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To assess how advances in technology are changing the market prospects for paratransit, particularly DRT services.

To review recent developments in technology-enabled paratransit service through their impact on the supply curve for local transportation.

Some technology-enabled paratransit services, notably one-way car sharing and shared ride services offered by transportation network companies (TNCs), have been successful in generating significant usage within the past 24 months in Europe as well as the United States. At the same time, the introduction of technological advances in a comprehensive technology platform used for general public DRT services in Denver has not resulted in a ridership response of a large magnitude. Similarly, technology-enabled micro-transit services have had difficulty attracting sustainable levels of ridership. This suggests only some packages of technological innovations are able to shift the transportation supply curve. The key appears to be the development of a comprehensive technology platform which makes the new service simple and convenient to engage, use, and pay for; it is also highly advantageous if the service is less costly to the end user than existing alternatives.

Technology-enabled improvements of paratransit/DRT services are feasible and increasingly available, but the evidence shows that only when the use of technology significantly shifts the supply curve for local transportation that major impacts occur.

To provide concrete evidence as to the circumstances in which technology can make a significant impact on paratransit’s market prospects, but also identifies some of the limits to technology being able to create such impacts.

This study proposes targeted modernization of the Department of Defense (DoD's) Joint Forces Ammunition Logistics information system by implementing the optimized innovative information technology open architecture design and integrating Radio Frequency Identification Device data technologies and real-time optimization and control mechanisms as the critical technology components of the solution. The innovative information technology, which pursues the focused logistics, will be deployed in 36 months at the estimated cost of $568 million in constant dollars. We estimate that the Systems, Applications, Products (SAP)-based enterprise integration solution that the Army currently pursues will cost another $1.5 billion through the year 2014; however, it is unlikely to deliver the intended technical capabilities.

Wilhelm Launhardt (1832‐1918) is a founder of mathematical economics. His main work, Mathematical Foundations of Economics, published in 1885, was translated into English in 1993. As an engineer, he contributed to the field of not only engineering, but also of economics and, in particular, to those parts in economics which can be treated fruitfully with mathematics. Launhardt developed his work independently from the French engineers, but based it squarely on the work of the agricultural engineer von Thünen. He made references to the economists Sax, Walras and Jevons. His main economic contribution lies in founding location theory but, beyond that, he contributed to the mathematical treatment of economics, labor economics, monetary economics and technology economics with a special emphasis on railway issues from a locational point of view. Hence, it is the purpose of this paper to show how Launhardt used mathematics in his engineering‐based approach to the economics of location and technology.

We develop a simple two-country model of international trade that assumes that there is a fixed cost of doing international trade. We show that this leads to multiple equilibria that can be Pareto-ranked. We examine the stability properties of these equilibria.

The purpose of this paper is to develop a framework to evaluate and assess the performance of the COVID-19 vaccine distribution process that is sensitive to the unique supply-side and demand-side constraints exhibited in the US vaccine rollout.

A queuing framework that operates under two distinct regimes is formulated to analyze service rates that represent system capacity to vaccinate (under the first regime) and hesitancy-induced throughput (under the second regime). These supply- and hesitancy-constrained regimes form the focus of the present paper, as the former reflects the inherent ability of the nation in its various jurisdictions to mobilize, whereas the latter reflects a critical area for public policy to protect the population’s overall health and safety.

The two-regime framework analysis provides insights into the capacity to vaccinate and hesitancy-constrained demand, which is found to vary across the country primarily by politics and region. The framework also allows analysis of the end-to-end supply chain, where it is found that the ability to vaccinate was likely constrained by last-mile administration issues, rather than the capacity of the manufacturing and transportation steps of the supply chain.

This study presents a new framework to consider end-to-end supply chains as dynamic systems that exhibit different regimes because of unique supply- and demand-side characteristics and estimate rollout capacity and underlying determinants at the national, state and county levels.

The purpose of this paper is to attempt to expand the traditional economic effect analysis of export subsidy, which has previously ignored the incentive of export subsidies in terms of competition from re‐importation.

The paper performs a comparative static analysis based on the traditional welfare analysis of export subsidies by introducing different transportation costs and using small country model and large country model, respectively.

Compared with the traditional analysis, exporting countries that implement export subsidies suffer less welfare loss and induce intra‐industry trade of homogeneous products. Due to export subsidy policy incentives, transportation costs heavily influence trade patterns, trade volumes and welfare. Trade patterns evolve from unidirectional export to intra‐industry trade as transportation costs are reduced, with the main source of welfare loss coming from transportation costs. The distribution of export subsidies is biased when domestic transportation costs are high. Under low domestic transportation costs, inefficient intra‐industry trade would emerge as a result of export subsidy incentive.

The findings could be helpful to understand the impact of export subsidy policy on trade pattern, trade volumes and welfare when considering international and domestic transportation cost.

The paper emphasizes the incentive of export subsidy on re‐importation, and links it with transportation costs, which expand the traditional export subsidy analysis.

The present essay re-examines the scope of Sraffa’s critique of Marshall’s supply curves that the former developed in his 1925 and 1926 articles showing that neoclassical supply curves derived from non-proportional returns are not robust both in the short and in the long run. After examining what a short-run and a long-run equilibrium means both for the original Sraffa’s articles and for Marshall’s pioneer contribution, the chapter discusses the common procedure in conventional economics to introduce the limitations to the growth of the firm. The argument of the chapter will be based on the 1920s articles as well as on the ‘Lectures on Advanced Theory of Value’ delivered in 1928–1931 by Sraffa at Cambridge University, now publicly available online by the Wren library, Trinity College, Cambridge. For short-run analysis, it must be assumed that the number of firms is fixed. This assumption entails serious problems with regards to the notions of competition and competitive behaviour. For long-run analysis, the sources of increasing costs are problems of management and control. However, this idea is untenable both on logical and empirical grounds. We argue that contemporary mainstream microeconomic treatment of costs and supply in the context of perfect competition still presents several problems. These problems, rather than being superficial, lie at the root of the supply and demand approach of value and distribution.