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Three main types of institution are interested in the determinants of freight transport modal choice — the government, the carrier and the shipper. Researchers have emphasized the importance of understanding the decision‐making procedures of actors involved in freight modal choice (e.g. Meyburg 1979, Roberts 1971). This requires the development of behavioural models and the paper is a review of the state of the art in such modelling.
Most models can be included under two main prevailing orthodoxies. First, there are models which assume that modal choice is based on some form of short‐term cost optimization by the shipper. This approach may be called ‘economic positivism’ since it assumes that modal choice is determined by economic or cost variables. Second, there are models which assume that modal choice is based on relationships between physical aspects of the transport system (e.g. speed, frequency) and physical aspects of the product (e.g. perishability, value‐weight ratio): This approach may be called ‘technological positivism’ since it assumes that modal choice is determined by technological variables. In addition, there is a third broad approach to the study of freight modal choice which bases its assumptions on the perceptions of members of shipper‐organizations, particularly transport managers. This approach may be called the ‘perceptual approach’.
The review examines empirical studies undertaken in Australia, Canada, the United Kingdom and the U.S.A. Particular areas for discussion are the assumptions of the disciplines from which the models are drawn and the relevant unit of analysis (e.g. the firm, the individual person, the consignment).
Three main types of institution are interested in the determinants of freight transport modal choice — the government, the carrier and the shipper. Researchers have emphasized the importance of understanding the decision‐making procedures of actors involved in freight modal choice (e.g. Meyburg 1979, Roberts 1971). This requires the development of behavioural models and the paper is a review of the state of the art in such modelling.
Most models can be included under two main prevailing orthodoxies. First, there are models which assume that modal choice is based on some form of short‐term cost optimization by the shipper. This approach may be called ‘economic positivism’ since it assumes that modal choice is determined by economic or cost variables. Second, there are models which assume that modal choice is based on relationships between physical aspects of the transport system (e.g. speed, frequency) and physical aspects of the product (e.g. perishability, value‐weight ratio): This approach may be called ‘technological positivism’ since it assumes that modal choice is determined by technological variables. In addition, there is a third broad approach to the study of freight modal choice which bases its assumptions on the perceptions of members of shipper‐organizations, particularly transport managers. This approach may be called the ‘perceptual approach’.
The review examines empirical studies undertaken in Australia, Canada, the United Kingdom and the U.S.A. Particular areas for discussion are the assumptions of the disciplines from which the models are drawn and the relevant unit of analysis (e.g. the firm, the individual person, the consignment).
Behavioural approaches to freight transport modal choice
Gray, R. (author)
Transport Reviews ; 2 ; 161-184
1982-04-01
24 pages
Article (Journal)
Electronic Resource
Unknown
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