Bilateral Transport Cost, Infrastructure, Common Bilateral Ties and Political Stability.

Los costos de transporte son una de las más importantes fuentes de barreras al comercio. Inspirados por este aspecto, utilizamos un modelo empírico ad-hoc con el fin de examinar los posibles determinantes de los costos de transporte. Utilizando una base de datos de costos de transporte bilaterales para el año 1990, replicamos el trabajo de Limao y Venables (2001) y encontramos que el efecto de su ´índice de infraestructura sobre los costos de transporte no es robusto. Siguiendo a Micco (2004) y Micco y Serebrinzky (2005) calculamos dos ´índices alternativos de infraestructura. Utilizando estos ´índices encontramos que aparte de la distancia, la infraestructura, la estabilidad política, las relaciones bilaterales comunes y los acuerdos de cielos abiertos son otros importantes canales mediante los cuales los costos de transporte pueden reducirse.

Equilibrium existence in the circle model with linear quadratic transport cost

We treat the problem of existence of a location-then-price equilibrium in the circle model with a linear quadratic type of transportation cost function which can be either convex or concave. We show the existence of a unique perfect equilibrium for the concave case when the linear and quadratic terms are equal and of a unique perfect equilibrium for the convex case when the linear term is equal to zero. Aside from these two cases, there are feasible locations by the firms for which no equilibrium in the price subgame exists. Finally, we provide a full taxonomy of the price equilibrium regions in terms of weights of the linear and quadratic terms in the cost function.

Iceberg transport technologies in spatial competition. Hotelling reborn

Transport costs in address models of differentiation are usually modeled as separable of the consumption commodity and with a parametric price. However, there are many sectors in an economy where such modeling is not satisfactory either because transportation is supplied under oligopolistic conditions or because there is a difference (loss) between the amount delivered at the point of production and the amount received at the point of consumption. This paper is a first attempt to tackle these issues proposing to study competition in spatial models using an iceberg-like transport cost technology allowing for concave and convex melting functions.

On Transport Service Selection in Intermodal Rail/Road Distribution Networks

Intermodal rail/road freight transport constitutes an alternative to long-haul road transport for the distribution of large volumes of goods. The paper introduces the intermodal transportation problem for the tactical planning of mode and service selection. In rail mode, shippers either book train capacity on a per-unit basis or charter block trains completely. Road mode is used for short-distance haulage to intermodal terminals and for direct shipments to customers. We analyze the competition of road and intermodal transportation with regard to freight consolidation and service cost on a model basis. The approach is applied to a distribution system of an industrial company serving customers in eastern Europe. The case study investigates the impact of transport cost and consolidation on the optimal modal split.

Transport Development and the Evolution of Economic Geography

In this paper, based on the recent advances in the new economic geography (e.g., Fujita, Krugman and Venables [12]), we analyze impacts of transport costs on the spatial patterns of economic agglomeration. We first identify prototypes from the existing models, and explain the mechanism of how transport costs influence the balance between economic forces of agglomeration and dispersion. We then investigate the transformation of the agglomeration/dispersion patterns given gradually decreasing transport costs for different goods.

Transport costs, distance, and time : evidence from the Japanese Census of Logistics

Geographic distance is a standard proxy for transport costs under the simple assumption that freight fees increase monotonically over space. Using the Japanese Census of Logistics, this paper examines the extent to which transport distance and time affect freight costs across shipping modes, commodity groups, and prefecture pairs. The results show substantial heterogeneity in transport costs and time across shipping modes. Consistent with an iceberg formulation of transport costs, distance has a significantly positive effect on freight costs by air transportation. However, I find the puzzling results that business enterprises are likely to pay more for short-distance shipments by truck, ship, and railroad transportation. As a plausible explanation, I discuss aggregation bias arising from freight-specific premiums for timely, frequent, and small-batch shipments.

Analysis of transport costs for energy crops for use in biomass pyrolysis plant networks

Fast pyrolysis of biomass produces a liquid bio-oil that can be used for electricity generation. Bio-oil can be stored and transported so it is possible to decouple the pyrolysis process from the generation process. This allows each process to be separately optimised. It is necessary to have an understanding of the transport costs involved in order to carry out techno-economic assessments of combinations of remote pyrolysis plants and generation plants. Published fixed and variable costs for freight haulage have been used to calculate the transport cost for trucks running between field stores and a pyrolysis plant. It was found that the key parameter for estimating these costs was the number of round trips a day a truck could make rather than the distance covered. This zone costing approach was used to estimate the transport costs for a range of pyrolysis plants size for willow woodchips and baled miscanthus. The possibility of saving transport costs by producing bio-oil near to the field stores and transporting the bio-oil to a central plant was investigated and it was found that this would only be cost effective for large generation plants.

Are transitions in human gait determined by mechanical, kinetic or energetic factors?

It is currently unclear whether it is the need to maintain metabolic efficiency, the need to keep skeletal loading below critical force levels, or simple mechanical factors that drive the walk-to-run (W R) and run-to-walk (R-W) transitions in human gait. Eighteen adults (9 males and 9 females) locomoted on an instrumented treadmill using their preferred gait. Each completed 2 ascending (W-R) and 2 descending (R-W) series of trials under three levels of loading (0%, 15% and 30% body weight). For each trial, participants locomoted for 60 s at each of 9 different speeds -4 speeds both above and below their preferred transition speed (PTS) plus their PTS. Evidence was sought for critical levels of key kinetic (maximum vertical force, impulse, first peak force, time to first peak force and maximum loading rate), energetic (oxygen consumption, transport cost) and mechanical variables (limb lengths, strength) predictive of the gait transition. Analyses suggested the kinetic variables of time to first peak force and loading rate as the most likely determinants of the W-R and R-W transitions. (C) 2003 Elsevier Science B.V. All rights reserved.

La reducción de los costes de transporte en España (1800-1936)

This paper describes the improvement that took place in the Spanish transport system between 1800 and 1936. The text points out that, despite the investment efforts that were carried out between 1840 and 1855, the process of transport cost reduction only experienced substantial progress after 1855. The largest transport cost decrease of the period under consideration took place during the three decades between 1855 and the great depression of the late nineteenth century, through the substitution of the railroad for the traditional transport means in the main routes of the country, as well as through the gradual reduction of the price of railway transport. The process went on more slowly later on, thanks to the construction of additional raillway lines (until 1895) and the enlargement of the secondary road network. The process of transport cost reduction accelerated again from the 1920s onwards, thanks to the diffusion of the automobile technology.

Financial and Environmental Impacts of a Dry Port to Facilitate Competitiveness of Two Major Transit Seaports of Finland

Environmental problems and issues have received more and more attention during the last decades. Reasons for this are different increased external costs such as congestion, CO2 emission, noise and accident costs. Transportation sector is the only sector with increasing external costs. The EU will increase its attention in decreasing the external costs of transport. Aim of this research was to find out if a dry port solution could decrease costs of transport, especially external costs. Dry port concept is an intermodal transport system, where inland transport between port and dry port is performed by rail transport instead of traditional road transport. In addition, dry ports offer similar services as ports. Research is conducted by performing a literature review about dry port concept and costs of transport, especially external costs of transport. Financial and environmental impacts of the dry port concept are studied by comparing costs of road and rail transport by cost accounting and with a simulation model. Location of dry port is researched with gravitational models. Results of the literature review are that rail transport is environmentally friendlier mode of transport than road transport. Cost model and simulation model show that if only costs of freight movement are considered, rail transport is more inexpensive transport mode than road transport in terms of internal and external costs. Because of that dry port concept could decrease costs of transport, especially external costs. Results of gravitational models are that city of Kouvola is in a good position to be a dry port. Russian transit traffic through Finland improves location of Kouvola to be a dry port.

BIOMASS SUPPLY CHAIN ANALYSIS WITH DENSIFIED WASTE

ABSTRACT The possibility to vary the energy matrix, thus reducing the dependency on fossil fuels, has amplified the acceptance of biomass as an alternative fuel. Despite being a cheap and renewable option and the fact that Brazil is a major producer of waste from agriculture and forestry activities, the use of these materials has barriers due to its low density and low energetic efficiency, which can raise the costs of its utilization. Biomass densification has drawn attention due to its advantage in comparison to in natura biomass due to its better physical and combustion characteristics. The objective of this paper is to evaluate the impact of biomass densification in distribution and transport costs. To reach this objective, a mathematical model was used to represent decisions at a supply chain that coordinates the purchase and sale of forestry and wood waste. The model can evaluate the options to deliver biomass through the supply chain combining demand meeting and low cost. Results point to the possibility of an economy of 60% in transport cost and a reduction of 63% in the required quantity of trucks when densified waste is used. However, costs related to the densifying process lead to an increase of total supply costs of at least 37,8% in comparison to in natura waste. Summing up, the viability of biomass briquettes industry requires a cheaper densification process.

Essais sur des questions internationales en économie des ressources naturelles

Cette thèse s'articule autour de trois essais portant sur des questions internationales en économie des ressources naturelles. Le premier essai examine la production et l'échange des ressources non-renouvelables dans un modèle spatial et souligne le rôle de la superficie des pays et du coût des transports dans la détermination du sens de l'échange. Le deuxième essai considère le tarif d'extraction de la rente de rareté liée aux ressources naturelles non-renouvelables avec le modèle spatial développé dans premier essai. Le cadre spatial (plus général) permet de représenter des pays qui sont à la fois importateurs et producteurs de la ressource, ce qui n'est pas possible dans les modèles traditionnels de commerce international où les pays sont traités comme des points (sans dimension). Le troisième essai aborde la question des droits de propriétés sur les zones maritimes et examine l'allocation d'une population de pêcheurs entre les activités productives et non-productives dans une communauté côtière. Le premier chapitre propose un modèle spatial de commerce international des ressources non-renouvelables. Le cadre spatial considère explicitement la différence de taille géographique (superficie) entre les pays et permet ainsi de tenir compte du fait que les gisements naturels et leurs utilisateurs soient dispersés dans l'espace, même à l'intérieur d'un pays. En utilisant un modèle spatial à la Hotelling, nous examinons l'évolution dans le temps du sens de l'échange entre deux pays (ou régions) qui diffèrent du point de vue de leur technologie de production, de leur superficie et de leur dotation en gisement d'une ressource naturelle non-renouvelable. Le chapitre met en évidence le rôle de la taille géographique dans la détermination du sens de l'échange, à côté des explications traditionnelles que sont l'avantage comparatif et les dotations des facteurs. Notre analyse est fondamentalement différente des autres contributions dans la littérature sur le commerce international des ressources naturelles parce qu'elle souligne l'importance de la taille géographique et du coût de transport par rapport à d'autres facteurs dans la détermination des flux de ressource à l'équilibre. Le coût unitaire de transport joue un rôle capital pour déterminer si la différence de superficie entre les pays influence le sens de l'échange à l'équilibre plus que les autres facteurs. Le chapitre discute aussi du caractère régional des échanges qui a été observé pour certaines ressources telles que le minerai de fer et la bauxite. Le chapitre deux aborde la question de la répartition de la rente de rareté liée aux ressources naturelles non-renouvelables entre les pays producteurs et les pays consommateurs. Cette question a été abordée dans la littérature sous une hypothèse quelque peu restrictive. En effet, dans la plupart des travaux portant sur ce sujet le pays importateur est automatiquement considéré comme dépourvu de gisement et donc non producteur de la ressource. Pourtant la réalité est qu'il existe des ressources pour lesquelles un pays est à la fois producteur et importateur. Le cadre d'analyse de ce second essai est le modèle spatial développé dans le premier essai, qui permet justement qu'un pays puisse être à la fois importateur et producteur de la ressource. Le pays importateur détermine alors simultanément le tarif optimal et le taux d'extraction de son propre stock. Nous montrons que le tarif optimal croît au taux d'intérêt et de ce fait, ne crée aucune distorsion sur le sentier d'extraction de la ressource. Le tarif optimal permet de récupérer toute la rente lorsque le pays exportateur ne consomme pas la ressource. Néanmoins, la possibilité pour le pays exportateur de consommer une partie de son stock limite la capacité du pays importateur à récupérer la rente chez le pays exportateur. La présence de gisements de la ressource dans le pays importateur réduit la rente du pays exportateur et de ce fait renforce la capacité du pays importateur à récupérer la rente chez le pays exportateur. Le tarif initial est une fonction décroissante du stock de ressource dans le pays importateur. Cet essai aborde également la question de la cohérence dynamique du tarif obtenu avec la stratégie en boucle ouverte. Le troisième chapitre examine un problème d'allocation de l'effort entre les activités productives (par exemple la pêche) et les activités non productives (par exemple la piraterie maritime) dans une population de pêcheurs. La répartition de la population entre les activités de pêche et la piraterie est déterminée de façon endogène comme une conséquence du choix d'occupation. Nous établissons l'existence d'une multiplicité d'équilibres et mettons en évidence la possibilité d'une trappe de piraterie, c'est-à-dire un équilibre stable où une partie de la population est engagée dans les actes de piraterie. Le modèle permet d'expliquer l'augmentation significative des attaques de piraterie dans le Golfe d'Aden au cours des dernières années. Le chapitre discute aussi des différents mécanismes pour combattre la piraterie et souligne le rôle crucial des droits de propriété.

Análisis de resultados logísticos en transporte marítimo de perecederos: buscando la aceptación plena del sector floricultor Colombiano de nuevas formas de exportación

Con el ánimo de lograr que Colombia sea competitivo en la exportación de productos agrícolas a nivel mundial, se realizó el programa MERLIN (Métodos de reinvención logística de agro exportación), apoyado entre otras entidades por el Banco de Desarrollo de América Latina-CAF, el cual tenía por objetivo principal demostrar que algunos productos agrícolas podrían ser enviados al exterior vía marítima, beneficiando al productor, al exportador y al consumidor, teniendo en cuenta que el costo de transporte es el factor que más impacta al precio final del producto. Es así como este trabajo de investigación, busca mostrar los resultados para las exportaciones realizadas por la vía marítima, frente a la vía aérea, que se han dado desde el año 2009 y principalmente demostrar a los principales actores del sector floricultor colombiano, que la vía marítima para la exportación puede ser confiablemente utilizada, manteniendo la excelente calidad del producto, disminuyendo los costos de transporte para ese importante sector en Colombia y fomentando la el desarrollo de puertos marítimos en el país.

Desenvolvimento de programa computacional aplicado ao empacotamento do palhiço de cana-de-açúcar

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)

Redução do volume de vinhaça através do processo de evaporação

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)