Abstract

Rail transport generally has the advantage for large-volume long-haul freight operations. The literature generally shows that shipping distance, costs, and reliability are among the most important determinants of people's modal choice among road, rail, air, and coastal shipping transport. However, there is little evidence in Africa, although the region historically possesses significant rail assets. Currently, Africa's rail transport faces intense competition against truck transportation. With firm-level data, this paper examines shippers' modal choice in Tanzania. The traditional multinomial logit and McFadden’s choice models were estimated. The paper shows that rail prices and shipping distance and volume are important determinants of firms' mode choice. The analysis also finds that the firms' modal choice depends on the type of transactions. Rail transport is more often used for international trading purposes. Exporters and importers are key customers for restoring rail freight operations. Rail operating speed does not seem to have an unambiguous effect on firms' modal selection. Document type: Book

Abstract

Railway transport generally has the advantage for large-volume, long-haul freight operations. Africa possesses significant railway assets. However, many rail lines are currently not operational because of the lack of maintenance. The paper recasts light on the impact of rail transportation on firm productivity, using micro data collected in Tanzania. To avoid the endogeneity problem, the instrumental variable technique is used to estimate the impact of rail transport. The paper shows that the overall impact of rail use on firm costs is significant despite that the rail unit rates are set lower when the shipping distance is longer. Rail transport is a cost-effective option for firms. However, the study finds that firms' inventory is costly. This is a disadvantage of using rail transport. Rail operations are unreliable, adding more inventory costs to firms. The implied elasticity of demand for transport services is estimated at -1.01 to -0.52, relatively high in absolute terms. This indicates the rail users' sensitivity to prices as well as severity of modal competition against truck transportation. The study also finds that firm location matters to the decision to use rail services. Proximity to rail infrastructure is important for firms to take advantage of rail benefits. Document type: Book

Abstract

International audience; For millennia, the Mediterranean has been one of the most active trading areas, supported by a transport network connecting riparian cities and beyond to their hinterland. The Mediterranean has complex trade patterns and routes--but with key differences from the past. It is no longer an isolated world economy: it is both a trading area and a transit area linking Europe and North Africa with the rest of the world through the hub-and-spoke structure of maritime networks. Understanding how trade connectivity works in the Mediterranean, and elsewhere, is important to policy makers, especially those in developing countries in the Mediterranean, concerned with the economic benefits of large investment in infrastructure. Better connectivity is expected to increase trade with distant markets and stimulate activities in the hinterland. This book is a practical exploration of the three interdependent dimensions of trade connectivity: maritime networks, port efficiency, and hinterland connectivity. Because of the complexity and richness of maritime and trade patterns in the Mediterranean, the research book combines both a regional focus and globally scalable lessons. This book is intended for a wide readership of policy makers in maritime affairs, trade, or industry; professionals from the world of finance or development institutions; and academics. It combines empirical analysis of microeconomic shipping and port data with three case studies of choice of port (focusing on Spain, Egypt, and Morocco) and five case studies on hinterland development (Barcelona; Malta; Marseilles; Port Said East, Egypt; and Tanger Med, Morocco). Document type: Book

Abstract

This study aims to analyze the effects (e.g. changes of power and processes) of the e-freight initiative introduced by IATA on the air freight supply chain network by focusing on two specific cases within the U.S. and Chinese market. After identifying two representative cases (cross sectional), data was gathered using semi- structured interviews, additional data provided by the participants, as well as secondary data, such as annual reports and case studies. The findings are analyzed using key words and suitable categories. A power model based on the current situation of the air freight supply chain is developed by analyzing the circumstances while implementing e-AWB/e-freight. This model can be used to add to the existing gap within the present literature framework. Further, changes regarding the supply chain network, especially processes and information flow were identified. Lastly, mainly positive (e.g. increased sustainability of the transportation process) as well as some negative effects (e.g. investments of the dual process) are mentioned in a de- tailed manner. Limitations of the study include a research population of two major actors of the air freight supply chain network, as well as a theoretical framework primarily based on literature and the fact that the study focuses on a cross sectional time period. Future research would include an analysis of all involved actors, while including IATA as the trade association, of the air freight supply chain, and especially issues related to customs procedures. Also, a longitudinal study, a more in depth analysis of the power distribution and any related changes should be of interest.