Full Potential of Future Robotaxis Achievable with Trip-Based Subsidies and Fees Applied to the For-Hire Vehicles of Today

As described by Grush and Niles in their textbook, The End of Driving: Transportation Systems and Public Policy Planning for Autonomous Vehicles, there are two distinct market states for the future of automobility as vehicles become increasingly automated. The first, Market-1, is comprised of all vehicles that are manufactured and sold to private owners and used as household vehicles. This private consumer fleet will—through automated driver assistance systems (ADAS)—be increasingly capable of hands-off operation, even self-driving in certain environments such as limited-access expressways. The second category, Market-2, represents all the vehicles made expressly for the service market, i.e., roboshuttles and robotaxis, meant to be eventually driverless in prepared, defined areas and streets. Ford, GM, Lyft, Uber, Waymo, and dozens of other companies assert that they are preparing vehicles for Market-2. The main thesis in this perspective is that a productive, efficient system of on-demand Market-2 mobility can evolve from incentive-based governance—here termed “harmonization management.” This approach strikes a contrast with rigid regulation of a style seen with big city taxicabs and based on using constrained service classifications or per-vehicle medallion approaches. This essay recommends that transportation authorities set up systems of robust pricing signals—incentives and fees—delivered through a universal, mandatory system providing efficient, equitable distribution of these signals

Implementation of Urban Transportation Policy Based on Law No. 22 Year 2009 on Road Traffic and Transportation

Problem of urban transportation is acrucial issue in thesocio-economicof urban society in Indonesia. These problems such as congestionan dtrafficclutter of urban transportation which raises economic lossesusers\u27 society are not few in number. This problem still appears, but government policies and derivatives regulations which followed been implemented. In addition, the delegation of authority on urban transportation to Local Government has been done, as regulated in Law 22 of 2009, which is aconcrete manifestation of the policy of regional autonomy but this issue not yetresolved with effectively.Therefore, the required development and law enforcement in the implementation of urban transport policy in Indonesia

Trans-European-networks and the development of transport in the Eastern Baltic Sea region

The European Unions?s task of providing Trans-European Networks (TENs) in transportation, communications and energy transmission which has been enacted by the treaty of Maastricht, is not confined to internal networks in the EU. Since 1994 this task has been widened so as to give support to the economies in transition (EIT) in Central and Eastern Europe that have applied for EU membership. The purpose of this paper is to evaluate the relative importance of the various measures taken in the course of the TEN initiative in the field of transport for economic development of the EIT on the Eastern shore of the Baltic Sea. These actions are taking place in a variety of different fields. Transport infrastracuture upgrading is initiated both in general and with respect to specific links between the EU and the EIT. Apparently, the Baltic Rim EIT ? as all former CMEA members ? suffered and still suffer from the legacy of the socialist past insofar as road, rail and air traffic infrastructure facilities are underdeveloped, in large parts worn-out, or do not comply with quality standards which are necessary for easy accessibility. This has been acknowledged both by the Baltic Rim EIT and by the international community which is supporting network upgrading in all Baltic Rim EIT. Specific infrastructure measures refer to the Pan-European ?Crete Corridors?, i.e. the links between EU members and associated EIT (such as the Via Baltica motorway project), which serve as guiding scheme for EU accession support for EIT in transport infrastructure construction. Other ?hardware? measures are related to the construction of border stations to allow for rapid operational co- operation or customs clearance procedures. In addition, the EU is promoting telematics in the whole Baltic Sea Region in order to facilitate freight traffic. On the ?software? side, TEN initiatives have been enacted to harmonize infrastructure cross-border planning, in particular for Crete Corridors? supervising committees, to account for network externalities. If one widens the narrow definition of infrastructure to institutions, the adjustment of transport regulatory systems of would-be entrants among the EITs to EU regulations and competition policy can also be subsumed under the heading of TENs. The paper will consider these actual approaches of European transport policy as well as the needs of the EIT. Though missing infrastructure links and insufficient capacities are more visible, it turns out that ?software? problems (both from the sphere of regulatory regimes and from administrative procedures) seem to be the most pressing obstacles to transport and trade on the Baltic Rim. The paper will discuss the pros and cons of the various TEN components in transport from the perspective of fiscal federalism and of regional development aid for the EIT. Furthermore it will refer to issues of modal split, in particular with respect to Russia (for which the Baltic Rim is an important transit point), and to intermodal competition between land transport and the Baltic sea lane.

THE PROVISION OF RAIL SERVICE: THE IMPACT OF COMPETITION

Grain transportation is one of the most important economic issues for grain producers in the Northern Plains. The reliance on export markets and the long distances to port position means that transportation costs have a significant effect on the price received by farmers. In the prairie region of Canada, rail transportation is undergoing a major transformation that will affect the competitive positions of agriculture in both the United States and Canada and influence the direction of grain flows between the two countries. Rail rates are no longer legislated although a cap is still in place), restrictions on branch line abandonment have been lifted, and further deregulation of price and car allocation is being considered. Some parties, including the railways, argue that a completely deregulated system, similar to the U.S. system, is the only way to achieve transportation efficiencies. Other groups, supporting the status quo, argue that the regulation of rates is essential to control the monopoly power of the railways. There has been very little discussion of other policy options, with the exception of a limited discussion of nationalized railbeds. The U.S. experience provides a stark view of the likely outcome of deregulation. When railways are not faced with competition from other railways or from other forms of transportation such as barges, the evidence suggests railways will price freight services at or near truck competitive rates. Freight rates in Montana, where no effective rail and/or barge competition exists, are approximately twice those at Kansas City and Denver/Commerce City, where such competition exists. The current cost-based regulated rates in Western Canada are similar to those at Kansas City and Denver/Commerce City. Given similar distances to port and the existence of only two railways (and no likelihood of new entrants), deregulation in Western Canada is likely to result in freight rates closer to those in Montana than to the current regulated level. The increase in freight costs will result in transfers from producers to the railways, distort production incentives, and create losses elsewhere in the economy. While maintenance of a regulated freight rate structure would address the freight rate issue, other problems would result. The lack of price signals reduces incentives for industry participants to perform. Branch lines are less likely to be maintained in a regulated environment because railways may be unable to charge the extra amount necessary to make them viable. Railways may also disrupt the system - as a form of bargaining - to create pressure for deregulation. This report explores the option of the government encouraging entry into rail service provision. Just as telecommunication companies are required to allow competitors to use their phone lines, existing railways could be required to make their track and switching equipment available to rail operators who wish to run train service on a line, on the condition that the access price covers the infrastructure cost. The paper examines the case of the British railway system where the ownership of the track has been separated from the operation of the rail equipment and the provision of service, and explores the applicability of this model to grain transportation on the Great Plains. In Britain, ownership of the track rests with a company called Railtrack (although Railtrack was government-owned, it has been privatized). Railtrack leases access to thirty train operators for fees that are regulated by the Office of the Rail Regulator to cover maintenance costs and provide a return on investment. The thirty rail operators then compete to provide service to customers. This model and others similar to it need to be developed and articulated before they can be considered in the public policy forum. Nevertheless, given the importance of rail transportation to the grain industry in the Northern Plains, it is imperative that options such as these be investigated to address the very thorny issue of freight rate and entry regulation.barriers to entry, competition, grain handling, grain transportation, monopoly, railroads, regulation, Public Economics, K2, L1, L9, L5,

National remote and regional transport strategy: consultation draft

On 22 May 2014, the Northern Territory hosted the National Remote and Regional Transport Infrastructure and Services Forum in Alice Springs, attended by 120 industry, government and community representatives from all areas of Australia. Following the Forum, the Council agreed for the Northern Territory to lead the development of the National Remote and Regional Transport Strategy, in collaboration with the South Australia, Western Australia, Queensland and Commonwealth governments. The Strategy will propose specific actions to address issues faced in remote and regional areas in relation to transport infrastructure, services and regulation. On 22 May 2015, the Council approved the release of the draft Strategy for public consultation. As part of the consultation period, stakeholders are invited to provide feedback on the draft Strategy and its proposed actions. For more information on the Strategy, or to make a submission, please visit the following link: www.transport.nt.gov.au/nrrts. Please note the closing date for submissions is 5pm Friday 31 July 2015 (ACST). Transport – A Vital Role The availability and quality of transport infrastructure and services impacts on every part of our society and wellbeing. Good transport systems provide a platform for improving productivity and driving social and economic growth for all Australians. Remote and Regional Areas – Supporting all of Australia The remote and regional area of Australia covers 85 percent of the Australian land mass, however has only 15 percent of the Australian population. But significantly, this area is responsible for 40 percent of Australia\u27s GDP due to its considerable resource sector and primary industries. Transport Challenges Remote and regional areas face specific transport challenges which do not apply to the highly populated eastern seaboard of Australia – all influenced by vast distances, a small population, climatic extremes, and demanding geography. It is for this reason that a one size fits all approach to transport regulation and infrastructure and service delivery just doesn\u27t work for the remote and regional areas of Australia. The Need for a National Strategy The aim of the National Remote and Regional Transport Strategy is to provide some practical solutions to the issues and challenges faced by transport system providers and users so that this important area of Australia can continue to grow and contribute to Australia\u27s wellbeing. The Council will discuss the final Strategy and its implementation at its meeting in November 2015

Towards a better understanding of the political economy of regional integration in the GMS: Stakeholder coordination and consultation for subregional trade facilitation in China

The main contribution of this paper is the identification of obstacles at the different levels of coordination, and constructive recommendations for (a) improving the effectiveness of existing coordination and (b) forging linkages where necessary between the various stakeholders i.e., central and provincial governments, state-owned enterprises, the private sector – including industrial associations, and small and medium-sized enterprises (SMEs) – border communities, donors and development partners, and civil organizations are the main stakeholders.Political economy, GMS, Trade Facilitation, China

RESTRUCTURING INDONESIAN RAILWAY – INTEGRATION OR SEPARATION

Law No. 23/2007 on Railways is opening the option for private sector or Local Government to be involved in railways. This study investigated experiences from other countries in railway restructuring especially their measures and model of restructuration. The countries investigated are Germany, Japan, Britain, and Sweden. After investigating restructuration experiences from other countries and looking on Indonesian railway condition, the study developed two approach of restructuration.The first approach of restructuration was using vertical separation model. The approach has advantages of: eliminating potential discrimination from the current holding company, increase the transparency in railway fund management, and more competitive market. The disadvantages were the high transaction costs, a need for monitoring of the other’s performance, the difficulty in creating complex performance schedules. The second approach was using the integration model. It has advantages of lower transaction cost, easy to manage path allocation, and efficient scheduled design. The disadvantages were the misuse railway fund allocation, also potential discrimination to the new entrants.The study found that the separation model is still the best approach for restructuring Indonesian railway but if looking at the Indonesian railway current condition with its problem of backlog assets it would be better that the separation approach is used in the development of railway in other islands.Keywords: Restructuration, separation, funds, operator

New Approach to Modelling and Its Application in Transportation in Urban Traffic

Urban and suburban transport is a transport system that combines various types of transport, transporting people and goods in the city and the nearest suburban area, as well as performing work on the improvement of the city. The urban transport system is part of a diversified urban economy and includes: vehicles (rolling stock); track devices (rail tracks, tunnels, overpasses, bridges, overpasses, stations, parking lots); marinas and boat stations; power supply devices (traction power substations, cable and contact networks, gas stations); repair shops and factories; depot, garages, service stations; car rental offices; linear communication devices, alarms, locks, traffic control. The city’s transport system also includes a bicycle, for which in civilized countries a special bicycle path on the sidewalks is allocated. The urban passenger transport is faced with the task of delivering passengers to their destination with maximum comfort at the minimum cost of time, labour and resources. The territorial development of cities at all times of their history was determined primarily by the speed characteristics of mass intracity movements. Therefore, the famous architect, creator of modern cities Le Corbusier noted that no city can grow faster than its transport. In this article, we introduce a new approach to modelling by using network theory and calculating topological properties of network, which have practical applications in transportation and urban traffic network. This work is licensed under a&nbsp;Creative Commons Attribution-NonCommercial 4.0 International License.</p

TERMINAL MANAGEMENT POLICY AND PASSENGER ACCESSIBILITY AT CICAHEUM BUS TERMINAL BANDUNG, WEST JAVA

This research is based on the main problem, namely: accessibility of the Bandung Cicaheum terminal is not optimal. This is thought to be caused by terminal management not yet being implemented. The approach used in this research is terminal management to the accessibility of case study passengers at the Cicaheum terminal. The research method used in this study uses qualitative methods with a case study. On this study, the researcher emphasizes more on investigations to understand social problems, based on respondents' detailed views of the problem. The results showed that the dimension of terminal management had not been carried out especially the planning dimension. The change of authority mandates that type A terminals that serve between cities and provinces become the authority of the central government. It has been three years since the mandate of the Law has been carried out over the function of authority, especially the elements of Personnel, Funding, Facilities and Infrastructure, and Documents (P3D). Research findings since the 2019 Budget Year Bandung City Government through the Department of Transportation has no longer allocated the Cicaheum terminal budget. Likewise, accessibility dimension, especially the intensity factor (density) of land use which is no longer suitable with the current conditions