The Arctic Shipping and Environmental Management Agreement: A Regime for Marine Pollution

Climate change is predicted to have particularly challenging impacts throughout the Arctic. For instance, there is a great probability of sea ice melting, leading to increased vessel traffic and oil pollution. Eight major nation-states have vested concerns in the potential opening of Arctic sea routes. They each have pledged to take protective action through the Arctic Council. However, there is still a need to develop an international institution to simultaneously address Arctic marine pollution and protect the needs of these states. This article seeks to design a legally binding regime for oil pollution control in the Arctic. In creating this new regime, we shall utilize several shared design elements of historically effective international regimes and take advantage of the legal innovations of these agreements. Our new regime, entitled the Arctic Shipping and Environmental Management Agreement (ASEMA), will take into account both the economic and environmental interests of the parties involved.     

Towards an ‘inland terminal centred’ value proposition

The two main value propositions in international container transport are ‘port-to-port’ services and ‘door-to-door’ services. In port-to-port services, buyers ‘just’ purchase maritime transport from a shipping line. Door-to-door services comprise the total transport chain and include land-based transport. Carriers as well as forwarders offer these door-to-door services. In this paper we provide a qualitative assessment of an emerging third value proposition that is centred around inland terminals (ILTs). Such a value proposition consists of transport up to the ILT, and may have advantages over port-to-port services, such as better leverage of scale economies, better repositioning of empty containers and better alignment with the business model of forwarders. This paper conceptually and empirically explores such a value proposition.     

Entry barriers in seaports

The different types of entry barrier in seaports are analysed and the policies and practices to reduce them are discussed in this paper. In most seaports, economic, regulatory, and geographical entry barriers are substantial and increasing in complexity as ports become embedded in supply chains and multilayered networks with multiple entry-levels. Various entry barriers in seaports are identified through an overview of the relevant literature and their presence is confirmed by empirical data describing them. The case is then made for lowering these barriers. This would be desirable from an economic point of view, since lower barriers strengthen the contestability of markets and increase the level of intra-port competition. The latter might yield substantial benefits, such as fostering specialization and preventing the abuse of market power. Finally, low entry barriers would facilitate the faster implementation of new technologies and business models. In the third part of the analysis, policies and practices designed to reduce entry barriers are examined. The implications are discussed of current national and supranational (EU) policy initiatives aimed to liberalize service provision in seaports. Other (de)regulatory policies that could contribute to the reduction of entry barriers are analysed.     

Quantifying the transport-related impacts of parental school choice in England

School travel is becoming increasingly car-based and this is leading to many environmental and health implications for children all over the world. One of several reasons for this is that journey to school distances have increased over time. This is a trend that has been reinforced in some countries by the adoption of so-called ‘school choice’ policies, whereby parents can apply on behalf of their child(ren) to attend any school, and not only the school they live closest to. This paper examines the traffic and environmental impacts of the school choice policy in England. It achieves this by analysing School Census data from 2009 from the Department for Education. Multinomial logit modelling and mixed multinomial logit modelling are used to illustrate the current travel behaviour of English children in their journey to school and examine how there can be a significant reduction in vehicle miles travelled, CO₂ emissions and fuel consumption if the ‘school choice’ policy is removed. The model shows that when school choice was replaced by a policy where each child only travelled to their ‘nearest school’ several changes occurred in English school travel. Vehicle Miles Travelled (VMT) by motorised transport fell by 1 % for car travel and 10 % for bus travel per day. The reduction in vehicle miles travelled could lead to less congestion on the roads during the morning rush hour and less cars driving near school gates. Mode choice changed in the modelled scenario. Car use fell from 32 to 22 %. Bus use fell from 12 to 7 %, whilst NMT saw a rise of 17 %. With more children travelling to school by walking or cycling the current epidemic of childhood obesity could also be reduced through active travel.     

Seventy Minutes Plus or Minus 10 — A Review of Travel Time Budget Studies

Abstract

This paper provides a comprehensive review of travel-time budget (TTB) studies in the literature for about the past four decades. Starting with the concept of TTBs, it discusses both the studies that support the existence of TTB and also those that deem the concept to be unfounded. Sociodemographic variables and their relation to TTB are also discussed briefly. However, as past studies use different data sources, survey techniques, and methodology for analysis, cross comparison of studies is not possible. Most importantly, the underlying cause of the regularity that is found at an aggregate level is still not known. The idea of TTB is important because, if it exists, it would mean that the total time spent on travelling per person per day will remain unchanged in spite of all improvements to transport. TTB has immense implications for transport policies and it is usually ignored. The paper also explores the available theoretical explanation of this concept, past research gaps and new analysis potentials. Recent directions in TTB studies are also discussed together with the potential use of multiday multiyear panel data in TTB research to explore the phenomenon better than before.     

Quantifying the Difference Between Self-Reported and Global Positioning Systems-Measured Journey Durations: A Systematic Review

Accurate measurement of travel behaviour is vital for transport planning, modelling, public health epidemiology, and assessing the impact of travel interventions. Self-reported diaries and questionnaires are traditionally used as measurement tools; advances in Global Positioning Systems (GPS) technology allow for comparison. This review aimed to identify and report about studies comparing self-reported and GPS-measured journey durations. We systematically searched, appraised, and analysed published and unpublished articles from electronic databases, reference lists, bibliographies, and websites up to December 2012. Included studies used GPS and self-report to investigate trip duration. The average trip duration from each measure was compared and an aggregated, pooled estimate of the difference, weighted by number of trips, was calculated. We found 12 results from eight eligible studies. All studies showed self-reported journey times were greater than GPS-measured times. The difference between self-report and GPS times ranged from over-reporting of +2.2 to +13.5 minutes per journey. The aggregated, pooled estimate of the difference, weighted by number of trips, was over-report of +4.4 minutes (+28.6%). Studies comparing self-reported and GPS-measured journey duration have shown self-reported to be consistently over-reported across the study sample. Our findings suggest that when using self-reported journey behaviour, the journey durations should be treated as an over-estimation.     

Entry barriers in seaports

The different types of entry barrier in seaports are analysed and the policies and practices to reduce them are discussed in this paper. In most seaports, economic, regulatory, and geographical entry barriers are substantial and increasing in complexity as ports become embedded in supply chains and multilayered networks with multiple entry-levels. Various entry barriers in seaports are identified through an overview of the relevant literature and their presence is confirmed by empirical data describing them. The case is then made for lowering these barriers. This would be desirable from an economic point of view, since lower barriers strengthen the contestability of markets and increase the level of intra-port competition. The latter might yield substantial benefits, such as fostering specialization and preventing the abuse of market power. Finally, low entry barriers would facilitate the faster implementation of new technologies and business models. In the third part of the analysis, policies and practices designed to reduce entry barriers are examined. The implications are discussed of current national and supranational (EU) policy initiatives aimed to liberalize service provision in seaports. Other (de)regulatory policies that could contribute to the reduction of entry barriers are analysed.     

2010:预测与战略

全球经济——宏观经济在很大程度上取决于公共刺激政策是否能激发真正的市场需求 在经历了大幅下跌后，全球经济已然开始恢复正增长。然而，这种经济回暖并不均衡，而且并非可持续的，尤其是在发达国家。虽然经济情况持续改观，但是仍然远离正常状态。同时，银行系统弱点一直存在。