The World Bank
Mustafa Zakir Hussain, Editor
With case studies prepared by Booz Allen Hamilton
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Showing posts with label Airports. Show all posts
Showing posts with label Airports. Show all posts
Sunday, April 15, 2012
Investment in Air Transport Infrastructure: Guidance for developing private participation
PPIAF
The World Bank
Mustafa Zakir Hussain, Editor
With case studies prepared by Booz Allen Hamilton
This paper discusses the development of appropriate private sector participation (PSP) to optimize the provision of air transport infrastructure (ATI). It is aimed primarily at government policy makers in low- and mid It is aimed primarily at government policy makers in low- and middle-income countries and their advisors. This paper answers a number of questions, including the following: When is it appropriate to allocate the responsibilities involved in ATI provision to private firms rather than continue to allocate them to governments and their agencies? If policy makers decide to vest certain responsibilities with private firms, what considerations are important during this allocation process? How is it best to achieve the transition, and what kinds of private firms should be involved?
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The World Bank
Mustafa Zakir Hussain, Editor
With case studies prepared by Booz Allen Hamilton
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Airport Economics in Latin America and the Caribbean: Benchmarking, regulation and pricing
World Bank
Directions in development - Infrastructure
Tomás Serebrisky
January 2012
Traditionally, air transport infrastructure in Latin America and the Caribbean (LAC) was exclusively under government ownership and management. Starting in the late 1990s, several Latin American countries implemented innovative public-private partnerships (PPP) that transferred the financing and management of air transport sector infrastructure to the private sector. This book presents the findings of a first-ever, comprehensive study of how LAC region airports have evolved during this notable period of transition in airport ownership. It is an unbiased, positive analysis of what happened, rather than a normative analysis of what should be done to reform the airport sector or to attract private participation. It takes the first step in response to the need for more conclusive information about the influence of airport ownership on economic performance. The book is centered around the study of three dimensions of performance: productive efficiency, institutional set up for the governance of the sector, and financing of airport PPPs. Using rigorous analytical tools, this book answer a series of key questions to evaluate the introduction of private sector participation in the Latin American airport sector: Are LAC airports technically efficient? How has efficiency evolved in the last decade? Are privately-run airports more efficient than state-operated airports? How do independent regulators compare with government agencies in accountability, transparency, and autonomy? How has the level and structure of aeronautical tariffs changed in recent years? The main audience of this book are air transport practitioners, transport regulators, decisionmakers in transport ministries, and PPP units and academics.
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Directions in development - Infrastructure
Tomás Serebrisky
January 2012
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Thursday, October 20, 2011
Mexico City’s Newest BRT Line goes from Historic Center to the Airport
ITDP
Octubre 20 2011
La ciudad de México está desarrollando la línea 4 de BRT. El recorrido irá del centro histórico al aeropuerto y estará interconectado con los otros sistemas de Transporte como el metro, tren suburbano y otras líneas de Metrobus y rutas de microbuses. El tiempo de viaje de los pasajeros será reducido de una hora y media a cincuenta minutos.
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Octubre 20 2011
La ciudad de México está desarrollando la línea 4 de BRT. El recorrido irá del centro histórico al aeropuerto y estará interconectado con los otros sistemas de Transporte como el metro, tren suburbano y otras líneas de Metrobus y rutas de microbuses. El tiempo de viaje de los pasajeros será reducido de una hora y media a cincuenta minutos.
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Monday, August 22, 2011
Sistemas aeroportuarios, servicio público e iniciativa privada
Bernardo Sánchez Pavón
CEPAL
Serie Recursos Naturales e Infraestructura
Nº 154
Julio de 2011
El transporte aéreo ha adquirido una notoria importancia dentro los sistemas de transporte. Además de su tradicional contribución al desarrollo del turismo, se observa un incremento exponencial de la demanda de movilidad para personas y mercancías como consecuencia del crecimiento económico y de la globalización.
En los últimos decenios del pasado siglo, se ha cuestionado la idoneidad de la organización estatal para la provisión de ciertas necesidades sociales, abogando por una mayor implicación de la iniciativa privada en este ámbito y la consiguiente reducción del "espacio dominado" por el sector público. Como resulta fácil colegir, estos razonamientos han sido extrapolados al sector del transporte, postulándose como elementos catalizadores de su eficiencia.
A lo largo del presente trabajo, se efectúa un análisis de los movimientos privatizadores y liberalizadores en la esfera del transporte aéreo; de la desregulación y alguna de sus experiencias prácticas más significativas y del surgimiento del nuevo concepto de "servicios de interés general". Asimismo, se estudia el concepto de sistema aeroportuario y los modelos de gestión de los aeropuertos, haciendo especial hincapié en algunos de los implementados en Europa y América. Finalmente, y a modo de conclusión, se exponen varias reflexiones tendentes al establecimiento de unas líneas programáticas que permitan configurar sistemas aeroportuarios sostenibles y compatibles con la participación de diversos actores sociales.
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CEPAL
Serie Recursos Naturales e Infraestructura
Nº 154
Julio de 2011
El transporte aéreo ha adquirido una notoria importancia dentro los sistemas de transporte. Además de su tradicional contribución al desarrollo del turismo, se observa un incremento exponencial de la demanda de movilidad para personas y mercancías como consecuencia del crecimiento económico y de la globalización.
En los últimos decenios del pasado siglo, se ha cuestionado la idoneidad de la organización estatal para la provisión de ciertas necesidades sociales, abogando por una mayor implicación de la iniciativa privada en este ámbito y la consiguiente reducción del "espacio dominado" por el sector público. Como resulta fácil colegir, estos razonamientos han sido extrapolados al sector del transporte, postulándose como elementos catalizadores de su eficiencia.
A lo largo del presente trabajo, se efectúa un análisis de los movimientos privatizadores y liberalizadores en la esfera del transporte aéreo; de la desregulación y alguna de sus experiencias prácticas más significativas y del surgimiento del nuevo concepto de "servicios de interés general". Asimismo, se estudia el concepto de sistema aeroportuario y los modelos de gestión de los aeropuertos, haciendo especial hincapié en algunos de los implementados en Europa y América. Finalmente, y a modo de conclusión, se exponen varias reflexiones tendentes al establecimiento de unas líneas programáticas que permitan configurar sistemas aeroportuarios sostenibles y compatibles con la participación de diversos actores sociales.
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Thursday, June 9, 2011
Africa's Transport Infrastructure
World Bank
March 2011
This book presents and analyzes the results of a comprehensive collection of data on the extent and condition of transport infrastructure in Sub-Saharan Africa, identifies the reasons for poor performance, and estimates future financing needs.
The transport facilities of Sub-Saharan Africa were built primarily for the colonial exploitation of mineral and agricultural resources. The chief goal of road and rail networks was to link mines, plantations, and other sites for the exploitation and transformation on natural resources to ports, rather than to provide general connectivity within the region.
The road network of 1.75 million kilometers exhibits a low density with respect to population. Its average spatial density is very low by world standards. The network carries low average traffic levels. Even so, because most African countries have a low GDP, the fiscal burden of the network is the highest among world regions, maintenance is underfinanced, and road conditions are on average poor, while road accident rates are very high.
Attempts to improve the financing of maintenance through “second generation road funds” have met with some success, but there remain serious weaknesses in implementation. Road freight transport is fragmented, but cartelized, with high rates and high profits.
Railways were also built mainly as for the exportation of minerals and crops. With the exception of two or three very specialized bulk mineral lines, the traffic volumes are low, and the railways have been in financial decline since the 1960s. Concessioning of the lines to private operators has improved performance, but governments often impose unachievable requirements on the companies, and investment remains inadequate for long-term sustainability.
Most of the 260 airports that provide year-round commercial service in Sub-Saharan Africa have adequate runway capacity, though some of the larger airports suffer from a shortage of terminal capacity. More than a quarter of the runways are in marginal or poor condition, and air traffic control and navigation facilities are below international standards. Though airport charges are high, few airports are truly financially sustainable. Three national carriers are quite successful, but most are small and barely sustainable. Protection persists in the domestic and intercontinental markets, but the international market in the region has been effectively liberalized.
The safety record is poor. Most ports are small by international standards. Many are still publicly owned and suffer from inadequate equipment and poor productivity. Only a few highly specialized ports, including private ports integrated with the extraction companies, meet the highest international standards Costs and charges are high. But there is a trend toward concessioning of facilities to large groups specializing in international container terminals and port operations. Fortunately the shipping market is now deregulated.
Urban transport suffers from some infrastructure deficiencies, particularly in the condition of urban roads. But the main problems of the sector are associated with the fragmented and poorly regulated nature of most urban bus markets. Finance for large buses is very difficult to obtain.
In all modes the situation is made worse by failures of governance in both the provision and regulation of infrastructure. The overall deficit in financing for infrastructure is estimated using a model based on the application of hypothesized standards of connectivity for all modal networks and facilities. Once the amount of infrastructure needed to meet those standards was calculated, these “requirements” were compared with existing stocks and the costs of making the transition over a ten-year period were calculated.
A “base” scenario used standards similar to those pertaining in developed regions, while a “pragmatic” scenario applied lower standards. In a separate exercise, the actual average expenditures on transport infrastructure from all sources were researched. This allowed the funding gap to be deduced by subtraction. The results showed that, excluding official development assistance, no country spent enough to meet the base standard, and that even with aid there remained substantial deficits in maintenance funding in many countries, with the worst situations found in the low-income, politically fragile group of countries.
URL
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March 2011
This book presents and analyzes the results of a comprehensive collection of data on the extent and condition of transport infrastructure in Sub-Saharan Africa, identifies the reasons for poor performance, and estimates future financing needs.
The transport facilities of Sub-Saharan Africa were built primarily for the colonial exploitation of mineral and agricultural resources. The chief goal of road and rail networks was to link mines, plantations, and other sites for the exploitation and transformation on natural resources to ports, rather than to provide general connectivity within the region.
The road network of 1.75 million kilometers exhibits a low density with respect to population. Its average spatial density is very low by world standards. The network carries low average traffic levels. Even so, because most African countries have a low GDP, the fiscal burden of the network is the highest among world regions, maintenance is underfinanced, and road conditions are on average poor, while road accident rates are very high.
Attempts to improve the financing of maintenance through “second generation road funds” have met with some success, but there remain serious weaknesses in implementation. Road freight transport is fragmented, but cartelized, with high rates and high profits.
Railways were also built mainly as for the exportation of minerals and crops. With the exception of two or three very specialized bulk mineral lines, the traffic volumes are low, and the railways have been in financial decline since the 1960s. Concessioning of the lines to private operators has improved performance, but governments often impose unachievable requirements on the companies, and investment remains inadequate for long-term sustainability.
Most of the 260 airports that provide year-round commercial service in Sub-Saharan Africa have adequate runway capacity, though some of the larger airports suffer from a shortage of terminal capacity. More than a quarter of the runways are in marginal or poor condition, and air traffic control and navigation facilities are below international standards. Though airport charges are high, few airports are truly financially sustainable. Three national carriers are quite successful, but most are small and barely sustainable. Protection persists in the domestic and intercontinental markets, but the international market in the region has been effectively liberalized.
The safety record is poor. Most ports are small by international standards. Many are still publicly owned and suffer from inadequate equipment and poor productivity. Only a few highly specialized ports, including private ports integrated with the extraction companies, meet the highest international standards Costs and charges are high. But there is a trend toward concessioning of facilities to large groups specializing in international container terminals and port operations. Fortunately the shipping market is now deregulated.
Urban transport suffers from some infrastructure deficiencies, particularly in the condition of urban roads. But the main problems of the sector are associated with the fragmented and poorly regulated nature of most urban bus markets. Finance for large buses is very difficult to obtain.
In all modes the situation is made worse by failures of governance in both the provision and regulation of infrastructure. The overall deficit in financing for infrastructure is estimated using a model based on the application of hypothesized standards of connectivity for all modal networks and facilities. Once the amount of infrastructure needed to meet those standards was calculated, these “requirements” were compared with existing stocks and the costs of making the transition over a ten-year period were calculated.
A “base” scenario used standards similar to those pertaining in developed regions, while a “pragmatic” scenario applied lower standards. In a separate exercise, the actual average expenditures on transport infrastructure from all sources were researched. This allowed the funding gap to be deduced by subtraction. The results showed that, excluding official development assistance, no country spent enough to meet the base standard, and that even with aid there remained substantial deficits in maintenance funding in many countries, with the worst situations found in the low-income, politically fragile group of countries.
URL
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Wednesday, June 8, 2011
To What Extent Are High-Quality Logistics Services Trade Facilitating?
OECD
March 2011
Trade logistics facilitate trade. Quality logistics services play an important role in facilitating the transportation of international trade in goods: inefficient logistics services impede trade by imposing an extra cost in terms of time as well as money. As developed nations shift from traditional manufacturing and agriculture and are increasingly engaging in international vertical specialization, the need for efficient logistics services becomes ever more important. High quality logistics services improve the competitiveness of a country’s exports by reducing the cost involved in transporting goods – especially for countries that are disadvantaged by being far from major markets. This paper investigates the role that trade logistics play in the volume and value of international trade and the extent to which poor quality logistics constitute a barrier to trade. It examines the different impact of logistics quality on goods that are transported by sea and by air. The differentiated impact of trade logistics such as infrastructure on low, middle and higher-income countries is analysed.
URL
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March 2011
Trade logistics facilitate trade. Quality logistics services play an important role in facilitating the transportation of international trade in goods: inefficient logistics services impede trade by imposing an extra cost in terms of time as well as money. As developed nations shift from traditional manufacturing and agriculture and are increasingly engaging in international vertical specialization, the need for efficient logistics services becomes ever more important. High quality logistics services improve the competitiveness of a country’s exports by reducing the cost involved in transporting goods – especially for countries that are disadvantaged by being far from major markets. This paper investigates the role that trade logistics play in the volume and value of international trade and the extent to which poor quality logistics constitute a barrier to trade. It examines the different impact of logistics quality on goods that are transported by sea and by air. The differentiated impact of trade logistics such as infrastructure on low, middle and higher-income countries is analysed.
URL
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Wednesday, May 11, 2011
Uruguay - Comercio y logística: Una oportunidad
Banco Mundial
Abril 2010
En respuesta a la petición del Gobierno, este estudio evalúa las posibilidades de Uruguay de convertirse en un centro de logística y distribución regional. Se analiza la competitividad del sistema logístico de Uruguay desde una perspectiva internacional y se ofrecen recomendaciones sobre políticas para seguir mejorando la eficiencia. El estudio se centra en las políticas relacionadas con la mejora de la facilitación del comercio nacional y regional y evalúa el impacto económico más amplio de dichas reformas sobre los costos de la logística y el comercio.
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En inglés: Uruguay Trade and Logistics: An opportunity
Abril 2010
Imagen del documento
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En inglés: Uruguay Trade and Logistics: An opportunity
Tuesday, May 10, 2011
Anuario de la movilidad 2008
RACC
2009
Contenido:
A BLOQUE ANALÍTICO
La incorporación de las consideraciones medioambientales en el análisis coste-beneficio de inversiones de transporte
Ginés de Rus
Buenos deseos y dosis de realidad Actitudes y comportamientos de los españoles ante la movilidad y el medio ambiente
Víctor Pérez Díaz y Juan Carlos Rodríguez
Salud y Movilidad Urbana
Ángel Aparicio
Movilidad sostenible: una cuestión de lugar y género
Andrés Monzón, Cristina Valdés y Geng Xue
La congestión en las vías de acceso a las ciudades de Barcelona y Madrid
Miguel Ángel Moll y Miquel Nadal
Accesibilidad al empleo y transporte en áreas urbanas
Anna Matas y José Luis Roig
La inversión del sector público central en infraestructuras de transporte
Marta Espasa
La eficacia de las políticas contra la siniestralidad vial: El caso de la regulación del límite de alcohol en sangre
Daniel Albalate
La dinámica de vuelos intercontinentales directos desde aeropuertos europeos
Germà Bel y Xavier Fageda
B INDICADORES HISTÓRICOS
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2009
Contenido:
A BLOQUE ANALÍTICO
La incorporación de las consideraciones medioambientales en el análisis coste-beneficio de inversiones de transporte
Ginés de Rus
Buenos deseos y dosis de realidad Actitudes y comportamientos de los españoles ante la movilidad y el medio ambiente
Víctor Pérez Díaz y Juan Carlos Rodríguez
Salud y Movilidad Urbana
Ángel Aparicio
Movilidad sostenible: una cuestión de lugar y género
Andrés Monzón, Cristina Valdés y Geng Xue
La congestión en las vías de acceso a las ciudades de Barcelona y Madrid
Miguel Ángel Moll y Miquel Nadal
Accesibilidad al empleo y transporte en áreas urbanas
Anna Matas y José Luis Roig
La inversión del sector público central en infraestructuras de transporte
Marta Espasa
La eficacia de las políticas contra la siniestralidad vial: El caso de la regulación del límite de alcohol en sangre
Daniel Albalate
La dinámica de vuelos intercontinentales directos desde aeropuertos europeos
Germà Bel y Xavier Fageda
B INDICADORES HISTÓRICOS
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Monday, May 9, 2011
Freight Transportation: The Latin American market
International Technology Exchange Program - FHWA
August 2003
Latin America is a key trading region for the United States, Canada, and Mexico, the North American Free Trade Agreement (NAFTA) countries. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study to examine characteristics of trade flows between NAFTA and Latin American countries and learn how countries handle trade-related transportation infrastructure, border crossings, and freight security.
The delegation observed that while the countries visited —Bahamas, Brazil, Argentina, Uruguay, Chile, Panama, and Mexico— depend heavily on trade, the economic downturn has aggravated financial and infrastructure challenges in those countries and limited trade expansion. Ports are major centers of trade for the countries, and the Panama Canal is emerging as the region’s most strategic facility for NAFTA countries.
The scanning team’s recommendations include continued monitoring of the Latin American market and the impact of trade on transportation infrastructure. The team also recommends that NAFTA countries work closely with Latin American countries and port authorities to coordinate border crossing and freight security strategies.
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August 2003
Latin America is a key trading region for the United States, Canada, and Mexico, the North American Free Trade Agreement (NAFTA) countries. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study to examine characteristics of trade flows between NAFTA and Latin American countries and learn how countries handle trade-related transportation infrastructure, border crossings, and freight security.
The delegation observed that while the countries visited —Bahamas, Brazil, Argentina, Uruguay, Chile, Panama, and Mexico— depend heavily on trade, the economic downturn has aggravated financial and infrastructure challenges in those countries and limited trade expansion. Ports are major centers of trade for the countries, and the Panama Canal is emerging as the region’s most strategic facility for NAFTA countries.
The scanning team’s recommendations include continued monitoring of the Latin American market and the impact of trade on transportation infrastructure. The team also recommends that NAFTA countries work closely with Latin American countries and port authorities to coordinate border crossing and freight security strategies.
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Evolución y comparación de las tarifas en el sector de infraestructura de transporte de uso público 2009
OSITRAN
Diciembre 2009
El presente informe tiene un doble objetivo. En primer lugar, mostrar la evolución tarifaria para el uso de la infraestructura portuaria, carretera, aeroportuaria y ferroviaria, bajo la competencia del Organismo Regulador de Transporte (OSITRAN). En segundo lugar, comparar las tarifas en Perú con tarifas por servicios similares en otros países de la región.
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Diciembre 2009
El presente informe tiene un doble objetivo. En primer lugar, mostrar la evolución tarifaria para el uso de la infraestructura portuaria, carretera, aeroportuaria y ferroviaria, bajo la competencia del Organismo Regulador de Transporte (OSITRAN). En segundo lugar, comparar las tarifas en Perú con tarifas por servicios similares en otros países de la región.
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Friday, January 7, 2011
A guide to transportation funding options: Phase 2 - Final report
University Transportation Center for Mobility
October 2009
Access the document
Go to the website
October 2009
This project is a continuation of a project that provided a one-stop shop website, A Guide to Transportation Funding Options (http://utcm.tamu.edu/tfo), detailing transportation funding options and their applicability in an easy-to-use format. The first phase of this project compiled information on transportation funding options for highway funding.
This subsequent phase provided similar information for other modes of transportation including transit, rail, aviation, and ports. The information is presented in a format that is user friendly and easily accessible via the Internet for anyone interested in project financing methods
Access the document
Go to the website
Wednesday, December 16, 2009
Airport Consulting
Airports Consultants Council
Fall 2009
Cover Story
Design/Build Projects: Opportunities and Risks for Consultants & Owners
By David K. Hein, Vice President, Transportation, Applied Research Associates, Inc.
Special Feature
Facility Activation: Ensuring a Seamless Transition
By Kenneth Brammer, Vice President, Delta Airport Consultants
Consultant Perspective
Integrating Sustainable Objectives in Airport Master Plans: A Case Study
By Charlie McDermott, LEED, Manager, Planning Department and Courtney Armbruster, LEED, Communications Specialist,C&S Companies
ACC/FAA/TSA Summer Workshop Series
ACC Member News
Access the website
PDF
Fall 2009
Cover Story
Design/Build Projects: Opportunities and Risks for Consultants & Owners
By David K. Hein, Vice President, Transportation, Applied Research Associates, Inc.
Special Feature
Facility Activation: Ensuring a Seamless Transition
By Kenneth Brammer, Vice President, Delta Airport Consultants
Consultant Perspective
Integrating Sustainable Objectives in Airport Master Plans: A Case Study
By Charlie McDermott, LEED, Manager, Planning Department and Courtney Armbruster, LEED, Communications Specialist,C&S Companies
ACC/FAA/TSA Summer Workshop Series
ACC Member News
Access the website
Airport Sustainability Database
Sustainable Aviation Guidance Alliance - SAGA
October 2009
Press Release - Airports Council International/North America
Link to the database
October 2009
Press Release - Airports Council International/North America
New Database, Report Provide Aviation Industry With First Comprehensive Guidelines on Airport Sustainability. Unique database is first comprehensive resource applicable to airports of all sizes
The Sustainability Database developed by SAGA consolidates various sources of airport-related sustainability practices into one document, streamlining the ability to search, evaluate, and then implement sustainable practices. The database provides the industry with a compendium of airport sustainability practices that can be searched and organized to correspond to the sustainability goals of airports of all types and sizes.
The database identifies sustainable airport practices, including policies, technologies, and strategies that may help a database user (e.g., an airport, contractor, or tenant) achieve sustainability goals. Whether an airport has a project planned, has just begun contemplating improvements, has already started construction, or desires to improve day-to-day operations or maintenance practices, the SAGA Sustainability Database is a valuable resource to aid in sustainability planning. The database can be tailored to the unique requirements of individual airports, but can also be shared by all airports to improve industry-wide knowledge of sustainable practices and to encourage an increased level of implementation.
Link to the database
Sunday, December 13, 2009
Air Transport, Global Warming and the Environment
Air Transport, Global Warming and the Environment - Selected papers from the Air Transport Research Society meeting, Berkeley
Transportation Research Part D: Transport and Environment
Volume 15, Issue 1, Pages 1-60 (January 2010)
Edited by Anming Zhang, Sveinn Vidar Gudmundsson and Tae Hoon Oum
Climate change and the contribution of transport: Basic facts and the role of aviation
Pages 5-13
Werner Rothengatter
The inclusion of aviation into the EU emission trading scheme – Impacts on competition between European and non-European network airlines
Pages 14-25
Janina Scheelhaase, Wolfgang Grimme, Martin Schaefer
The impact of European climate change regulations on international tourist markets
Pages 26-36
Karen Mayor, Richard S.J. Tol
The environmental effects of airline carbon emissions taxation in the US
Pages 37-45
Christian Hofer, Martin E. Dresner, Robert J. Windle
Voluntary CO2 emissions reduction scheme: Analysis of airline voluntary plan in Japan
Pages 46-50
Katsuhiro Yamaguchi
How much noise reduction at airports?
Pages 51-59
Mark Lijesen, Willemijn van der Straaten, Jasper Dekkers, Roel van Elk, John Blokdijk
Access the journal
Transportation Research Part D: Transport and Environment
Volume 15, Issue 1, Pages 1-60 (January 2010)
Edited by Anming Zhang, Sveinn Vidar Gudmundsson and Tae Hoon Oum
Climate change and the contribution of transport: Basic facts and the role of aviation
Pages 5-13
Werner Rothengatter
The inclusion of aviation into the EU emission trading scheme – Impacts on competition between European and non-European network airlines
Pages 14-25
Janina Scheelhaase, Wolfgang Grimme, Martin Schaefer
The impact of European climate change regulations on international tourist markets
Pages 26-36
Karen Mayor, Richard S.J. Tol
The environmental effects of airline carbon emissions taxation in the US
Pages 37-45
Christian Hofer, Martin E. Dresner, Robert J. Windle
Voluntary CO2 emissions reduction scheme: Analysis of airline voluntary plan in Japan
Pages 46-50
Katsuhiro Yamaguchi
How much noise reduction at airports?
Pages 51-59
Mark Lijesen, Willemijn van der Straaten, Jasper Dekkers, Roel van Elk, John Blokdijk
Access the journal
Saturday, December 12, 2009
An analysis of various policy instruments to reduce congestion, fuel consumption and CO2 emissions in Beijing
Anas, Alex; Timilsina, Govinda R.; Zheng, Siqi
Policy Research working paper ; No.5068
World Bank
October 2009
Access the website
Access the pdf
Policy Research working paper ; No.5068
World Bank
October 2009
Using a nested multinomial logit model of car ownership and personal travel in Beijing circa 2005, this paper compares the effectiveness of different policy instruments to reduce traffic congestion and CO2 emissions. The study shows that a congestion toll is more efficient than a fuel tax in reducing traffic congestion, whereas a fuel tax is more effective as a policy instrument for reducing gasoline consumption and emissions. An improvement in car efficiency would also reduce congestion, fuel consumption, and CO2 emissions significantly; however, this policy benefits only richer households that own a car. Low-income households do better under the fuel tax policy than under the efficiency improvement and congestion toll policies. The congestion toll and fuel tax require the travel cost per mile to more than triple. The responsiveness of aggregate fuel and CO2 are, approximately, a 1 percent drop for each 10 percent rise in the money cost of a car trip.
Access the website
Access the pdf
Saturday, November 28, 2009
Importancia Estratégica del Proyecto: "Aeropuerto del café"
Documento Conpes 3586
Consejo Nacional de Política Económica y Social
República de Colombia
Departamento Nacional de Planeación
Mayo 2009
El presente documento somete a consideración del Consejo Nacional de Política
Económica y Social – CONPES, la declaración de importancia estratégica del proyecto
“Aeropuerto del Café”, de conformidad con la Ley 819 de 20031.
Acceder al documento
Consejo Nacional de Política Económica y Social
República de Colombia
Departamento Nacional de Planeación
Mayo 2009
El presente documento somete a consideración del Consejo Nacional de Política
Económica y Social – CONPES, la declaración de importancia estratégica del proyecto
“Aeropuerto del Café”, de conformidad con la Ley 819 de 20031.
Acceder al documento
Friday, October 2, 2009
El Reto de la Infraestructura al 2018: “La Brecha de Inversión en Infraestructura en el Perú 2008”
Instituto Peruano de Economía por encargo de AFIN
Agosto 2009
El presente documento estudia el reto que enfrenta el Perú en lo que respecta a crear las condiciones necesarias para permitir el desarrollo de largo plazo del país. Es un esfuerzo por estimar la inversión que requiere el Perú para cerrar la “brecha de infraestructura”, estimada usando un horizonte de diez años . Esta inversión permitiría que la provisión de esta infraestructura básica alcance niveles de suficiencia, que se explican más adelante, considerando las demandas estimadas de la población y de la actividad económica hacia el año 2018. La existencia de infraestructura adecuada resulta importante para el sostenimiento tanto del crecimiento que el Perú ha tenido en los últimos años como del mejoramiento de la calidad de vida de la población, pues la creciente apertura comercial y la actual crisis económica internacional requieren de un elevado nivel de competitividad y de progreso social, que permita mantenernos a la par de las condiciones existentes en países comparables.
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Agosto 2009
El presente documento estudia el reto que enfrenta el Perú en lo que respecta a crear las condiciones necesarias para permitir el desarrollo de largo plazo del país. Es un esfuerzo por estimar la inversión que requiere el Perú para cerrar la “brecha de infraestructura”, estimada usando un horizonte de diez años . Esta inversión permitiría que la provisión de esta infraestructura básica alcance niveles de suficiencia, que se explican más adelante, considerando las demandas estimadas de la población y de la actividad económica hacia el año 2018. La existencia de infraestructura adecuada resulta importante para el sostenimiento tanto del crecimiento que el Perú ha tenido en los últimos años como del mejoramiento de la calidad de vida de la población, pues la creciente apertura comercial y la actual crisis económica internacional requieren de un elevado nivel de competitividad y de progreso social, que permita mantenernos a la par de las condiciones existentes en países comparables.
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Thursday, June 18, 2009
Effective Practices for Preparing Airport Improvement Program Benefit-Cost Analysis
Transportation Research Board
June 2009
TRB’s Airport Cooperative Research Program (ACRP) Synthesis 13: Effective Practices for Preparing Airport Improvement Program Benefit-Cost Analysis explores assessment techniques that can be used by airports in performing benefit-cost analysis for hard-to-quantify benefits from projects needing more than $5 million in Airport Improvement Program discretionary funding.
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June 2009
TRB’s Airport Cooperative Research Program (ACRP) Synthesis 13: Effective Practices for Preparing Airport Improvement Program Benefit-Cost Analysis explores assessment techniques that can be used by airports in performing benefit-cost analysis for hard-to-quantify benefits from projects needing more than $5 million in Airport Improvement Program discretionary funding.
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Airport System Planning Practices
Transportation Research Board
June 2009
TRB's Airport Cooperative Research Program (ACRP) Synthesis 14: Airport System Planning Practices explores the extent to which state aviation agencies and regional planning organizations are involved in airport system planning. The report also examines the type of studies these organizations perform and how successful their efforts have been in meeting the planning process objectives.
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June 2009
TRB's Airport Cooperative Research Program (ACRP) Synthesis 14: Airport System Planning Practices explores the extent to which state aviation agencies and regional planning organizations are involved in airport system planning. The report also examines the type of studies these organizations perform and how successful their efforts have been in meeting the planning process objectives.
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Tuesday, June 9, 2009
Boletin Nota
Nº 118
Instituto Mexicano del Transporte
Junio de 2009
Contenido:
Articulo 1
Articulo 2
Instituto Mexicano del Transporte
Junio de 2009
Contenido:
- Observaciones sobre la longitud de viaje en el transporte aéreo de pasajeros en México y sus implicaciones en la modelación gravitacional de la movilidad.
- Innovaciones en la tecnología aeroportuaria
Articulo 1
Articulo 2
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