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Q2 Z2,(Q2) Z2(Q2) - Institute for Water Resources - U.S. Army

Q2 Z2,(Q2) Z2(Q2) - Institute for Water Resources - U.S. Army

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Along with its advantages, the statistical production function also<br />

has a number of drawbacks. Firms tend to cluster around one set of equip-<br />

ment and operating rules (that representing "current practices"). Insofar<br />

as this is true, there will be no observations on other techniques of pro-<br />

duction. Even where some differences can be observed, firms are unlikely<br />

to impose a Latin-square experimental design on their operations. Thus,<br />

the observations on most variables will show limited range and many vari-<br />

ables will be collinear. While a vast number of techniques have been<br />

developed <strong>for</strong> estimation, it remains true that there is basically no an-<br />

swer to the problems of collinearity and limited range of observations.<br />

There are two ways to estimate production functions. One involves<br />

building in all a priori in<strong>for</strong>mation in order to get the best possible<br />

estimates. A second way is to make use of none of the a priori in<strong>for</strong>-<br />

mation and simply let the estimates come out as they will. The <strong>for</strong>mer<br />

technique generates better estimates. However, there is always a ques-<br />

tion about what is known a priori, and what is only convention. A<br />

priori in<strong>for</strong>mation often consists of ranges of reasonable parameter<br />

values rather than single values. One reason <strong>for</strong> using the second<br />

approach is that any a priori in<strong>for</strong>mation can be used to check the<br />

estimated parameters. For example, one can check the estimated pro-<br />

duction function against the accumulated experience of men who have<br />

worked in the industry. In the .case of Barge Transportation, some of<br />

this experience has been quantified in ICC cost findirig procedures.<br />

Finally, there are investigations of the physical-engineering rela-<br />

tions between changes in such characteristics as towboat horsepower •<br />

and tow size and the resulting change in tow speed.<br />

42

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