ECONOMIA DOS TRANSPORTES

Thredbo 14 Conference Sunday 30 August to Thursday 3 September 2015 The 14th International Conference on Competition and Ownership in Land Passenger Transport (Thredbo 14) will be held at the Ritz-Carlton Hotel in Santiago, Chile. To keep up-to-date with conference developments please subscribe to our mailing list. Local Organizing Committee Juan Carlos Munoz, Pontificia Universidad Católica de Chile Felipe Delgado, Pontificia, Universidad Católica de Chile Patricia Galilea, Pontificia, Universidad Católica de Chile Luis Gutiérrez, Asociación Latino-Americana de Sistemas Integrados y BRT Dario Hidalgo, Embarq Hector Moya, Asociación de Concesionarios de Transporte Urbano Laurel Paget-Seekins, Pontificia Universidad Católica de Chile and Massachusetts Bay Transit Authority Lake Sagaris, Pontificia Universidad Católica de Chile and Ciudad Viva Carolina Simonetti, Dirección de Transporte Público Meropolitano Ignacia Torres, Pontificia Universidad Católica de Chile

This paper presents the cost-benefit methodology used in the appraisal of railway infrastructure in Norway, Sweden, Denmark, the UK, France, Germany and Switzerland. The consequences of differences in methodology are illustrated by a case-study undertaken with the methodology from each of the seven countries. Differences in methodology means that results from the analyses are far from similar. The case project has a positive net present value based on Swiss and British methodology, but negative net present value using methodology from any of the other five countries.

"The spatial structure of transport network is subject to increasing returns in transportation, distance and density economies. Transport costs between locations are thus in general endogenous, and are determined by the interaction between the spatial distribution of transport demand and these increasing returns, although such interdependence has long been ignored in regional models. By using a simple model, the present article investigates the characteristics of viable hub structures (in terms of spacing and hierarchical relations) given the presence of density and distance economies in transportation"

"Overview This Course examines the evolution and uptake of contemporary mobility systems. Individual sessions will explore emerging contemporary mobility cultures in different global regions, diffusion and new perspectives on the role of technology in changing behaviours and energy reduction, and the sociocultural dynamics of behaviour change. The course additionally offers an overview of new and emerging smart technologies and behavioural intervention programmes and provides insights into current projects and initiatives across the globe. Key speakers include: Prof. Jan Rottmans (Dutch Institute for Transitions); Hank Dittmar (Princes Foundation; Dr. Lorraine Marsh (Cardiff University); Dr. Jillian Anable (Aberdeen University) The New Technologies and Changing Behaviours Course is a part of the Leadership Programme on Global Challenges in Transport Programme. This comprises six three-day courses that stand independently, but are complementary, forming a coherent whole. Each course is certified and fully CPD-accredited by the Chartered Institute for Transport and Logistics (UK). Delegates can register for any number of courses, and when all six are booked at the same time the final one is free. Organisations making multiple bookings for their staff should enquire about our group discounts - please email Dr. Karen Lucas for further information. To top/display all Certification Each course of the Oxford Leadership Programme is accredited by CILT (UK) for 25 hours Continuing Professional Development (CPD). The full Programme is accredited for 90 hours CPD, which can be used to support applications for CILT Chartered Membership, or for upgrading existing CILT Membership to Fellowship status. CILT is the pre-eminent independent professional body for individuals associated with logistics, supply chains and transport throughout their careers. As part of its mission, CILT aims to facilitate the development of personal and professional excellence, and to encourage the d

" A few days before European Mobility Week, sustainable-mobility.org reviews the latest trends in sustainable mobility. Raising citizens' awareness of car pooling Car pooling will be one of the major themes of this eleventh edition of European Mobility Week. Eight out of ten French people use their car as their principal means of transport but, for 80% of their journeys, they are in general travelling alone. It's due to this fact that the car-pooling trend has developed so strongly over the past years. Today, the 3 million French people practising it on a daily basis benefit from the following advantages: a sense of greenness, savings and conviviality. A sector showing strong growth Around 200 services now exist in France to support and link up car-pooling users. Among the most popular is the covoiturage.fr website, which presents some promising figures: on the first weekend of August, 350,000 French people used it to search for a journey. These Internet sites enable car owners to get in touch with those who, on the contrary, are looking for a cheap means of transport. However, an increasing number of services are now charging commission for each journey, so as to establish a long-term business model. Who are "car sharers"? This week, the American website SmartPlanet tries to answer this question: who uses car sharing and in which districts do they live? According to a study carried out in Vancouver, car sharing is most popular in fact in the zones best served by public transport. Indeed, inhabitants can more easily think about leaving their cars behind in these areas in order to favour using a combination of public transport and car sharing. On the contrary, in areas that are further removed from town centres and that have less frequent transport links, buying a car still seems inevitable for many inhabitants. For everyone else, it's time for eco-driving! For those who are holding onto their car, eco-driving remains the ideal way to reduce both their

"US Parking Reform 101 (four short videos) Want a crash course on parking reform? Then check out these short videos on parking policy and parking reform. There are four, and each is only five minutes in length. Entitled 'Smart Parking', they were produced by the Nelson\Nygaard consulting firm for the San Francisco Bay Area's Metropolitan Transportation Commission (MTC). They are narrated by N\N parking expert, Jeffrey Tumlin. They provide an excellent introduction to parking issues. Well done! They are especially relevant for North America but should be useful even you are in India or Brazil of South Africa."

"Publication Topics The following topics are divided into two categories. Research Reports are copies of original research completed by MTI research associates. Summit and Forum Reports are proceedings of meetings where particular transportation issues were addressed. You may download the PDF or HTML of any of these reports at no cost. If you wish to have a hard copy, please contact MTI at mineta-institute@sjsu.edu. Some older reports are available only as hard copies. Ordering Hard Copies Hard copies of MTI publications can be obtained by emailing a request to karen.philbrick@sjsu.edu Please specify the report title, author name, and report number. There may be a small charge for the report and/or shipping"

Over the years, most of the firms have focused their attention to the effectiveness and efficiency of separate business functions. As a new way of doing business, however, a growing number of firms have begun to realize the strategic importance of planning, controlling, and designing a supply chain as a whole. In an effort to help firms capture the synergy of inter-functional and inter-organizational integration and coordination across the supply chain and to subsequently make better supply chain decisions, this paper synthesizes past supply chain modeling efforts and identifies key challenges and opportunities associated with supply chain modeling. We also provide various guidelines for the successful development and implementation of supply chain models.

"Solving the Epidemic of Preventable Pedestrian Deaths The decades-long neglect of pedestrian safety in the design and use of American streets is exacting a heavy toll on our lives. In the last decade, from 2000 through 2009, more than 47,700 pedestrians were killed in the United States, the equivalent of a jumbo jet full of passengers crashing roughly every month. On top of that, more than 688,000 pedestrians were injured over the decade, a number equivalent to a pedestrian being struck by a car or truck every 7 minutes. Despite the magnitude of these avoidable tragedies, little public attention - and even less in public resources - has been committed to reducing pedestrian deaths and injuries in the United States. On the contrary, transportation agencies typically prioritize speeding traffic over the safety of people on foot or other vulnerable road users. Nationwide, pedestrians account for nearly 12 percent of total traffic deaths. But state departments of transportation have largely ignored pedestrian safety from a budgetary perspective, allocating only about 1.5 percent of available federal funds to projects that retrofit dangerous roads or create safe alternatives."

Designed to be used on its own or as a companion volume to the American Cities and Technology textbook. Chronologically, this volume ranges from the earliest technological dimensions of Amerindian settlements to the 'wired city' concept of the 1960s and internet communications of the 1990s.Its focus extends beyond the US to include telecomunications in Asian cities in the late 20th century. The topics covered: * the rise of the skyscraper *the coming of the automobile age * relations between private and public transport * the development of infrastructural technologies and systems * the implications of electronic communications * the emergence of city planning. « Menos

"Donald Shoup Takes San Francisco Solving the vexing parking problem. Posted March 20, 2012 Print This Post * 3 comments Every so often during his tenure as mayor of New York, Michael Bloomberg has tried to push through congestion pricing, in which drivers would have to pay to use city streets in Midtown and Lower Manhattan. That's a popular solution to chronic overcrowding but, like drinking coffee to try to cure a hang over, it doesn't really get to the heart of the matter. More intervention usually doesn't solve the problems that were themselves the result of a prior intervention. Let me explain. Last year I had the opportunity to participate in an online discussion over at Cato Unbound. It focused on Donald Shoup's book The High Cost of Free Parking, which looks at the consequences of not charging for curbside parking. If you've ever tried to find a parking spot on the street in a big city, especially on weekdays, you know how irritating and time-consuming it can be. It may not top your list of major social problems, except perhaps when you're actually trying to do it. In fact, according to Shoup about 30 percent of all cars in congested traffic are just looking for a place to park. The problem though is not so much that there are too many cars, but that street parking is "free." Except, of course, it isn't free. What people mean when they say that some scarce commodity is free is that it's priced at zero. Some cities, such as London, Mayor Bloomberg's inspiration, charge for entering certain zones during business hours - with some success. (As well as unintended consequences: People living in priced zones pay much less for parking and higher demand has driven central London's real-estate prices, already sky high, even higher). But this doesn't really address what may be the main source of the problem: the price doesn't reflect supply and demand. The same kind of chronic congestion will occur with any fixed resource in high d

When I explain public goods to students I explain 2 basic traits:  Public goods are non-rival and non-excludable.  Non-rival just means that if I consume the good it doesn't prevent you from consuming it.  Think clean air.  Non-excludable just means that the supplier of whatever it is we're talking about can't prevent you from consuming it once it is supplied.  Think national defense.  At this point I usually ask the class to think about the types of goods that local governments pay for that would fit the definition of public goods.  Invariably, someone says roads. But are roads really public goods?  Sure they are usually publicly provided, but should they be?  Usually, public funds are used to supply public goods because private firms can't profit from providing the good.  If I can't prevent you from consuming national defense once it is supplied, what incentive do I have to provide it?  But roads are neither non-rival nor non-excludable--take a minute to figure out all those negatives.  Let me say it this way.  Roads are excludable and in some cases rival.  Toll booths act to exclude drivers from certain sections of roads and as roads become more congested, my driving on a particular road may prohibit--or at least slow--your driving on the same road.  So, if roads don't have any of the characteristics of a public good, why do we use public funds to supply them? It looks like politicians are starting to ask the same questions.  From the AP via the Columbus Dispatch: Indiana officials hope to sign a lease this spring with a Spanish-Australian partnership that would operate [I-90] for a profit for the next 75 years. The company would keep all toll revenue. In return, it would be responsible for maintenance, improvements and other operating costs, and would pay the state $3.85 billion up front - money that would go toward other road and bridge projects. [...] Privately operated toll roads are slowly catching on in the United

"As Adam has previously pointed out, no transportation investment is a public good. The two characteristics that define public goods are nonexcludability and nonrivalrous consumption. Bike shares are perfectly rivalrous and excludable. Because no more than one  person (maybe two people) can ride a bike at a time, bicycles are lower on the public good scale than transit or roads."

So what is Adaptive Parking? I suggest the name 'Adaptive Parking' for various parking policy reforms that focus on increasing the market responsiveness of our parking systems. 

Beyond parking benefit districts Posted: 11 Aug 2012 01:11 AM PDT Emily Washington at the Market Urbanism blog has been doing a book club style review of Donald Shoup's book, The High Cost of Free Parking. It has been a useful process! If you are new to Shoup's parking reform ideas, please take a look right now at the whole series, which can be found here: Chapters 1 - 4, Chapters 5 - 9, Chapters 10 - 14, Chapters 16 - 18, and Chapters 19 - 22. She wrapped up the other day, with the Preface and Afterword to the paperback edition In these two chapters, which Donald Shoup added for the paperback edition of the book, he discusses some of the changes in parking policy since the original edition in 2004. He also reiterates his three prescriptions for saner parking policy: 1) Set the right price for curb parking; 2) Return parking revenue to pay for local public services; 3) Remove parking minimum requirements. She also shared some final thoughts, which I want to take up with this post.  To reiterate, I highly recommend the entire book. I am in complete agreement with Shoup on his first and third recommendations for parking policy, and he clearly and persuasively makes the case for these two arguments. However, the more I think about it, the more I think that his recommendation of parking revenue benefit districts might not be the best solution, even though it would be much better than the status quo. Yes, this policy has successfully built support for performance pricing in some neighborhoods. However, I think that tax abatement districts would build even more support. ... Property taxes are particularly unpopular, and I think abatement would be sufficient to build support for parking prices that eliminate cruising. As Shoup says, charging higher meter rates is not about increasing cities' revenue, but rather about eliminating curb parking shortages. By giving the increases in revenue back to the residents who are paying these higher rate

Birkhäuser, 2006 - 354 páginas Recent years have seen a great variety of applications of DEA (Data Envelopment Analysis) for use in evaluating the performances of many different kinds of entities engaged in many different activities in many different contexts in many different countries. One reason is that DEA has opened up possibilities for use in cases which have been resistant to other approaches because of the complex (often unknown) nature of the relations between multiple inputs and multiple outputs involved in many of these activities (which are often reported in non-commeasurable units). Examples include the maintenance activities of U.S. Air Force bases in different geographically locations, or police forces in England and Wales as well as performances of branch banks in Cyprus and Canada and the efficiency of universities in performing their education and research functions in the U.S., England, and France. These kinds of applications extend to evaluating the performance of cities, regions and countries with many different kinds of inputs and outputs that include "social" and "safety-net" expenditures as inputs and various "quality-of-life" dimensions as outputs which, in turn, have led to dealing with important issues such as identifying sites for new locations (away from Tokyo) for the capital of Japan. Introduction to Data Envelopment Analysis and Its Uses: With DEA-Solver Software and References has been carefully designed by the authors to provide a systematic introduction to DEA and its uses as a multifaceted tool for evaluating problems in a variety of contexts. The authors have been involved in DEA's development from the beginning. William Cooper (with Abraham Charnes and Edwardo Rhodes) is a founder of DEA. Lawrence Seiford and Kaoru Tone have been actively involved as researchers and practitioners from its earliest beginnings. All have been deeply involved in uses of DEA in practical applications as well as in the development of its basic theor