Janic, Aura Reggiani -
his is the third edition of a well-known textbook. Since the success of the first edition, the number of changes has been kept relatively small. It is a very useful book, both for educational purposes and as a reference. There is a good balance between mathematical rigour and practical recommendations. Models are useless without good data and extensive preliminary descriptive analyses and all these three strands are dealt with extensively. Not only "nice" mathematical models, but also "ugly" brute-force models are treated, the latter well-established with (too?) down-to-earth practitioners, The intricate mathematical detail of every model is avoided to concentrate instead on the basic principles and the identification of each model's strengths and limitations. Finally, there are numerous "philosophical" observations and views on the role of transport in contemporary society by two long -term experienced and wise practitioners. Does anything remain to be desired? Of course. The original version of the book contained quite a number of errors and mistakes, probably to the desperation of beginning scholars. Furthermore, at the end of each chapter a small number of useful exercises is included, but these are definitely not paper - and - pencil exercises, and it is not always clear beforehand which instruments are needed to solve them. Finally, what I would like to see is a more complete description of public transport assignment, because this is not only useful for public transport, but also for wider application as in airline transport and airport choice.
his is the third edition of a well-known textbook. Since the success of the first edition, the number of changes has been kept relatively small. It is a very useful book, both for educational purposes and as a reference. There is a good balance between mathematical rigour and practical recommendations. Models are useless without good data and extensive preliminary descriptive analyses and all these three strands are dealt with extensively. Not only "nice" mathematical models, but also "ugly" brute-force models are treated, the latter well-established with (too?) down-to-earth practitioners, The intricate mathematical detail of every model is avoided to concentrate instead on the basic principles and the identification of each model's strengths and limitations. Finally, there are numerous "philosophical" observations and views on the role of transport in contemporary society by two long -term experienced and wise practitioners. Does anything remain to be desired? Of course. The...
his is the third edition of a well-known textbook. Since the success of the first edition, the number of changes has been kept relatively small. It is a very useful book, both for educational purposes and as a reference. There is a good balance between mathematical rigour and practical...
A.I.J.M van der Hoorn -
This book is based on the Eighth meeting of the International Association for Travel Behavior Research, held in Austin, Texas, in September 1997. IATBR is an active and joined together community2 focused on the improvement of methods aimed at measuring, representing, modelling and forecasting travel behaviour. This community developed in the seventies in reaction to aggregate models and their caveats. In that period, an impetus has been given in three directions: disaggregate approaches, with the project to capture the essence of individual rationality through more and more sophiticated models based on revealed or stated preferences; activity-based approaches, which have clearly demonstrated that analysing travel demand needs to go from trip-based approaches to tour-based and day-based approaches and put on the agenda such questions as the interrelations among persons (of a common household), the need to consider in-home as well as out-of-home activities and to improve dramatically the methods of data collection and mobility measurement; dynamic approaches, with a central message that the focus of the analysis should shift from the state of behaviour to changes in behaviour, with a specific attention to the speed of adjustments; If the three of them have now joined the same community, the book deals only at the margin with the second direction, the dynamic approach, even though a section is devoted to very short term behavioural response in the framework of ITS developments.
This association acts as a home for dissemination and cross fertilization of ideas produced in the field of travel behavior by such disciplines as economics, psychology, sociology, urban planning, geography and transport engineeering. This position ‘across the boundary lines’ is reflected in the diversity of the areas of interest.
Reviewing a six-hundred page, twenty-eight chapter book is always a hard task, not only because choosing between themes and authors is difficult and necessarily unfair, but because the book may also have different audiences, with different interests. Let’s consider, in that respect, what this book is not, and what this book is dealing with.
This book is based on the Eighth meeting of the International Association for Travel Behavior Research, held in Austin, Texas, in September 1997. IATBR is an active and joined together community2 focused on the improvement of methods aimed at measuring, representing, modelling and forecasting travel behaviour. This community developed in the seventies in reaction to aggregate models and their caveats. In that period, an impetus has been given in three directions: disaggregate approaches, with the project to capture the essence of individual rationality through more and more sophiticated models based on revealed or stated preferences; activity-based approaches, which have clearly demonstrated that analysing travel demand needs to go from trip-based approaches to tour-based and day-based approaches and put on the agenda such questions as the interrelations among persons (of a common household), the need to consider in-home as well as out-of-home activities and to improve...
This book is based on the Eighth meeting of the International Association for Travel Behavior Research, held in Austin, Texas, in September 1997. IATBR is an active and joined together community2 focused on the improvement of methods aimed at measuring, representing, modelling and forecasting...
Jean-Pierre Orfeuil