Key Characteristics of the Transport Mode Context Typology Sample Clauses

Key Characteristics of the Transport Mode Context Typology. Based on the broader overview of possible dimensions in section 2.2.1, the basic dimensions/characteristics of the transport modes that are proposed and structure the transport mode typology are the following nine (see Annex 1): 1) Type of Load, 2) Costs, 3) Lifetime, 4) Level of sunkness of investment, 5) Operational Characteristics, 6) Performance, 7) Location, 8) Sensitivity to external risks and 9) Regulation - Deregulation level. With respect to the ninth dimension, the categorization of transport modes can be made based on regulations that the government/state imposes. In Annex 1, the following seven dimensions/regulations are presented: 1) Admission to the occupation, 2) Access to the market, 3) Social harmonization, 4) Technical harmonization, 5) Pricing, 6) State grants and 7) Market. In this way, the level of regulation/deregulation of each transport mode can be observed and we can also understand how liberalised is each market (for example “the rail market”). For each of the above-mentioned (sub) dimensions, indicators are proposed so as to measure these dimensions. The impact of each indicator (direct or indirect) on funding of transport infrastructure is indicated. Sub-dimension 1: Type of Load The type of load is one of the key characteristics based on which transport modes are classified. The load can be passengers, freight or both, and as an indicator for this dimension, the ratio “passengers to freight” is proposed. Its impact on funding is indirect. Passenger transport (sub dimension 1a) can be classified based on 1) usage, 2) value attributed to passenger transportation and 3) speed: high-low. The usage can be measured through the 1) number of passengers per hour and 2) the number of passenger vehicles- kms. Notably, vehicles-kms describe all modes of transportation, a vehicle being a car, truck, vessel, train- vehicle, airplane etc. Transport modes can be classified based on their typical speed (kms/hour) but the impact of the speed on funding of transport infrastructure is indirect, as its direct impact is on the demand for a particular transport mode. Freight transport can be also classified based on 1) usage of freight, 2) value of freight (high-low) and 3) speed. Usage of freight and its more measurable indicator “number of freight-vehicle-kms” has a direct impact on funding whereas the volume of freight-tonnage per hour has an indirect impact. The 3rd indicator of the “freight dimension”, ratio high/low value of freight has an indi...
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