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The vertical stress exerted by the vehicles will be high in a populated road and to increase the bearing capacity of subgrade characteristics, geosynthetic material can be used. In the current study different geosynthetic material such as geo-grid, geo-textile and geo-membrane were used to as a subgrade reinforcement member inside the CBR mould for understanding the improvement in subgrade for single, two and three geosynthetic layering in the CBR mould. The results show there was a constant increase in the bearing with the increase in a number of layers and this improvement varied with type of geosynthetic materials also. Among three geosynhteic materials, geogrid shows improved CBR characteristics. Finally, Cost analysis and design of flexible pavement were carried for an optimum number of layers for geogrids. There was reduction of about 6.38% in the cost of construction when using geogrid as subgrade reinforcement member. Resumen La tensión vertical ejercida por los vehículos será alta en una carretera poblada y, para aumentar la capacidad de carga de las características de subrasante, se puede usar material geosintético. En el presente estudio, se usaron diferentes materiales geosintéticos, como geo-rejilla, geo-textil y geo-membrana, como elemento de refuerzo de subrasante dentro del molde CBR para comprender la mejora en subgrado para capas simples, dos y tres geosintéticas en el molde CBR. Los resultados muestran que hubo un aumento constante en el rodamiento con el aumento en varias capas y esta mejora también varió con el tipo de materiales geosintéticos. Entre los tres materiales geosintéticos, la geomalla muestra características CBR mejoradas. Finalmente, el análisis de costos y el diseño de pavimento flexible se llevaron a cabo para un número óptimo de capas para geomallas. Hubo una reducción de alrededor del 6.38% en el costo de construcción al usar la geomalla como miembro de refuerzo de subrasante. Resumo A tensão vertical exercida pelos veículos será alta em uma estrada povoada e, para aumentar a capacidade de carga das características de subleito, pode-se usar material geossintético. No presente estudo, usaram-se diferentes materiais geossintéticos, como geogrelha, geo-têxtil e geo-membrana, como elemento de reforço de subleito dentro do molde CBR para compreender a melhora em subgrau para camadas simples, dois e três geossintéticas no molde CBR. Os resultados mostram que houve um aumento constante no rolamento com o aumento em várias camadas e esta melhora também variou com o tipo de materiais geossintéticos. Entre os três materiais geossintéticos, a geomalha mostra características CBR melhoradas. Finalmente, a análise de custos e o desenho de pavimento flexível foram realizados a um número ótimo de camadas para geomalhas. Houve uma redução de aproximadamente 6.38% no custo de construção ao usar a geomalha como membro de reforço de subleito.

La investigación que presentamos parte de la idea de que el transporte por carretera en sus modalidades, mercancías y pasajeros, y este último en sus dos tipos, privado y público conforma un sector con una notable relevancia socioeconómica. De hecho hay estimaciones que fijan su aportación al PIB de España en un 7% como media, alcanzando un 10% si se incluye el transporte por cuenta propia, y la producción de los medios y de las infraestructuras de transporte. Así, a los evidentes beneficios que aporta a la economía, que en gran medida se ven reflejados en las pertinentes estadísticas, habría que detraerle los notables costes que implica no sólo en términos de aumentar la dependencia energética de nuestro país, el enorme y dramático coste derivado de la accidentalidad, y también el derivado de los problemas que ocasiona en materia de contaminación y uso del suelo y congestión de las infraestructuras. En él se sientan las bases metodológicas para la construcción, por fases, de un Sistema de Indicadores que permita la evaluación y el seguimiento de la sostenibilidad del sector del Transporte en su triple dimensión: económica, ambiental y social; la comparación sincrónica y diacrónica de los indicadores; el establecimiento de valores Umbrales: críticos y deseables, y de valores Objetivos de progresos realistas hacia los deseables. The research presented on the idea that the road transport modalities, goods and passengers, and the latter in two types, private and public sector makes up a considerable socioeconomic relevance. In fact some estimates set its contribution to GDP of Spain by 7% on average, reaching 10% if one includes the own-account transport, and media production and transport infrastructure. Thus, the obvious benefits of the economy, which largely reflected in the relevant statistics, should be deducted from the outstanding costs involved not only in terms of increasing energy dependence of our country, the huge and dramatic cost resulting from accidents, and the derivative of the problems caused in terms of pollution and land use and infrastructure congestion. It lays the methodological foundations for construction in phases, a system of indicators to allow assessment and monitoring of the sustainability of transport sector in three dimensions: economic, environmental and social comparison synchronic and diachronic indicators, the establishment of threshold values: critical and desirable values and objectives realistic progress toward desirable.

Horizontal cooperation in logistics refers to how two or more companies can cooperate in order to achieve a common objective, which is usually related to minimization of global distribution costs. This paper discusses backhaul-based horizontal cooperation in road transportation and supports the relevance of this praxis as a way of reducing both routing costs as well as costs due to CO2 emissions. After describing the problem context and reviewing some related work, the paper examines different numerical examples in order to quantify the savings in routing and emissions costs that can be attained throughout backhaul-based horizontal cooperation. Both cooperative and non-cooperative scenarios are discussed and compared against each other. These considerations raise the value of the global objective function, permitting a realistic analysis of the importance of horizontal cooperation in the control of the environmental impact of road transportation. (C) 2013 The Authors. Published by Elsevier Ltd. Selection and/or peer-review under responsibility of Scientific Committee, This work has been partially supporled by the Department of Universities Research & lnformation Society of the Catalan Government (2012-CTP-00005) and by the Spanish Ministry of Science and Innovation (TRA2010-21644-C03).

This paper analyses the technical efficiency of European road freight transport companies over the period 2004-2012. The results show that road freight companies that use logistic platforms appropriately are more efficient. Other interesting results were also obtained showing that the liberalisation of transport sectors, inventory management and the use of Information and Communications Technology all lead to improvements in companies’ technical efficiency., Este trabajo analiza la eficiencia técnica de las empresas europeas de transporte de mercancías por carretera durante el período 2004-2012. Los resultados muestran que las empresas de transporte de mercancías por carretera que utilizan plataformas logísticas adecuadamente son más eficientes. Otros resultados interesantes también fueron obtenidos corroborando que la liberalización de los sectores del transporte, la gestión de inventarios y el uso de las Tecnologías de Información y Comunicaciones lleva a mejoras en la eficiencia técnica de las empresas.

Treball Final de Grau en Economia. Codi: EC1049. Curs: 2013/2014 This work attempts to study the relationship between trade and costs of road transport. First, we analyze trade and transport in the world economy and then we focus in more detail on European transport. To analyze the influence of the transports costs on the trade, we estimate a regression model where we include explanatory variables as distance, the GDP per capita for importer countries as well as for exporter country and dummies on specific characteristics of trade flows. In doing so, exports by road among Spain and EU-27 countries are considered. Furthermore, we make an estimation for three relevant sectors in road transport. The results of both estimations allow us to know more about the relevance of transport and logistics when explaining the determinants of European trade.

In this paper, we analyze the current Spanish tariff system as applied by low-temperature distribution companies on transport in part loads of perishable freight that are destined to Spain's main European export markets. Using 2008 data that have been directly obtained from a sample of transport companies, the price structure is formulated by making a distinction between ordinary and final prices and their respective variables. Next, the price structure is compared to the mean production costs. According to our calculations, we can state that the tariffs of distribution companies depend on the mean total cost, and they are estimated by using final prices calculated expressly for every customer. Finally, this paper outlines directions for future empirical work. En este trabajo se analiza el sistema de tarificación aplicado en España por los operadores logísticos de frío, en el transporte de alimentos perecederos en carga fraccionada con destino a los principales mercados europeos de exportación. Utilizando datos para el año 2008, obtenidos directamente de una muestra de empresas porteadoras, se formula la estructura de precios, diferenciando entre tarifas ordinarias y precios finales y las variables que los integran, y se compara con los costes medios de producción derivados de la actividad. A partir de las ecuaciones estimadas se constata que los operadores están tarificando según el coste total medio, empleando precios finales que calculan expresamente para cada cliente. Por último, se subrayan las directrices para futuras investigaciones.

The main purpose of this paper is to describe and analyze the structure and composition of labor relation's actors in the road transport sector (RT) in Argentina, after the post-convertibility regime (2003). As regards the actor, we study the structure of the main union that represents in Argentina the workers in this sector. It is called Federación Nacional de Trabajadores Camioneros, Obreros y Empleados del Transporte Automotor de Cargas, Logística y Servicios, and the unions joined to it. Therefore, and for simplicity matters, we have decided to call them "Truckers". On the other side, we describe the employers' organization into a macro level of the analysis. Then we display the structure of this actor and finally we reflect on the way employers behave in this sector. This paper is a descriptive, exploratory and preliminary study. In that way, we focus in three key issues of analysis intertwined with each other: the political and institutional frame, the economic context and finally labor relations' development during post-convertibility regime in Argentina. The method in which we based our analysis was a case study of the Argentinian trucking industry and the development of its federation. For this, we did some preliminary interviews to workers and sectorial's business men; we also collect more information through secondary sources like union's articles, official statistics, sectorials' academic papers, etc., Fil: Pontoni, Gabriela A. Universidad Nacional de La Matanza; Argentina.

El repunte de las operaciones comerciales con el exterior, acentuado por el extraordinario volumen de café para exportación, ha mostrado la insuficiencia del sistema de transporte terrestre del país: se aumentaron en forma inusual los fletes de transporte de carga desde y hacia los puertos. En el presente artículo, mediante la presentación de dos modelos matemáticos de transporte de carga por carretera, se establecen algunos elementos para avalar la importación de “tractomulas” de segunda, como una política global que le permitiría al país incrementar los costos de transporte a los demás sectores económicos.

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Tesis (M. Sc) -- CATIE, Turrialba (Costa Rica), 2010 Esta tesis caracteriza la economía política de la regulación del sector transporte costarricense mediante el análisis de un conjunto de cinco políticas: una revisión técnica vehicular, impuestos de importación de vehículos, un permiso de circulación, impuestos a los combustibles, y un programa de restricción vehicular. Métodos cualitativos y cuantitativos se complementan en una innovadora combinación de un análisis de actores y un análisis econométrico. Los resultados del análisis sugieren que la restricción vehicular de San José sí logró reducir las ventas nacionales de gasolina entre julio de 2008 y abril de 2009, sin embargo es probable que los conductores de menores ingresos hayan sido desproporcionalmente afectados por esta política. Entre mis principales recomendaciones de política están aumentar el acceso que tienen los diseñadores de políticas a datos e investigaciones relevantes, y mejorar la fluidez de comunicación entre diferentes sectores de la sociedad. This thesis characterizes the political economy of private transport regulation in Costa Rica through an analysis of a set of five policies: a technical vehicular inspection, car import taxes, a circulation permit, fuel taxes, and a driving restriction. Qualitative and quantitative methods complement each other in an innovative combination of stakeholder and econometric analysis. Results of this analysis suggest that although San José’s driving restriction was successful in reducing gasoline sales between July 2008 and April 2009, low-income drivers were likely disproportionately affected by the policy. My main policy recommendations include increasing policymakers’ access to relevant data and research, and improving the fluidity of communication among different sectors of society.

A lot of cities are experiencing an increase of cycling in their daily urban trips. This produce benefits for all citizens and many decision-makers are designing policies to improve bike use. However, this is not possible without a cycling demand management policy, which should be based on the scientific knowledge of cyclist behaviour key factors. In the scientific literature we can find many references about factors affecting bicycle use. They are oriented either to show qualitative analysis, where bike factors assessment are made; or they present discrete choice models where bike factors are evaluated in order to the final user choice. Both research lines provide important information on cyclist behaviour knowledge. However they are not enough to explain all the explanatory factors to use bikes. Some factors influencing cycling use are of psycho-social type and they are not included in the econometrics models normally used. This paper presents a research done to improve cycling demand forecast. For this research we have made an internet based survey in the Madrid University Campus, where a public bike system is expected to be implemented. In this survey we have collected more than 3,000 responses, including objective and subjective factors for the trip to the University. Based of the outputs of the survey several models have been adjusted for forecasting cycling demand. We have used social science techniques like covariance structural equation modelling. These techniques are based on the use of latent variables and they consider the relationships among them. The results emphasize the importance of experience for using bicycle for daily mobility. The explanatory factors have been ranked in four groups: convenience, pro-bike factors, physical limitations and external limitations. Among these groups, external limitations and convenience are the most relevant, explaining 85% of cyclist travel behaviour. There are also important interactions between pro-bike factors and convenience ones that have to be taken into account because pro-bike factor have an influence of almost 57% of the convenience factors. These results allow explaining the key factors to develop a sound cycling policy. No data (2010) UEM