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The expert contributors explore how decisions are made at different stages in mega-projects and the multi-actor relationships between public and private partners. They evaluate the perspectives and pitfalls in determining the costs and benefits of a mega-project ex ante, and examine the wider impacts of mega-projects, including issues such as regional growth, energy transition and climate change. Although the focus is on the advanced economies of North America, Europe, and Australia, much of the material is useful for other parts of the world where large transport infrastructure projects are currently underway or will be developed in the coming years. Providing crucial background information for those who want to understand decision-making processes on large transport infrastructure projects, this fascinating Handbook will prove an important source of information for academics, researchers and students in the fields of transport, infrastructure, project management, management science, economic analysis (cost-benefit analysis), public policy, environmental policy and ethics. Practitioners, politicians and policymakers involved in large transport infrastructure projects will also find this book to be an invaluable reference tool. -- Publisher description.

Migration, emigration and immigration are processes directly related to transport and have a significant impact on the performance of this field. On the other hand, extensive movement of people inevitably relates to issues of sustainability, their assurance, etc. Migrants settle in large cities where public transport is well developed. Migrants usually commute by means other than driving their own cars (choosing public transport, walking, cycling or car sharing). Many researchers in the USA (United States of America) have linked this to migrants’ choice of a place of residence, which are well served by public transport, as they mainly travel for work. However, with passing time and improving living standards, the need for immigrants to not only use public transport, but to also own their own, becomes similar to that of the locals. This also increases the need for the analysis of sustainable transport issues. The correlation and regression analyses used in the article and the application of the ALM (automatic linear modelling) modelling led to the following results: a significant positive correlation was found between emigration and passenger carriage by all modes of transport|Maritime transport, and a significant negative correlation was found between emigration and passenger carriage by all modes of transport|Rail transport, suggesting that these indicators have a mutually significant relationship with one another. The conducted regression analysis and applied modelling showed that the regression model was insignificant and therefore cannot be used. However, the results suggest that the relationship between immigration and transport indicators can be used as a direction for further research.

This distinctive and timely book examines the current state and trends in the ownership, management and financing of European high capacity roads. Offering an analysis of three pioneer countries in road privatization, Spain, France and Italy, from their origins to their recent developments, it evaluates how the design of privatisation policies may lead to their success or failure. Describing the trend in favouring public-private collaboration and road charging, Professor Daniel Albalate presents the theoretical framework of road privatisation and its relevant design issues. Exhaustively studying the national experiences in historical perspective, he aims at providing lessons on the good, the bad and the ugly of road privatisation. As a result, this excellent study shows the increasing role of private financing and ownership in Europe, a trend mainly explained by fiscal motivations and the thrust of the European Commission. Presenting an evaluation of the critical elements of the contractual and regulatory design of the public-private collaboration that determines the likelihood of success and failure, this unique book will be of special interest to academics, graduate students and policy makers interested in the public provision and financing of road infrastructure, and public finance more generally. --Publisher description.

The EU decarbonization strategy foresees deep cuts in CO2 in the transport sector. Investment in infrastructure, manufacturing of new technology vehicles and production of alternative fuels induce macroeconomic changes in activity and employment for both national and regional economies. The objective of the paper is to present a newly built macroeconomic-regional model (GEM-E3-R general equilibrium model for economy, energy and environment for regions) for assessing impacts of transport sector restructuring on regional economies of the entire EU, segmented following NUTS-3 (nomenclature of territorial units of statistics). The model combines general economic equilibrium theory with location choice and New Economic Geography and implements a dynamic, fully endogenous agglomeration-dispersion mechanism for people and industries coupled with a gravity model for bilateral interregional flows. A novelty of the model is a two-layers structure: (i) the country-wide layer formulated as a global multi-sector, multi-country and multi-period computable general equilibrium (CGE) model; and (ii) the regional economy layer, which simulates impacts on regional economies, while considering country-wide economic trends as boundary conditions. The paper presents a use of the model in the assessment of regional economic effects of electrification of car mobility in Europe and wide use of domestically produced advanced biofuels.

Workers’ health and safety are a major concern in society, since work accidents have a major impact on productivity and economy. In Brazil, the accidents are officially reported through Work Accident Communication and they are available to the public. Thus, this study analyzed a balanced dataset containing 1,206 records of deaths caused by work accidents related to the transport sector. Its aim was analyzing how the deaths in the transport sector are related with the other work accident factors. To achieve this goal, twelve performance data mining techniques are compared, through five performance metrics, regarding the predictive capacity of the occurrence of deaths caused by work accidents. In this context, the XGBoost and Naïve Bayes algorithms showed the best predictive capacity. The explanatory analysis indicates that work accidents followed by death in road transport are predictable due to the severity of the injuries and vital parts of the body are affected.

In this paper we apply a model of technological diffusion, Future Technology Transformations in the Transport Sector (FTT: Transport), linked to the E3ME macroeconomic model, to study possible future technological transitions in personal passenger transport in four East Asian countries. We assess how targeted policies could impact on these transitions by defining four scenarios based on policies that aim to reduce emissions from transport. For each country we find that an integrated approach of tax incentives, subsidies, regulations (fuel economy efficiency), kick-start programs and biofuel programs yield the most significant emission reductions because, when combined, they accelerate effectively the diffusion of electric vehicles in the region.

The pivotal target of the Paris Agreement is to keep temperature rise well below 2 °C above the pre-industrial level and pursue efforts to limit temperature rise to 1.5 °C. To meet this target, all energy-consuming sectors, including the transport sector, need to be restructured. The transport sector accounted for 19% of the global final energy demand in 2015, of which the vast majority was supplied by fossil fuels (around 31,080 TWh). Fossil-fuel consumption leads to greenhouse gas emissions, which accounted for about 8260 MtCO2eq from the transport sector in 2015. This paper examines the transportation demand that can be expected and how alternative transportation technologies along with new sustainable energy sources can impact the energy demand and emissions trend in the transport sector until 2050. Battery-electric vehicles and fuel-cell electric vehicles are the two most promising technologies for the future on roads. Electric ships and airplanes for shorter distances and hydrogen-based synthetic fuels for longer distances may appear around 2030 onwards to reduce the emissions from the marine and aviation transport modes. The rail mode will remain the least energy-demanding, compared to other transport modes. An ambitious scenario for achieving zero greenhouse gas emissions by 2050 is applied, also demonstrating the very high relevance of direct and indirect electrification of the transport sector. Fossil-fuel demand can be reduced to zero by 2050; however, the electricity demand is projected to rise from 125 TWhel in 2015 to about 51,610 TWhel in 2050, substantially driven by indirect electricity demand for the production of synthetic fuels. While the transportation demand roughly triples from 2015 to 2050, substantial efficiency gains enable an almost stable final energy demand for the transport sector, as a consequence of broad electrification. The overall well-to-wheel efficiency in the transport sector increases from 26% in 2015 to 39% in 2050, resulting in a respective reduction of overall losses from primary energy to mechanical energy in vehicles. Power-to-fuels needed mainly for marine and aviation transport is not a significant burden for overall transport sector efficiency. The primary energy base of the transport sector switches in the next decades from fossil resources to renewable electricity, driven by higher efficiency and sustainability.

The usage of renewable energy sources (RESs) to achieve greenhouse gas (GHG) emission reduction goals requires a holistic transformation across all sectors. Due to the fluctuating nature of RESs, it is necessary to install more wind and photovoltaics (PVs) generation in terms of nominal power than would otherwise be required in order to ensure that the power demand can always be met. In a near fully RES-based energy system, there will be times when there is an inadequate conventional load to meet the overcapacity of RESs, which will lead to demand regularly being exceeded and thereby a surplus. One approach to making productive use of this surplus, which would lead to a holistic transformation of all sectors, is “sector coupling” (SC). This paper describes the general principles behind this concept and develops a working definition intended to be of utility to the international scientific community. Furthermore, a literature review provides an overview of relevant scientific papers on the topic. Due to the challenge of distinguishing between papers with or without SC, the approach adopted here takes the German context as a case study that can be applied to future reviews with an international focus. Finally, to evaluate the potential of SC, an analysis of the linking of the power and transport sectors on a worldwide, EU and German level has been conducted and is outlined here.

Hydrogen can be considered an innovative fuel that will revolutionize the energy sector and enable even more complete use of the potential of renewable sources. The aim of the paper is to present the challenges faced by companies and economies that will produce and use hydrogen. Thanks to the use of hydrogen in the energy, transport and construction sectors, it will be possible to achieve climate neutrality by 2050. By 2050, global demand for hydrogen will increase to 614 million metric tons a year, and thanks to the use of hydrogen in energy, transport and construction, it will be possible to achieve climate neutrality. Depending on the method of hydrogen production, the processes used and the final effects, several groups can be distinguished, marked with different colors. It is in this area of obtaining friendly hydrogen that innovative possibilities for its production open up. The costs of hydrogen production are also affected by network fees, national tax systems, availability and prices of carbon capture, utilization, and storage installations, energy consumption rates by electrolyzers and transport methods. It is planned that 1 kg of hydrogen will cost USD 1. The study used the desk research method, which made it possible to analyze a huge amount of descriptive data and numerical data.

The proper development of transportation constitutes the basis for an effectively functioning economy at the national and global levels. On the other hand, transportation significantly impacts the environment and climate. Sustainable transportation management should therefore include both economic, social and environmental aspects. The article aims to comprehensively assess the economic–energy–environmental efficiency of the 27-road freight transport sector in EU countries in 2019. The research was conducted using the non-parametric Data Envelopment Analysis (DEA) method. The Slacks-Based Measure–Data Envelopment Analysis (SBM-DEA) model was used, taking into account unwanted (undesirable) effects. As non-energy inputs in the DEA model used the labor in the road freight transport sector, stock of registered goods vehicles, and the length of the road network. Moreover, the energy consumption by the road freight transport sector was used as energy inputs in the DEA model. Desirable outputs were taken as road freight transport sector revenues and freight work performed by the sector. GHG emissions expressed in CO2 equivalent were treated as undesirable outputs. The research also adopts energy productivity and GHG emission efficiency indicators. The eco-efficiency of the road freight transport sector in EU countries varies. Ten countries have efficient road freight transport sectors. The efficient road freight transport group included Denmark, Germany, Belgium, Lithuania, Luxembourg, the Netherlands, Poland, Portugal, Slovenia and Bulgaria. They efficiently transformed the inputs into outputs. Five countries were recognized as eco-efficiency followers, including Italy, Finland, Slovakia, Sweden and Romania, and 12 countries were characterized by an inefficient road freight transport sector. Based on benchmarking principles for inefficient road freight transport sectors, the changes in input and output levels were proposed to improve efficiency. The relationship between the economic development of EU countries and the eco-efficiency of the road freight transport sector was also analyzed, indicating a positive relationship between the variables but with weak strength. The main contributions of this article are an extension of previous DEA works that assesses the efficiency of the road freight transport sector, also considering undesirable variables. Research conclusions are particularly important for policymakers in the context of management sustainable transportation development in the EU.