The economic basis of major transport decisions

Institute for Transport Studies (ITS)
18. Nov 2016
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
The economic basis of major transport decisions
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The economic basis of major transport decisions

Hinweis der Redaktion

  1. But -Public acceptability – Wolfson Prize recently announced for a paper which suggests how pricing might be made more acceptable. big distributional impacts inevitably if it is to influence demand – many ‘hard cases’. Fuel duty has already fallen from its peak so case perhaps less pressing. Getting the charge right is an unresolved question – not the SRMSC per km that economists armed with a highway speed flow function are so good at estimating. But better than a flat £11.50 to enter and drive within a zone.
  2. Will the growth in demand – the doubling or rail journeys over the past 20 years – continue, or might the dominant role of big cities in the economy change, going back to the 1970s when out of town development was seen as the future and cities – even London -were dying? The trade-off between providing capacity to accommodate demand and raising fares is, at present, not considered as a policy option. It would be interesting to see the ministerial veto lifted, but with full account taken in setting fares of the external benefits of many rail journeys. The question of whether vertical integration of the railway might help to reduce costs does not go away, but imposing institutional change on an organisation that faces a number of existing delivery challenges is not without very real risks