Travel and Activity Choices for Transit Travelers at Terminals with Dynamic Information Provision

This study explores the impacts of providing dynamic information on travelers' behavior and the induced demand for terminal‐surrounding activities. A nested logit model was used to identify the important factors, and a questionnaire was designed to explore the preference of travelers regarding activities and travel choices. Adopting dynamic information was found to have a significant influence on travel decisions. The results show that an increased duration of activity participation may accompany an alteration of departure time or mode choice. The results also show that the use of dynamic information for travelers is related to induced activity participation and travelers' socioeconomic characteristics. The content of the dynamic information should be designed in accordance with the preference of travelers to encourage travelers participating in terminal‐surrounding activities.     

Labor and the Geographic Reorganization of Container Shipping in the U.S.

The globalization of production and the geographic dispersion of economic activity have elevated the importance of the transportation and logistics sectors of the economy. One sector in particular that has experienced significant expansion is maritime transport and container shipping. As the cargo has become increasingly “discretionary” such that it can conceivably be transported through any port that allows intermodal access to the hinterland, the industry has become much more foot‐loose vis‐à‐vis a particular port of entry. The enhanced mobility of the cargo results in more intense port competition. One particular place to observe and study this dynamic is in the port and terminal selection of shippers and shipping lines and the role of port authorities in attempting to attract these carriers to their facilities. In this paper, the focus is on the role of labor and labor relations in such decisions. These issues will be studied in the context of the potential container traffic rerouting from the West to the East Coast of the U.S. and, as an illustrative case study, how these developments have played out for the East Coast port of Jacksonville, Florida.     

Who leads regional industrial dynamics? “New industry creators” in Chinese regions

Recent evolutionary economic geography studies have argued that regional diversification emerges as a path‐dependent process, as regions often branch into industries that are related to its industrial structure. However, it is less clear who are creating new industries and under what regional conditions. This research seeks to fill this gap and identify “new industry creators” in regional industrial diversification. We differentiate two types of new industry formation—path‐breaking and path‐dependent—and examine whether some new industry creators are more path‐breaking than others, by incorporating two factors that have been largely overlooked in recent literature on technological relatedness—firm heterogeneity and regional institutions. Based on a firm‐level data set of China’s manufacturing industries, this paper shows that path‐breaking and path‐dependence coexist. Empirical results confirm that firm heterogeneity and regional institutions not only affect the firms’ capabilities in creating new industries, but also encourage/discourage firms to be adventurous and path‐breaking. This research implies that lagging regions can catch up with developed regions by coordinating regional resources and adjusting local institutional arrangements to attract more path‐breaking firms.     

Transportation and the Geographical and Functional Integration of Global Production Networks

ABSTRACT The growing interest in the relationships between transportation and globalization has spurred many inquires in the nature of production, consumption and distribution, especially within transport geography. It is widely acknowledged that improvements in transport and distribution have contributed to significant changes in the geographies of production (and vice versa). In a context of intense global competition and diminishing profit margins, logistics and the formation of global production networks offer additional opportunities to improve the efficiency of production through distribution strategies. The spatial and functional fragmentation of manufacturing and attempts at reducing inventories have led to smaller, more frequent and synchronized shipments, transforming the logistics industry, but placing intense pressures on transport systems to support these flows. The benefits derived from global production networks thus cannot be achieved without improvements in logistics and supply chain management. This article seeks to assess the conditions driving the global forms of production, distribution, and transport mainly by looking at the levels of geographical and functional integration of global production networks in view of the high level of fragmentation observed within them. However, there are still many uncertainties and delays in distribution, which can only be compensated by a better organization of freight distribution systems supporting global production networks.     

Housing Demand,Coping Strategy,and Selection Bias

ABSTRACT In conventional modeling of housing demand, consumers choose living arrangement, tenure, and housing on the basis of price, income, wealth, and tastes. However, it is both costly and onerous to alter one's housing conditions. It is argued therefore that consumers employ housing strategies to cope with labor market risks and expectations about their future: strategies that may differ from one demographic group to the next. In conventional modeling of housing demand, it is also well‐known that selection bias can arise: that is, omitted variables that help account for one aspect of housing (say, tenure choice) also subsequently affect the nature of the demand function for other aspects of housing demand (say, the amount spent on housing by a renter household). One such variable is the consumer's wealth, a variable that is typically not available in household survey data. This paper argues that the most important variables that may give rise to selection bias are variables that also reflect the coping strategies employed by consumers. The paper estimates a model of housing choice using Canada‐wide pooled samples from the 1980s and 1990s. In this paper, the prices of housing services and income prospects vary region by region. The paper shows how individuals and families in different housing markets across Canada respond, and how this evidences the use of coping strategies (from doubling up to substandard housing). The paper presents evidence to support the argument that selection bias is important in understanding how consumers cope.     

Empirical Analysis of the Demand of Rail Freight Transport in China on Basis of VAR Model

With the rapid development of road and other transport modes in China, the railway freight transport is confronted with great challenge. So, the relations of rail freight transport, development of national economy and extension of railway become focuses. This paper makes a cointegreting VAR model according to the data from Chinese Statistical Year Book. On the basis of the model of the long-run and short-run equilibrium of rail freight demand are analyzed, The result shows that the rail freight transport in China has a stable and low elastic coefficient of income and a high but unstable elastic coefficient of supply in long-run. In short dynamics, the national economy is the first factor affecting rail freight demand and in the second term the innovation reaches a top point. Extension of railway has little effect on rail freight transport. The innovations from rail freight transport and railway extension has little impulse on national economy. Rail freight is the important factor affecting extension of rail-way with a third-term top, but GDP has a little impulse on it. Further analysis on the result and suggestion on policy are made.     

China’s transport and communications firms: transforming national champions into global players

China’s entry into the World Trade Organisation (WTO) exposes its state‐owned maritime, aviation and telecommunications operators to unprecedented competition. This development raises a series of critical issues about China’s transition from a state‐planned regime towards a real market economy. How will China’s leading state‐owned firms in deep‐sea container shipping, air passenger transport and telecommunications respond to the dilemma posed by the World Trade Organisation and to what extent has Hong Kong been involved in China’s transport and communications restructuring process? These broad issues are addressed by examining progress on the Chinese Government’s post‐1993 plans to restructure each of the key state enterprises in sea‐land transport, air transport and telecommunications. Specifically we are concerned with the degree to which China’s national champions in these transport and communications arenas have been remade into global players. Particular attention is paid to the role of Hong Kong in this transformation since its return to China in 1997. Our studies show that China has transformed its national champions into a global players in container shipping. The process may be beginning to happen in air transport but has yet to get underway in telecommunications.     

The Role of Education in Self–Employment Success in Finland

This paper analyzes the effect of self–employed persons’ education on the success of their firms during the economic downturn and upturn of the 1990's. It is found that the business cycle affects the relative closure rates of firms run by self–employed with any level of education. Exit probability is lower for the highly educated during bust, but higher in boom. This is accounted for by two facts. First, running a small firm is argued to be a less attractive choice to wage work, particularly for the highly educated, due to lower earning prospects, less stable stream of earnings, and the cultural tradition of working in large corporations. Second, the highly educated faced a higher outside demand for their labor than did the less educated during economic upturn. Finally, it was found that regardless of the state of aggregate economy, firms run by the highly educated have higher growth probabilities than those run by less educated persons.     

Global Chain,Local Pain: Regional Implications of Global Distribution Networks in the German North Range

ABSTRACT As a consequence of global production networks (GPNs), the associated network of freight distribution has gained increasing significance. Whereas the volume of freight transport is expected to increase further, the supply of infrastructure for the movement and handling of consignments appears limited. Particularly at the interfaces, infrastructure capacity for coping with rising throughput is extremely scarce. Any attempt to widen bottlenecks seems to be risky because it happens at some cost and in a contested political and urban environment. This problem will be discussed in the case of the German North Range, with the Port of Hamburg as the traditional gateway and main port, and a scattered system of secondary interfaces and supporting logistics areas. Local constraints, port competition, and the network logic of global distribution systems are challenging the former monopoly of the port, as are plans for establishing a new deep‐sea port at Wilhelmshaven, 150 km west of Hamburg. At the same time, the traditional policy approach of adapting to the needs of the distribution system is coming to an end, owing to fiscal limits, infrastructure constraints, and the generic logic of the global supply chain. In accordance with the emerging global division of labor, various actors and institutions are involved in the management of the chain, with very different powers and interests. Under these circumstances, the attempt to ensure the main port's position by infrastructure expansion is becoming open to question. This could also be a starting point for rethinking how local and regional places could better respond to the new imperative of logistics and distribution. In this respect, it is the network paradigm that could lead the way to a more balanced, cooperative and competitive regional distribution system.     

Spatial Agglomeration,Technological Innovations,and Firm Productivity: Evidence from Italian Industrial Districts

ABSTRACT The aim of this paper is to analyse the impact on firms' productivity of innovative activities and agglomeration effects among firms belonging to Marshallian industrial districts and the possible joint effect of these two forces. We study a sample of 2,821 firms active in the Italian manufacturing industry in the period 1992–1995. Our analysis uses an original data set based on three different Istituto Nazionale di Statistica statistical sources—Community Innovation Survey, Archivio Statistico delle Imprese Attive (Italian Business Register), and Sistema dei Conti delle Imprese (Italian Structural Business Statistics)—to estimate an “augmented” Cobb‐Douglas production function to account for the impact of technological innovations and district‐specific agglomeration effects on a firm's productivity growth. Our data set allows us to distinguish between product and process innovations, thus, through econometric analysis, we hope to achieve a better understanding of which of these two types of innovative activities benefits most from participation in an industrial district. Our empirical results show that belonging to an industrial district and making product innovations are key factors in the productivity growth of firms and that product innovations appear to have a greater effect on the economic performance of district rather than non‐district firms.     

City Branding as a Response to Global Intercity Competition

Globalisation is dramatically changing the context of urban communities and the premises for urban development policy. In the context of global intercity competition, cities' major goal is to increase their competitiveness, in which the positioning and attractiveness of a city have a critical function. Attraction‐oriented development strategies aim at effective absorption of external resources from the global space of flows. At the core of attraction strategy are business promotion activities with appealing incentives, but it is assumed that such a competition is risky and may lead to a race to the bottom. Therefore the emphasis is increasingly on less costly and more synergistic city marketing, which utilises city branding and “city profiling” that aim at attract high value‐adding services or high‐tech firms. This paper proposes a city attraction hypothesis that states that global intercity competition is essentially about a city's ability to attract the highest possible value from global flows of values in order to promote urban development. The result of such a global intercity competition determines cities' functions and positions in the global division of labour and thus in the global urban hierarchy, and ultimately determines their ability to increase prosperity and welfare in urban communities.     

New Zealand going global: The emerging relationships economy

The paper examines the value‐generating strategies used in some of New Zealand's primary activities in a rapidly changing trading context in which the countries of East Asia increasingly figure. These strategies range from scaling up volume, with a consequent conspicuous impact on rural landscapes, to innovative value‐enhancing relationships linking producers, processors and consumers in processes which value landscapes for the contribution they make to provenance stories. Our argument is that higher‐value strategies are necessarily more intensely collaborative and involve a pursuit of engaged relationships, especially between onshore producers and manufacturers and consumers at a distance. We term this collaborative form of strategising as ‘the relationships economy’. We illustrate our argument using two case studies, dairying and merino. While there are great differences in scale between them, and dairying focuses significantly on volume‐generating capacity, there are players in dairying who are adopting higher‐value relationships‐based approaches similar to those developed in the merino industry. The common thread connecting the case studies is that of intentional enactment, which echoes earlier periods in New Zealand's trading history when considerable work was undertaken by industry participants to create new markets for primary products.     

Freight Integration in Liner Shipping: A Strategy Serving Global Production Networks

ABSTRACT Container shipping lines are well aware of the growing importance of global production networks. While continuing to focus on improving the fundamentals, many shipping lines have developed a keen interest in other segments of the logistics and transportation market to offer integrated and worldwide services to global production networks. This paper aims to assess the overall level of freight integration in thirty‐four shipping lines, and provides an insight into the extent to which freight integration serves as a business model in liner shipping. The results point to a great variety and range of freight integration in the shipping business. Each carrier leverages its service portfolio to develop specific capabilities. There is clearly no single best strategy for the whole liner shipping industry to serve global production networks.     

Intermodal Rail in Western Europe: Actors and Services in a New Regulatory Environment

ABSTRACT In Western Europe, the rail freight industry is presently being liberalised, and many of the new intermodal services involve cooperation between various actors, including the port authorities, shipping lines, port terminal operators, and logistics providers. These cooperative relations are presently multiplying as the actors seek to position themselves in a partially deregulated rail freight environment. The objective of this paper is to understand the roles played by the different actors and the forms of cooperation that are necessary to mount intermodal rail services. The authors demonstrate that despite being bound by a common policy, a wide range of relationships between the actors has emerged. The new services have the potential to reinvigorate rail freight transport in Europe.     

信息流引导下的农产品物流运作模式研究

主要研究提高中国农产品物流运作效率,进而降低农产品损耗的方法和模型;而信息技术的利用则是降低农产品损耗、提高中国农产品物流运作效率的最直接、有效的方法;利用信息技术,建立将农产品生产者、消费者连接起来的电子商务平台,可以使农产品生产者根据消费者的需求合理安排生产,减少了因中间环节过多,市场需求失真,供过于求而带来的农产品损耗,通过高效、发达的第三方物流公司可以利用信息技术快速了解道路信息,合理安排车辆和运送线路,提高配送效率等优点,减少了因道路不畅、运输不及时而带来的农产品损耗;因此将信息技术和第三方物流公司融入一体的物流运作模式可以快速提高农产品物流运作效率,进而降低农产品损耗。     

Firm Networks and Korean Subsidiaries in the United States

ABSTRACT This article examines the role of intra‐, inter‐, and extra‐firm networks in influencing the location and investment of Korean firms and their subsidiaries in the U.S. Based on a survey of Korean subsidiaries in the U.S. in 2004, this article finds that inter‐firm relations with customers and suppliers, as well as intra‐firm relations in the form of parent firms’ knowledge of the U.S. play an important role in locational decision. Korean subsidiaries’ relationships with U.S. places are strongly influenced by home‐based practices that favor hierarchical intra‐firm organization and embedded sociopolitical extra‐firm relationships that emphasize blood, school, and regional ties. Location in U.S. industrial clusters does not increase Korean subsidiaries’ level of autonomy from parent firm's control that could help facilitate the sourcing of local knowledge and resources. Only improved intra‐firm network positionality positively contributes to increased subsidiary autonomy. Overall, the findings indicate that while inter‐firm relations may be important in locational selection among Korean firms, network norms are largely maintained through intra‐firm and, to a lesser extent, extra‐firm relations.     

International air cargo hubbing: the case of Singapore

International air cargo hubbing broadly involves two types of operations. Firstly, goods may be brought to a hub in one aircraft to be transhipped onto another aircraft bound for the destination with little storage involved. In the second case, goods which are brought in are stored as inventories in warehouses at the hub and are sent to the markets when the need arises. Over the past two decades, these hubbing activities have evolved with new developments in logistics management by the manufacturing firms, freight forwarders and airlines. This paper examines the intricacies involved in international air cargo hubbing, using Singapore as a case study. It is shown that the rapid growth in air cargo traffic handled in Singapore has come about largely due to careful planning on the part of aviation authorities in terms of identifying and responding to these developments in logistics management. The paper concludes with a discussion of the opportunities and challenges facing Singapore in its attempts to sustain its position as a major air hub in the Asia-Pacific region.     

Nothing is in the Air

It has often been argued that “there is something in the air” which makes firms in high‐density environments—such as cities or clusters—more innovative. The co‐location of firms facilitates the emergence of serendipity and casual encounters which promote innovation in firms. We assess this hypothesis using data from a survey of Norwegian firms engaged in innovation partnerships. The results indicate that there may be “much less in the air” than is generally assumed in the literature. The relationships conducive to innovation by Norwegian firms emerged as a consequence of purpose‐built searches and had little to do with chance, serendipity, or “being there.”     

State Characteristics and the Locational Choice of Foreign Direct Investment: Evidence from Regional FDI in Mexico 1989–2006

ABSTRACT Despite the growing importance of foreign direct investment (FDI) in the Mexican economy, statistical evidence on the determinants of the regional distribution of foreign‐owned firms is seriously limited. In this paper, empirical findings are presented from a variety of econometric models that identify several regional characteristics influencing the locational choice of FDI. The main findings are threefold. First, several locational factors appear to be potentially important; these include regional demand, wages, schooling, infrastructure, and agglomeration economies. Second, the effect of agglomeration economies stems from several sources. In particular, the regional presence of agglomerations of manufacturing activity and of foreign‐owned manufacturing firms both have an independent positive effect on the locational decision of new FDI. Third, the locational process of maquiladora firms differs from the locational process of overall FDI. The actual findings suggest that regional demand and infrastructure, as suggested above, are not important locational factors for export‐oriented firms. Furthermore, whereas agglomeration economies from manufacturing and the presence of existing FDI attract new maquiladora investment, the presence of a regional agglomeration of services deters the location of new maquiladora firms. Finally, agglomeration economies appear to be more important in the locational process of maquiladora firms.     

Emerging geography of technological innovation in China's ICT industry: Region,inter‐firm linkages and innovative performance in a transitional economy

This study critically evaluates the relevance of the existing theory of technological innovation to the case of China's information and communications technology industry. Based on a large‐scale questionnaire survey conducted in China's three most important city‐regions, namely, Beijing, Shanghai and Shenzhen, where the core of China's information and communications technology industry is located, this study reveals a significant regional variation in technological innovation in a political economy undergoing marketisation and globalisation. This research has found no significant relationship between the innovative performance of firms and the extent of production linkages; nor was there a significant knowledge exchange among firms. A further analysis has identified the significant role played by government purchases, research and development capital input and export propensity in the process of technological innovation. The findings of this research cast doubts over the prevailing theory of ‘new economic geography’ in which soft and unbounded relational assets have been overemphasised at the expense of some solid and bounded actors and agents that are pivotal to technological innovation in a developing economy.