V. Conclusions and Recommendation
5.4. Suggestions on Future Research
For future research of this topic, I suggested some studies focus. One suggestion for future research, it is to add more diversity of industries to the study of the effect of Air Policy.
By adding more industries in the research study could establish the full impact of Air Policy on all the economic sectors.
Otherwise, second suggestion for future research, it is to study only one industry. The contribution of studying only one industry is that the effect and results of Air Policy could be study more deeply. Researcher could analyze more profoundly the evolution of the industry and develop more specific strategic for them. And if the researchers have interest in passenger flight, the third suggestion, it is to study the impact that Cross Strait Air Policy has on air passenger market.
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120 Appendix I Research Criteria
Connotation of the effects of having direct air transportation between Mainland China and Taiwan on Taiwanese aviation industries:
Mobility: This criterion wants to capture the benefits of the users
(M1)Travel Time Savings: many studies have established that the value of travel time savings is linked with the wages paid to drivers plus the time cost of cargo inventory for commercial vehicles (auto, bus, vessel, and aircraft).
(M2)Improved Reliability Benefits: greater predictability in travel time reduces the costs associated with the scheduling of activities. Reliability: can allow shippers to have tighter control of delivery schedules and inventories all along the supply chain.
(M3)Vehicle Operating and Ownership Benefits: (operating cost) There is an extensive literature, for vehicles of all types, which can be used to relate changes in industries network (carrier: fleet, routing, scheduling, etc) & (shipper: inventory, warehouse, damage and loss, etc) in order to save cost.
(M4)Other User Benefits: (user cost) The paying of user fees can involve real resource costs (changes in travel behavior toward a less preferred mode, route, time of travel, etc.) that are above and beyond the user fee cash payments. User fees are treated as both a cost to the user and a benefit to the operator.
Finance: This criterion wants to capture the cost of the users
(F1)Operating Cost: economic resources required to operate facilities, products and services.
(F2)Capital Cost: economic resource required to make capital investment to facilities, products and services.
(F3)Operating Revenues: The revenues generated as part of the operations of the transportation improvements or programs. Revenue rise through payments made by buyer and transportation user.
(F4)Influence of Finance on the Economy: When transportation funds are not generated from user fees, broader tax instruments must be implemented in order to finance investments. These broader tax instruments have potential consequences on economic activity by distorting
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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
Growth Management: to assess the degree of the distribution of population and employment within the region.
(GM1)Population: number of person within the region, area, geographic. The centers, in the region, area, geographic, are intended to attract residents and businesses because of their proximity to services and jobs, a variety of housing types, access to regional amenities, high quality transit service, and other advantages. Centers in other Larger Cities also play an increasing role over time as places that accommodate growth. These centers provide local and regional services and amenities, and will become more significant secondary job centers.
(GM2)Employment: 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: 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: 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
Economic Prosperity: measure the potential impacts of the having direct Cross Strait air transportation on economic prosperity by measuring those parts of the transportation system that may tend to improve or degrade the economic vitality of the region.
(EP1)Benefits to Low‐wage and High‐wage Employment: 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: Changes in user benefits that accrue to parts of the region with high concentrations of employment in existing cluster industries. Investments in
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the transportation infrastructure would improve multimodal accessibility to the jobs located in targeted clusters and then improved ability to attract jobs in the targeted clusters from outside the region.
(EP3)Benefits to Freight‐Related Employment: Investments in the transportation infrastructure would improve accessibility to freight‐related industries and then provide incentives for more freight to move through the region. Key locations of freight‐related employment include ports, intermodal terminals, warehouse and distribution centers, and regional manufacturing and industrial centers.
Environmental Stewardship: want to evaluate if the carrier activities and shipper activities have the ability to reduce pollution levels, reduce the runoff caused by impervious surfaces, and retain natural resource lands.
(ES1)Vehicle and Stationary Emission Benefits (Air Quality): 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. There has been extensive study of the effects of various pollutants on the mortality and morbidity of populations, and the damage done to plants and property.
(ES2)Impervious Surfaces (Water Quality): A key indicator of the health of the region's water resources is the amount of impervious surface across the region as whole. The frequency and intensity of peak hydrological flows and the volume of storm‐water runoff all increase when we build more roads, buildings and parking lots. Higher levels of imperviousness are connected to elevated summer water temperatures and more polluted runoff entering streams and water bodies. The roads, buildings, and parkand ride lots in each transportation alternative indicate whether there are greater amounts of impervious surfaces contributing to greater amounts of runoff.
(ES3)Agriculture and Natural Resource Lands (Open Space): 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.
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(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
Quality of Life: There are numerous ways that transportation planning of carriers and shippers can improve the quality of life for the region’s population, including benefits related to safety, human health, and security.
(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. Many literatures provide adequate guidelines on how to value mortality, morbidity and property loss consequences of accidents.
(QL2) Non-motorized Travel: As growth patterns provide more housing in proximity to employment and vice versa and as more pedestrian and bicycle facilities are provided, there are more opportunities for travelers to choose walking and biking as a preferred mode of travel.
This will improve the health and well-being of travelers who choose to walk and bike more often.
(QL3)Redundancy: Redundancy is a reflection of the substitute facilities and/or services available to support travel demand if an event causes facilities and/or services to be damaged or destroyed. As a result, the redundancy measure will include the total amount of arterial and freeway lane miles for road users and the number of bus and rail service hours for transit users and number of flight and frequency for aircraft carrier. Redundancy measures can indicate the capacity of the system to support users (road, transit, and freight) if specific elements of the systems were to fail.
Equity: is an important criterion to many different audiences evaluating the transportation system.
(E1)Geographic Distribution of Benefits: Decision makers are interested in the way that benefits of transportation projects are distributed across the region. Some transportation improvements have very localized effects while others distribute benefits more broadly.
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(E2)Income Distribution of Benefits: Decision makers are interested in the way that benefits of transportation projects are distributed across segments of society. Some transportation improvements have broad benefits to users of the transportation system while others may distribute benefits more narrowly to users with either higher or lower values of time, and thus incomes.
(E3)Distribution of Benefits to Personal and Commercial Users: Decision makers are interested in the way that benefits of transportation projects are distributed across classes of vehicles. Some transportation improvements have broad benefits to users of the transportation system while others may distribute benefits more narrowly to specific users, such as freight 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. Some transportation improvements have broad benefits to all users of the transportation system while others may distribute benefits more narrowly. This distributional issue relates to whether specific vulnerable populations benefit from transportation improvements. Environmental justice defines as populations with low income populations, different race, different color, different sex, national origin and other.
125 Appendix II
Survey Questionnaire (English version)
Dear participants:
This is an academic survey that seeks to observe the effects of having direct flight between Mainland China and Taiwan on Taiwanese aviation industries. Like in any transportation planning, investment, and/or improvement of transportation system, these projects would have an impact on their users, operator and community. The purpose of this research is to evaluate the effect that direct flight have on carriers (airlines), shipper (high tech industries) and the whole society.
The information provided in this questionnaire would help to come out with the benefits gained of having more efficient transportation. This questionnaire is only for academic research use. The information provided would not be release on separate publication.
Please feel at ease to answer. Your feedback is very important for this study. Really appreciate you for taking the time to give cover to this survey.
Sincerely,
National Chiao Tung University Institute of Transportation and Traffic Advisor: Sheu Jiuh Biing (許鉅秉 博士)
Student: Susana Tsang
Mail: tsang.susana@hotmail.com
Research Description:
This research study investigate the many ways that government policy decisions have affected (or could affect) the freight system. Policies can relax or restrict freight transportation of having a good logistics and therefore would impact on their services quality. As freight transportation become faster and more reliable, hence more predictable, the flow of good and the stocking of good can be managed more efficiently. In other words, policies allow firms to reorganize their logistic and consequently can help firms to maximize profit benefits. With improvement in freight transportation logistics, this can help increase the productivity of
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manufacturing, and distribution in many ways when they decide to reorganize their industries performance.
In a general way, transportation improvement can spread reductions in cost and gains in productivity through all the economic sectors that produce or distribute good. Improvement in transportation policy and/or planning can be expected to have important economic effects on carrier’s performance, shipper’s performance and the whole region economy.
This research study seeks to figure out the benefits generated by opening Cross Strait direct air transportation. Improvement in airspace-freight carriage is one of the ways that government can make a truly valuable contribution to the efficiency of national economy.
Benefit-cost analysis is used to estimate and evaluate the benefits generated by opening Cross Strait direct air transportation.
With the signing of the Cross Strait Direct Air Transportation Agreement, many restrictions related to air transportation was relaxed allowing airlines and carriers to provide direct flight between China and Taiwan. This research study tries to observe the effects on the cost and the productivity on Taiwanese businesses, carriers (Airlines industries) and shippers (High Tech industries). With the information provided by the different stakeholder, this would help analyze the benefits produce across different segments of the population, which allows the decision-makers to understand how the benefits from opening direct air transportation between Mainland China and Taiwan are distributed among the population.
127 Analytic Hierarchy Process model:
Please fill the basic Information of respondents:
Area of Profession of the respondent:
Government
Shipper (High Tech Industries) Carrier (Airlines)
Gender:
Male Female
Professional Experience:
Less than 2 years
More than 2 year less than 4 years More than 4 year less than 6 years More than 6 year less than 8 years More than 10 years
Respondent’s Job Position Administrative
Logistic (import & export) Sale
Manager Others:
128 Questionnaire instruction:
In this questionnaire survey, there are 7 criteria to evaluate the impact of having direct air transportation. Each criterion corresponds to measure the effect on carriers, shippers, and society. In the first part of the questionnaire, the objective is to evaluate the degree of important of judgment among each criterion. In each pairs of criteria, please select the degree of important of judgment depending on your professional area and knowledge.
In this questionnaire survey, there are 7 criteria to evaluate the impact of having direct air transportation. Each criterion corresponds to measure the effect on carriers, shippers, and society. In the first part of the questionnaire, the objective is to evaluate the degree of important of judgment among each criterion. In each pairs of criteria, please select the degree of important of judgment depending on your professional area and knowledge.