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Purpose : the aim of this study is to estimate monetary abatement values for road and rail traffic noise that can be used for policy purposes. However, a main objective is to critically discuss the assumptions necessary to convert the monetary values elicited in willingness to pay (WTP) studies to values than can be use for policy purposes. Methods : we employ the hedonic regression technique on Swedish data to elicit individuals’ preferences for noise abatement. Our elicited values are then converted to policy values and critically examined based on findings from a literature review. Results : we show that WTP for road and rail not only differs in levels but also that the relationship between the noise level and the marginal value differs between the two sources. We also show that a health cost component added to the WTP estimate, based on the assumption of uninformed property buyers, will be small but not negligible and that also modest differences in the assumption of the discount rates will have a significant effect on the estimated values. Conclusions : the main implications from this study are: (i) WTP for road and railway noise abatement differs not only on absolute but also marginal levels, (ii) Even small differences in the chosen discount rate, which is necessary to convert WTP values from a hedonic price study to policy values, have large effects on the policy values, and (iii) We show how to add a health cost component to the WTP estimates in order for the monetary estimates to reflect the total social cost. However, we argue that the motivation for doing so is weak and that more research is needed on this issue. Document type: Preprint

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International audience; This chapter contributes to the discussion on city access policies via the identification of a set of common beliefs and the relations between vehicle size (related to one of the most popular types of access policy actions) and logistics performance of urban deliveries. First, the author makes an overview of such policies in various European countries, then establishes a non-exhaustive set of common beliefs regarding urban logistics that influence policy making among others. Then, to illustrate the common belief regarding vehicle sizes, the chapter proposes an example of scenario assessment for stating on the usefulness and performance of different vehicles. Results show that there is not a more suitable vehicle type than another, and the use of the different vehicles will depend on the carriers' strategies and choices.

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International audience; While public-private partnerships remain a valuable instrument to manage new infrastructures, asset specificity and high risk in innovative contexts call for public management. The chapter outlines the importance of public partnerships as a prerequisite to public-private partnerships in developing resilient urban logistics. After reviewing literature related to public partnerships and public-private partnerships, the authors focus their attention on the elaboration of the innovative “La Chapelle” International intermodal urban terminal in Paris. This chapter relies on former research in the fields of public, public-private partnerships, and urban freight logistics. Therefore, from a theoretical point of view, it illustrates the application and consistency of these contributions in the urban freight logistics. From a managerial point of view, the chapter provides insight into cooperation regarding integrated urban freight logistics management in large cities.

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International audience; The development of renewable marine energies has its origin in the United Nations' Framework Convention on Climate Change, adopted on 9 May 1992, and in the additional protocol, adopted in 1997 in Kyoto. Although, for many years, the French legal system did not consider the specificities of ocean renewable energies, the French government now seems to have become aware of the importance of establishing an adapted legal framework. The boom of marine renewable energies is the result of proactive policies from a French nation that seeks to meet its international and European commitments. The French policy makes use of legal instruments that ensure programming and planning. The economic activities in the field of marine renewable energies make up a market to which access is regulated. This requires administrative procedures which are as varied as they are complex. © ISTE Ltd 2015. All rights reserved.

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International audience; Abstract : In cities served by high-speed rail (HSR), local actors expect there to be an expansion in the tourism sector. Indeed, HSR can be perceived as an opportunity for renewed attractiveness, particularly in the field of tourism. However, the literature on this subject is highly controversial. A few cities have experienced growth in visitor numbers; however, a decrease in the average duration of tourist stays sometimes occurs. A number of elements may affect the link between HSR and tourism; this article focuses on the forms of cooperation that exist between actors, which seem to be one of the key elements of this reported dynamism. After all, a tourist destination incorporates numerous products and services realized by various stakeholders in a given place. The production of this destination requires coordination between these stakeholders. The arrival of an HSR service can incite them to work together, so as to take full advantage of the best possible accessibility for their area.

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International audience; This chapter presents a general framework to assess urban rail logistics suitability via a socio-economic cost-benefit analysis, also called social cost-benefit analysis (SCBA). First, the author proposes an overview on the basic notions of SCBA starting from those of classical cost-benefit analysis (CBA) then identifies and presents the main types of costs and benefits of railway urban logistics services and the related final delivery services associated to them using low emission road vehicles to serve final customers from the railway stops. After that, the main modelling issues needed for SCBA assessment are presented. Finally, as an example of application, the author proposes to assess a scenario of deployment of a freight tramway in Paris, in a possible configuration. The results show the potential of those approaches but also show that it is important to contextualize them and inform the different users about their real capabilities.

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International audience; This chapter deals with data production within the paradox of big-no data in urban logistics. More precisely, the chapter aims to make an overview on data production in urban logistics and present the main issues, as well as a framework, to overcome that paradox. First, the big-no data paradox is defined and motivated. Second, the question of demand and route estimation in urban logistics is examined more in-depth via an overview of current data production methods and techniques used to estimate demand and transport flows. Third, a framework to produce unified databases filling those data lacks is introduced as well as an analysis on how the different data production techniques can be used to overcome that paradox. Finally, research directions regarding urban goods transport data production are provided.

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Chapitre 19; International audience; With a surface area of 2.38 million km2 and a coastline of 1,200 km, Algeria is the vastest country of the Mediterranean even if it does not have the longest maritime border. These two parameters reveal the potentialities but also the challenges which characterize the logistics sector and the agribusiness infrastructures of this country. Its economy is essentially based on hydrocarbons representing more than 50% of the GDP and 98% of income from exports. The strategic sectors including agriculture and the agro-food industry were ignored in development policies in the past. It is only during these last ten years that the decrease in food dependence is considered as a priority of the government.

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© 2015 Elsevier Ltd. This paper analyzes the optimal urban congestion toll in a second-best setting where only one road in a network can be tolled. Both heterogeneity in labor productivity and income distribution concerns are considered. The optimal toll balances two types of considerations. The first consideration is the correction of the congestion externality on the tolled road given the distortion on the non-tolled roads, while the second is the equity consideration that takes into account which income group uses the tolled road and how toll revenues are spent. Both separating and pooling equilibria are analyzed for two alternative uses of toll revenues: poll transfers and labor-tax cuts. Using numerical simulations, we show that equity concerns can lead a government to prefer inefficient toll levels and recycling via poll transfers rather than via labor tax reductions. ispartof: Economics of Transportation vol:3 issue:4 pages:257-269 status: published

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This interim report for Task 4.1 looks into the current sales and market trends for electric vehicles worldwide, as well as in several European countries, and brings out a set of factors that are likely to influence the French market for PEVs in the short term (2020). We identify three main factors as key drivers of the uptake of PEVs in Europe and in France in the near-term future : - Technology improvements and purchase subsidies to reduce the retail price of PEVs ; - Standardisation throughout Europe, as defined by the 2014 EU Directive on the deployment of alternative fuels infrastructure, to lay the ground for wider consumer acceptance ; and - Deployment of fast-charging infrastructure (together with conventional and semi-fast chargers), to reduce “range anxiety” and to promote the use of PEVs for long-distance trips.