Product Service System for Volvo Trucks: Finding new business value compliant with IFRS 16 leasing regulations.

The International Accounting Standards Board (IASB) in January 2016 published International Financial Reporting Standards (IFRS 16), new guidelines on leasing standards with an effective date of January 1st, 2019. IFRS 16 sets out the principles for the recognition, measurement, presentation and disclosure of leases for both parties to a contract, i.e. the customer (‘lessee’) and the supplier (‘lessor’). Under IFRS 16 the lease classification test i.e. classifying a lease as being on balance sheet or off balance sheet is done away with. This is as a result of the guideline’s expectations that all leases are treated as on balance sheet entries. The objective of this thesis is to develop a model to support Volvo Truck’s goal of offering IFRS 16 compliant off balance sheet leasing solutions. Utilizing a 3 step framework, this study identifies the off balance sheet threshold set in IFRS16 and matches it to a Product Service System classification. A Business Model Canvas is utilized to develop a business model that supports this off balance sheet contract. The thesis finds that by exercising the substantive right to substitute the truck during a lease deployment and by offering capacity based contracts, Volvo Trucks can provide a Product Service System centered, off balance sheet solution, to its leasing clients in compliance with the IFRS 16 regulations

WLAN Hot Spot services for the automotive and oil industries :a business analysis Or : "Refuel the car with petrol and information, both ways at the gas station"

While you refuel for gas ,why not refuel for information or download vehicle data ? This paper analyzes in extensive detail the user segmentation by vehicle usage , service offering , and full business models from WLAN hot spot services delivered to vehicles (private, professional , public) around gas stations . Are also analyzed the parties which play a role in such service authorization, provisioning and delivery , with all the dependencies modelled by attributed digraphs . Sevice planning is included as to WLAN base station capabilities . Five year financial models (CAPEX,OPEX) , and data pertain to two possible service suppliers : multi-service oil companies, and mobile service operators (or MVNO) . Model optimization on the return-on-investment (ROI) is carried out for different deployment scenarios ,geographical coverage assumptions, as well as tariff structures . Comparison is also being made with public GPRS data services ,as precursors for 3G services,and the effect of WLAN roaming is analyzed .Analysis shows that due to manpower costs and marketing costs , suitable ROI will not be achieved unless externalities are accounted for and innovative tariff structures are introduced . Open issues and further research are outlined . Further work is carried out,also with automotive electronics sector , wireless systems providers , wireless terminals platform suppliers , and vehicle manufacturers .WLAN services;WLAN;business models;fuel stations;mobile operator;oil company;professional vehicles

It's about time: Investing in transportation to keep Texas economically competitive - Appendices

APPENDIX A : PAVEMENT QUALITY (Zhanmin Zhang, Michael R. Murphy, Robert Harrison), 7 pages -- APPENDIX B : BRIDGE QUALITY (Jose Weissmann, Angela J. Weissmann), 6 pages -- APPENDIX C : URBAN TRAFFIC CONGESTION (Tim Lomax, David Schrank), 32 pages -- APPENDIX D: RURAL CORRIDORS (Tim Lomax, David Schrank), 6 pages -- APPENDIX E: ADDITIONAL REVENUE SOURCE OPTIONS FOR PAVEMENT AND BRIDGE MAINTENANCE (Mike Murphy, Seokho Chi, Randy Machemehl, Khali Persad, Robert Harrison, Zhanmin Zhang), 81 pages -- APPENDIX F: FUNDING TRANSPORTATION IMPROVEMENTS (David Ellis, Brianne Glover, Nick Norboge, Wally Crittenden), 19 pages -- APPENDIX G: ESTIMATING VEHICLE OPERATING COSTS AND PAVEMENT DETERIORATION (by Robert Harrison), 4 page

NASCAR as a Public Good

Abstract This paper looks for evidence that either a NASCAR track or NASCAR-sanctioned event influences the monthly rents on residential units. Data cover individual housing units in more than 140 SMSAs over the period spanning from 1993 until 2005. During this period, several new tracks opened, while some other tracks closed, and numerous races changed venues. These changes enable us to identify the capitalization of costs and benefits to a community from the presence of NASCAR tracks and events into rental values. The evidence is mixed, varying with the treatment of housing units located in or out of central cities of SMSAs, as well as the manner in which missing housing and community characteristics are treated in the analysis. The results are reasonably clear that presence of a track by itself has little effect, especially on housing units outside the central city of an SMSA. Specific types of races largely appear to have no impact, though in some specifications, the central city and non-central city impacts are about equal but have opposite signs. In these cases, the indication is that the NASCAR events affect non-central city rents, but not those in the central city. Overall, we must conclude that our results reject NASCAR as a source of either large benefits or costs to residents of the host community.tourism, economic impact, special events, NASCAR, auto racing

Distributional and Efficiency Impacts of Gasoline Taxes: An Econometrically Based Multi-market Study.

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Distributional and efficiency impacts of gasoline taxes.

This article examines the gasoline tax option being proposed in the U.S. in 2005, employing an econometrically based multi-market simulation model to explore the policy's efficiency and distributional implications. Because of its potential to improve the environment and enhance national security, reducing automobile-related gasoline consumption has become a major U.S. public policy issue. Policy impacts both in the aggregate and across households distinguished by income, car-ownership, and other characteristics were examined. Simulation results show that whether a gas-tax increase is regressive in its impact depends on the manner in which the tax revenues are recycled to the economy. The results also reveal significant heterogeneity in welfare impacts within household income groups, thus highlighting the importance of accounting for household heterogeneity in tastes and car-ownership in evaluating distributional impacts.

Carbon Free Boston: Transportation Technical Report

Part of a series of reports that includes: Carbon Free Boston: Summary Report; Carbon Free Boston: Social Equity Report; Carbon Free Boston: Technical Summary; Carbon Free Boston: Buildings Technical Report; Carbon Free Boston: Waste Technical Report; Carbon Free Boston: Energy Technical Report; Carbon Free Boston: Offsets Technical ReportOVERVIEW: Transportation connects Boston’s workers, residents and tourists to their livelihoods, health care, education, recreation, culture, and other aspects of life quality. In cities, transit access is a critical factor determining upward mobility. Yet many urban transportation systems, including Boston’s, underserve some populations along one or more of those dimensions. Boston has the opportunity and means to expand mobility access to all residents, and at the same time reduce GHG emissions from transportation. This requires the transformation of the automobile-centric system that is fueled predominantly by gasoline and diesel fuel. The near elimination of fossil fuels—combined with more transit, walking, and biking—will curtail air pollution and crashes, and dramatically reduce the public health impact of transportation. The City embarks on this transition from a position of strength. Boston is consistently ranked as one of the most walkable and bikeable cities in the nation, and one in three commuters already take public transportation. There are three general strategies to reaching a carbon-neutral transportation system: • Shift trips out of automobiles to transit, biking, and walking;1 • Reduce automobile trips via land use planning that encourages denser development and affordable housing in transit-rich neighborhoods; • Shift most automobiles, trucks, buses, and trains to zero-GHG electricity. Even with Boston’s strong transit foundation, a carbon-neutral transportation system requires a wholesale change in Boston’s transportation culture. Success depends on the intelligent adoption of new technologies, influencing behavior with strong, equitable, and clearly articulated planning and investment, and effective collaboration with state and regional partners.Published versio