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A Socio-economic Analysis of Harmonizing the Dimensions of Lorries and Loading Docks in Norwegian Cities – Costs, Benefits and Logistic Efficiency
Get PDFIn several Norwegian cities there exists the potential for increasing the efficiency of cargo deliveries by reducing the time spent on loading and unloading for each delivery. As Norway lacks regulations harmonizing the dimensions of lorries to the dimensions of loading docks, drivers are often forced to load and unload their cargo on-street instead of onto loading docks. On-street unloading leads to increased walking distances for drivers, which increases time spent unloading the delivery and thus the delivery cost. In addition, on-street unloading may affect other road users such as pedestrians, cyclists, cars and public transportation. Harmonization of the dimensions of lorries and loading docks could therefore potentially reduce both delivery costs and external effects. This paper looks into a methodological framework for social cost benefit-analyses of harmonizing the dimensions of lorries and loading docks in urban areas. The framework is universal in the sense that it is valid and can be used for evaluations of measures in different cities, however it is based on local data. The innovative part is that the adapted cost benefit-analyses methodology is used on measures connected to urban freight distribution. Another innovative aspect of using the social cost-benefit methodology is the effects of measures quantified in monetary terms. This makes it possible to rank measures tested and evaluated. The framework is tested on scenarios of current interest to be implemented by using data from the central parts of Oslo, limited by the orbital road, Ring 2. Estimations are made using four scenarios; two for estimating the effects of lorry size restrictions, and two focusing on dimensioning of loading docks. The study revealed a lack of relevant data, especially as regards loading docks. The framework can be used for similar analyses in other city areas, based on local data. An important recommendation for improving the quality of future analyses is to ensure data collection from concrete actions directed at cargo distribution in city areas.publishedVersio
Traffic safety culture among bicyclists - Results from a Norwegian study
Get PDFThis paper reports results from a study of traffic safety culture (TSC) among bicyclists (N = 231) in Oslo, Norway. The aims of the study are to examine whether respondents’ TSC in relation to bicycling is related to the TSC of their peers, and whether respondents’ TSC influences their bicycle accident risk. The study measures TSC among bicyclists as a set of interrelated bicycle safety behaviours and – attitudes that are shared in groups. This study focuses on peer groups, which are operationalized as respondents’ closest friends and colleagues. Results indicate that respondents’ TSCs are associated with those that they ascribe to their peers, and that respondents’ bicycle safety behaviours predict their bicycle accident risk. As respondents’ bicycle safety attitudes not predicted their bicycle accident risk, the role of bicycle safety attitudes as a component of TSC is discussed. Although we have only measured TSC that respondents ascribe to their peers, the study could indicate that TSCs related to bicycling are shared in peer groups. Although more research is needed, the study suggests that the TSC perspective can be applied to non-professional road users in general, and specifically vulnerable road users like bicyclists. Implications for traffic safety interventions are discussed.acceptedVersio
Policy transfer of public transport funding schemes - The case of Norway
Get PDFThis paper assesses the circumstances under which the schemes and models of public transport funding in one country can be applied in another country. Acceptance and similarity are presented as key concepts when considering new PT funding measures. Norway is taken as an illustrative example in exploring the probability that a certain measure will be accepted, and what degree of similarity is necessary, if adopting new funding schemes from other countries is to be successful. Through this approach, we aim to explore how acceptance and similarity interact. We conclude that although in principle it is possible to transfer the funding measures discussed in this paper to the Norwegian setting, they will all encounter different degrees of political and cultural accept. Combining measures by creating policy packages will enable policy makers to balance the weaknesses of one funding measure against the strengths of another. The mere content of a policy package is not the only factor influencing implementation barriers. The context in which the measures are presented can also generate barriers, and thus there is reason to look more closely at the relationship between measure characteristics and context.acceptedVersio
Industrial reorganisation benefits revisited
Get PDFMinken, Harald (2014). Industrial reorganisation benefits revisited. Journal of Transport Economics and Policy (JTEP), 48, 1, January 2014, pp. 53-63(11). https://www.ingentaconnect.com/content/lse/jtep/2014/00000048/00000001/art00004#Transport improvements can give rise to industrial reorganisation benefits. When a monopoly owns all firms and bears the transport costs, these benefits are all captured in a transport cost–benefit analysis (CBA). In the free market case, industrial reorganisation benefits are proportionally larger and can no longer be captured by a transport CBA. We show that the free market has too many firms and too little transport, and is economically inefficient. Preferably, we should eliminate the inefficiency rather than counteract it with transport infrastructure building. A uniform price of the commodity at all locations might do the trick.acceptedVersio
Transport modelling in the context of the 'predict and provide' paradigm
Get PDFThe central concern of this paper is why the traffic-increasing effect of road capacity expansion (induced traffic) is still frequently ignored when preparing decision-support material for proposed infrastructure investments. Earlier research has pointed at ignorance or technical difficulties as likely reasons. This paper offers an additional explanation. Based on an investigation of the opinions of transport modellers, consultants, transport planners and politicians concerning the usefulness, shortcomings and application of forecasting models in transport planning, this paper suggests that transport model forecasts are used in project evaluations primarily to throw light on where and when to build a proposed road infrastructure, not for assessing whether to build it. Since induced traffic is usually not differing so much between the different ‘build’-alternatives, the errors caused by omitting induced traffic in the models are accepted. This way of framing the decision problem is often associated with what has been termed the ‘predict and provide’ paradigm.publishedVersio
Rewarding safe and environmentally sustainable driving: Systematic review of trials
Get PDFThe paper reviews trials designed to reward safe and environmentally sustainable driving. The most common type of trial offered monetary rewards to drivers for not speeding or for reducing mileage. Seven trials were identified. The most successful incentive schemes for reducing speeding were associated with a 60% to 80% reduction of speeding. Trials designed to reduce mileage were not as successful and resulted in mileage reductions of 0% to 10%. Small samples and high attrition rates (i.e., participants dropping out of the study before it was completed) characterized most trials. There is also likely to be self-selection bias, but the size of this bias is difficult to determine. Data for Sweden and Denmark suggest that bias could be substantial. Therefore, the effects found in the trials reported so far reflect what can be accomplished in groups of highly motivated drivers.submittedVersio
Efficiency measurement when producers control pollutants: a non-parametric approach
Get PDFThis paper treats efficiency measurement when some outputs are undesirable and producers control pollutants by end-of-pipe or change-in-process abatement. A data envelopment analysis framework that compares producers with similar pollution control efforts is proposed. First, my approach avoids arbitrary disposability assumptions for undesirable outputs. Second, the model is used to evaluate the interplay between pollution control activities and technical efficiency. I compare my approach to the traditional neo-classical production model that does not incorporate undesirable outputs among outputs, and to Färe et al.’s (Rev Econ Stat 71:90–98, 1989, J Econom 126:469–492, 2005) well-known model that incorporates bads. I evaluate the common assumption in the literature on polluting technologies, that inputs are allocatable to pollution control, and apply U.S. electricity data to illustrate my main point: Although my empirical model specifications are in line with the literature on polluting technologies, they rely on inputs that play an insignificant role in controlling nitrogen oxides (NOx) emissions. Consequentially, there are no reasons to expect the efficiency scores of the traditional model to differ from the efficiency scores of the other two models that account for resources employed to pollution control. Statistical tests show that my model, which explicitly takes pollution control efforts into account, produces efficiency scores that are not statistically different from the traditional model’s scores for all model specifications, while Färe et al.’s model produces significantly different results for some model specifications. I conclude that the popular production models that incorporate undesirable outputs may not be applicable to all cases involving polluting production and that more emphasis on appropriate empirical specifications is needed.acceptedVersio
The turning point in the number of traffic fatalities: Two hypotheses about changes in underlying trends
Get PDFThe number of traffic fatalities reached a peak in many highly motorised countries around 1970. Some previous studies have suggested that the turning point in the number of traffic fatalities was inevitable and did not reflect a change in the underlying trends influencing the number of traffic fatalities. Other studies suggest that trends in traffic growth and fatality rate changed from before to after the turning point. This paper proposes two hypotheses about the turning point in the number of traffic fatalities. One hypothesis is that the long-term trends in traffic growth and fatality rate were the same before and after the turning point. The other hypothesis is that the long-term trends in traffic growth and fatality rate were different before and after the turning point was reached, in particular that the annual percentage decline in fatality rate became greater after the turning point than before. Such a change would suggest that road safety policy became more effective. Analysis of data for six countries (Denmark, Great Britain, Netherlands, Norway, Sweden, United States) lends stronger support to the latter hypothesis than to the former. The lesson for policy makers, in particular in countries where the number of traffic fatalities is still growing, is that they should not expect a turning point to be reached without policy interventions.submittedVersio
Logistics costs in Norway: comparing industry survey results against calculations based on a freight transport model
Get PDFThis paper presents estimates of logistics costs in Norway. Two different methodological approaches are taken: (i) use of the national freight transport model for Norway, in which logistics costs as a share of gross domestic product (GDP) are obtained from national freight flows between municipalities in Norway and from foreign trading partners and (ii) use of a survey of industry representatives, where the results are aggregated to the macro level and yield logistics costs as a share of GDP. The transport model includes detailed cost functions for transport and other logistics cost components along with a module for optimal shipment size, frequency and mode choice. Although the two approaches are quite different, we find almost identical estimates of transport costs. For the other logistics cost components (warehousing, capital costs, insurance, wastage, packaging and administration), the survey-based approach yielded slightly higher estimates, indicating that the freight transport model does not cover all logistics cost components.publishedVersio
Taxi: Different Solutions in Different Segments
Get PDFTaxis are solving a niche in public transport. They provide a door- to- door service, flexible and available to the general public. But in contrast to most public transport they are not subsidized.
Even though the service that they provide is very similar all over the world, taxis are regulated in very different ways. In this paper we will first provide insight into some of the reasons why there are differences. Then we describe the impacts of these differences by developing a typology model of the different market segments. The typology is based on a discussion of different characteristics of market segments and is differentiated by traditional market segments, such as hail, rank, pre-book and contracts, in combination with distinctions based upon geographical and demographical components, such as land use and population density. The typology is further developed by a discussion of how different regulatory regimes can and will be economically optimal in different market segments.
Based on this rather theoretical and economically dominated typology we discuss how other major tasks served by the taxi services will be carried out in different markets. In this discussion we will draw upon a series of empirical studies conducted in different Norwegian regions. In this discussion we will show that real world situations will include elements from two or more of the “ideal solutions”. We conclude by showing both that, and in what way, real world mixed typologies present a challenge both to the regulator and other public authorities who are dependent upon the taxi industry for various services. In addition to the empirical studies the paper will be based on a review of international literature.publishedVersio