Increasing pollution, congestion of roads and worries about the spatial and environmental impacts... more Increasing pollution, congestion of roads and worries about the spatial and environmental impacts of road transports have promoted the idea of transferring part of freight transportation from roads to railways and waterways. Given the limited density of these two modes' networks, this policy implies necessarily the development of inter-modal transports. But their operation on a large scale is meeting several problems : the additional cost of transferring the commodities from one mode or means to another, the size of investments in new technology equipment for terminals, specialized rolling stock and information systems, the involvement of several intermediaries plus the control and management of safety and reliability of the services. In the past, many innovative plans and projects for bundling and transshipping were developed, but many plans were abandoned, and despite a steady growth of inter-modal transports, the results obtained are still limited. At the present time, the m...
ABSTRACT The paper presents a detailed comparative review of price/cost elasticity estimates publ... more ABSTRACT The paper presents a detailed comparative review of price/cost elasticity estimates published in a number of studies on multi-mode freight transport demands. It attempts to determine which factors could explain the wide diversity of estimates: data aggregation, diversity of markets, and methodology. It also presents new estimates for rail, road, and waterway modes, derived from a multimodal freight network model of the Rhine area market. Direct and cross-elasticities are estimated for 11 groups of commodities and per distance category. The results are critically assessed by comparison with the reviewed studies. The paper concludes with a few recommendations about meaningful uses of existing estimates and the need for additional experiments with different methodologies applied on a common data basis.
AbstractThis paper presents a methodology able to compare road and rail-road intermodal market ar... more AbstractThis paper presents a methodology able to compare road and rail-road intermodal market areas that takes the network structures, the operation costs and the location of the rail-road terminals into account. A particular way to model rail-road transport on hub-and-spoke networks is outlined and illustrated on the trans-European networks. The market area of an optimal eight hubs network configuration is presented both for the p-hub median and the p-hub centre problem. This is followed by a discussion about the evolution of the market area according to the number and locations of the implemented hubs.This paper presents a methodology able to compare road and rail-road intermodal market areas that takes the network structures, the operation costs and the location of the rail-road terminals into account. A particular way to model rail-road transport on hub-and-spoke networks is outlined and illustrated on the trans-European networks. The market area of an optimal eight hubs network configuration is presented both for the p-hub median and the p-hub centre problem. This is followed by a discussion about the evolution of the market area according to the number and locations of the implemented hubs.ResumenEste artículo presenta una metodología capaz de comparar áreas de mercado por carretera o intermodales carretera-ferrocarril y que tiene en cuenta las estructuras de la red, los costos operativos y la ubicación de los terminales de ferrocarril-carretera. Se esboza e ilustra un modo en particular de modelizar el transporte por ferrocarril-carretera en redes estrella de eje y radios. Se muestra el área de mercado de una configuración de red óptima de ocho ejes tanto para la mediana del eje-p como para el problema de centro de eje-p. Le sigue una discusión sobre la evolución del área de mercado de acuerdo al número y localización de los ejes implementados.Este artículo presenta una metodología capaz de comparar áreas de mercado por carretera o intermodales carretera-ferrocarril y que tiene en cuenta las estructuras de la red, los costos operativos y la ubicación de los terminales de ferrocarril-carretera. Se esboza e ilustra un modo en particular de modelizar el transporte por ferrocarril-carretera en redes estrella de eje y radios. Se muestra el área de mercado de una configuración de red óptima de ocho ejes tanto para la mediana del eje-p como para el problema de centro de eje-p. Le sigue una discusión sobre la evolución del área de mercado de acuerdo al número y localización de los ejes implementados.
Increasing pollution, congestion of roads and worries about the spatial and environmental impacts... more Increasing pollution, congestion of roads and worries about the spatial and environmental impacts of road transports have promoted the idea of transferring part of freight transportation from roads to railways and waterways. Given the limited density of these two modes' networks, this policy implies necessarily the development of inter-modal transports. But their operation on a large scale is meeting several problems : the additional cost of transferring the commodities from one mode or means to another, the size of investments in new technology equipment for terminals, specialized rolling stock and information systems, the involvement of several intermediaries plus the control and management of safety and reliability of the services. In the past, many innovative plans and projects for bundling and transshipping were developed, but many plans were abandoned, and despite a steady growth of inter-modal transports, the results obtained are still limited. At the present time, the m...
ABSTRACT The paper presents a detailed comparative review of price/cost elasticity estimates publ... more ABSTRACT The paper presents a detailed comparative review of price/cost elasticity estimates published in a number of studies on multi-mode freight transport demands. It attempts to determine which factors could explain the wide diversity of estimates: data aggregation, diversity of markets, and methodology. It also presents new estimates for rail, road, and waterway modes, derived from a multimodal freight network model of the Rhine area market. Direct and cross-elasticities are estimated for 11 groups of commodities and per distance category. The results are critically assessed by comparison with the reviewed studies. The paper concludes with a few recommendations about meaningful uses of existing estimates and the need for additional experiments with different methodologies applied on a common data basis.
AbstractThis paper presents a methodology able to compare road and rail-road intermodal market ar... more AbstractThis paper presents a methodology able to compare road and rail-road intermodal market areas that takes the network structures, the operation costs and the location of the rail-road terminals into account. A particular way to model rail-road transport on hub-and-spoke networks is outlined and illustrated on the trans-European networks. The market area of an optimal eight hubs network configuration is presented both for the p-hub median and the p-hub centre problem. This is followed by a discussion about the evolution of the market area according to the number and locations of the implemented hubs.This paper presents a methodology able to compare road and rail-road intermodal market areas that takes the network structures, the operation costs and the location of the rail-road terminals into account. A particular way to model rail-road transport on hub-and-spoke networks is outlined and illustrated on the trans-European networks. The market area of an optimal eight hubs network configuration is presented both for the p-hub median and the p-hub centre problem. This is followed by a discussion about the evolution of the market area according to the number and locations of the implemented hubs.ResumenEste artículo presenta una metodología capaz de comparar áreas de mercado por carretera o intermodales carretera-ferrocarril y que tiene en cuenta las estructuras de la red, los costos operativos y la ubicación de los terminales de ferrocarril-carretera. Se esboza e ilustra un modo en particular de modelizar el transporte por ferrocarril-carretera en redes estrella de eje y radios. Se muestra el área de mercado de una configuración de red óptima de ocho ejes tanto para la mediana del eje-p como para el problema de centro de eje-p. Le sigue una discusión sobre la evolución del área de mercado de acuerdo al número y localización de los ejes implementados.Este artículo presenta una metodología capaz de comparar áreas de mercado por carretera o intermodales carretera-ferrocarril y que tiene en cuenta las estructuras de la red, los costos operativos y la ubicación de los terminales de ferrocarril-carretera. Se esboza e ilustra un modo en particular de modelizar el transporte por ferrocarril-carretera en redes estrella de eje y radios. Se muestra el área de mercado de una configuración de red óptima de ocho ejes tanto para la mediana del eje-p como para el problema de centro de eje-p. Le sigue una discusión sobre la evolución del área de mercado de acuerdo al número y localización de los ejes implementados.
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