Car Costs Research Articles

Сравнительный анализ эксплуатационных расходов личного автомобиля

Сравнительный анализ эксплуатационных расходов личного автомобиля

Car innovations & autopilot: perception through the media in Kazakhstan

Due to the high cost of cars with autopilot in Kazakhstan (from 22 million tenge), personal reviews and comments on social networks about it are not common. Therefore, media texts remain the main source of information about self-driving cars. These texts are creating a defined communication environ- ment on the topic. To date, public perception formed under the media influence has a bias towards nega- tive. With the help of content analysis I have studied journalistic texts about car autopilots, published in domestic electronic media. According to the final results of the research: Kazakhstani mass media rarely publish materials on this particular topic; they can not maintain neutrality when covering the topic of autopilots (only 16%);domestic journalists more often resort to the use of words with negative labeling (55%); in a positive light the topic is gives only by business media; the audience under the media influ- ence and in the created communication environment gradually forms a negative attitude towards to the autopilot system.

Introducing green logistics elements into a selected company - case study

In the case study, we examine the economic impacts of the environmental repercussions of logistics in the selected company. We deal with the current environmental and financial demands of the company chosen fleet and propose the adequate replacement of existing vehicles for electric vehicles and with the necessary accessories. We follow the possibilities of technological modifications for the option of installing the exact type of essential accessories with the simultaneous delimitation of parking areas, which would best meet the required criteria. We monitor the profitability of energy production. Furthermore, a technological solution that can be solved within a selected company. The aim of the case study is to compare the purchase costs of cars to different types of propulsion and to find out the possibility of achieving savings within the operating costs of in-house logistics. It also monitors the reduction in emission footprints and the perception of the company under review.

CO2 reduction costs and benefits in transport: socio-technical scenarios

The transport sector produces 23% of greenhouse gas (GHG) emissions globally. While the mitigation of climate change requires GHG emissions to be drastically reduced, the emissions from the transport sector are expected to grow. The purpose of this study is to produce alternative scenarios which meet the target of 80% CO2 emission reduction by 2050 for the Finnish transport sector and to analyse the carbon abatement potentials, costs and benefits of the required behavioural and technological measures. We found that the most cost-efficient measure for the society is to support a shift from private car use to shared car use through increasing car-sharing and ride-sharing. Aiming to reach the emission reduction targets solely through technological measures would require a rapid uptake of alternative energies and the society would not receive the possible benefits, including health benefits, energy savings and fixed car cost savings.

The sensitivity of rail demand to variations in motoring costs: Findings from a comparison of methods

There is not a great deal of reliable summary evidence on how variations in motoring costs impact on the demand for rail travel, in contrast with evidence on other key demand parameters. In part this is because cross-elasticities are difficult to estimate whilst we must recognise that they are strongly dependent upon relevant market shares. In addition, the combination of car being the main competitor to rail and anticipated significant reductions in car costs over time mean that this is an important area for research. Given the historic challenges of estimating robust crosselasticities, the research reported here used a variety of methods based upon purpose collected survey data, large data sets of tickets sales and National Travel Survey data, major reviews of existing evidence, and deducing crosselasticities using economic theory. The findings provide a significant contribution to understanding in this area. There is a high degree of similarity in the fuel price cross-elasticities obtain by the different methods on average, although this masks variations across contexts. The cross-elasticities tend to be relatively small, which is in line with the survey evidence that not all motorists consider even fuel costs or are aware of changes in them. Nonetheless, crosselasticities can be large where rail is in a weak competitive position. Our findings challenge current conventions in the railway industry in Great Britain, as contained in the longstanding Passenger Demand Forecasting Handbook (PDFH), both in terms of the magnitude of cross-elasticities used and their variation across routes. Our preference is to deduce fuel price cross-elasticities from car own-price elasticities using diversion factors and relative demand of car and rail. This method is able to produce context specific cross-elasticities, reflecting the inherent variability of such parameters, whilst the econometric analysis and other evidence support the use of this approach. The method can be easily extended to cover parking costs, which we here did to provide new guidance for PDFH, and car journey times. We recommend means by which the method can be enhanced.

Economic dimension of the influence of union regulations on cost passenger car repairs in Poland

The article presents considerations regarding the impact of EU regulations in the form of vertical agreements in the motor vehicle sector from the prohibition of agreements restricting competition to the costs of passenger car repairs in Poland. The considerations were supplemented with proprietary repairs of repair costs, covering the use of individual categories of spare parts in the processes of repairing selected passenger cars from four selected market segments. The intention of the article is to draw attention to the essence of the research issues undertaken by showing which price discrepancies occur between the given spare parts, which in the future may facilitate the answer to the question: application, which category of spare parts leads to the highest reduction of vehicle repair costs. The addressees of the presented re-search results are both repair workshops, private users and insurance companies.

Economic Benefit of Introducing a Bus Rapid Transit (BRT) in Kano State Nigeria

The objective of this study is to know the variables use in quantifying economic benefits of public transport project, contribution of public transport to economic productivity This paper attempts to provide a Road User Cost (RUC) comparison of current usage of Buses and Cars in three different stages which are the present time, do nothing and the introduction of new modes. Vehicle operating cost (VOC), value of time (VOT), pollution cost, accident cost and environmental cost are calculated in other to know the benefits for their abilities to ensure accessibility and mobility, reduce accidents and reduce environmental loss. The study stretch involves an 11.1 km of 2-lane divided carriageway road connecting Kabuga bus stop to Janguza market. Social costs which included accident costs, accident cost of cars (private modes) were found to be 50 times the accident cost of bus accidents. California Air Resource Board (CARB) model was adopted to evaluate Environmental costs. The total road user costs were then obtained to provide comparative evaluation among the study modes. Furthermore, the multiple future scenarios were created to provide understanding about the need for inclusion of other modes. In this regard, this paper provided a framework for the cost evaluation for an urban area and results indicate that buses are more cost-effective in transportation of equivalent number of passengers.

Research on the Value Evaluation of Used Pure Electric Car Based on the Replacement Cost Method

In this paper, the value evaluation of the used pure electric car is carried out by the replacement cost method, which fills the blank of the value evaluation of the electric vehicle. The basic principle of using the replacement cost method, combined with the actual cost of pure electric cars, puts forward the calculation method of second-hand electric car into a new rate based on the use of AHP method to construct the weight matrix comprehensive adjustment coefficient of related factors, the improved method of value evaluation system for second-hand car

The Registration of Special Notarial Bonds under the Security by Means of Movable Property Act and the Publicity Principle: Lessons from Developments in Belgium

Many people do not own immovable property to offer as security but do have movable property which can be offered as security for the repayment of a debt. In today’s world where the costs of a motor car can exceed that of a house, the increasing value of movable things makes it a popular and appropriate security object. Under the common law pledge, delivery of the movable property from the pledgor (debtor) to the pledgee (creditor) has to take place in order for the pledgee to acquire a real security right in the property. Delivery of the property is aimed at ensuring compliance with the publicity principle. The principle of publicity entails that the existence of a real security must be known to the public. With the aim to promote commerce, certain countries have taken the initiative in reforming their laws on pledge to allow the debtor to retain possession of the movable property that serves as security. Furthermore, technology has advanced to a level where national registration systems which can be accessed easily and at minimal costs can be established. The South African legislature enacted the Security by Means of Movable Property Act 57 of 1993 which makes provision for a pledge without possession. This Act deemed a duly registered notarial bond over specified movable property to have been delivered as if delivery has in fact taken place thereby substituted the common law delivery requirement with registration in the Deeds Office. On 30 May 2013, the Belgian House of Representatives adopted a Belgian Pledge Act which allows for a non-possessory pledge on movable property subject to registration in a newly created public register called the Electronic Pledge Register. This article therefore examines the efficacy of the registration system of special notarial bonds in South African law and whether this form of registration complies with the publicity principle looking at the developments of a computerised registration system taking place in Belgium.

Some pay much but many don’t: Vehicle TCO imputation in travel surveys

Costs of cars are among the most relevant factors influencing travel behavior. However, there is a lack of data about the true costs of car ownership and specifically on how these costs are distributed across different vehicles and across the population. This paper presents a multistage method for imputing car costs by cost item in a German national travel survey data set. Based on vehicle information reported by survey participants, we assign costs to each of the three thousand cars in the data set using the most comprehensive German vehicle cost data base. In addition to combining different data sets, we use model based imputation methods. In order to validate the average costs for private vehicles we analyze the German income and expenditure survey EVS. The average total cost of ownership for a private car in Germany is about 310 Euros per month. This translates to about 30 Eurocents per auto-km. About one third of the costs are fuel, another third is depreciation, and the rest are other mainly fixed costs (insurance, tax, repair and maintenance). However, the cost distribution is strongly skewed with a long tail to the right. Hence, the majority of motorists pay less than average for their private vehicles while few pay more and evidently some pay a lot more. This imputation approach delivers unprecedented vehicle cost information in particular with regard to the distribution of vehicle costs. Such data is key for understanding the fundamentals of mobility choices.

Z kasztelu do obozu wojennego. Konno, zbrojnie i z dobrze zaopatrzonym wozem

W średniowieczu mobilizacja wojska przebiegała powoli, a jego zgromadzenie trwało kilka tygodni. Czas na przygotowanie się na wyprawę wojenną to zazwyczaj cztery tygodnie, czas na wypas koni. Wyrazem znaczenia koni bojowych i troski okazywanej ich właścicielom przez panującego jest uwzględnienie ich w edykcie cesarza Fryderyka I Barbarossy o pokoju w państwie z 1152 r. Podobny zapis znajdujemy w statutach Kazimierza Wielkiego z połowy XIV w. Tak duże zainteresowanie końmi wynikało z tego, że „koń, jak wszyscy wiedzą, jest najważniejszą częścią rycerza”. Koń bojowy to dextrarius, czyli prowadzony przez giermka podczas podróży luzem po prawicy, aby wypoczęty był w każdej chwili do dyspozycji rycerza. W zależności od swoich możliwości finansowych rycerze i szlachta dosiadali zarówno dorodnych i rosłych ambulatorów i inochodników, często okrytych różną zbroją, jak i koni średniej wielkości. Natomiast podczas podróży bagaże dźwigał juczny summarius, rycerz zaś dosiadał krzepkiego konia roncina. Rycerstwo i szlachta na drogę zakładali lekką zbroję: kolczugę, płaty lub sam napierśnik. Głowę chronił otwarty i mniej męczący kapalin. Przyłbicę jako hełm zamknięty rycerze wykorzystywali dopiero z chwilą wejścia do walki. Uzbrojenie ochronne oraz broń drzewcowa: kopie i włócznie znajdowały się na towarzyszącym im wozie. Podczas podróży tradycyjny miecz lub koncerz zastępował poręczniejszy kord, tasak lub szabla, ale przy pasie był zawsze puginał lub sztylet. Wraz z ogłoszeniem wyprawy powszechnej rycerz powinien wyruszyć na nią z trzykonnym wozem z żywnością na cztery tygodnie. W cenniku z 1538 r. znajdujemy cztery rodzaje wozów, ale tylko ostatni z nich to wóz specjalny dla zaciężnych (currus stipendiariorum). Jego całkowite wyposażenie stanowiły: kosz z wagami, orczykami, okutymi żelazem kołami i poklatem, tj. płóciennym przykryciem wozu. Taki wóz kosztował 5 florenów. Średniowieczni podróżni zatrzymywali się na posiłek lub na nocleg zazwyczaj w karczmach lub w gospodach. Możniejsi starali się korzystać zazwyczaj z gościnności klasztorów znajdujących się na ich drodze. W miastach mogli nocować w domach mieszczan za odpowiednią opłatą. Ale podczas wyprawy wojennej, a także na polowaniu, trzeba było nocować nawet w szałasie. Jednak król, dostojnicy i zamożniejsza szlachta mieszkała w namiotach. W okresie średniowiecza używano głównie dwóch rodzajów namiotów o kształcie stożkowym. Były to namioty na planie koła, o małej powierzchni i drugie obszerniejsze – o podstawie w kształcie prostokąta lub owalu. Według statutu cechu krawców bydgoskich z 1533 r. na mniejszy tentorium bellicum potrzeba było 112 łokci (ok. 64 m) materiału. Natomiast na namiot większy potrzeba było 146 łokci (ok. 83,2 m) materiału. Hetman Jan Tarnowski w swym Consilium rationis bellicae przestrzega przed pożarem w namiotach i określa miejsca ich postoju w obozie wojennym, gdzie nastąpi drugi etap życia żołnierskiego.

Functional Model-Based Design Methodology for Automotive Cyber-Physical Systems

The high complexity of cross-domain engineering in combination with the pressure for system innovation, higher quality, time to market, and budget constraints makes it imperative for automotive companies to use integrated engineering methods and tools. Computer engineering tools are mainly focused on a particular domain, and therefore, it is difficult to integrate different tools for system-level analysis. In this paper, a novel multidisciplinary systems engineering methodology and associated design automation algorithms for the complex automotive cyber-physical systems are presented. Rather than starting from the domain-specific architecture/simulation models where most resources are spent, we preemptively target the early design stage at the functional level that determines 75% of an automobile's cost. In our methodology, the marriage of systems engineering principles with high-level synthesis techniques from design automation area results in a functional modeling compiler capable of generating high-fidelity simulation models for the design space exploration and validation of multiple cyber-physical automotive architectures. Using real-world automotive use cases, we demonstrate how functional models capturing integrated cyber-physical aspects are synthesized into high-fidelity multidomain simulation models.

Externalities From Driving Luxury Cars

ABSTRACTDriving luxury cars creates negative externalities. Driving a luxury car increases property damage liability insurance costs for all drivers due to the striking differences in repair costs of luxury cars and nonluxury cars in Korea. In this study, we estimate the externalities related to auto accidents involving luxury cars by running a two‐part model using unbalanced individual‐level panel data on insurance claims and characteristics of the insured party. We find evidence of negative externalities in all of our results. To be specific, a 1 percent increase in luxury cars raises the property damage liability costs by 1.9–2.6 percent per claim. The estimated nationwide increase in the cost of liability due to driving of luxury cars in Korea is USD 139–196 million per year. This cost is shared by all drivers nationwide.

Magnitude of external costs of highways in Japan

This study estimates the external costs of highways in Japan. External costs consist of five components: traffic accidents, air pollution, noise, global warming, and traffic congestion. The major findings are as follows. First, external costs increase at an accelerated rate as traffic volume increases. Second, the largest component of external costs is traffic congestion, accounting for about 53%. The next largest components are traffic accidents and air pollution. Third, among vehicle types, the external costs of buses are largest, at 117 yen per vehicle-km, about 18 times higher than the external costs of regular cars. Fourth, total external costs for the entire highway network are about 823,128 million yen (about 0.2% of Japan’s GDP). Relative to highway toll revenues, operating costs, and total provision costs of highways, external costs equal 69.9, 116.7, and 48.3%, respectively. Therefore, the current toll revenues do not cover the total social cost of highways. Fifth, as for regional differences, the external costs of regions, such as South Kanto (Tokyo), Kinki (Osaka), and Tokai (Nagoya), account for 68.8% of all Japan. Finally, among these five components, regional disparity appears to be large especially with regard to noise and air pollution.

Why housing and transport costs should always be considered together: A monocentric analysis of prudential measures in housing access

This paper compares the effects of two prudential measures in housing access on the solvency and welfare of households, with specific attention to transport costs and equity issues. A widespread regulation limits the housing burden (defined as the share of income spent on housing), typically at 33% or so. Using the monocentric model, I show that capping the housing burden drives low-income households away from the city center toward suburban areas, where they face high transport costs. This unintended eviction effect lowers the prudential efficiency of this measure. Capping the housing plus transport burden precludes this eviction mechanism and better protects household solvency, including from strong variations in transport costs such as during fuel price spikes. Additionally, by limiting the bidding capacity of households, both prudential measures lead to a decrease in housing prices. This tends to improve the welfare of households, firstly of high-income ones (being less affected by the constraints). The effect is stronger when capping the housing burden, so that households, again firstly high-income ones, are typically better off (in terms of welfare) than when one caps the housing plus transport burden, however. Considering the primary objective of prudential measures – protecting household solvency, firstly of low-income households – these findings call for the inclusion of transport costs within prudential ratios, as well as indicators of housing affordability. This would incidentally raise public awareness with regard to the high costs of private cars, which are often underestimated. A short application to the Paris region corroborates that a policy change from housing only toward comprehensive housing plus transport prudential ratios might significantly improve the situation of low-income households.

Smart Parking Guidance Using Optimal Cost Function

The industrialization of the world, increase in population and mismanagement of the available parking space has resulted in parking problems. There is a need for an intelligent and reliable system which can be used for searching the unoccupied parking facility, to reduce the cost of leasing people and for better use of resources for car-park owners. This paper introduces an algorithm to increase the efficiency of the current smart-parking system. The main objective of this algorithm is helping users automatically to find an unoccupied parking lot with least cost based on a new performance metrics to calculate the parking cost. Considering the distance between the User and Parking, Distance between Parking and services area, Percent of free spaces in each car park and Cost of parking for a time t. Matlab software was used to compute the cost function and to save an optimal parking space upon a request by the user. The experimental results show that the proposed cost function helps improve the probability of optimal parking with least cost.

Effects of cost adjustment on travel mode choice: analysis and comparison of different logit models

Abstract Residence mode choice behavior is affected by various factors, and research on the effects of travel cost would give valuable guidance in making cost-related travel demand management policy. Logit models are widely used in mode choice analysis and this paper estimates three kinds of logit models, namely MNL, NL and ML, to choose the most suitable one in analyzing cost adjustment affection. Estimation results show that market shares of car and PT interact obviously given cost change. 10% decrease of PT cost seems to have a better promoting effect of PT share increase than 10% increase of car cost.

What is the Minimum Budget for an Adequate Social Participation in Spain? An Estimate Through the Reference Budgets Approach

In Spain, the percentage of population living in poverty or social exclusion has consistently increased since 2007. This trend makes it unlikely to reach the Spanish National Europe 2020 target, which is to reduce in 1.400.000 the people at risk of poverty or exclusion. At the same time, the Spanish Minimum Income Protection Schemes are complex, fragmented and inefficient. In the context of the Europe 2020 Strategy, reference budgets are regarded as a tool to improve poverty measurement and assess income adequacy. This paper describes the development of the Spanish Reference Budgets: priced baskets containing the minimum goods and services necessary for well-described types of families to have an adequate social participation. The study here presented combines various sources of information: national guidelines, expert opinion, scientific literature, survey data on cultural habits and focus group discussions using a cross-country comparable approach. Based on a needs-based perspective, we have estimated a minimum budget threshold that ranges from 427€ to 1569€/month depending on the type of family. Without considering housing and car costs, the healthy food budget is the one that represents a higher share of the total budget in all family types. The weight of the other baskets depends on the household composition, mainly on the presence of children. The aim of our approach is to assess family and children needs, as well as to orient policies designed to guarantee social rights and reduce children poverty and social exclusion.

Boda Bodas In Kenya Have Alleviated Boys From Poverty, Idleness And Bad Habits Despite Prevailing Challenges

Beginning of the 1960s, Ugandan smugglers needed a cheap, reliable, and quiet way to move materials between Uganda and Kenya. Cars were too expensive and noisy, and so were motorbikes. Their choice was to use bicycles which, with a little luggage rack behind the seat, were perfect for evading the police while transporting valuable goods. The idea had an unexpected development. Those bikes were so strong that perhaps were also suitable as taxis to transport people. Michael Lipton, identified rural isolation and distance from urban centers as the real obstacle to the growth of developing countries (Lipton 2014). The gains were lower than those derived from smuggling, but at least the business was legal and the riders did not have to deal with the police system of the two countries. This development gave rise to the Boda Boda taxi system which, from the between Uganda and Kenya, where it was invented spread quickly in east Africa. The widespread development of motorcycle taxis system in Kenya is changing the mobility habits of the rural populations. Their ubiquitous presence in East African cities is the result of a number of factors including an increasing demand for public transit, the ability to purchase motorcycles on credit, and an influx of cheap imports from Indian manufacturers like Bajaj. In the countries where they are present, boda boda can provide vital job opportunities for entrepreneurial young men who lack skills lifting their incomes and brightening their lives while at the same time resulting in an increase in road accidents and unnecessary deaths. The term boda boda may come from the English words shouted by their drivers: border. Some credit the boda boda with an apocryphal ability to transport people across a without a need to complete the paperwork using a motor vehicle would necessitate. The need for a reliable and effective transportation system is increasingly met by an organization of young men called Boda Boda. The name still carries its outlaw's origins and it is a mispronunciation of the words border border, which just reminds the smuggling practices of the 1960s. Today it has become a common means of transportation especially in rural areas of Africa. The motorcycle Boda Boda, more robust and with a better ability to go longer distances and climb up hill compared to the bicycle, first appeared on the market in 1992, and had a rapid growth due to the Government easing on the restrictions on import of vehicles more than 5 years old (Howe 2003). The cheapness of the imported used motorcycles, compared to the cost of cars caused the fleet growth, and the success of the phenomenon. The utilization of a transportation system which freely permits the access to a larger amount of ideas might become an element which will allow populations to decide what their future should look like.

Напрями оптимізації вантажних перевезень підприємств автомобільного транспорту

Мета: розглянути проблематику забезпечення ефективності діяльності підприємств автомобільної галузі, Визначити заходи та напрями покращення та оптимізації вантажних перевезень автотранспортних підприємств. Обґрунтувати методи та шляхи оптимізації вантажного перевізного процесу, що надасть можливість впливати на технічний рівень нової техніки і виробництва в цілому. Методи: Спостереження і дослідження проблематики забезпечення ефективної діяльності автотранспортних підприємств, класифікація та опис складових вдосконалення управління та оптимізації вантажних перевезень, що надасть можливість на автотранспортних підприємствах впливати на проектування раціонального перевізного процесу, скорочення транспортних витрат та виробництва в цілому. Кореляційно-регресійний аналіз ефективності визначення раціонального маршруту руху автомашин, що дозволяє поліпшити техніко-експлуатаційні показники роботи рухомого складу, підвищити продуктивність автомобілів і знизити витрати перевезеного вантажу. Результати: визначені напрямки забезпечення ефективності діяльності вантажних перевезень підприємств автомобільної галузі шляхом розробки і прийняття рішень щодо оптимізації вантажоперевезень автотранспортних підприємств через розробку раціонального маршруту руху транспортних засобів, розробку пропозицій з управління складом (чисельністю) транспортного парку, вдосконалення роботи диспетчерської служби та оптимізації організаційної структури підприємства. Обговорення: визначення напрямів підвищення діяльності транспортних підприємств автомобільної галузі обумовлено необхідністю збільшенню обсягу вантажних перевезень, підвищенню інтенсивності використання рухомого складу, економії матеріальних та енергетичних ресурсів, зниження трудових витрат. Прийняття рішень з удосконалення управління та оптимізації вантажоперевезень є важливою темою для майбутніх досліджень, що створить можливість на підприємстві впливати на технічний рівень нової техніки і виробництва в цілому.