R. Danielis, Lucia Rotaris, Andrea Rusich, E. Valeri
The aim of this paper is to estimate the potential demand for carsharing, to this aim a model which calculates the total generalized cost for a given mobility pattern and transport mode mix is developed. The model considers : a) that a person sometimes travels with friends and family, and therefore shares the travel expenses and/or satisfies several travel needs, and b) that uses in given time period more than one mode of transport. The parameters of the model are derived by detailed, face-to-face, computer-assisted interviews. A limited number of interviews have been so far completed. However, they hint to some very interesting empirical evidence. It is found that car ownership is currently very high in the Italian families and that the car is used extensively both for workstudy and, especially, for other-than-workstudy trip purposes. Offering a carsharing service (CS) would enhance the mode choice and could, in some cases, lower the total mobility costs. The respondents assign quite a large value to the pleasure of owning a car, much more so than the pleasure of being carsharing users, both for workers and for students. Consequently, the respondents would dislike not owing a private car, while having the choice between the private and the carsharing car is preferred especially by the students. The mobility cost indicators reflect, but not perfectly, the preference-based choices of the sample. Three individual case studies are further analyzed. They have been defined as : a low, a medium and a high mobility case study. The low mobility case study shows that these persons would largely benefit from the existence of a CS service, they would use it occasionally and they would probably be willing to forgo the private car. The medium mobility case study shows that the variables parking time, access time and CS fare can easily switch the balance between convenience and inconvenience of using CS. The higher mobility case study in a small town setting demonstrates that in such circumstances the prospects for a viable CS service are rather bleak.
{"title":"UNDERSTANDING THE DEMAND FOR CARSHARING: LESSONS FROM ITALIAN CASE STUDIES","authors":"R. Danielis, Lucia Rotaris, Andrea Rusich, E. Valeri","doi":"10.1400/228409","DOIUrl":"https://doi.org/10.1400/228409","url":null,"abstract":"The aim of this paper is to estimate the potential demand for carsharing, to this aim a model which calculates the total generalized cost for a given mobility pattern and transport mode mix is developed. The model considers : a) that a person sometimes travels with friends and family, and therefore shares the travel expenses and/or satisfies several travel needs, and b) that uses in given time period more than one mode of transport. The parameters of the model are derived by detailed, face-to-face, computer-assisted interviews. A limited number of interviews have been so far completed. However, they hint to some very interesting empirical evidence. It is found that car ownership is currently very high in the Italian families and that the car is used extensively both for workstudy and, especially, for other-than-workstudy trip purposes. Offering a carsharing service (CS) would enhance the mode choice and could, in some cases, lower the total mobility costs. The respondents assign quite a large value to the pleasure of owning a car, much more so than the pleasure of being carsharing users, both for workers and for students. Consequently, the respondents would dislike not owing a private car, while having the choice between the private and the carsharing car is preferred especially by the students. The mobility cost indicators reflect, but not perfectly, the preference-based choices of the sample. Three individual case studies are further analyzed. They have been defined as : a low, a medium and a high mobility case study. The low mobility case study shows that these persons would largely benefit from the existence of a CS service, they would use it occasionally and they would probably be willing to forgo the private car. The medium mobility case study shows that the variables parking time, access time and CS fare can easily switch the balance between convenience and inconvenience of using CS. The higher mobility case study in a small town setting demonstrates that in such circumstances the prospects for a viable CS service are rather bleak.","PeriodicalId":44910,"journal":{"name":"International Journal of Transport Economics","volume":"54 1","pages":"327-360"},"PeriodicalIF":0.6,"publicationDate":"2014-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"78874578","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Thomas K. Vitsounis, Persa Paflioti, Ioannis Tsamourgelis
The recent economic recession of 2009 had a significant ‘knock-on’ effect on container shipping causing a remarkable decline of TEU’s handled in seaports on a world scale. This is primarily attributed to the slump in the global economy. The fortunes of the container shipping sector (and hence ports) coincide almost directly with global trade developments. Empirical studies aiming to interpret the relationship of container ports throughput, macroeconomic and, shipping developments remain quite limited. The present study builds on the well-established theory of business cycle synchronicity, which takes into account the macroeconomic co-movements of the contemporary globalized economic environment. This study strives to generate knowledge on the extent that major macroeconomic (such as GDP, industrial production, bilateral trade and financial openness) and shipping (fleet development and transportation cost) variables, affect container ports throughput. In addition the study employs a panel data analysis and uses dynamic Generalized Methods of Moments (GMM) techniques to reach meaningful conclusions. The sample covers a period of sixteen years (1995- 2010) and includes 36 ports from 25 countries. Moreover, typical market structures were isolated and tested in detail.
{"title":"DETERMINANTS OF CONTAINER PORTS THROUGHPUT CONVERGENCE.A BUSINESS CYCLE SYNCHRONICITY ANALYSIS","authors":"Thomas K. Vitsounis, Persa Paflioti, Ioannis Tsamourgelis","doi":"10.1400/222676","DOIUrl":"https://doi.org/10.1400/222676","url":null,"abstract":"The recent economic recession of 2009 had a significant ‘knock-on’ effect on container shipping causing a remarkable decline of TEU’s handled in seaports on a world scale. This is primarily attributed to the slump in the global economy. The fortunes of the container shipping sector (and hence ports) coincide almost directly with global trade developments. Empirical studies aiming to interpret the relationship of container ports throughput, macroeconomic and, shipping developments remain quite limited. The present study builds on the well-established theory of business cycle synchronicity, which takes into account the macroeconomic co-movements of the contemporary globalized economic environment. This study strives to generate knowledge on the extent that major macroeconomic (such as GDP, industrial production, bilateral trade and financial openness) and shipping (fleet development and transportation cost) variables, affect container ports throughput. In addition the study employs a panel data analysis and uses dynamic Generalized Methods of Moments (GMM) techniques to reach meaningful conclusions. The sample covers a period of sixteen years (1995- 2010) and includes 36 ports from 25 countries. Moreover, typical market structures were isolated and tested in detail.","PeriodicalId":44910,"journal":{"name":"International Journal of Transport Economics","volume":"71 1","pages":"201-230"},"PeriodicalIF":0.6,"publicationDate":"2014-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"86274016","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
On-going urbanization has led to greater distances between homes and workplaces and more long-distance commuting, increasing the need for efficient inter-urban transport infrastructure. For sustainability, trains are preferred to private cars. Two key variables affecting door-to-door train travel time are in-vehicle time (IVT) and headway ; however, there is often a trade-off between speed and frequency in a system. If different categories of travellers value IVT and headway differently, their proportions on a route should affect traffic planning. Optimal system design might differ between routes carrying many commuters and routes carrying mainly passengers on single private or business trips. Knowledge of differences in relative valuations of headway versus IVT should therefore affect railway system design. We investigate whether the relative values of headway versus IVT differ between inter- urban commuting by train and single inter-urban trips by train, whilst also examining differences between socioeconomic groups. Stated choice (SC) data from 580 Swedish respondents are used in estimation. Individuals actually commuting and individuals not commuting but imagining that they are when answering the SC questions are asked about their preferences for headway versus IVT. Commuters are estimated to value increased headway 19 percentage points more than do non-commuters. Young people (under age 21 years) value headway more than do older people while people with children value headway less than do the childless.
{"title":"Making headway towards a better understanding of service frequency valuations : a study of how the relative valuation of train service frequency and in-vehicle time vary with traveller characteristics","authors":"J. Holmgren, Pernilla Ivehammar","doi":"10.1400/220029","DOIUrl":"https://doi.org/10.1400/220029","url":null,"abstract":"On-going urbanization has led to greater distances between homes and workplaces and more long-distance commuting, increasing the need for efficient inter-urban transport infrastructure. For sustainability, trains are preferred to private cars. Two key variables affecting door-to-door train travel time are in-vehicle time (IVT) and headway ; however, there is often a trade-off between speed and frequency in a system. If different categories of travellers value IVT and headway differently, their proportions on a route should affect traffic planning. Optimal system design might differ between routes carrying many commuters and routes carrying mainly passengers on single private or business trips. Knowledge of differences in relative valuations of headway versus IVT should therefore affect railway system design. We investigate whether the relative values of headway versus IVT differ between inter- urban commuting by train and single inter-urban trips by train, whilst also examining differences between socioeconomic groups. Stated choice (SC) data from 580 Swedish respondents are used in estimation. Individuals actually commuting and individuals not commuting but imagining that they are when answering the SC questions are asked about their preferences for headway versus IVT. Commuters are estimated to value increased headway 19 percentage points more than do non-commuters. Young people (under age 21 years) value headway more than do older people while people with children value headway less than do the childless.","PeriodicalId":44910,"journal":{"name":"International Journal of Transport Economics","volume":"41 1","pages":"109-129"},"PeriodicalIF":0.6,"publicationDate":"2014-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"83515665","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This paper measures the physical productivity changes for 41 Chinese airports over the 2000-2008 period. The productivity changes link the consideration of environmental factors in decomposed components to a set of indices using the Malmquist productivity approach. The findings suggest that some Chinese airports experienced productivity regress, and should improve their efficiency both in terms of management and scale. By identifying the individual airports that experienced a bias in the production of the relative output of passengers and cargo, this research found that some airports are suitable for developing passenger services, while others might be more suitable for cargo. The empirical results also show that 22 airports experienced runway-using and terminal-saving input bias, 15 airports experienced runway-saving/ terminal-using input bias, and 4 airports experienced neutral technological change.
{"title":"Measuring Physical Productivity Growth and Biased Technological Change in Chinese Airports","authors":"Yu-Chun Chang, Ming‐Miin Yu","doi":"10.1400/220027","DOIUrl":"https://doi.org/10.1400/220027","url":null,"abstract":"This paper measures the physical productivity changes for 41 Chinese airports over the 2000-2008 period. The productivity changes link the consideration of environmental factors in decomposed components to a set of indices using the Malmquist productivity approach. The findings suggest that some Chinese airports experienced productivity regress, and should improve their efficiency both in terms of management and scale. By identifying the individual airports that experienced a bias in the production of the relative output of passengers and cargo, this research found that some airports are suitable for developing passenger services, while others might be more suitable for cargo. The empirical results also show that 22 airports experienced runway-using and terminal-saving input bias, 15 airports experienced runway-saving/ terminal-using input bias, and 4 airports experienced neutral technological change.","PeriodicalId":44910,"journal":{"name":"International Journal of Transport Economics","volume":"77 1","pages":"51-74"},"PeriodicalIF":0.6,"publicationDate":"2014-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"86410295","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This article reports on a study of the productivity changes in Canadian airports from 2004 to 2010. The authors analyze productivity scores, with a focus on the nature of technological change. They explore the potential of the Data Envelopment Analysis (DEA) method as in instrument that combines operational and financial data as a way to assess technical efficiency. The authors begin with a lengthy literature review in this area, then describe their methodology, which is based on the Luenberger Productivity Indicator. Their dataset includes 22 airports, for the 7 year period. Data was collected on four outputs (cargo, passengers, aircraft, area) and three inputs (total costs, capital assets, and runway area). Only ten airports demonstrated gains in productivity in the time period under consideration. The authors conclude with a discussion of the impact of technological change and its impact on productivity, highlighting the paradox that technological change is positive for some airports and negative for others. They hypothesize that value-added services (such as free Internet wi-fi access) provided by airports may be seen by passengers as benefits of flying through a particular airport and thus may indirectly influence productivity of that airport.
{"title":"Productivity Changes in Canadian Airports and Technological Change Analysis","authors":"C. Barros, L. Botti, N. Peypoch","doi":"10.2139/ssrn.2018909","DOIUrl":"https://doi.org/10.2139/ssrn.2018909","url":null,"abstract":"This article reports on a study of the productivity changes in Canadian airports from 2004 to 2010. The authors analyze productivity scores, with a focus on the nature of technological change. They explore the potential of the Data Envelopment Analysis (DEA) method as in instrument that combines operational and financial data as a way to assess technical efficiency. The authors begin with a lengthy literature review in this area, then describe their methodology, which is based on the Luenberger Productivity Indicator. Their dataset includes 22 airports, for the 7 year period. Data was collected on four outputs (cargo, passengers, aircraft, area) and three inputs (total costs, capital assets, and runway area). Only ten airports demonstrated gains in productivity in the time period under consideration. The authors conclude with a discussion of the impact of technological change and its impact on productivity, highlighting the paradox that technological change is positive for some airports and negative for others. They hypothesize that value-added services (such as free Internet wi-fi access) provided by airports may be seen by passengers as benefits of flying through a particular airport and thus may indirectly influence productivity of that airport.","PeriodicalId":44910,"journal":{"name":"International Journal of Transport Economics","volume":"32 1","pages":""},"PeriodicalIF":0.6,"publicationDate":"2014-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"91351960","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Ports are essential for global trade, but there are growing concerns about their impacts on the local economy. Insight in these local economic impacts of ports and inter-regional spillovers is crucial for future investment decisions and local acceptance of port development. Inter-regional spillovers from port activities are commonly assumed in the academic literature on port economics, but rarely ever quantified. This article fills this gap by quantifying the backward linkages of four large ports in North- West Europe : Rotterdam, Antwerp, Hamburg and Le Havre. To assess the extent and distribution of inter-regional economic spillovers, we disaggregate national input/outputtables to the level of the functional port area and calculate the relevant Leontief multipliers. The results in this paper suggest a wide range of Leontief multipliers with different inter-regional patterns. The ports of Rotterdam and Antwerp have smaller overall multipliers but relatively large impacts on their own regional economies, in particular on the petro-chemical sector. In contrast, the ports of Hamburg and Le Havre have higher overall multipliers and show relatively high impacts on regions further away from the port, such as Bavaria and Ile-de-France. The policy implications of these results are discussed.
{"title":"Inter-regional spillovers of seaports: The case of North-West Europe","authors":"Olaf M. Merk, W. Manshanden, M. Dröes","doi":"10.1400/216759","DOIUrl":"https://doi.org/10.1400/216759","url":null,"abstract":"Ports are essential for global trade, but there are growing concerns about their impacts on the local economy. Insight in these local economic impacts of ports and inter-regional spillovers is crucial for future investment decisions and local acceptance of port development. Inter-regional spillovers from port activities are commonly assumed in the academic literature on port economics, but rarely ever quantified. This article fills this gap by quantifying the backward linkages of four large ports in North- West Europe : Rotterdam, Antwerp, Hamburg and Le Havre. To assess the extent and distribution of inter-regional economic spillovers, we disaggregate national input/outputtables to the level of the functional port area and calculate the relevant Leontief multipliers. The results in this paper suggest a wide range of Leontief multipliers with different inter-regional patterns. The ports of Rotterdam and Antwerp have smaller overall multipliers but relatively large impacts on their own regional economies, in particular on the petro-chemical sector. In contrast, the ports of Hamburg and Le Havre have higher overall multipliers and show relatively high impacts on regions further away from the port, such as Bavaria and Ile-de-France. The policy implications of these results are discussed.","PeriodicalId":44910,"journal":{"name":"International Journal of Transport Economics","volume":"175 1","pages":"401-418"},"PeriodicalIF":0.6,"publicationDate":"2013-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"85421898","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Since 1996 regional rail passenger services in Germany have been subject to franchising. The franchising framework is characterised by a strong decentralisation of responsibilities, a considerable degree of freedom for the responsible authorities regarding contract design, a sound financial basis for awarding contracts, and the free choice of authorities between tendering procedures and direct awarding of franchise contracts. This paper analyses the key outcomes of this franchising approach. We conclude that regionalization of responsibilities and franchising positively impacts on service provision, patronage, customer satisfaction, service quality and costs, in particular through better targeting of services. However, these positive outcomes could have been even greater if the failures in the institutional set-up, foremost the vertical integration of the DB group and insufficient regulation, were resolved. Overall, competitive tendering appears to bear further potential for additional cost savings and quality improvements, although for already competitively awarded contracts the improvements will not be as great as those from the first round.
{"title":"Success Factors and Pitfalls of Regional Rail Franchising in Germany","authors":"H. Link, R. Merkert","doi":"10.1400/168954","DOIUrl":"https://doi.org/10.1400/168954","url":null,"abstract":"Since 1996 regional rail passenger services in Germany have been subject to franchising. The franchising framework is characterised by a strong decentralisation of responsibilities, a considerable degree of freedom for the responsible authorities regarding contract design, a sound financial basis for awarding contracts, and the free choice of authorities between tendering procedures and direct awarding of franchise contracts. This paper analyses the key outcomes of this franchising approach. We conclude that regionalization of responsibilities and franchising positively impacts on service provision, patronage, customer satisfaction, service quality and costs, in particular through better targeting of services. However, these positive outcomes could have been even greater if the failures in the institutional set-up, foremost the vertical integration of the DB group and insufficient regulation, were resolved. Overall, competitive tendering appears to bear further potential for additional cost savings and quality improvements, although for already competitively awarded contracts the improvements will not be as great as those from the first round.","PeriodicalId":44910,"journal":{"name":"International Journal of Transport Economics","volume":"31 1","pages":"173-200"},"PeriodicalIF":0.6,"publicationDate":"2011-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"91209921","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Provision of non-commercial railway services in Sweden is the responsibility of regional Public Transport Authorities. In spite of substantial real increases in fares, patronage of subsidised railway services has increased by 4.6 percent per year over the last 20 years. To provide an understanding of this development the paper addresses the way in which the responsibility for public transport is organised. One feature of the organization is that the design of tendering processes and contracting formats are not streamlined but differ across PTAs. Data about the particular contracts in use are however patchy and partly incomparable, making it difficult to establish whether one or the other contract design contributes better to sector performance. It is therefore not feasible to base an understanding of how traffic growth has been affected by sector internal performance on a rigorous analysis. It is argued that voluntary or forced implementation of a system for performance assessment is necessary in order to reduce waste.
{"title":"Lessons from the Tendering of Railway Services in Sweden : Are Some Contracts Better Than Others?","authors":"J. Nilsson, Lina Jonsson","doi":"10.1400/159665","DOIUrl":"https://doi.org/10.1400/159665","url":null,"abstract":"Provision of non-commercial railway services in Sweden is the responsibility of regional Public Transport Authorities. In spite of substantial real increases in fares, patronage of subsidised railway services has increased by 4.6 percent per year over the last 20 years. To provide an understanding of this development the paper addresses the way in which the responsibility for public transport is organised. One feature of the organization is that the design of tendering processes and contracting formats are not streamlined but differ across PTAs. Data about the particular contracts in use are however patchy and partly incomparable, making it difficult to establish whether one or the other contract design contributes better to sector performance. It is therefore not feasible to base an understanding of how traffic growth has been affected by sector internal performance on a rigorous analysis. It is argued that voluntary or forced implementation of a system for performance assessment is necessary in order to reduce waste.","PeriodicalId":44910,"journal":{"name":"International Journal of Transport Economics","volume":"238 1","pages":"1000-1020"},"PeriodicalIF":0.6,"publicationDate":"2011-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"73643737","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Based on a household survey, this study investigates the income effect of car ownership decisions and studies key variables that influence working trip decision in the Singapore context. A binary logit model reveals that the income elasticity for car ownership is 0.5944, meaning that car owners tend to treat cars as necessity for commuting purposes. The low income elasticity implies that the Singapore government can lower the annual vehicle population growth rate from currently 3% to a range of 1 to 2%, which is more sustainable in the long run. A discrete choice model between public transport and private transport indicates that the income elasticity for public transport and private transport is given by -0.257 and 1.385 respectively. The cost elasticity of the private transport and public transport is given by -0.888 and -0.020, respectively, implying that changes in usage costs have big influence on car owners on decision of driving to work and the public transport users remain to be captive users. The cross travel-time elasticity of private transport for public transport is 1.157, which implies that substantial reduction in the travel time by public transport will attract more car users to public transport. To achieve this, the government should expand the bus priority lanes during the peak times and encourage bus operators to offer express services. Finally, the implied value of travel time savings (VTTS) during peak hours for private transport is S$22.76, about 102% of the gross average wage rate of car owners, which is an important parameter for congestion pricing scheme.
{"title":"CAR OWNERSHIP AND URBAN TRANSPORT DEMAND IN SINGAPORE","authors":"Michael Z. F. Li, D. C. B. Lau, D. W. M. Seah","doi":"10.1400/159664","DOIUrl":"https://doi.org/10.1400/159664","url":null,"abstract":"Based on a household survey, this study investigates the income effect of car ownership decisions and studies key variables that influence working trip decision in the Singapore context. A binary logit model reveals that the income elasticity for car ownership is 0.5944, meaning that car owners tend to treat cars as necessity for commuting purposes. The low income elasticity implies that the Singapore government can lower the annual vehicle population growth rate from currently 3% to a range of 1 to 2%, which is more sustainable in the long run. A discrete choice model between public transport and private transport indicates that the income elasticity for public transport and private transport is given by -0.257 and 1.385 respectively. The cost elasticity of the private transport and public transport is given by -0.888 and -0.020, respectively, implying that changes in usage costs have big influence on car owners on decision of driving to work and the public transport users remain to be captive users. The cross travel-time elasticity of private transport for public transport is 1.157, which implies that substantial reduction in the travel time by public transport will attract more car users to public transport. To achieve this, the government should expand the bus priority lanes during the peak times and encourage bus operators to offer express services. Finally, the implied value of travel time savings (VTTS) during peak hours for private transport is S$22.76, about 102% of the gross average wage rate of car owners, which is an important parameter for congestion pricing scheme.","PeriodicalId":44910,"journal":{"name":"International Journal of Transport Economics","volume":"22 1","pages":"1000-1024"},"PeriodicalIF":0.6,"publicationDate":"2011-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"80894859","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
H. Haralambides, Mohamed Hussain, C. Barros, N. Peypoch
Export-led strategies and the globalization of production, transport and distribution have intensified competition among ports, turning it into competition among global supply chains. Seaport efficiency and productivity have thus become issues of essence for most ports, particularly in the lucrative business of container handling. The paper uses the innovative Luenberger indicator to analyze seaport efficiency and productivity growth in a sample of 16 Middle East and East African seaports in the period 2005-2007. Measurements of both technical efficiency change (managerial efficacy) and technological change (investment) are presented. Although results are rather mixed among ports, the paper finds a general decline in port productivity, with a possible subsequent decline in skills and management efficiency. With a few notable exceptions, ports in the region demonstrate a worrying decline in technical efficiency, often in spite of positive developments in the adoption of new technology. Regional governments are advised to assign the requisite political priorities, and any necessary budgets, to the development of their port sectors in the clear understanding that ports constitute the most important component of global supply chains which, in their turn, are the sole facilitators of export led growth and integration of developing countries in the global economy.
{"title":"A New Approach in Benchmarking Seaport Efficiency and Technological Change","authors":"H. Haralambides, Mohamed Hussain, C. Barros, N. Peypoch","doi":"10.1400/133651","DOIUrl":"https://doi.org/10.1400/133651","url":null,"abstract":"Export-led strategies and the globalization of production, transport and distribution have intensified competition among ports, turning it into competition among global supply chains. Seaport efficiency and productivity have thus become issues of essence for most ports, particularly in the lucrative business of container handling. The paper uses the innovative Luenberger indicator to analyze seaport efficiency and productivity growth in a sample of 16 Middle East and East African seaports in the period 2005-2007. Measurements of both technical efficiency change (managerial efficacy) and technological change (investment) are presented. Although results are rather mixed among ports, the paper finds a general decline in port productivity, with a possible subsequent decline in skills and management efficiency. With a few notable exceptions, ports in the region demonstrate a worrying decline in technical efficiency, often in spite of positive developments in the adoption of new technology. Regional governments are advised to assign the requisite political priorities, and any necessary budgets, to the development of their port sectors in the clear understanding that ports constitute the most important component of global supply chains which, in their turn, are the sole facilitators of export led growth and integration of developing countries in the global economy.","PeriodicalId":44910,"journal":{"name":"International Journal of Transport Economics","volume":"9 1","pages":"1000-1020"},"PeriodicalIF":0.6,"publicationDate":"2010-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"89726904","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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