Contents: 1. Introduction / Kakuya Matsushima and William P. Anderson -- Part I: Transportation infrastructure and economic growth -- 2. Railways and regional growth, dispersion and concentration in Scandinavia during 150 years / Hans Westlund -- 3. Regional economic impacts of a transportation infrastructure project: the Herb Grey parkway / William P. Anderson, Hanna Maoh and Charles Burke -- 4. Modeling transportation in general equilibrium / Gautam Ray -- 5. Comparative assessment of public transportation infrastructure and regional economic development / Zhenhua Chen and Kingsley E. Haynes -- Part II: Models for transportation planning and policy -- 6. Second best toll pricing of highway taking account of maintenance costs / Shunsuke Segi and Kiyoshi Kobayashi -- 7. Armington elasticities in multi-regional trade for transport policy in Japan / Keisuke Sato and Atsushi Koike -- 8. Empirical analysis of transport cost for interregional trade / Yoko Konishi, Se-il Mun, Yoshihiko Nishiyama and Ji-eun Sung -- 9. Airport charges, infrastructure life cycle, and economic impact: a case study of Hong Kong / Yulai Wan and Anming Zhang -- Part III: Studies on the spatial structure of cities -- 10. Synergy effects of face-to-face interactions and urban spatial structure / Toshimori Otazawa and Yuki Ohira -- 11. Endogenous formation of urban structure with residential sorting / Kakuya Matsushima and Kiyoshi Kobayashi -- 12. A discount point system and vitalization of a commercial district with small retail / Kiyoshi Kobayashi and Masamitsu Onishi -- 13. Personal purpose inter-regional travels: an integrator of historical inter-regional migrations / Makoto Okumura and Hiromichi Yamaguchi -- 14. A model of commuting and the economic milieu : an analysis using aggregated data for Sweden / Thomas Laitila, Marie Lundgren and Michael Olsson -- Part IV: Transformations in the knowledge economy -- 15. Internal and external knowledge and development in regions / åke E Andersson and Börje Johansson -- Dedication: Professor Kiyoshi Kobayashi / Kakuya Matsushima and Bill Anderson -- Index.
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International audience ; This study aims to describe the community participation in regional tourism development from the perspective of Arnstein's theory through ladder of participation in Pitu Beach as the top Tourist Destination of North Halmahera Regency, Indonesia. The primary data used in this study were obtained from the representatives of local government (district-subdistrict-village), youth organization, local entrepreneur community and stakeholders who involved in regional tourism development of North Halmahera. While the secondary data were obtained from the Public Works Office of North Halmahera Regency. The results show that community participation in regional tourism development showed the existence of the control society in tourism planning, implementing and evaluating the development program. Thus it could be proofed that community-based tourism approach had been successfully implemented in the context of North Halmahera, Indonesia.
International audience ; The study provided that strategic management accounting is related to the provisions and use of accounting information by people in the organization such as the management and the managers, to make business decisions that would enhance competitive advantage and effective control of the firm's activity. The major purpose of this study is to investigate the significance of the strategic role of strategic management accounting in realizing the better performance of transport businesses in Nigeria. The study generated data from 230 transport businesses in Nigeria through a cross-sectional questionnaire survey approach using drop and pick means of data distribution. The findings revealed that factors such as information, people, and government policy are significant factors impacting the performance of the transport business. Hence, it was suggested that the factors are essential in realizing the performance of transport businesses. Also, the findings reveal that technology has a significant effect on the performance of transport businesses, and revealed the relationship between strategic management accounting and business performance. It is pertinent to note that this study would be of advantage to all transport business owners and researchers as it would give a plausible guideline for taking vibrant decisions concerning business performance, and will be a basis for future research. Based on the findings, it is therefore concluded that information, people, government policy, and technology are the significant factors necessary to induce the efficient performance of the transport business in Nigeria.
Le programme LEADER (Liaison Entre Acteurs du Développement de l'Economie Rurale) est un dispositif original de la politique de développement rural de l'Union Européenne, s'inspirant desdémarches de développement local. Mis en place en 1991, initialement en tant que Projet d'Initiative Communautaire (PIC), il a été intégré, dans sa 4e génération, au règlement de développement rural en2014. Il est, à ce titre, financé par le Fonds Européen Agricole pour le Développement Rural (FEADER). Ce programme contribue aux objectifs du second pilier de la PAC, aux côtés de dispositifs sectoriels enprivilégiant une mise en œuvre locale reposant sur sept principes : une stratégie locale de développement, une démarche ascendante, un partenariat local public-privé, un soutien àl'innovation, une approche intégrée et multisectorielle, une mise en réseau et une coopération avec d'autres territoires. Le programme Leader se décline donc à travers des projets Leader construits etmis en œuvre à l'échelle locale, gouvernés par un Groupe d'Action Locale (GAL) composé à plus de la moitié d'acteurs privés.
Le programme LEADER (Liaison Entre Acteurs du Développement de l'Economie Rurale) est un dispositif original de la politique de développement rural de l'Union Européenne, s'inspirant desdémarches de développement local. Mis en place en 1991, initialement en tant que Projet d'Initiative Communautaire (PIC), il a été intégré, dans sa 4e génération, au règlement de développement rural en2014. Il est, à ce titre, financé par le Fonds Européen Agricole pour le Développement Rural (FEADER). Ce programme contribue aux objectifs du second pilier de la PAC, aux côtés de dispositifs sectoriels enprivilégiant une mise en œuvre locale reposant sur sept principes : une stratégie locale de développement, une démarche ascendante, un partenariat local public-privé, un soutien àl'innovation, une approche intégrée et multisectorielle, une mise en réseau et une coopération avec d'autres territoires. Le programme Leader se décline donc à travers des projets Leader construits etmis en œuvre à l'échelle locale, gouvernés par un Groupe d'Action Locale (GAL) composé à plus de la moitié d'acteurs privés.
The paper surveys the main contributions of new economic geography from the point of view of transport analysis. It shows that decreasing transport costs is likely to exacerbate regional disparities. However, very low transport costs should foster a more balanced distribution for economic activities across space. Thus, the spatial curve of development, which relates the degree of spatial concentration to the level of transport costs, would be bell-shaped. The paper also provides a detailed discussion of the main determinants of transport costs, which remain fairly large in most countries. It concludes with a discussion of some policy implications. ; Cet article présente un survol de la nouvelle économie géographique en mettant l'accent sur ses principaux apports pour l'économie des transports. Dans un premier temps, on montre que la baisse des coûts de transport est susceptible d'exacerber les inégalités régionales. Toutefois, une très forte réduction est de nature à favoriser une plus grande dispersion géographique des activités. En bref, la courbe de développement spatial qui relie degré de concentration spatiale des activités et coûts de transport, serait une courbe en cloche. Cet article étudie également les déterminants des coûts de transport et montre que ceux-ci restent significatifs dans un grand nombre de pays. On conclut par une brève discussion des implications en matière d'aménagement du territoire.
The paper surveys the main contributions of new economic geography from the point of view of transport analysis. It shows that decreasing transport costs is likely to exacerbate regional disparities. However, very low transport costs should foster a more balanced distribution for economic activities across space. Thus, the spatial curve of development, which relates the degree of spatial concentration to the level of transport costs, would be bell-shaped. The paper also provides a detailed discussion of the main determinants of transport costs, which remain fairly large in most countries. It concludes with a discussion of some policy implications. ; Cet article présente un survol de la nouvelle économie géographique en mettant l'accent sur ses principaux apports pour l'économie des transports. Dans un premier temps, on montre que la baisse des coûts de transport est susceptible d'exacerber les inégalités régionales. Toutefois, une très forte réduction est de nature à favoriser une plus grande dispersion géographique des activités. En bref, la courbe de développement spatial qui relie degré de concentration spatiale des activités et coûts de transport, serait une courbe en cloche. Cet article étudie également les déterminants des coûts de transport et montre que ceux-ci restent significatifs dans un grand nombre de pays. On conclut par une brève discussion des implications en matière d'aménagement du territoire.
The paper surveys the main contributions of new economic geography from the point of view of transport analysis. It shows that decreasing transport costs is likely to exacerbate regional disparities. However, very low transport costs should foster a more balanced distribution for economic activities across space. Thus, the spatial curve of development, which relates the degree of spatial concentration to the level of transport costs, would be bell-shaped. The paper also provides a detailed discussion of the main determinants of transport costs, which remain fairly large in most countries. It concludes with a discussion of some policy implications. ; Cet article présente un survol de la nouvelle économie géographique en mettant l'accent sur ses principaux apports pour l'économie des transports. Dans un premier temps, on montre que la baisse des coûts de transport est susceptible d'exacerber les inégalités régionales. Toutefois, une très forte réduction est de nature à favoriser une plus grande dispersion géographique des activités. En bref, la courbe de développement spatial qui relie degré de concentration spatiale des activités et coûts de transport, serait une courbe en cloche. Cet article étudie également les déterminants des coûts de transport et montre que ceux-ci restent significatifs dans un grand nombre de pays. On conclut par une brève discussion des implications en matière d'aménagement du territoire.
The paper surveys the main contributions of new economic geography from the point of view of transport analysis. It shows that decreasing transport costs is likely to exacerbate regional disparities. However, very low transport costs should foster a more balanced distribution for economic activities across space. Thus, the spatial curve of development, which relates the degree of spatial concentration to the level of transport costs, would be bell-shaped. The paper also provides a detailed discussion of the main determinants of transport costs, which remain fairly large in most countries. It concludes with a discussion of some policy implications. ; Cet article présente un survol de la nouvelle économie géographique en mettant l'accent sur ses principaux apports pour l'économie des transports. Dans un premier temps, on montre que la baisse des coûts de transport est susceptible d'exacerber les inégalités régionales. Toutefois, une très forte réduction est de nature à favoriser une plus grande dispersion géographique des activités. En bref, la courbe de développement spatial qui relie degré de concentration spatiale des activités et coûts de transport, serait une courbe en cloche. Cet article étudie également les déterminants des coûts de transport et montre que ceux-ci restent significatifs dans un grand nombre de pays. On conclut par une brève discussion des implications en matière d'aménagement du territoire.
The paper surveys the main contributions of new economic geography from the point of view of transport analysis. It shows that decreasing transport costs is likely to exacerbate regional disparities. However, very low transport costs should foster a more balanced distribution for economic activities across space. Thus, the spatial curve of development, which relates the degree of spatial concentration to the level of transport costs, would be bell-shaped. The paper also provides a detailed discussion of the main determinants of transport costs, which remain fairly large in most countries. It concludes with a discussion of some policy implications. ; Cet article présente un survol de la nouvelle économie géographique en mettant l'accent sur ses principaux apports pour l'économie des transports. Dans un premier temps, on montre que la baisse des coûts de transport est susceptible d'exacerber les inégalités régionales. Toutefois, une très forte réduction est de nature à favoriser une plus grande dispersion géographique des activités. En bref, la courbe de développement spatial qui relie degré de concentration spatiale des activités et coûts de transport, serait une courbe en cloche. Cet article étudie également les déterminants des coûts de transport et montre que ceux-ci restent significatifs dans un grand nombre de pays. On conclut par une brève discussion des implications en matière d'aménagement du territoire.
The paper surveys the main contributions of new economic geography from the point of view of transport analysis. It shows that decreasing transport costs is likely to exacerbate regional disparities. However, very low transport costs should foster a more balanced distribution for economic activities across space. Thus, the spatial curve of development, which relates the degree of spatial concentration to the level of transport costs, would be bell-shaped. The paper also provides a detailed discussion of the main determinants of transport costs, which remain fairly large in most countries. It concludes with a discussion of some policy implications. ; Cet article présente un survol de la nouvelle économie géographique en mettant l'accent sur ses principaux apports pour l'économie des transports. Dans un premier temps, on montre que la baisse des coûts de transport est susceptible d'exacerber les inégalités régionales. Toutefois, une très forte réduction est de nature à favoriser une plus grande dispersion géographique des activités. En bref, la courbe de développement spatial qui relie degré de concentration spatiale des activités et coûts de transport, serait une courbe en cloche. Cet article étudie également les déterminants des coûts de transport et montre que ceux-ci restent significatifs dans un grand nombre de pays. On conclut par une brève discussion des implications en matière d'aménagement du territoire.
{This thesis uses the tools of applied econometrics to study the impact of economic incentives on household welfare and decision-making and the environmental outcome of urban transportation policies in the U.S. and in developing countries.Transportation is an essential component of day-to-day life. An extensive transportation system offers mobility, expanding individuals' access to employment opportunities, agglomeration benefits to firms and employees, reduced trade costs, and an overall increase in productivity. The positive effects of an efficient transportation network in an economy are often accompanied by rising motorization rates. This, in turn, can lead to air pollution, road congestion, and increasing dependence on fossil fuels. In the past few decades, climate change concerns have made policymakers and governments agencies in both developed and developing countries incentivize improvement in fuel economy of vehicles as well as promote alternative fuel vehicles.Alternative fuel vehicles currently arriving in the market offer better driving performance compared to their predecessors, and their market penetration is higher than before. However, most people still do not consider these alternative fuel vehicles as a substitute of traditional gasoline cars. Incentives offered to consumers to promote adoption have achieved varied results. The first chapter of the dissertation studies the stated vehicle transaction decisions of 3,154 survey respondents located in the state of California. While the effectiveness of policy incentives like tax credits and rebates is found to be more universal, the effect of High Occupancy Vehicle (HOV) lane permit or free parking benefit on adoption decision depends on the likelihood of the household being able to use the benefits. In addition, familiarity with an alternative fuel technology is found to be positively correlated with the preference for electric battery or hydrogen fuel cell vehicles. Prior ownership of a hybrid vehicle made the household more likely to purchase an alternative fuel vehicle in the future. This persistence in choice behavior can be attributed to heterogeneity among vehicle purchasers or considered as a sign of positive experience. Experience can reduce skepticism about alternative fuel vehicles and induce future adoption. Accounting for the number of years of ownership of alternative fuel vehicles, the results show that more experience has a positive effect on the probability of repurchase of the same or a newer technology vehicle. This result contributes towards a long standing debate of whether the incentives work only as a marketing mechanism or does it have any long term benefits. The positive correlation in preference pattern and the willingness to pay measures indicate that even if the price-based incentives work as a marketing mechanism they play an important role in initiating potential state dependence in purchase behavior to improve adoption in the long run. In recent years, emerging economies like India and China have been experiencing the externalities related to increased motorization. Urbanization accompanied with increasing per capita income has led to a rise in private automobile demand. Historically, the infrastructure of major metropolitans in these emerging economies was not designed to support a sudden rise in the use of automobiles. As a result, a majority of these metropolitans suffer from congestion and pollution from greenhouse gas (GHG) emissions. The local government and policymakers in these economies are considering a variety of policies like to scrap old polluting vehicles, impose fuel standards, cordon tolls, and driving restrictions to address these issues. Driving restrictions has been implemented in several metropolitan cities in emerging economies like Beijing, China, Santiago, Chile, Mexico City, Mexico, S\~{a}o Paulo, Brazil, Bogot\'{a}, Colombia, and recently New Delhi, India. According to this policy, cars with license plate numbers ending with certain digits are allowed to be driven on separate days of the week. A number of studies have shown that though the license plate based policy is effective in the short run in reducing local pollutants as well as GHG emissions, it is not effective in the medium or long run. In spite of these results, it is considered more equitable compared to price-based policies like congestion tax or a cordon toll that may impose a greater financial burden on the low-income commuters. At present, there is a limited number of studies that consider the distributional effect of the policy. The second chapter on license-plate-based driving restriction policy considers the distributional effect of the policy in comparison to a cordon toll and a vehicle mile tax by analyzing the mode choice of commuters in Santiago, Chile. Analysis of different policy scenarios suggests that though the restriction has a negative distributional effect on all commuters, in the absence of a revenue recycle mechanism the effect is less adverse in comparison to a vehicle mile tax or a cordon toll for the same level of reduction in total car trips.Transportation and the power sector are the leading sources of GHG emissions in the U.S. Policies and programs trying to reduce GHG emissions from the power sector like the federal Clean Power Plan, rebates and tax credits for the adoption of rooftop photovoltaic cells, and the renewable portfolio standard incentivizes investment in renewable energy resources. The programs have increased the share of renewable resources in the grid but, utilities are finding it hard to integrate these intermittent sources of energy into the regular dispatch module. In the transportation sector, the policy focus has mostly been on encouraging adoption of electric vehicles (EV). The latter has zero tailpipe emissions but has to be connected to the grid to operate the vehicle. Electricity pricing will play a major role in dealing with this quandary. The third chapter on electricity pricing and EV charging behavior considers the environmental impact of shifting from tiered or block pricing structure to a time-of-use rate structure that matches consumption with the time-varying cost of electricity production. The results provide evidence supporting the decision to change the pricing structure as marginal emissions of carbon dioxide is lower under the time-of-use rate structure compared to the tiered pricing plan. Moreover, the analysis of emissions in each time-of-use period brings forth the importance of defining the periods such that utilities and environmentalists can maximize the benefits of EV adoption and the increasing share of renewable energy resources in the power sector.
International audience ; This paper provides new evidence on why municipalities are often reluctant to integrate. Exploiting a French reform that made intermunicipal cooperation mandatory, I find that urban municipalities forced to integrate experienced a large increase in construction, consistent with NIMBYism explaining their resistance, while rural municipalities ended up with fewer local public services. I do not find the same effects for municipalities that had voluntarily integrated prior to the law, while both types of municipality enjoyed similar benefits in terms of public transport and fiscal revenues. These findings support the fact that municipalities resisted to avoid the local costs of integration.
