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Spain regulates its intercity bus market by means of a ‘competition for the market’ mechanism, whose design has been modified several times in the last years. This implies that current services are operated under contracts whose conditions are heterogeneous. We take advantage of such fact to empirically measure the impact that regulatory designs may have on fares paid by the users. The results show very large differences between routes whose contracts were awarded under relatively open conditions compared to regionally regulated routes or very old contracts whose concessions were extended and have not been retendered.

The value given by commuters to the variability of travel times is empirically analysed using stated preference data from Barcelona (Spain). Respondents are asked to choose between alternatives that differ in terms of cost, average travel time, variability of travel times and departure time. Different specifications of a scheduling choice model are used to measure the influence of various socioeconomic characteristics. Our results show that travel time variability.

El objetivo de este estudio es analizar las decisiones de localización de las actividades industriales desde una óptica sectorial. En concreto, se explica la distribución municipal en Catalunya del número de nuevas inversiones procedentes del Registro de Establecimientos Industriales, durante el período 1986-2000. Los determinantes de la localización industrial se han agrupado en tres categorías: condiciones de oferta de factores, economías de aglomeración y accesibilidad. El análisis se lleva a cabo utilizando un modelo de eventos discretos con datos de panel. Los resultados obtenidos muestran que los tres conjuntos de variables introducidas son relevantes en la explicación de la localización de las empresas manufactureras y que actúan en diferente grado para los diferentes sectores.

This paper analyses the elasticities of demand in tolled motorways in Spain with respect to the main variables influencing it. The demand equation is estimated using a panel data set where the cross-section observations correspond to the different Spanish tolled motorways sections, and the temporal dimension ranges from the beginning of the eighties until the end of the nineties. The results show a high elasticity with respect to the economic activity level. The average elasticity with respect to petrol price falls around -0.3, while toll elasticities clearly vary across motorway sections. These motorway sections are classified into four groups according to the estimated toll elasticity with values that range from -0.21 for the most inelastic to -0.83 for the most elastic. The main factors that explain such differences are the quality of the alternative road and the length of the section. The long-term effect is about 50 per cent higher than the short term one; however, the period of adjustment is relatively short.

This paper analyses the relationship between road infrastructure improvements and investment in capital assets. Using aggregate data at a provincial level for 1977-2008, an equation for machinery and equipment investment is estimated applying Panel Corrected Standard Errors. The results indicate that the long-term elasticities of investment in relation to market potential, GDP and average years of schooling are 0.90, 0.75 and 0.80, respectively. Additionally, the long run impact of a road infrastructure investment policy is assessed. We find that the elasticities of investment in machinery and equipment, capital stock and GDP in relation to travel time are 1.18, 0.33 and 0.11, respectively

Using a panel of 48 provinces for four years we empirically analyze a series of temporary policies aimed at curbing fuel consumption implemented in Spain between March and June 2011. The first policy was a reduction in the speed limit in highways. The second policy was an increase in the biofuel content of fuels used in the transport sector. The third measure was a reduction of 5% in commuting and regional train fares that resulted in two major metropolitan areas reducing their overall fare for public transit. The results indicate that the speed limit reduction in highways reduced gasoline consumption by between 2% and 3%, while an increase in the biofuel content of gasoline increased this consumption. This last result is consistent with experimental evidence that indicates that mileage per liter falls with an increase in the biofuel content in gasolines. As for the reduction in transit fares, we do not find a significant effect for this policy. However, in specifications including the urban transit fare for the major cities in each province the estimated cross-price elasticity of the demand for gasoline -used as a proxy for car use- with respect to the price of transit is within the range reported in the literature. This is important since one of the main eficiency justification for subsidizing public transit rests on the positive value of this parameter and most of the estimates reported in the literature are quite dated.

El objetivo de este artículo es evaluar los efectos redistributivos derivados de las subvenciones al transporte público tomando como unidad de análisis a las familias. La fuente de datos es la Encuesta de Presupuestos Familiares 1990-91. Dado que la subvención consiste en una cantidad fija por billete comprado, cabe postular que la subvención recibida es proporcional al gasto efectuado en transporte público. Por ello, se estima una relación entre gasto en transporte público y nivel de renta que permite calcular los efectos redistributivos. No obstante, para solventar el problema de falta de representatividad muestral de la EPF para determinados colectivos, el análisis utiliza una aproximación indirecta a través de la estimación de una función de gasto que discurre en dos fases. La primera es la decisión de gastar o no gastar, que se cuantifica a través de un modelo de elección discreta y, la segunda, evalúa la cantidad gastada por medio de una ecuación de regresión continua. Estas modelizaciones parciales se integran en un modelo cuasi recursivo que se simula conjuntamente y permite evaluar distintas situaciones hipotéticas para una familia tipo. La conclusión global es que las subvenciones al transporte -en ausencia de efectos adversos sobre la eficiencia- tienen efectos progresivos, dado que representan una mayor proporción de la renta para las decilas inferiores. Este efecto es más acentuado en las grandes ciudades de Madrid y Barcelona.

This paper analyses the effect of job accessibility by public and private transport on labour market outcomes in the metropolitan area of Barcelona. Beyond employment, we consider the effect of job accessibility on job-education mismatch, which represents a relevant aspect of job quality. We adopt a recursive system of equations that models car availability, employment and mismatch. Public transport accessibility appears as an exogenous variable in the three equations. Even though it may reflect endogenous residential sorting, falsification proofs suggest that the estimated effect of public transport accessibility is not entirely driven by the endogenous nature of residential decisions.

This paper contributes to the empirical literature on the effects of agglomeration and road accessibility on productivity of firms by looking at the case of Spain. We approach productivity indirectly by using individual wages allocated at the NUTS III level. We use a repeated cross-section of individual micro-data for the years 1995, 2002 and 2006. The availability of interprovincial travel time data for each of the three years allows controlling for transport improvements over the period by using a market potential variable. Additionally, agglomeration is approached by employment density and we control for localization economies, human capital externalities and a large set of individual and workplace characteristics. Estimating by instrumental variables, our results show a positive and significant effect of market accessibility on wages and non linear effect for employment density.

This paper analyses the effect of job accessibility on job-education mismatch in the metropolitan area of Barcelona with regard to both public and private transport. Transit accessibility is defined in terms of the spatial distribution of employment relative to travel time by public transport, whereas accessibility by private transport is approximated by car availability. The results obtained from a joint model for car ownership, employment selectivity and mismatch confirm that car availability matters for job-education mismatch. Moreover, public transport connectivity to job locations favours the matching between schooling and occupation in the urban labour market.

This paper analyses the relationship between road infrastructure improvements and investment in capital assets. Using aggregate data at a provincial level for 1977-2008, an equation for machinery and equipment investment is estimated applying Panel Corrected Standard Errors. The results indicate that the long-term elasticities of investment in relation to market potential, GDP and average years of schooling are 0.90, 0.75 and 0.80, respectively. Additionally, the long run impact of a road infrastructure investment policy is assessed. We find that the elasticities of investment in machinery and equipment, capital stock and GDP in relation to travel time are 1.18, 0.33 and 0.11, respectively.

This paper estimates the role that technological change and car characteristics have played in the rate of fuel consumption of vehicles over time. Using data from the Spanish car market from 1988 to 2013, we estimate a reduced form equation that relates fuel consumption with a set of car characteristics. The results for the sales-weighted sample of vehicles show that energy efficiency would have improved by 30% and 42% for petrol and diesel cars respectively had car characteristics been held constant at 1988 values. However, the shift to bigger and more fuel-consuming cars reduced the gains from technological progress. Additionally, using the results of the fuel equation we show that, besides a natural growth rate of 1.1%, technological progress is affected by both the international price of oil and the adoption of mandatory emission standards. Moreover, according to our estimations, a 1% growth in GDP would modify car characteristics in such a way that fuel consumption would increase by around 0.23% for petrol cars and 0.35% for diesel cars.

A finals de febrer de 2011, el govern va anunciar un conjunt de mesures encaminades a reduir el consum de gasolina. Les seves previsions eren que aquest caigués en un 15%. Un estudi a partir d'informació públicament disponible ha detectat que aquestes mesures (reducció dels preus dels trens de rodalies, límits més estrictes de velocitat i inclusió de biofuel en el carburant) van obtenir un efecte inferior al previst pel govern a causa del seu caràcter temporal. A finales de febrero de 2011, el gobierno anunció un conjunto de medidas encaminadas a reducir el consumo de gasolina. Sus previsiones eran que éste cayera en un 15%. Un estudio a partir de información públicamente disponible ha detectado que dichas medidas (reducción de los precios de los trenes de cercanías, límites más estrictos de velocidad e inclusión de biofuel en el carburante) obtuvieron un efecto inferior al previsto por el gobierno debido a su carácter temporal. In late February 2011, the government announced a set of measures to reduce fuel consumption. His forecast was that it fell by 15%. A study based on publicly available information detected that these measures (reduction of prices of train tickets, stricter speed limits and inclusion of biofuel) had a lower effect than those predicted by the government due to their temporary character.

Human capital endowment is one of the main factors influencing the level of development of a region. This paper analyses whether remoteness from economic activity has a negative effect on human capital accumulation and, consequently, on economic development. Making use of microdata this research proves that remoteness from economic activity has contributed to explain the divergences in the level of education observed across Spanish provinces over the last 50 years. The effect is significant even when controlling for the improvement of education supply. Nonetheless, the accessibility effect has been petering out since the 1960s due to the decreasing barriers to mobility.

Using a panel of 48 provinces for four years we empirically analyze a series of temporary policies aimed at curbing fuel consumption implemented in Spain between March and June 2011. The first policy was a reduction in the speed limit in highways. The second policy was an increase in the biofuel content of fuels used in the transport sector. The third measure was a reduction of 5% in commuting and regional train fares that resulted in two major metropolitan areas reducing their overall fare for public transit. The results indicate that the speed limit reduction in highways reduced gasoline consumption by between 2% and 3%, while an increase in the biofuel content of gasoline increased this consumption. This last result is consistent with experimental evidence that indicates that mileage per liter falls with an increase in the biofuel content in gasolines. As for the reduction in transit fares, we do not find a significant effect for this policy. However, in specifications including the urban transit faré for the major cities in each province the estimated cross-price elasticity of the demand for gasoline -used as a proxy for car use- with respect to the price of transit is within the range reported in the literature. This is important since one of the main efficiency justification for subsidizing public transit rests on the positive value of this parameter and most of the estimates reported in the literature are quite dated.

Human capital endowment is one of the main factors influencing the level of development of a region. This paper analyses whether remoteness from economic activity has a negative effect on human capital accumulation and, consequently, on economic development. Making use of microdata this research proves that remoteness from economic activity has contributed to explain the divergences in the level of education observed across Spanish provinces over the last 50 years. The effect is significant even when controlling for the improvement of education supply. Nonetheless, the accessibility effect has been petering out since the 1960s due to the decreasing barriers to mobility.

This paper contributes to the empirical literature on the effects of agglomeration and road accessibility on productivity of firms by looking at the case of Spain. We approach productivity indirectly by using individual wages allocated at the NUTS III level. We use a repeated cross-section of individual micro-data for the years 1995, 2002 and 2006. The availability of interprovincial travel time data for each of the three years allows controlling for transport improvements over the period by using a market potential variable. Additionally, agglomeration is approached by employment density and we control for localization economies, human capital externalities and a large set of individual and workplace characteristics. Estimating by instrumental variables, our results show a positive and significant effect of market accessibility on wages and non linear effect for employment density.

La predicción de la demanda juega un papel clave en la evaluación de proyectos. Sin embargo, la evidencia reciente indica que la predicción a largo plazo está sujeta a fuertes incertidumbres. Este artículo discute algunos aspectos relevantes relacionados con la predicción de la demanda a largo plazo y, en especial, la incertidumbre. En primer lugar, el artículo revisa los principales aspectos que la predicción de la demanda debe tomar en consideración para evitar errores que pueden distorsionar los resultados de la evaluación. A continuación, se analiza de forma sucinta las ventajas e inconvenientes de los modelos de demanda a efectos de predicción, con especial referencia a la predicción a largo plazo y a la elección modal. En tercer lugar, se caracterizan los errores de predicción y se presenta como ejemplo ilustrativo el impacto de la incertidumbre en la predicción a largo plazo para una autopista de peaje. Por último, se resumen los modelos de predicción de la demanda aplicados en España. Demand forecasting is a key factor in project evaluation. However, according to recent empirical evidence, long-term predictions are subject to high levels of uncertainty. This paper discusses some relevant topics related to long run demand forecasting with special emphasis on uncertainty. Firstly, we offer a review of the main issues that demand forecasting should consider in order to avoid errors that might distort the result of the evaluation. Secondly, we analyze the pros and cons of alternative modelling approaches, particularly, long term forecast and modal split models. The paper goes on to describe the characteristics of the forecasting errors and provides, as an illustrative example, the impact of uncertainty on long term forecasting for a tolled motorway. Finally, we summarize the forecasting models used in Spain .

Traffic forecasts provide essential input for the appraisal of transport investment projects. However, according to recent empirical evidence, long-term predictions are subject to high levels of uncertainty. This paper quantifies uncertainty in traffic forecasts for the tolled motorway network in Spain. Uncertainty is quantified in the form of a confidence interval for the traffic forecast that includes both model uncertainty and input uncertainty. We apply a stochastic simulation process based on bootstrapping techniques. Furthermore, the paper proposes a new methodology to account for capacity constraints in long-term traffic forecasts. Specifically, we suggest a dynamic model in which the speed of adjustment is related to the ratio between the actual traffic flow and the maximum capacity of the motorway. This methodology is applied to a specific public policy that consists of suppressing the toll on a certain motorway section before the concession expires.

Traffic forecasts provide essential input for the appraisal of transport investment projects. However, according to recent empirical evidence, long-term predictions are subject to high levels of uncertainty. This paper quantifies uncertainty in traffic forecasts for the tolled motorway network in Spain. Uncertainty is quantified in the form of a confidence interval for the traffic forecast that includes both model uncertainty and input uncertainty. We apply a stochastic simulation process based on bootstrapping techniques. Furthermore, the paper proposes a new methodology to account for capacity constraints in long-term traffic forecasts. Specifically, we suggest a dynamic model in which the speed of adjustment is related to the ratio between the actual traffic flow and the maximum capacity of the motorway. This methodology is applied to a specific public policy that consists of suppressing the toll on a certain motorway section before the concession expires.

This study analyses the impact that job accessibility in public transport has on car ownership. An ordered probit explaining the number of cars per household is estimated as a function of head of household characteristics, household characteristics and job accessibility. The data used in the analysis come from the Microcensus of year 2001 of the Spanish Institute of Statistics for the areas of Barcelona and Madrid. Our results show a significant effect of accessibility on car ownership. Additionally, we carried out simulation exercises in which the expected number of vehicles decreases as accessibility improves. For instance, in the case of households living outside the central city, an improvement of accessibility up to the average level of the central city would offset the effect of the number of working adults on the expected number of vehicles.

The objective of this paper is to estimate the impact of residential job accessibility on female employment probability in the metropolitan areas of Barcelona and Madrid. Following a "spatial mismatch" framework, we estimate a female employment probability equation where variables controlling for personal characteristics, residential segregation and employment potential on public transport network are included. Data used come from Microcensus 2001 of INE (National Institute of Statistics). The research focuses on the treatment of endogeneity problems and the measurement of accessibility variables. Our results show that low job accessibility in public transport negatively affects employment probability. The intensity of this effect tends to decrease with individual's educational attainment. A higher degree of residential segregation also reduces job probability in a significant way.

This study analyses the impact that job accessibility in public transport has on car ownership. An ordered probit explaining the number of cars per household is estimated as a function of head of household characteristics, household characteristics and job accessibility. The data used in the analysis come from the Microcensus of year 2001 of the Spanish Institute of Statistics for the areas of Barcelona and Madrid. Our results show a significant effect of accessibility on car ownership. Additionally, we carried out simulation exercises in which the expected number of vehicles decreases as accessibility improves. For instance, in the case of households living outside the central city, an improvement of accessibility up to the average level of the central city would offset the effect of the number of working adults on the expected number of vehicles.

The value given by commuters to the variability of travel times is empirically analysed using stated preference data from Barcelona (Spain). Respondents are asked to choose between alternatives that differ in terms of cost, average travel time, variability of travel times and departure time. Different specifications of a scheduling choice model are used to measure the influence of various socioeconomic characteristics. Our results show that travel time variability.

The objective of this paper is to analyse to what extent the use of cross-section data will distort the estimated elasticities for car ownership demand when the observed variables do not correspond to a state equilibrium for some individuals in the sample. Our proposal consists of approximating the equilibrium values of the observed variables by constructing a pseudo-panel data set which entails averaging individuals observed at different points of time into cohorts. The results show that individual and aggregate data lead to almost the same value for income elasticity, whereas with respect to working adult elasticity the similarity is less pronounced.

The objective of this paper is to analyse to what extent the use of cross-section data will distort the estimated elasticities for car ownership demand when the observed variables do not correspond to a state equilibrium for some individuals in the sample. Our proposal consists of approximating the equilibrium values of the observed variables by constructing a pseudo-panel data set which entails averaging individuals observed at different points of time into cohorts. The results show that individual and aggregate data lead to almost the same value for income elasticity, whereas with respect to working adult elasticity the similarity is less pronounced.

The objective of this paper is to estimate a petrol consumption function for Spain and to evaluate the redistributive effects of petrol taxation. We use micro data from the Spanish Household Budget Survey of 1990/91 and model petrol consumption taking into account the effect that income changes may have on car ownership levels, as well as the differences that exist between expenditure and consumption. Our results show the importance that household structure, place of residence and income have on petrol consumption. We are able to compute income elasticities of petrol expenditure, both conditional and unconditional on the level of car ownership. Non-conditional elasticities, while always very close to unit values, are lower for higher income households and for those living in rural areas or small cities. When car ownership levels are taken into account, conditional elasticities are obtained that are around one half the value of the non- conditional ones, being fairly stable across income categories and city sizes. As regards the redistributive effects of petrol taxation, we observe that for the lowest income deciles the share of petrol expenditure increases with income, and thus the tax can be regarded as progressive. However, after a certain income level the tax proves to be regressive.

El objetivo de este artículo es evaluar los efectos redistributivos derivados de las subvenciones al transporte público tomando como unidad de análisis a las familias. La fuente de datos es la Encuesta de Presupuestos Familiares 1990-91. Dado que la subvención consiste en una cantidad fija por billete comprado, cabe postular que la subvención recibida es proporcional al gasto efectuado en transporte público. Por ello, se estima una relación entre gasto en transporte público y nivel de renta que permite calcular los efectos redistributivos. No obstante, para solventar el problema de falta de representatividad muestral de la EPF para determinados colectivos, el análisis utiliza una aproximación indirecta a través de la estimación de una función de gasto que discurre en dos fases. La primera es la decisión de gastar o no gastar, que se cuantifica a través de un modelo de elección discreta y, la segunda, evalúa la cantidad gastada por medio de una ecuación de regresión continua. Estas modelizaciones parciales se integran en un modelo cuasi recursivo que se simula conjuntamente y permite evaluar distintas situaciones hipotéticas para una familia tipo. La conclusión global es que las subvenciones al transporte –en ausencia de efectos adversos sobre la eficiencia- tienen efectos progresivos, dado que representan una mayor proporción de la renta para las decilas inferiores. Este efecto es más acentuado en las grandes ciudades de Madrid y Barcelona.

One of the most popular options for promoting public transport use is the provision of an integrated and high quality public transport system. This was the strategy adopted by the regional government in Madrid in 1986 and since then public transport patronage has increased by more than 50%. This paper has two objectives. The first is to identify the factors underlying the significant increase in the demand for public transport in Madrid. To do this we estimate an aggregate demand function for bus and underground trips, which allows us to obtain the demand elasticities with respect to the main attributes of public transport services and also to calculate the long-term impact of changes in those explanatory variables on patronage. The second objective is to evaluate the impact on revenue derived from the introduction of the travel card scheme, and to discuss the consequences on revenue of changes in the relative fare levels of different types of ticket without substantially affecting patronage. This latter issue is addressed by estimating a matrix of own and cross-price elasticities for different ticket types.

This paper analyses the elasticities of demand in tolled motorways in Spain with respect to the main variables influencing it. The demand equation is estimated using a panel data set where the cross-section observations correspond to the different Spanish tolled motorways sections, and the temporal dimension ranges from the beginning of the eighties until the end of the nineties. The results show a high elasticity with respect to the economic activity level. The average elasticity with respect to petrol price falls around -0.3, while toll elasticities clearly vary across motorway sections. These motorway sections are classified into four groups according to the estimated toll elasticity with values that range from -0.21 for the most inelastic to -0.83 for the most elastic. The main factors that explain such differences are the quality of the alternative road and the length of the section. The long-term effect is about 50 per cent higher than the short term one; however, the period of adjustment is relatively short.

El objetivo de este estudio es analizar las decisiones de localización de las actividades industriales desde una óptica sectorial. En concreto, se explica la distribución municipal en Catalunya del número de nuevas inversiones procedentes del Registro de Establecimientos Industriales, durante el período 1986-2000. Los determinantes de la localización industrial se han agrupado en tres categorías: condiciones de oferta de factores, economías de aglomeración y accesibilidad. El análisis se lleva a cabo utilizando un modelo de eventos discretos con datos de panel. Los resultados obtenidos muestran que los tres conjuntos de variables introducidas son relevantes en la explicación de la localización de las empresas manufactureras y que actúan en diferente grado para los diferentes sectores.

The contributions of this paper are twofold: On the one hand, the paper analyses the factors determining the growth in car ownership in Spain over the last two decades, and, on the other, the paper provides empirical evidence for a controversial methodological issue. From a methodological point of view, the paper compares the two alternative decision mechanisms used for modelling car ownership: ordered-response versus unordered-response mechanisms. A discrete choice model is estimated at three points in time: 1980, 1990 and 2000. The study concludes that on the basis of forecasting performance, the multinomial logit model and the ordered probit model are almost undistinguishable. As for the empirical results, it can be emphasised that income elasticity is not constant and declines as car ownership increases. Besides, households living in rural areas are less sensitive than those living in urban areas. Car ownership is also sensitive to the quality of public transport for those living in the largest cities. The results also confirmed the existence of a generation effect, which will vanish around the year 2020, a weak life-cycle effect, and a positive effect of employment on the number of cars per household. Finally, the change in the estimated coefficients over time reflects an increase in mobility needs and, consequently, an increase in car ownership.

En el presente estudio nos aproximamos al cálculo del impacto de una política de supresión de peajes en España. Se estima una función de demanda de autopistas de peaje, utilizando un modelo de datos de panel con efectos fijos. Los resultados confirman que las elasticidades son mayores que el promedio encontrado en la literatura, la razón es la existencia y calidad de una vía alternativa. En cuanto al impacto de la política, los resultados sugieren un incremento del tráfico en las autopistas de 43,40% en relación con 2007. El cambio del bienestar de los usuarios se estima en €1497,58 millones (en comparación con 2007)

El análisis de los determinantes de la demanda de turística es un tema muy popular en la literatura turística y, de acuerdo con Zimmerman (1982), ha sido objeto de análisis egún diferentes dimensiones temporales (el periodo particular, a lo largo del ciclo de vda, según la generación). Este trabajo se propone analizar el tema en una perspectiva aún diferente, estudiando como varia el impacto de las restricciones económicas y familiares a lo largo de un año tomado como referencia, y por ende, de interpretar sus consecuencias en término de estacionalidad (aspecto que a pesar de la relevancia que tiene, ha recibido muy poco interés por la literatura académica).

El autotransporte es de los sectores más contaminantes en México, generando el 17% del total de emisiones de CO2. El consumo de gasolina y diesel son la principal fuente de estas emisiones. Este artículo analiza empíricamente la demanda de gasolinas del sector automotor en México durante el período 1960-2007. Las estimaciones de las elasticidades de corto y largo plazos del precio e ingreso fueron: -0.07, -0.17, 0.46 y 1.06. Lo que implica que la demanda de gasolinas es sensible a la trayectoria del ingreso e inelástica a los precios. Por tanto, un crecimiento económico continúo sin una adecuada política de precios generará un aumento en el consumo de gasolinas. Esta situación puede ser más grave al considerar los efectos del cambio climático atendiendo a una demanda relativamente onstante. Bajo estas circunstancias es necesario implementar diversas políticas públicas imultáneamente para frenar las consecuencias del consumo de gasolinas sobre el cambio climático.

Des de la seva introducció, l'AVE s'ha convertit en un dels medis de transport més escollits pels passatgers a l'hora de viatjar arreu de la península, juntament amb l'avió. La finalitat principal d'aquest treball és analitzar quin impacte pot generar l'AVE sobre aquelles rutes operades amb avió, a partir d'una anàlisi estadística en relació al preu dels bitllets i la freqüència d'unes rutes determinades. Des de su introducción, el AVE se ha convertido en uno de los medios de transporte más escogidos por los pasajeros a la hora de viajar por la península, juntamente con el avión. La finalidad principal de este trabajo es analizar el impacto que puede generar el AVE sobre aquellas rutas operadas con avión, a partir de un análisis estadístico en relación con el precio de los billetes i la frecuencia de unas rutas determinadas. Since its beginning, AVE has become one of the most popular means of transport among passengers when travelling across the Peninsula, as well as plane. The main aim of the current work is to analyse the impact which AVE might have on the Flight routes by plane, based on an statistical analysis regarding the tickets price and the frequency of specific routes.