“transport costs”的概念、定义、翻译、参考文献-科学参考

transport costs

Geography

Krugman (1991) J. Pol. Econ. 99, 3 suggests that so long as transport costs are low, firms can benefit from concentrating in a single location and delivering products to farmers in another location. Alonso-Villar (2005) J. Econ. Geog. 5, 5 finds that the effects of cost reductions in transporting final goods are different from those in intermediate goods. For feeder costs (the costs of transferring freight from large ships/vehicles/aircraft to smaller ones) and handling costs (the costs of physically shifting the freight), and marginal cost/revenue analysis, see Konings (2007) J. Transp. Geog. 15, 6. Baier and Bergstrand (2001) J. Transp. Geog. 53, 1 find that, for the growth in world trade, 1992–2000, trade liberalization was three times more important than transport costs.
Knowles (2006) J. Transp. Geog. 14, 6 adds the concept of cost/space convergence to time–space convergence: ‘time/space and cost/space have both collapsed differentially and especially in the last 50 years. Small but incremental changes can have significant consequences for time/cost–space convergence or divergence whilst response lags and inefficient decision making retard change. Collapses in time/space and cost/space are due to innovations in air, rail, road and sea transport technology, communications and handling technology. The differential spatial effects reflect a more unequal world and are largely due to unequal investment in modal capacity, routes and terminals at local, national and international scales. This tends to enhance the importance of the largest demand centres in developed countries and of nodal centrality and intermediacy.’ Knowles summarizes the result as a ‘shrunken, misshapen world’. Combes and Lafourcard (2005) J. Econ. Geog. 5, 3 show that transport technology and market structure are responsible for most of the transport cost decrease. ‘Infrastructure improvements only condition the spatial distribution of the gains.’ See Link (2005) J. Transp. Geog. 13, 1 on the social costs of transport: pollution, noise, and accidents among them.

Economics

The costs of moving goods from place to place. These tend to be higher for goods which are bulky or heavy relative to their value, and for goods which are fragile and thus require careful handling, or which are perishable and thus require rapid transport. Where transport costs are high, it is economic to produce near to the market, and inter-regional and international trade are relatively unimportant. Where transport costs are low, production tends to be footloose. Transport costs have fallen considerably during the last century, which has contributed to an increasing ratio of trade to incomes. The development of cheap air freight has allowed rapid growth of international trade in perishable products such as fresh flowers and vegetables. On average transport costs between countries amount to well under 5 per cent of the total value of world trade.

单词	transport costs
释义	transport costs Geography Krugman (1991) J. Pol. Econ. 99, 3 suggests that so long as transport costs are low, firms can benefit from concentrating in a single location and delivering products to farmers in another location. Alonso-Villar (2005) J. Econ. Geog. 5, 5 finds that the effects of cost reductions in transporting final goods are different from those in intermediate goods. For feeder costs (the costs of transferring freight from large ships/vehicles/aircraft to smaller ones) and handling costs (the costs of physically shifting the freight), and marginal cost/revenue analysis, see Konings (2007) J. Transp. Geog. 15, 6. Baier and Bergstrand (2001) J. Transp. Geog. 53, 1 find that, for the growth in world trade, 1992–2000, trade liberalization was three times more important than transport costs. Knowles (2006) J. Transp. Geog. 14, 6 adds the concept of cost/space convergence to time–space convergence: ‘time/space and cost/space have both collapsed differentially and especially in the last 50 years. Small but incremental changes can have significant consequences for time/cost–space convergence or divergence whilst response lags and inefficient decision making retard change. Collapses in time/space and cost/space are due to innovations in air, rail, road and sea transport technology, communications and handling technology. The differential spatial effects reflect a more unequal world and are largely due to unequal investment in modal capacity, routes and terminals at local, national and international scales. This tends to enhance the importance of the largest demand centres in developed countries and of nodal centrality and intermediacy.’ Knowles summarizes the result as a ‘shrunken, misshapen world’. Combes and Lafourcard (2005) J. Econ. Geog. 5, 3 show that transport technology and market structure are responsible for most of the transport cost decrease. ‘Infrastructure improvements only condition the spatial distribution of the gains.’ See Link (2005) J. Transp. Geog. 13, 1 on the social costs of transport: pollution, noise, and accidents among them. Economics The costs of moving goods from place to place. These tend to be higher for goods which are bulky or heavy relative to their value, and for goods which are fragile and thus require careful handling, or which are perishable and thus require rapid transport. Where transport costs are high, it is economic to produce near to the market, and inter-regional and international trade are relatively unimportant. Where transport costs are low, production tends to be footloose. Transport costs have fallen considerably during the last century, which has contributed to an increasing ratio of trade to incomes. The development of cheap air freight has allowed rapid growth of international trade in perishable products such as fresh flowers and vegetables. On average transport costs between countries amount to well under 5 per cent of the total value of world trade.
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