Estimation and Analysis of Multifactor Productivity in Truck
Transportation: 1987-2003
Abstract
The analysis has three objectives: 1) to estimate multifactor
productivity (MFP) in truck transportation during
1987-2003; 2) to examine changes in multifactor productivity
in U.S. truck transportation, over time, and
to compare these changes to MFP of the U.S. business
sector and other transportation subsectors; and 3) to
assess the factors that affected changes of MFP in truck
transportation over the period of analysis.
With respect to the calculation framework, the analysis
estimates annual MFP in truck transportation in the
United States over the 1987-2003 period. The data used
for the estimations are based on the North American Industrial
Classification System (NAICS). The basic data
series were obtained from the Bureau of Economic Analysis.
The labor data under NAICS were extrapolated from
1998 back to 1987. Data on the land input were estimated
using the method of the Bureau of Labor Statistics, with
some modifications. In future work, other methods will
be used to estimate the land input.
With respect to methodology, use is made of the basic
growth-accounting methodology and the methodology
using the Tornqvist index number approach. MFP was
estimated in three different scenarios. In the first one, the
basic growth-accounting methodology was used, without
a measurement for land. In the second one, MFP was calculated
with the Tornqvist index and without a measurement
for land. In the third scenario, MFP was calculated
with the Tornqvist method and with a measurement for
land.
With respect to MFP results, the calculations indicate
a mixed record of multifactor productivity in
truck transportation over the period of analysis.
Truck MFP increased during the first subperiod—
from 1987 to 1995—and decreased during the
second subperiod—1995 to 2001. In the last three
years of analysis—2001 to 2003—truck MFP
again increased.
The outcomes of the calculations indicate that
both methodologies (the basic growth-accounting
methodology and the one using the Tornqvist index)
provide very similar results on multifactor
productivity in truck transportation. That implies
that either method can be used to provide appropriate
estimates of MFP.
A comparison of truck MFP with other transportation
industries and the U.S. economy is possible
for years in which MPF data are available
for the various transportation industries and the
economy. These data show that truck MFP over
the 1987-2000 period increased faster, at 1.1%
per annum, than that of the U.S. private business
sector, which grew at 0.9% per annum. Thus, the
trucking subsector contributed positively to the
growth of multifactor productivity in the U.S.
economy over this time period. During 1987-
2001, MPF growth in trucking was the same as
in the U.S. economy, at 0.8% per annum. After
2001, MFP in trucking grew at a lower rate than
in the U.S. private economy. In addition, during
1987-1995, MFP in trucking increased at a faster
rate, of 2.0% per annum, than MFP in air transportation,
which grew at 1.2% annually.
With respect to factors that affected changes in
truck multifactor productivity over the period of
analysis, the assessment considers three subperiods
of MFP outcomes: 1987-1995, 1995-2001,
and 2001-2003. Factors that affected the increases
in MFP during the first subperiod (1987-1995)
include: 1) the improvement in the capital input—
indicated by increases in capital per worker, and
the rapid increases in the use of computer hardware
and software (information technologies); 2)
an improvement in the fuel efficiency of trucks;
3) an increase in the average length of haul; 4)
an increasing use of containers; and 5) positive effects
on industry efficiency from interstate deregulation
taking place over time. Factors that affected
decreases in MFP during the second subperiod
(1995-2001) include: 1) a declining efficiency in
utilizing intermediate inputs; 2) a lower growth
rate of capital per worker; 3) a lower growth rate
of utilizing containers; 4) the decrease in industry
output in 2001, as a result of the economic
recession that year and the catastrophic events
of 9/11/2001; and 5) intrastate deregulation of
trucking in 1995; this was followed by a period
of adjustments (entry and exit of firms) and uncertainty
which appear to have had a negative
impact on truck MFP. Factors that affected MFP
increases during the third subperiod (2001-2003)
include: 1) increasing efficiency in the utilization
of intermediate inputs; 2) increases in the use of
computers; 3) increases in the use of containers;
and 4) the adjustment of the industry after intrastate
deregulation in 1995, which completed and
made comprehensive the deregulation of truck
transportation.
|