Research Criteria

3.2. Research Criteria

Figure 29. AHP Framework - Criteria level

Source: This research data

70

The selected criteria and their sub-criteria for evaluation of the impact of the Cross Strait Direct Flight Policy on carriers, shippers and government are shown below. Each criteria and sub-criteria connotation would be explained briefly. Seven criteria are selected after reviewing several literatures. These factors would be used to evaluate which impact of having direct air transportation aviation industries desire or concern more about. Each criterion corresponds to measure the most Air Policy effect desire by carriers, shippers, and society.

1. Mobility

Under the mobility criteria, there are 4 sub-criteria that would try to define which benefits gain is more appreciated by air transportation system users.

M1. Travel Time Savings: linked with the wages paid to drivers plus the time cost of cargo inventory for commercial vehicles.

M2. Improved Reliability Benefits: related to schedule improvement and consistency.

M3. Vehicle Operating and Ownership Benefits: related to operating cost.

M4. Other User Benefits: related to user cost.

2. Finance

Under the finance criteria, there are 4 sub-criteria that would try to identify what cost is more concerning for air transportation system users.

F1. Facility Operating Cost: related to economic resources required to operate facilities, products and services.

F2. Capital Cost: related to economic resource required to make capital investment to facilities, products and services.

F3. Operating Revenues: related to the revenues generated as part of the operations of the transportation improvements or programs.

F4. Influence of Finance on the Economy: related to broader tax instruments have potential consequences on economic activity by distorting non‐transportation related economic decisions and displacing productive economic activity. This would bring in the increasing of general taxes to pay for the transportation investments

71 3. Growth Management

Under the growth management criteria, there are 4 sub-criteria that would try to figure out which population and employment distribution within the region is desire for each stakeholder.

GM1. Population: related to number of person within the region, area, geographic.

GM2. Employment: related to number of jobs within the region, area, geographic. Increased share of jobs in region, area, geographic is an important indicator of job opportunities and accessibility within the area.

GM3. Jobs to Housing Balance: related to ratio of jobs to person by region, area. A jobs-person ratio closer to the regional ratio would imply that residents have close and improved access to job locations, minimizing the need to make long work commutes, or to make lengthy trips to meet daily needs.

GM4. Population and Jobs in Centers: related to number of population and jobs within the regional growth center and manufacturing industrial center. The centers are intended to attract residents and businesses because of their proximity to services and jobs, a variety of housing types, and their access to regional amenities

4. Economic Prosperity

Under the economic prosperity criteria, there are 3 sub-criteria that would try to estimate which factor of transportation system that may tend to improve or degrade economic vitality have more important for each air transportation system users.

EP1. Benefits Low and High‐wage Employment: related to Investments in the transportation infrastructure would improve multimodal accessibility and then improved ability to attract jobs in high wage and low wage job sectors from outside the region.

EP2. Benefits to Cluster Employment: related to changes in user benefits that accrue to parts of the region with high concentrations of employment in existing cluster industries.

EP3. Benefits to Freight‐Related Employment: related to investments in the transportation infrastructure would improve accessibility to freight‐related industries and then provide incentives for more freight to move through the region.

5. Environmental Stewardship

Under the environmental stewardship criteria, there are 5 sub-criteria that would try to define which pollution has higher relevant.

72

ES1. Vehicle and Stationary Emission Benefits: Vehicle and building use results in the production of various pollutants, each of which imposes costs in terms of property damage, human and environmental health.

ES2. Impervious Surfaces: A key indicator of the health of the region's water resources is the amount of impervious surface across the region as whole.

ES3. Agriculture and Natural Resource Lands: The pressure to develop agricultural and natural resource lands will increase as the development on land nearby increases. This pressure will increase the potential to lose agricultural and natural resource lands to development. This potential reduction in natural resource lands is seen as a injury to the environment.

ES4. Energy Usage from Vehicle and Building Use: Buildings and vehicles consume fuel and electric energy to operate. Energy consumption contributes to greenhouse gases and other pollutants.

ES5. Noise Level: related to the noise produced by freight transportation system and indirect economical activities.

6. Quality of Life

Under the quality of life criteria, there are 3 sub-criteria that would try to find out what improve in the quality of life is more important for the transportation system users.

QL1. Accident Cost Savings: The costs of accident risk are determined by the probability of an accident, severity of accidents and the costs that are incurred as a result of accidents. All of these factors are influenced by loadings and speeds on transportation facilities.

QL2. Non‐motorized Travel: As growth patterns provide more housing in proximity to employment and vice versa, there are more opportunities for user to choose their freight transportation.

QL3. Redundancy: Redundancy measures can indicate the capacity of the system to support users (air freight) if specific elements of the systems were to fail.

7. Equity

Under the equity criteria, there are 4 sub-criteria that would try to observe what distribution of transportation system prefer each stakeholder

E1. Geographic Distribution of Benefits: Decision makers are interested in the way that benefits of transportation projects are distributed across the region.

73

E2. Income Distribution of Benefits: Decision makers are interested in the way that benefits of transportation projects are distributed across segments of society.

E3. Benefits to Personal and Commercial Users: Decision makers are interested in the way that benefits of transportation projects are distributed across classes of vehicles.

E4. Benefits to Environmental Justice Populations: Decision makers are interested in the way that benefits of transportation projects are distributed across segments of society.