Prototyping sustainable mobility practices: user-generated data in the smart city

Although smart cities are now the subject of a growing literature, there is a paucity of research which considers how smart city projects develop on the ground. This paper begins to address this concern by exploring the development of a transport application, MotionMap, within the MK:Smart smart city programme. MotionMap aims to provide city-wide real-time transport information services. It is being developed through an ongoing dialogue sparked by the interaction of lead users and prototypes of a smart transport app. We draw on insights from Strategic Niche Management and social practice theories to explore how ‘smart’ might be integrated within and potentially transform the plurality of mobility practices that exist in cities.     

Paving the Road to Export: Assessing the Trade Impact of Road Quality

Assessing the trade impacts of domestic transport costs is data demanding and analyses that examine the effects of road quality, a critical aspect in regional and public policy, practically do not exist in the international trade literature. The few studies available rely mostly on distance-based measures as proxies of transport costs which impede analyzing the trade effects of transport-infrastructure improvements. In this paper, we combine highly disaggregated records of export flows with detailed geo-referenced information of the Colombian transport network, including its road quality, as well as real measures of transport costs of shipping goods within the country to measure the trade impacts of improving road quality. We find that the trade effects of improvements in road quality are relatively small on average; however, there is considerable heterogeneity in the magnitude of the effects. We show that longer routes have larger shares of their roads in poor conditions; accordingly, the trade impacts of shipments originated in remote regions are found to be quite substantial.     

ON TECHNOLOGY COMPETITION: A FORMAL ANALYSIS OF THE ‘SAILING-SHIP EFFECT’

One of the key features of our economies consists of the coexistence of different technologies supplying similar products and services. We often observe that an old technology is improved when a new one appears; behind this process of improvement often lies an intentional research activity. There thus begins a competition between the two technologies whose performances are improved via R&D. We focus our attention on this competition process and supply a formal model, based on the optimization of R&D expenditure of both technologies, which can describe the dynamics of the delayed overtaking of the new technology over the old one.     

Economies of scale in the Australian tourism industry

The measurement of economies of scale in the tourism industry has not been done to this point, as tourism is not a specific industry according to international statistical standards. Among many industries related to tourism, four sectors (accommodation, transport, retail trade and recreational services) across six states and two territories from 1997 to 2007 are studied as they contribute nearly 70% of tourism output in Australia. By comparing regression results from the Cobb–Douglas (C–D) production function and the translog production function, we find that there is evidence of increasing returns in transport, retail trade and recreational services at the industry level. However, accommodation is characterized by constant returns to scale at the industry level. As accommodation is responsible for the biggest share of tourism output, this suggests that overall the tourism sector is not characterized by increasing returns. We also find that the degrees of returns to scale from the C–D and translog production functions are different and that the imposition of input share also influences the empirical results. Both of these factors stress the importance of model specification to the measurement of economies of scale.     

A multi-level analysis of sustainable mobility transitions: Niche development in the UK and Sweden

A wide range of intractable problems such as polluting emissions, noise, accidents, resource depletion, and inaccessibility of amenities are associated with the current transport regime. Given the slow movement towards a more sustainable mobility system, more radical, systemic innovation - a ‘transition’ - is required. Broadly speaking, this may be achieved via three routes: technological change, modal shift, and reduced travel demand. Drawing on concepts from the transitions literature (e.g., [Geels, F.W.: Technological Transitions and System Innovations: A Co-evolutionary and Socio-Technical Analysis, Edward Elgar, Cheltenham, 2005.]), we conceptualise each of these routes as a bundle of niche activities within an Area of Innovation, deviating to differing degrees from the current mobility ‘regime’. We present empirical evidence and indications of ongoing development of niches in these three areas within the UK and Sweden, and explore processes of co-evolution, divergence and tension within and between niches. Findings indicate recent market penetration of novel transport technologies, more advanced than modal shift or demand management activities; however, different transport technologies are more successful in each country. We also identify examples of a close relationship between development of radical vehicle/fuel technologies and provision of mobility services; and information technology as a driver in all three areas of innovation. We conclude that future innovation in transport depends on diversity, hybridisation, and co-evolution of niches. Finally, policy implications are discussed.     

Transport development and the evolution of economic geography

In this paper, based on the recent advances in the new economic geography (e.g., Fujita et al. [12]), we analyze impacts of transport costs on the spatial patterns of economic agglomeration. We first identify prototypes from the existing models, and explain the mechanism of how transport costs influence the balance between economic forces of agglomeration and dispersion. We then investigate the transformation of the agglomeration/dispersion patterns given gradually decreasing transport costs for different goods.Received: Received: July 2004 / Accepted: January 2005, Accepted: Received: July 2004 / Accepted: January 2005, JEL Classification: R12Tomoya Mori: Correspondence toThe authors are grateful to David Bernstein, Tatsuo Hatta, Komei Sasaki, Tony E. Smith, and two anonymous referees for their valuable comments. This research is partly supported by The Grant in Aid for Research 08403001 of Ministry of Education, Science and Culture in Japan, the Murata Science Foundation, and WESCO Civil Engineering Technology Foundation.     

Limit to improvement: Myth or reality?: Empirical analysis of historical improvement on three technologies influential in the evolution of civilization

The evolution of civilization appears to have primarily resulted from continuous improvement made possible by technological advances. A group of social evolutionists and economists have identified, among others, energy, transport, as well as information and communication to be the three most influential technologies. On the other hand, a number of eminent scholars have cited several forces, natural, physiological, technological, as well as environmental which can place a limit on on-going improvement.The purpose of this paper is to empirically explore the continuous improvement process as well as the limit placed on these three technologies. Using the framework of both connected and disconnected multiple technology S-curves and X-factor, historical improvement data on these three elements have been analyzed. The results of our analysis indicate that improvement in general has continued without limit mainly due to a series of emerging new technologies. These emerging technologies can be either connected or disconnected from the existing mature technologies. Our preliminary analysis shows that much of the past improvement comes from new technologies that on first serious application appear to be substantially superior from earlier technologies. In addition, enormous continuous improvement, which has accompanied both connected and disconnected new technologies appear to have played the critical role in sustaining the evolution of civilization. The paper discusses a number of policy implications and suggests topics for future research.     

Is the transport system becoming ubiquitous? Socio-technical roadmapping as a tool for integrating the development of transport policies and intelligent transport systems and services in Finland

This paper examines the main development characteristics within the transport system as we are approaching the ubiquitous phase of the information society. Particularly the challenges in designing transport policies on a rapidly evolving technological frontier are emphasised. The theoretical background of the paper stems from policy assessment as well as futures studies, especially from technology roadmapping. The paper presents a socio-technical roadmapping method as a tool to integrate the technology developments better with societal developments and transport policy design. The method is tested with a Finnish case study, which provides three thematic, complementary roadmaps of the potential transport system technology services of the future. The roadmaps illustrate what kind of technologies, services, actors and related policy relevant knowledge is needed in satisfying the demands of transport policy development in the future's ubiquitous society. The case study reveals several changes in the transport system: pluralised number of actor roles and actor networks in the system, emergence of a new kind of business and service layer because of the new dynamic inter-linkages between the actors, and further, possibility to capture the service layer with the concept of “technology service”. The changes require also re-conceptualisation of knowledge production to support transport policies. In conclusion, the socio-technical roadmapping holds great potentials as a tool for aligning technology development with transport policy development.     

Intermodal traffic,regulatory change and carbon energy conservation in US freight transport

Conserving transport carbon emissions is an important policy goal. Conventional wisdom often holds that conservation is best achieved by increased regulation, and that such gains are best achieved in passenger auto transport (fuel efficiency standards or diversion to transit). We argue that the growth of rail freight has conserved carbon fuel use in the United States, and that fuel-saving changes have been facilitated by reduced regulation since 1980. Methods used include estimation of translog cost functions (and related demand functions for fuel) for intermodal rail and for truck, allowing controlled comparisons of modal fuel use. We find intermodal rail (e.g. trailer on flatcar) to be a powerful conserver: if intermodal rail were eliminated, and traffic transferred to over-the-highway truck, extra annual carbon emissions would be nearly 25?Tg. By comparison, if urban passenger transit were eliminated and replaced by autos (according to one study) the extra annual emissions would be only 3.9?Tg.     

Institutional capacity to dynamically innovate: An application to the Portuguese case

The present paper addresses the dynamics of innovation, by extending the analysis beyond a static-economic perspective. It offers a dynamic-institutional mapping of relational capacities to dynamically innovate. Its main goal is to contribute to the above-mentioned research theme by presenting a new methodology able to pinpoint different trends in the relational capacities of institutions when they are innovative. Thereby, major characteristics in the networks of innovation are identified. This investigation uses an extended set of private institutions and public organizations located in Portugal, evaluated by their WebPage contents. To this data set a new combination of multivariate statistical methods is applied to detect group performances, to compare them, and to identify gradients of capacity to dynamically innovate. The results demonstrate that this method can provide extremely useful and tailor-made information for policy evaluation at regional or national levels.     

How a rapid modal convergence into a universal automated taxi service could be the future for local passenger transport

The world is changing rapidly. Yet a common assumption is that cars, buses, and taxis will remain the dominant local passenger transport modes in the coming decades. This concept paper draws on literature sources and on discussions with industry stakeholders to look anew at the local passenger transport sector in the light of broader societal trends to suggest an alternative future, and to offer insights to practitioners and policy-makers. The paper finds that the traditional modes of car, bus and taxi are slowly beginning to lose market share to intermediate modes such as shared taxis, lift-sharing schemes, demand-responsive transport services and car clubs whilst numerous technological and market trends are combining to accelerate this process of ‘modal convergence’. Taken together, these trends could revolutionise how we move about, with one possible outcome being the emergence of a single dominant passenger mode of an automated universal taxi system or dial-a-pod.     

Ownership and Cost‐Sharing Contracts

We discuss the relative merits of public and private ownership in an incomplete contract framework developed by Hart, Shleifer and Vishney (HSV). We add two new elements to their model. First, the government may offer cost‐sharing contracts when procuring the good. Second, the owner of a private firm may divert resources that increase their own profit/utility but increase total costs. The cost sharing contract allows the government to reduce the private firm's incentives to dump quality in order to save on costs. However, this also leads to resource diversion, which increases total costs. We derive the preferred mode of ownership when the government optimally chooses the power of the cost sharing scheme. We find that the presence of quality‐reducing cost reductions only favours government ownership if the scope for resource diversion is substantial. A discussion of when resource diversion is likely to be important is also provided.     

Knowledge Management Tools, Inter-Organizational Relationships, Innovation and Firm Performance

The business value of information technology is an enduring research question. This research provides new insights to better understand the mechanisms supporting this relation by analyzing the impact of knowledge management tools (KMTs) on the performances of business units involved in inter-firm collaborative innovation projects. We extend current literature by developing and empirically testing a model where: (1) the use of KMTs is affected by critical organizational variables, (2) KMTs can impact the innovation and financial performances of business units. We find that mutual trust and culture for change do not affect the extent of the use of KMTs, while collaborative experience and naturalness in using ICTs as substitutive of face-to-face contacts have a significant impact. Moreover, we show that a more intense use of KMTs has a direct positive effect on new product performance and speed to market, as well as on financial performance. Yet, only new product performance acts as an indirect conduit linking KMT use and financial performances. This article provides a discussion and perspectives of further research concerning the impact of KMTs on innovation practices in inter-firm collaborative environments.     

Initial infrastructure development strategies for the transition to sustainable mobility

Within the Dutch transition policy framework, the transition to hydrogen-based transport is seen as a promising option towards a sustainable transport system. One aspect of such transition processes that is emphasized in transition management is learning about user behaviour and preferences. However, while earlier research on sustainable mobility acknowledges the importance of refuelling infrastructure, the question of how to unroll such an infrastructure and the role of user practices and user behaviour largely remains unanswered. In this paper we present an agent-based model to study the process of development from niche to market for hydrogen vehicles. We thereby focus on the role of users in this process and support our model by empirical data. Within this model the effects of different strategies for hydrogen infrastructure development on hydrogen vehicle fleet penetration are studied. More specifically, diffusion patterns for hydrogen vehicles are created through the interactions of consumers, refuelling stations and technological learning. The main result is that social network effects do influence the technological trajectory of hydrogen vehicles and thus should be taken into account by infrastructure developers and policymakers.     

浅析快递服务的制度改善方向及发展方案

快递服务(express service;courier service)是快速收寄、运输、投递单独封装的、有名址的快件或其他不需储存的物品,按承诺时限递送到收件人或指定地点、并获得签收的寄递服务。运输产业是高速发展的新动力产业,从实际意义角度来看,实现交通运输服务活性化,需要对交通运输服务的制度进行改善及对未来的发展做出规划方案。研究通过快递市场的实态及问题来找到快递服务业制度改善方向及发展方案。以管理学的角度进行实证性的研究。     

Ecosystem services and dis-services to agriculture

Agricultural ecosystems are actively managed by humans to optimize the provision of food, fiber, and fuel. These ecosystem services from agriculture, classified as provisioning services by the recent Millennium Ecosystem Assessment, depend in turn upon a web of supporting and regulating services as inputs to production (e.g., soil fertility and pollination). Agriculture also receives ecosystem dis-services that reduce productivity or increase production costs (e.g., herbivory and competition for water and nutrients by undesired species). The flows of these services and dis-services directly depend on how agricultural ecosystems are managed and upon the diversity, composition, and functioning of remaining natural ecosystems in the landscape. Managing agricultural landscapes to provide sufficient supporting and regulating ecosystem services and fewer dis-services will require research that is policy-relevant, multidisciplinary and collaborative. This paper focuses on how ecosystem services contribute to agricultural productivity and how ecosystem dis-services detract from it. We first describe the major services and dis-services as well as their key mediators. We then explore the importance of scale and economic externalities for the management of ecosystem service provision to agriculture. Finally, we discuss outstanding issues in regard to improving the management of ecosystem services and dis-services to agriculture.     

Exploring outward FDI and the choice of destination: evidence from Swedish firm-level data

Using Swedish firm-level data on all firms and their affiliates abroad, we investigate what observable firm and country characteristics affect the size of an affiliate in a particular destination. We employ the richness of the data to investigate the importance of destination country factors in explaining firm outward FDI activities and distinguish between the factors that affect such activities in manufacturing versus services firms as well as vertical versus horizontal investments. Our results lend support to existing theories of multinational activity of manufacturing but not services firms. We also find observable differences between vertical and horizontal manufacturing firms that are not always explained by theory.     

BUSINESS METHOD PATENTS AND U.S. FINANCIAL SERVICES

A decade after the State Street decision, more than 1,000 business method patents are granted each year. Yet, only 1 in 10 is obtained by a financial institution. Most business method patents are also software patents. Have these patents increased innovation in financial services? To address this question, we construct new indicators of research and development intensity based on the occupational composition of financial industries. The financial sector appears more research intensive than official statistics would suggest but less than the private economy taken as a whole. There is considerable variation across industries but little apparent trend. There does not appear to be an obvious effect from business method patents on the sector's research intensity. Looking ahead, three factors suggest that the patent system may affect financial services as it has electronics: (1) the sector's heavy reliance on information technology, (2) the importance of standard setting, and (3) the strong network effects exhibited in many areas of finance. Even today litigation is not uncommon; we sketch a number of significant examples affecting financial exchanges and consumer payments. The legal environment is changing quickly. We review a number of important federal court decisions that will affect how business method patents are obtained and enforced. We also review a number of proposals under consideration in the U.S. Congress. (JEL O31, O34, G20)     

Usage of formal financial services in India: Demand barriers or supply constraints?

Estimating the role of both demand-side and supply-side factors in financial inclusion and its distribution is important for policy making. However, existing literature has primarily focused on supply-side factors. In this context, this paper estimates relative importance of removing demand-side barriers and eliminating supply constraints to enhance financial inclusion in India. It also measures the extent of concentration of usage of formal financial services among richer households. Results suggest that, while availability of banking services has a significant positive effect on usage of formal financial services, its contribution in inducing households to use formal financial services is very small compared to the contribution of factors, such as education, income, employment status, gender and social norms, that influence the demand for formal financial services. It highlights the importance of placing greater emphasis on addressing demand-side barriers, rather than on improving physical availability of banking services, to promote financial inclusion in India.     

Embedding landfill diversion in economic,geographical and policy settings

We analyse the process of landfill diversion embedding the dynamics in a frame where economic, geographical and policy variables enter the arena. We aim at investigating in depth what main drivers may be responsible for such a phenomenon. We exploit a rich panel dataset covering all the 103 Italian provinces. The case study on Italy is worth being considered provided that Italy is a main country in the EU, thus offering important pieces of information on the evaluation of policies. Evidence shows that the observed decoupling between economic growth and landfilling is driven by a mix of structural factors, as population density and waste management strategies. If on the one hand, the landfill tax is not arising as a significant driver of the phenomenon, other waste management instruments are associated with high significant negative effect on landfilled waste. In association to the features of the tariff system, we also underline the key role played by the share of separated collection in driving down landfilling of waste. Both the evolution of collection and tariff system are joint factors that may drive a wedge between the comparative waste performances of northern and southern regions.