In many countries, document and border procedures create trading barriers, thereby impairing economic growth. These can range from insufficient transshipment facilities to unsupportive institutional arrangements. To address this, countries have taken reforms to improve their procedures by introducing electronic documentation systems, strengthening border infrastructure, and enhancing customs procedures. However, the efficiency of the document and border procedures in each country remains unclear, as well as how new reforms can affect these. This study investigated the efficiency of document and border procedures in each country, defined as the trade volume and value per required cost, time, and documents in the trading procedures. The efficiencies were calculated through a data envelopment analysis with cross-sectional data from 2019 and a window analysis with panel data from 2014 to 2019. The study found a positive change in export procedure efficiency after all three types of reforms were instituted in a country, but a positive change in import efficiency only after the introduction of electronic documentation. All countries were classified according to their document and border procedure strengths and weaknesses.
Several cross-border land corridor projects have been implemented worldwide, because land transport is a vital alternative to international maritime transport in inter-regional transport. Maritime transport generally costs less than land transport, but it is much slower. Nonetheless, land transport can be more appropriate than maritime under certain situations. This study aims to identify factors that can help select between these two modes in long-distance inter-regional cross-border transport; to this end, a Tobit model is employed to estimate the dependent variable, i.e., the land ratio of origin–destination pairs between countries and/or areas. Eight variables are identified as significant: distance, export of manufacturing commodity, landlocked country/area, neighboring country/area, country risk, infrastructure level, port-access time, and maritime transport frequency. We also find that geographical conditions, country relationship, and regulations are barriers for selecting land transport. However, cross-border land corridors contribute to the increase of land ratio.
Ahmedabad, India, has serious traffic congestion problems in peak periods. This is mainly due to the use of cars and motorcycles. The usage of public transport, consisting of a bus system called "AMTS" and a rapid transit bus called "BRTS", represented only a 12% modal share in Ahmedabad in 2011. This study explores the conditions underlying the non-use of public transport and its feeders among car and motorcycle owners in Ahmedabad. We conducted a household questionnaire survey that gathers respondents' subjective impressions of public transport and its feeder services in the suburban areas of Ahmedabad in December 2017. A Transport Unacceptance Model is developed based on the Technology Acceptance Model 2 using structural equation modelling based on the collected samples. We reveal that the "no advantage to use" among the owners of cars and motorcycles has the highest effect on the non-use of AMTS among the latent variables, followed by "burden to use". The observed variables "effort to transfer" and "effort of route choice" significantly affect the "burden to use" latent variable. "Burden to use" regarding auto-rickshaws has a relatively strong effect on the non-use of AMTS. This implies that improving feeder services (i.e. the connectivity between auto-rickshaws and AMTS) is important for enhancing the use of AMTS. As for BRTS, "burden to use public transport (i.e. ticketing system)" and "auto-rickshaw" have the strongest effects among the latent variables. Several negative impressions of auto-rickshaws as a feeder service are observed in both AMTS and BRTS. Particularly, subjective norms such as "family and friends do not use auto-rickshaw" are influential on the non-use of public transport.
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