How about linking eastern denmark more directly with germany

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Assignment

CASE STUDY INFORMATION - ASSESSMENT 2: GROUP PRESENTATION

Below is a case on the famous Nordic bridge constructed over the Oresund strait by the governments of Denmark and Sweden. Carefully read the case and prepare a 10 minute presentation focusing on:

(a) Explain why only the demand side of the ‘market' covered in this case study could be seen as perfectly competitive and why the case study suggests that the demand curve is downward sloping. What assumptions underlying the supply side of the market are violated in the study?

(b) The case study identifies some non-price determinants of demand. Explain how changes in these determinants impact upon market outcomes. (Hint: To identify the impact of potential shifts in demand you should first speculate on the shape of the supply curve. Is it horizontal, upward sloping or vertical?)

(c) Use your understanding of price elasticity of demand to speculate on the impact on bridge revenues of a near 50% reduction for a one way crossing.

Case of the famous bridge over the Oresund strait - A not so popular bridge

It was not quite what the planners had in mind when Sweden and Denmark opened their expensive bridge across the Oresund strait in July. After an early boost from summer tourism, car crossings have fallen sharply, while trains now connecting Copenhagen, the Danish capital, and Malmo, Sweden's third city, are struggling to run on time. Many people think the costs of using the bridge are simply too high. And, from the point of view of Scandanavian solidarity, the traffic is embarrassingly one-sided: far more Swedes are going to Denmark than vice versa. So last week the authorities decided to knock almost 50% off the price of a one-way crossing for the last three months of this year.

The two governments, which paid nearly $2 billion for the 16 kilometer state - owned bridge-cum- tunnel, reckoned that, above all, it would strengthen economic ties across the strait and create, within a few years, one of the fastest-growing and richest regions in Europe. But ministers on both sides of the water, especially in Sweden, have been getting edgy about the bridge's teething problems. Last month Leif Pagrotsky, Sweden's trade minister, called for a tariff review: the cost of driving over the bridge, at SKr255 ($26.40) each way, was too high to help integrate the region's two bits.

Businessmen have been complaining too. Novo Nordisk, a Danish drug firm which moved its Scandanavian marketing activities to Malmo to take advantage of the "bridge effect", has been urging Danish staff to limit their trips to Malmo by working more from home. Ikea, a Swedish furniture chain with headquarters in Denmark, has banned its employees from using the bridge altogether when travelling on company business, and has told them to make their crossings - more cheaply if a lot a lot more slowly by ferry.

The people managing the bridge consortium say they always expected a dip in car traffic from a summer peak of 20 000 vehicles a day. But they admit that the current daily flow of 6 000 vehicles must increase if the bridge is to pay its way in the long run. So they are about to launch a new advertising campaign. And they are still upbeat about the overall trend: commercial traffic is indeed going up. The trains have carried more than 1 million passengers since the service began in July.

Certainly the bridge is having some effect. Many more Swedes are visiting the art galleries and cafés of Copenhagen; more Danes are nipping northwards over the strait. Some 75% more people crossed the strait in the first two months after the bridge's opening than during the same period a year before. Other links are being forged too. Malmo's SydsvenskaDagbladet and Copenhagen's BerlingskeTidende newspapers now produce a joint Oresund supplement every day, while cross-border ventures in health, education and information technology have begun to bear fruit. Joint cultural ventures are also under way.

And how about linking eastern Denmark more directly with Germany's Baltic Sea coastline, enabling Danes to go by train from their capital to Berlin in, say, three hours? Despite the Danes' nej to the euro, it is still a fair bet that this last much-talked about project will, within ten years or so be undertaken.

Reference no: EM131909777

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