Estimating tourism demand models involves a set of related equations with errors that may not satisfy the common assumptions ofbeing independent, with constant variance and normal distribution. In such circumstances, seemingly unrelated regression estimation may be considered a better estimation technique than ordinary least squares. Results from a simulation exercise, however, show that generally there is little difference between ordi-nary least squares andseemingly unrelated regression. The ordinary least squares technique performs well, and the results give little reason to use more complex estimation techniques. Another feature oftourism data is that strong growth in tourist numbers is often observed. This feature implies that models in which such series are the dependent variable are not consistently estimated by least squares methods. A percentage error loss junction is proposed as a more appropriate criterion for estimating tourist data of this type. Modeling tourism flows to a destination usually involves segmenting the inbound market by the origins of the tourists (see Crouch 1994 for a review). Hence, a number of demand equations are often constructed for estimation, with the depen-

Abstract: This article explores the ways in which the contested reconfiguration of air transportation infrastructures following deregulation in Australia resulted in the rescaling of air transportation services and their disassociation from the scales of political jurisdictions. In tracing the complex interactions between the state’s and firms ’ strategies and their impacts at different scales, the article contends that it is not sufficient to view scale as an arena and outcome of political struggle. Rather, it argues for an activated understanding of scale as strategy. The reconfigurations of the scales of transportation networks in Australia reveal their profound implications for the production of space: for social equity, the fortunes of cities, and the manner of Australia’s insertion in the international division of labor.

The purpose of this article is to review a large number of published empirical studies on modeling international tour-ism demand and to integrate their findings according to the important explanatory variables used (income, transporta-tion costs, and tourism prices), the proportion of significant findings, and the effect sizes of these major explanatory vari-ables. A meta-analysis of 70 articles is provided, the articles being selected on the basis of their t-statistics, standard er-rors, F-statistics, and sample sizes. The primary purpose of the meta-analysis is to enable general conclusions to be drawn from the major published empirical studies regarding the relationships between international tourism demand and income, transportation costs, and tourism prices. In tourism studies, as in other social and behavioral sci-ences, conflicts and variations in interpretations of findings

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The shipping industry is a global one. While it may be Janus, with two faces—one light and one dark, it may also be a relative of the nine-headed Hydra. It is a multi-sector industry, each “head ” with its own approach to conducting business and its own economic foundation for competitive activity. The two main sectors—tramp and liner—operate within polar regulatory regimes, each with multilateral, regional and national levels of regulation. The resulting web of regulation has allowed the “darker face ” of the industry to flourish. While some progress is being made to address this darker face, the paper proposes directions for future improvement.

Based on Coroners ' verdicts, fatigue of car or truck drivers was a contributing factor in 9.1 % of fatal accidents involving trucks. Based on the presence of factors such as extended driving hours, falling asleep at the wheel, comments about tiredness, driving right of centre and night-time driving, the authors estimated fatigue contributed to 19.9 % of the accidents. There were approximately equal numbers of fatigued car drivers and truck drivers. An analysis of casualty and fatal truck accidents by time of day (adjusted for exposure) showed that accident risks were highest during the night on all five Victorian highways studied. Driver fatigue is one of the possible factors underlying this pattern of elevated risk. The report section described in-vehicle fatigue counter-measures. The distinction between fatigue monitors and alerting devices was made and it was recommended that eye closure and head nodding monitors and an alerting device be tested in the next stage of this project. Key Words: Fatigue (human), accident rate, fatality,

Infrastructure regulation and market reform 91 Valuation and costing issues in access pricing with specific applications to telecommunications. Henry Ergas, University of Auckland, New Zealand. Normatively, regulation can be viewed as an implicit or explicit contract between the regulatory authority, consumers and the regulated supplier(s)1. The essence of this contract is that the authority, acting as a consumer agent, commits to setting prices on a basis which recoups the long-run costs of efficient supply, where efficient supply is defined with reference to that which would prevail were the market at issue contestable. This, in turn, implies that the supplier derives a stream of residual income dependent on the costs it incurs relative to the prices which would be established under contestability. In practice, the regulator cannot know the prices and costs associated with a purely hypothetical contestable market. In these circumstances, a pure cost-plus version of the regulatory contract, such as that involved in rate of return regulation without regulatory lag, would provide little incentive for cost-minimisation by the regulated supplier.

The project hypothesis is that the transport planning and freight transport decision making processes could be more well informed by developing a model that represents in detail the process of mode selection for corridor freight movements, using key performance indicators. The overall project aim is to develop a framework for such a model and is to include a freight corridor in Queensland as a case study. The parties involved in the freight corridor mode selection system include: • the freight customer; • the freight transport service provider; • the freight corridor access provider; • government regulators; and • external influences. For each of the parties identified above, performance indicators that are used to assess mode performance are documented. For the freight customer, a common set of determinants is established which could be applied to a general model applicable to freight mode and service provider selection for any freight transport task. It is recognised that their assigned value and weighting will vary between tasks. For the service provider and access provider, sets of performance indicators are established for appraising productivity. Government regularity performance indicators are identified under broader areas pertaining to environmental sustainability, safety, financial responsibility, and social amenity.