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Study on Network Structure and it's Effects by Alliance Formation in International Transport

国际运输网络结构及其联盟形成效应研究

基本信息

批准号：
15530159
负责人：
YOSHIDA Shigeru
金额：
$ 1.02万
依托单位：
Kobe University (2004)神戸商船大学 (2003)
依托单位国家：
日本
项目类别：
Grant-in-Aid for Scientific Research (C)
财政年份：
2003
资助国家：
日本
起止时间：
2003 至 2004
项目状态：
已结题

来源：
https://kaken.nii.ac.jp/en/grant/KAKENHI-PROJECT-15530159/
关键词：
Alliance Route Network Business Performance Economy of Scope Economy of Density Economy of Network Competition among Hub-Ports ネットワーク国際交通

项目摘要

Since the 1980s, economic development and growth of container trade in East Asia brought about the appearance of new container ports in the liner shipping trades routes. On the other hand, after alliance formation, container liner services have become high quality, i.e. many service points, high frequency, short transit time etc. by many and various loops based on many ships of alliances. Then the structural changes of route networks or fleet operation networks in the liner shipping have occurred. The port-calling configurations and route network structures drastically changed within intra-Asia area and the competition among Asia ports has become further violent. Before alliance formation the competition was among Hub ports, though after alliance formation, the competition has become between Hub ports and new trunk ports grown from feeder ports with a high possibility of growth.The alliance has been influencing cost reduction and service quality of alliance members. More important effe … More cts on the members of alliances come from the enrichment of service quality by network enlargement. The network economy has two types of economies. One is the externality of network on the demand side and the other is the economy of scope or network on the supply side. Although the two economies are interdependent, the most important attribute for both economies is the network scale. The first result of the analysis done proves that the network configuration of the members in each alliances of liner shipping is an important factors in the formation of alliances and the number of port calling as a service point or network variable is effective in realizing the externality of network and the economy of scope in the case study of Japanese liner shipping companies. The second is as follows. As it is very difficult for each airline to design freely the route structure to demonstrate the effect of aircraft size, the route of pursuing high frequent service to fulfill customer satisfactions is taken. For liner shipping, as well as for airlines, customers are acquired by increasing the number of service points and frequencies. However, an important variable of demand functions for liner shipping is average cost or average ship size, and the influences of service points and frequencies are relatively small. Less

20世纪80年代以来，东亚地区经济的发展和集装箱贸易的增长，使班轮航线上出现了新的集装箱港口。另一方面，集装箱班轮运输联盟形成后，集装箱班轮运输服务通过联盟的多船多环，形成了服务点多、频率高、运输时间短等高质量的特点。班轮运输的航线网络或船队运营网络发生了结构性变化。亚洲区域内的港口结构和航线网络结构发生了巨大的变化，亚洲港口之间的竞争进一步加剧。联盟形成之前，竞争主要是枢纽港之间的竞争，而联盟形成之后，竞争主要是枢纽港与由支线港成长起来的具有较高成长性的新干线港之间的竞争，联盟的形成对联盟成员的成本降低和服务质量产生了影响。更重要的效果 ...更多信息对联盟成员的cts来自于网络扩张对服务质量的丰富。网络经济有两种类型。一是需求方的网络外部性，二是供给方的范围经济或网络经济。虽然这两个经济体相互依赖，但两个经济体最重要的属性是网络规模。分析结果表明，班轮运输联盟中成员的网络结构是影响联盟形成的重要因素，以日本班轮运输公司为例，将港口停靠数量作为服务点或网络变量，可以有效地实现网络外部性和范围经济。第二个问题如下。由于各航空公司很难自由设计航线结构来体现飞机规模的影响，因此采取了追求高频率服务以满足客户满意度的路线。对于班轮运输和航空公司来说，通过增加服务点和频率来获得客户。然而，班轮运输需求函数的一个重要变量是平均成本或平均船舶尺寸，服务点和频率的影响相对较小。少