The Impact of Policy Drivers on the Logistics Supply Chain.

This report is designed to highlight the impact of policy drivers on the freight logistics supply chain. This section will define the term policy drivers and outline the different types of impacts the can have upon the logistics supply chain. In Section Two a list of policy drivers is presented, along with associated policy levers. An attempt to assess what impact each policy lever has on the logistics supply chain is made in Section Three and in Section Four a number of policies levers are selected to take forward as possible scenarios to be evaluated in the University of Leeds cost modelling work. Policy drivers are defined as broad aims, targets or statements that are considered to be desirable by the various bodies of government or non-government organisations in satisfying their overall goals such as “maximising social welfare”, “staying in power” etc... The types of policy drivers vary by organisation and may be complimentary or contradictory. They may also change over time as new doctrine is implemented or new research findings put into practise. In the Government’s, ‘Transport 2010 - The 10 Year Plan’ (DFT, 2000) the policy drivers are outlined under the heading ‘Vision’ and are presented below, · Fully integrated public transport information, booking and ticketing systems; · Safer and more secure transport accessible to all; and, · A transport system that makes less impact on the environment. Policy levers are the policy instruments used to attain policy drivers and can be used to achieve more than one Both policy drivers and policy levers can be categorised under two headings as outlined below, a) Fiscal Drivers; and, b) Physical & Regulatory Drivers The implementation of these policies leads to both direct and indirect outcomes that will make some contribution to achieving the policy drivers set out by the government. The policy levers will impact upon the freight industry in a positive, negative or neutral manner and for the purposes of the next section three definitions have been formulated which have been related to the impact of policy levers on costs and externalities. In Section Four a broader range of impacts are discussed for the policy levers that have been selected as possible scenarios. A Positive Impact - Any outcome that, 1) Lowers operating cost without increasing externalities, and/or; 2) Lowers externalities without increasing costs. A Neutral lmpact – Any outcome that, 1) Maintains defacto operating costs without changing externalities, and/or; 2) Maintains defacto externalities with out changing operating costs. A Negative Impact – Any outcome that, 5 1) Increases operating costs, and/or; 2) Increases externalities. Making a judgement as to whether any one policy is beneficial or not is difficult in the absence of any data and will differ depending upon who you are. The judgements that will be made in this paper will apply to the freight logistics industry only and the externalities they produce. It is stressed that they are not exact. The next section will outline in more detail some of the possible policy drivers that either currently apply to or could be applied to the freight logistics industry. The likely policy levers that could arise from the policy drivers are then discussed along with the possible transport outcomes and their impact

AUSTRALIAN/CAIRNS GROUP PERSPECTIVE: SOUTHERN AGRICULTURE AND THE WORLD ECONOMY: THE MULTILATERAL TRADE NEGOTIATIONS

International Relations/Trade,

Review of fares elasticities in Great Britain

INTRODUCTION Empirical analysis of the behavioural impact of a wide range of travel variables has been conducted extensively in Britain over the past forty years or so. With the likely exception of the value of travel time (Wardman, 2001), the most widely estimated parameters have been price elasticities of demand and in particular public transport fare elasticities. The wealth of available evidence provides an excellent opportunity to obtain greater insights into fare elasticities and their determinants. There have been numerous notable reviews of price elasticities (Ely, 1976; TRF&, 1980; Goodwin and Williams, 1985; Goodwin, 1992; Oum et al, 1992; Halcrow Fox et al., 1993; Wardman, 1997; Nijkamp et al., 1998; Pratt, 2000; De Jong and Gunn, 2001; Graham and Glaister, 2002; VTPI, 2003). The unique features of this study are that it covers a much larger amount of public transport evidence and a broader range of issues than previous reviews and, more significantly, it has developed a model to explain variations in fare elasticities across studies. This review covers 902 public transport fare elasticities obtained from 104 studies conducted in Britain between 1951 and 2002. The markets covered are inter-urban rail travel, suburban rail travel, urban bus travel and London underground

Appraisal Framework for Integrated Transport

This working paper outlines an appraisal framework for the Integrated Transport project. The project examined the demand implications from the introduction of a Taktfahrplan timetable onto the east coast mainline rail route. The Taktfahrplan concept is frequently referred to as an interval timetable and is based on trains leaving stations at the same time past the hour throughout the operational day. A stated preference exercise was conducted to estimated what values people placed on such a timetable and these values were added to the more conventional elements of generalised cost to obtain the changes in demand that would result from the introduction of a Taktfahrplan. The working paper is divided into a number of sections that will highlight, • the key implications to arise from the Integrated Transport project; • the demand model; • the appraisal framework; • the data sources used within the appraisal framework; and • the results of the appraisal framework. Interested readers are also referred to the a conference paper that will be presented at the European Transport Conference in Strasbourg later this year (Wardman et al, 2003)

Appraisal Framework for Integrated Transport

This working paper outlines an appraisal framework for the Integrated Transport project. The project examined the demand implications from the introduction of a Taktfahrplan timetable onto the east coast mainline rail route. The Taktfahrplan concept is frequently referred to as an interval timetable and is based on trains leaving stations at the same time past the hour throughout the operational day. A stated preference exercise was conducted to estimated what values people placed on such a timetable and these values were added to the more conventional elements of generalised cost to obtain the changes in demand that would result from the introduction of a Taktfahrplan. The working paper is divided into a number of sections that will highlight, • the key implications to arise from the Integrated Transport project; • the demand model; • the appraisal framework; • the data sources used within the appraisal framework; and • the results of the appraisal framework. Interested readers are also referred to the a conference paper that will be presented at the European Transport Conference in Strasbourg later this year (Wardman et al, 2003)

Stated Preference Analysis of Driver Route Choice Reaction To Variable Message Sign Information

Highway Authorities in many parts of the world have, for some years, been using variable message panels mounted above or beside the camageway to communicate short messages to motorists. Most such applications have been concerned with hazard warning and speed advice. However, their use to deliberately affect route choice is an area of great current interest. It is recognised that they have a potential role in managing demand to match the capacity available, not only to alleviate acute problems caused by roadworks and accidents, but also to contribute to satisfactory performance of networks operating close to capacity over extended periods of high, but variable, demand. The installation and operation of the panels is not cheap and there is a widespread belief that overuse, or inappropriate use, of the messages may lead to them losing their credibility with the motorists and thus ceasing to be effective. It is therefore very important to understand the likely response of motorists to various messages before displaying them and even before selecting sites for the installation of panels. A number of researchers have explored drivers' responses to traffic information and route advice offered via variable message signs (VMS). Evidence from traffic counts suggests that messages can persuade somewhere between 5% and 80% of drivers to divert. Clearly this range of estimates is far too wide to support the use of VMS for fine tuning the pattern of demand. A major contributor to the uncertainty, however, is the varying, and often unknown, proportion of drivers whose destination makes the message relevant to them. More detailed studies involving driver interviews downstream of the VM!3 site to determine the relevance of the message, as well as the response to it, include those by Kawashima (1991) and Durand-Raucher et al. (1993). These studies have produced more precise estimates of compliance but the results are obviously limited to those messages which were on display at the time the interviews were being conducted. A number of researchers have sought to overcome this restriction by examining response to a range of messages presented via a stated preference exercise (see for example Hato et al., 1995; Shao et al., 1995 and Bonsall and Whelm, 1995), via a route-choice-simulator (see for example Firmin, 1996; Bonsall and Merrall, 1995 ; Bonsall and Palmer, 1997) or via a full scale driving simulator or system mock-up (see for example Mast and Ballas, 1976 and Brocken and Van der Vlist, 1991). This research has suggested that response is highly dependent on message content, subjects' network knowledge, and on the extent of any implied diversion. We see particular value in extending this earlier work to consider a wider range of messages and to determine whether the route-choice-simulator results can be repeated and extended using a somewhat cheaper methodology - namely stated preference analysis. The objectives of the work reported in this paper were thus: to extend to our existing database on drivers' response to traffic information and route advice provided in variable message signs, to include a wider range of messages. to construct explanatory models of drivers' route choice behaviour in response to a variety of messages to explore the factors influencing this response to compare these results with previous results obtained using a variety of data collection methods to draw policy conclusions, where appropriate, on the use of variable message signs to influence drivers' route choice to draw conclusions, where appropriate, on our data collection and modelling methodology

Rail Privatisation: The Practice – An Analysis of Seven Case Studies

After a brief description of the proposals for rail privatisation in Great Britain, this paper contrasts these with the proposals and experience in other countries around the world. The proposals and experience in other countries contain some elements of the British proposals, however, the 'open access' element that features strongly in the British proposals has never been experienced on any significant scale elsewhere. In conclusion, experience elsewhere may shed light on the likely outcome of some aspects of the British proposals, but other aspects such as 'open access' and vertical separation are still unknowns