辽宁农业劳动生产率变动及影响因素分析

按照时间序列分析辽宁农业劳动生产率的变动趋势，运用人均耕地面积、灌溉率、劳均化肥施用量、结构调整系数、机电提灌面积占有效灌溉面积比重等指标构建影响农业劳动生产率的模型，结果表明农业产业结构调整、劳均化肥施用量、灌溉率对劳动生产率的影响非常显著．因此，应该加快农业产业结构调整、推进科学技术在农业生产中的应用、加强农业基础设施建设、提高公共服务水平．     

How do economies of density in container handling operations affect ships’ time and emissions in port? Evidence from Norwegian container terminals

Efficient port services are prerequisites for competitive and sustainable maritime transports. This paper makes advances in studying the determinants of the time that ships spend in port and the associated emissions to air. We estimate a production model for cargo handling based on a unique dataset containing each port of call at the largest container terminals in Norway in 2014. In turn, we use auxiliary engine emission factors to estimate particulate matter and nitrogen oxide emissions from ships at berth, to determine how the corresponding damage costs of air pollution vary with container throughput, location, and terminal investments. We find that Norwegian container terminals operate under increasing returns to density. Small ships that unload few containers are far from reaping economies of density, leading to high marginal time requirements for container handling and consequently high marginal external costs. From a Pigouvian taxation perspective, port charges should therefore be regressive in the number of containers handled. Moreover, we find that the external costs of maritime transports are severely understated when port operations are ignored. Our model allows determining the marginal productivities of port facilities. Thereby, it is instrumental in designing port charges that are diversified according to the quantity of containers handled and the service quality (i.e., the speed of handling operations). Regarding contextual factors, we find that establishing high-frequent liner services improves the ship working rate, while simultaneous calls at a terminal impede productivity. The type of container (loading/unloading; empty/laden) also appears to influence the duration of ship working.     

Public transit subsidies, output effect and total factor productivity

This paper extends previous works on total factor productivity decomposition when firms receive both operating and capital subsidies. It shows that previous works considered either the lump-sum or substitution effects of these subsidies but not together. Using constrained cost minimization as the framework it offers formal proofs to show that cost increases are inevitable if the total effects of the subsidies are considered, and that total factor productivity growth results from increasing amounts of subsidies under economies of scale and in the absence of technical change. Applications of the decomposition equations derived to a sample of transit systems finds near constant returns to scale and negative contributions of these subsidies to total factor productivity growth. Technical change reverses this decline and results in total factor productivity growth. Further, it finds that the lump-sum effects of the subsidies reduce total factor productivity more than does the substitution effect.     

生产率管理系统模型及其应用研究

从生产率管理的含义出发，提出了工程项目生产率管理系统理论模型。研究了该模型的运行机制，并在其指导下，结合工程项目管理的实际，构造了生产率测度与管理实用模型（ＭＰＩ）。最后结合算例对ＭＰＩ模型的应用进行了分析，表明该模型简便有效，适用于工程项目现场，其计算结果为承包商进行生产率降低损失索赔的辨识、分析，以及生产率控制与改善提供了有力的依据。     

Examining the influence of multidestination service orientation on transit service productivity: a multivariate analysis

Between 1990 and 2000, U.S. transit agencies added service and increased ridership, but the ridership increase failed to keep pace with the service increase. The result was a decline in service effectiveness (or productivity). This marks the continuation of a long-running and often-studied trend. The scholarly literature attributes this phenomenon, at least in part, to transit agency decisions to decentralize their service rather than focus on serving the traditional CBD market. Many scholars argue that a decentralized service orientation is both ineffective and inefficient because it attracts few riders and requires large per-rider subsidies. This research tests whether a non-traditional, decentralized service orientation, called multidestination service, results in reduced service productivity. Contrary to what the literature suggests, we find that MSAs whose transit agencies pursued a multidestination service orientation did not experience lower productivity. These results indicate that policies that have encouraged the growth of decentralized transit services have not necessarily been detrimental to the industry.

Productivity changes in Taiwan's port industry incorporating environmental regulations on harbor water quality

Abstract

This paper evaluates the productivity changes in Taiwan's port industry for the period 2003–2007. Based on a ‘three-year-window’ data envelopment analysis method, Luenberger productivity indicators are employed to estimate the productivity changes that account for the success of attempts by port agents to control harbor water quality. This is one of the typical environmental concerns in port operations that prior studies on port productivity changes over time have not considered. The results show that the productivity of Taiwan's port industry has experienced growth over the study period, regardless of whether water quality has been considered or not. At a disaggregated level, however, if a port agent has succeeded in controlling water quality, but we do not consider it, the results will misclassify the agent by understating the port's productivity.     

黄骅港耙吸船施工周期与装舱时间研究

通过对耙吸船施工周期的研究以及施工参数的分析,确定最佳装舱时间,从而提高耙吸船生产率,降低施工成本。耙吸船最佳装舱时间的确定,使黄骅港综合港区20万吨级航道耙吸船施工生产率进一步提高,节约了施工成本。     

广深高速铁路全要素生产率分析

全要素生产率(Total factor productivity,TFP)是衡量一个企业技术进步和经济效益的综合指数。本文通过参数法和非参数法研究了广深高速铁路全要素生产率。广深高速铁路TFP值受到资本产出弹性、劳动产出弹性、投入要素价格以及产出量和产出价格的影响,此外,引起TFP值变化的因素还包括金融危机、自然灾害、社会活动、国家政策等外在因素。广深高速铁路的全要素生产率变化特征可描述为三个时期:迅速增长期、下降期和平稳增长期。     

华能曹妃甸煤码头工程绞吸船施工工艺优化

曹妃甸围海造陆吹填工程土质具有颗粒细、吹距长等特点,绞吸船产能较低,为提高绞吸船施工产能、降低施工成本,采用对绞吸船挖掘和输送分析、泥泵气蚀点分析等方法研究绞吸船施工,优化其施工工艺。优化后的施工工艺使曹妃甸围海造陆吹填工程绞吸船施工产能提高了15%,节约施工成本的同时也缩短了工期。     

A review of guidelines for including wider economic impacts in transport appraisal

In this paper we examine how 23 industrialised countries treat wider economic impacts (WEIs) in transport appraisals. We identify 12 different types of impacts based on these countries’ appraisal guidelines. Agglomeration impacts and Production changes in imperfect markets are the most widely accepted, being recognised by 14 and 10 countries, respectively. However, about half of the impacts are mentioned by only one country, and few recommend including the impacts directly in cost–benefit analyses. Several countries provide provisos or criteria that must be met before WEIs can be assessed in the first place. We found method recommendations for quantifying WEIs in 10 countries. However, with the exception of the UK Department for Transport’s (DfT) methodological framework, there is very little international consensus on the choice of appropriate methods. Our findings thus supplement and reinforce the conclusions from the Norwegian Official Report of the Hagen Committee [NOU 2012:16. (2012). Samfunnsøkonomiske analyser. Oslo: Departementenes servicesenter] that there is currently no established consensus on the magnitude and relevance of WEIs, or on how and which of these impacts should be taken into account in transport appraisals. Recommendations for further research and appraisal practices are provided.