How large is the gap between present and efficient transport prices in Europe?

In this paper we analyse the gap between present transport prices and efficient transport prices. Efficient transport prices are those prices that maximise economic welfare, including external costs (congestion, air pollution, accidents). The methodology is applied to six urban and interregional case studies using one common optimal pricing model. The case studies cover passenger as well as freight transport and cover all modes. We find that prices need to be raised most for peak urban passenger car transport and to a lesser extent for interregional road transport. Optimal pricing results for public transport are more mixed. We show that current external costs on congested roads are a bad guide for optimal taxes and tolls: the optimal toll that takes into account the reaction of demand is often less than one third of the present marginal external cost.transport pricing; external costs; social costs; congestion pricing

Second best toll and capacity optimisation in network: solution algorithm and policy implications

This paper looks at the first and second-best jointly optimal toll and road capacity investment problems from both policy and technical oriented perspectives. On the technical side, the paper investigates the applicability of the constraint cutting algorithm for solving the second-best problem under elastic demand which is formulated as a bilevel programming problem. The approach is shown to perform well despite several problems encountered by our previous work in Shepherd and Sumalee (2004). The paper then applies the algorithm to a small sized network to investigate the policy implications of the first and second-best cases. This policy analysis demonstrates that the joint first best structure is to invest in the most direct routes while reducing capacities elsewhere. Whilst unrealistic this acts as a useful benchmark. The results also show that certain second best policies can achieve a high proportion of the first best benefits while in general generating a revenue surplus. We also show that unless costs of capacity are known to be low then second best tolls will be affected and so should be analysed in conjunction with investments in the network

A β-mannanase with a lysozyme-like fold and a novel molecular catalytic mechanism

The enzymatic cleavage of β-1,4-mannans is achieved by endo-β-1,4-mannanases, enzymes involved in germination of seeds and microbial hemicellulose degradation, and which have increasing industrial and consumer product applications. β- Mannanases occur in a range of families of the CAZy sequence-based glycoside hydrolase (GH) classification scheme including families 5, 26, and 113. In this work we reveal that β- mannanases of the newly described GH family 134 differ from other mannanase families in both their mechanism and tertiary structure. A representative GH family 134 endo-β-1,4-mannanase from a Streptomyces sp. displays a fold closely related to that of hen egg white lysozyme but acts with inversion of stereochemistry. A Michaelis complex with mannopentaose, and a product complex with mannotriose, reveal ligands with pyranose rings distorted in an unusual inverted chair conformation. Ab initio quantum mechanics/molecular mechanics metadynamics quantified the energetically accessible ring conformations and provided evidence in support of a 1C4 → 3H4 ‡ → 3S1 conformational itinerary along the reaction coordinate. This work, in concert with that on GH family 124 cellulases, reveals how the lysozyme fold can be co-opted to catalyze the hydrolysis of different polysaccharides in a mechanistically distinct manner

Income effects, cost damping and the value of time: theoretical properties embedded within practical travel choice models

Mackie et al. (Values of travel time savings in the UK. Report to Department for Transport. Institute for Transport Studies, University of Leeds & John Bates Services, Leeds and Abingdon, 2003) proposed an identity relating the value of time (VoT) for commute and leisure travel to income and travel cost, reporting the prevalence of ‘cost damping’ (i.e. the phenomenon where VoT increases as travel cost increases). This identity (or a variant thereof) has been adopted within official methods for estimating VoT in the UK, Switzerland and The Netherlands. The present paper shows that Mackie et al.’s identity: (i) implies linear preferences, not strictly convex preferences as reported by Mackie et al.; (ii) complies with homogeneity and symmetry by construction; (iii) complies with adding-up if and only if VoT is unit elastic with respect to income; (iv) complies with negativity if VoT is unit elastic or greater with respect to income; (v) violates both adding-up and negativity in the case of the 2003 UK national VoT study. We propose alternative identities which comply with adding-up and homogeneity by construction, and offer comparable fit to Mackie et al.’s identity on the UK VoT dataset. We also find that the imposition of adding-up and negativity on Mackie et al.’s identity, through appropriate constraint on model estimation, leads to an increase of around 20% in valuations from the 2003 UK dataset

Foraging distribution of breeding northern fulmars is predicted by commercial fisheries

Funding: J.H.D. was funded by the Irish Research Council Enterprise Partnership Scheme, supported by the Petroleum Infrastructure Program. Field work on Little Saltee in 2018 and 2019 and S.d.G. were funded by the BlueFish project, funded by the European Regional Development fund through the Ireland Wales Cooperation Programme 2014−2020. Fieldwork on Eynhallow and St. Kilda was supported by Orkney Islands Council, the University of Aberdeen, the National Trust for Scotland and Talisman Energy (UK) Ltd. E.W.J.E. was funded by a Marine Alliance for Science and Technology for Scotland and University of Aberdeen studentship. Fieldwork elsewhere was funded by the EU Atlantic area INTERREG program via the Future of the Atlantic Marine Environment (FAME) project and by the RSPB, JNCC, Fair Isle Bird Observatory Trust and Marine Scotland, through the Seabird Tracking And Research (STAR) project. G.E.A. was funded by the MarPAMM project supported by the EU INTERREG VA Programme, managed by the Special EU Programmes Body (SEUPB).Habitat-use and distribution models are essential tools of conservation biology. For wide-ranging species, such models may be challenged by the expanse, remoteness and variability of their habitat, these challenges often being compounded by the species' mobility. In marine environments, direct observations and sampling are usually impractical over broad regions, and instead remotely sensed proxies of prey availability are often used to link species abundance or foraging behaviour to areas that are expected to provide food consistently. One source of food consumed by many marine top predators is fisheries waste, but habitat-use models rarely account for this interaction. We assessed the utility of commercial fishing effort as a covariate in foraging habitat models for northern fulmars Fulmarus glacialis, a species known to exploit fisheries waste, during their summer breeding season. First, we investigated the prevalence of fulmar-vessel interactions using concurrently tracked fulmars and fishing vessels. We infer that over half of our study individuals associate with fishing vessels while foraging, mostly with trawl-type vessels. We then used hidden Markov models to explain the spatio-temporal distribution of putative foraging behaviour as a function of a range of covariates. Persistent commercial fishing effort was a significant predictor of foraging behaviour, and was more important than commonly used environmental covariates retained in the model. This study demonstrates the effect of commercial fisheries on the foraging distribution and behaviour of a marine top predator, and supports the idea that, in some systems, incorporating human activities into distribution studies can improve model fit substantially.Publisher PDFPeer reviewe

Understanding valuation of travel time changes: are preferences different under different stated choice design settings?

Stated choice (SC) experiments are the most popular method to estimate the value of travel time changes (VTTC) of a population. In the simplest VTTC experiment, the SC design variables are time changes and cost changes. The levels of these variables create a particular setting from which preferences are inferred. This paper tries to answer the question “do preferences vary with SC settings?”. For this, we investigate the role of the variables used in the SC experiment on the estimation of the set of VTTC (i.e. mean and covariates). Ideally, one would like to observe the same individuals completing different SC experiments. Since that option is not available, an alternative approach is to use a large dataset of responses, and split it according to different levels of the variable of interest. We refer to this as partial data analysis. The estimation of the same model on each sub-sample provides insights into potential effects of the variable of interest. This approach is applied in relation to three design variables on the data for the last national VTTC study in the UK, using state-of-the-art model specifications. The results show several ways in which the estimated set of VTTC can be affected by the levels of SC design variables. We conclude that model estimates (including the VTTC and covariates) are different in different settings. Hence by focussing the survey on specific settings, sample level results will be affected accordingly. Our findings have implications for appraisal and can inform the construction of future SC experiments