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  • 1995-1999  (55)
  • Paris : OECD Publishing  (30)
  • Washington, D.C : The World Bank  (25)
  • Bielefeld : transcript
  • Oxford [u.a.] : Blackwell
  • Wiesbaden : Springer VS
  • Transport  (55)
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  • 1
    Online Resource
    Online Resource
    Reforming the Urban Transport Sector in the Rio de Janeiro Metropolitan Region : A Case Study in Concessions (1999)
    Washington, D.C : The World Bank
    Details
    Language: English
    Pages: Online-Ressource (1 online resource (29 p.))
    Edition: Online-Ausg. World Bank E-Library Archive
    Parallel Title: Rebelo, M. Jorge Reforming the Urban Transport Sector in the Rio de Janeiro Metropolitan Region
    Keywords: Automobile ; Bus ; Buses ; Cars ; Infrastructure ; Mass Trans Metropolitan Transport ; Public Transport ; Public Transportation ; Rail Transport ; Subsidies ; Suburban Railways ; Transparency ; Transport ; Transport Economics, Policy and Planning ; Transport Projects ; Transport Sector ; Transport Systems ; Trips ; Urban Rail ; Urban Trans Urban Transport ; Automobile ; Bus ; Buses ; Cars ; Infrastructure ; Mass Trans Metropolitan Transport ; Public Transport ; Public Transportation ; Rail Transport ; Subsidies ; Suburban Railways ; Transparency ; Transport ; Transport Economics, Policy and Planning ; Transport Projects ; Transport Sector ; Transport Systems ; Trips ; Urban Rail ; Urban Trans Urban Transport
    Abstract: April 1999 - In a bold effort to privatize Rio de Janeiro's urban transport sector, the state government showed that political decisiveness, transparency, and ingenuity in developing incentives are crucial to make loss-making operations attractive to the private sector. It also learned that not having a credible staff redundancy program might seriously undermine the benefits expected from concessions. Rebelo describes a bold effort by the state government to increase private sector participation in Rio de Janeiro's urban transport sector, reduce heavy operating subsidies, and establish a foundation for making the sector sustainable. This effort was undertaken with the help of three World Bank-financed loans: ° The Rio de Janeiro Metropolitan Transport loan, which provided assistance for the transfer of federally owned suburban railways to the state government. ° The Rio de Janeiro State Reform and Privatization Loan, which helped the state privatize and grant concessions for a number of its enterprises. ° The Rio de Janeiro Mass Transit Loan, which supported the reorganization of the sector and the concession of the Rio suburban railways (Flumitrens). Most of the reforms in the urban transport sector have been implemented. The lessons learned from implementation and the results obtained so far suggest that political decisiveness, transparency, and ingenuity in developing incentives are crucial to privatizing urban rail transport systems. But the state also learned that not having a credible staff redundancy program might seriously reduce the benefits expected from concessions. This paper-a product of the Transport and Urban Unit, Finance, Private Sector, and Infrastructure Department, Latin America and the Caribbean Region-is part of a larger effort in the region to help borrowers concession loss-making urban transport operations to the private sector. The author may be contacted at jrebeloworldbank.org
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  • 2
    Online Resource
    Online Resource
    Quantifying the Fiscal Effects of Trade Reform (1999)
    Washington, D.C : The World Bank
    Details
    Language: English
    Pages: Online-Ressource (1 online resource (58 p.))
    Edition: Online-Ausg. World Bank E-Library Archive
    Parallel Title: Devarajan, Shantayanan Quantifying the Fiscal Effects of Trade Reform
    Keywords: Consumers, demand, elasticity, elasticity of substitution, equilibrium, exports, goods, income, open economy, outcomes, prices, revenue, taxation, taxes, total revenue, Trade, trade balance, trade liberalization, utility, welfare ; Currencies and Exchange Rates ; Economic Theory and Research ; Emerging Markets ; Finance and Financial Sector Development ; International Economics & Trade ; Macroeconomics and Economic Growth ; Private Sector Development ; Public Sector Development ; Trade Policy ; Transport ; Transport Economics, Policy and Planning ; Consumers, demand, elasticity, elasticity of substitution, equilibrium, exports, goods, income, open economy, outcomes, prices, revenue, taxation, taxes, total revenue, Trade, trade balance, trade liberalization, utility, welfare ; Currencies and Exchange Rates ; Economic Theory and Research ; Emerging Markets ; Finance and Financial Sector Development ; International Economics & Trade ; Macroeconomics and Economic Growth ; Private Sector Development ; Public Sector Development ; Trade Policy ; Transport ; Transport Economics, Policy and Planning
    Abstract: August 1999 - A general equilibrium tax model estimated for 60 countries provides a simple but rigorous method for estimating the fiscal impact of trade reform. Using a tax model of an open economy, Devarajan, Go, and Li provide a simple but rigorous method for estimating the fiscal impact of trade reform. Both the direction and the magnitude of the fiscal consequences of trade reform depend on the elasticities of substitution and transformation between foreign and domestic goods, so they provide empirical estimates of those elasticities. They also discuss the implications of their analysis for public revenue. In general, they find that it matters what the values of the two elasticities are relative to each other. If only one of the elasticities is low (close to zero), revenue will drop unequivocally as a result of tariff reform, reaching close to the maximum drop whether or not the other elasticity is high. For imports to grow and tariff collection to compensate for the tax cut, the import elasticity has to be high. Because of the balance of trade constraint, however, imports cannot substitute for domestic goods unless supply is able to switch toward exports. Hence, the export transformation elasticity has to be high as well. As substitution possibilities between foreign and domestic goods increase, a tariff reform can theoretically be self-financing. But if the elasticities are less than large, tax revenue will fall with tariff reduction and further fiscal adjustments will be necessary. Devarajan, Go, and Li provide empirical estimates of the possible range of values for the elasticities of about 60 countries, using various approaches. The elasticities range from 0 to only 3 in most cases - nowhere near the point at which tariff reform can be self-financing. This paper - a product of Public Economics, Development Research Group - is part of a larger effort in the group to develop and apply tools to analyze fiscal reform. The authors may be contacted at sdevarajanworldbank.org, dgo@worldbank.org
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  • 3
    Online Resource
    Online Resource
    Are Partner-Country Statistics Useful for Estimating Missing Trade Data? (1999)
    Washington, D.C : The World Bank
    Details
    Language: English
    Pages: Online-Ressource (1 online resource (44 p.))
    Edition: Online-Ausg. World Bank E-Library Archive
    Parallel Title: Yeats, J. Alexander Are Partner-Country Statistics Useful for Estimating Missing Trade Data?
    Keywords: Bilateral Trade ; Common Carriers Industry ; Country Strategy and Performance ; Customs ; Customs Union ; Developing Countries ; Development Economics and Aid Effectiveness ; Economic Theory and Research ; Emerging Markets ; Export Processing ; Export Processing Zones ; Export Value ; Exports ; Free Trade ; Free Trade ; Free Trade Agreement ; Import Data ; Import Statistics ; Import Value ; Imports ; Industry ; International Economics ; International Economics & Trade ; International Trade ; International Trade Statistics ; Law and Development ; Macroeconomics and Economic Growth ; Private Sector Development ; Public Sector Development ; Science and Technology Development ; Statistical and Mathematical Sciences ; Tariffs ; Trade ; Trade Data ; Trade Law ; Trade Policy ; Transport ; Transport Economics, Policy and Planning ; Bilateral Trade ; Common Carriers Industry ; Country Strategy and Performance ; Customs ; Customs Union ; Developing Countries ; Development Economics and Aid Effectiveness ; Economic Theory and Research ; Emerging Markets ; Export Processing ; Export Processing Zones ; Export Value ; Exports ; Free Trade ; Free Trade ; Free Trade Agreement ; Import Data ; Import Statistics ; Import Value ; Imports ; Industry ; International Economics ; International Economics & Trade ; International Trade ; International Trade Statistics ; Law and Development ; Macroeconomics and Economic Growth ; Private Sector Development ; Public Sector Development ; Science and Technology Development ; Statistical and Mathematical Sciences ; Tariffs ; Trade ; Trade Data ; Trade Law ; Trade Policy ; Transport ; Transport Economics, Policy and Planning
    Abstract: Because many developing countries fail to report trade statistics to the United Nations, there has been an interest in using partner-country data to fill these information gaps. The author used partner-country statistics for 30 developing countries to estimate actual (concealed) trade data and analyzed the magnitude of the resulting errors. The results indicate that partner-country data are unreliable even for estimating trade in broad aggregate product groups such as foodstuffs, fuels, or manufactures. Moreover, tests show that the reliability of partner-country statistics degenerates sharply as one moves to more finely distinguished trade categories (lower-level SITCs). Equally disturbing, about one-quarter of the partner-country comparisons take the wrong sign. That is, one country's reported free-on-board (f.o.b.) exports exceed the reported cost-insurance-freight (c.i.f.) value of partners' imports. Aside from product composition, tests show that partner-country data are equally inaccurate for estimating the direction of trade. Why are partner-country data so unreliable for approximating missing data? Evidence shows: 1) problems in reporting or processing COMTRADE data; 2) valuation differences (f.o.b. versus c.i.f.) for imports and exports; 3) problems relating to entrepot trade, or exports originating in export processing zones; 4) problems associated with exchange-rate changes; 5) intentional or unintentional misclassification of products; 6) efforts to conceal trade data for proprietary reasons; and 7) financial incentives to purposely falsify trade data. The author concludes that efforts to improve the general quality, or availability, of trade statistics using partner-country data holds little or no promise, although this information may be useful in specific cases where the trade statistics of a certain country are known to incorporate major errors. Significant progress in ugrading the accuracy, and coverage, of trade statistics can be achieved only by improving each country's procedures for data collection
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  • 4
    Online Resource
    Online Resource
    Determinants of Motorization and Road Provision (1999)
    Washington, D.C : The World Bank
    Details
    Language: English
    Pages: Online-Ressource (1 online resource (34 p.))
    Edition: Online-Ausg. World Bank E-Library Archive
    Parallel Title: Ingram, K. Gregory Determinants of Motorization and Road Provision
    Keywords: Air ; Air Pollution ; Auto Dependence ; Buses ; Cars ; Congestion ; Externalities ; Motor Vehicle ; Motor Vehicle Use ; Motor Vehicles ; Road ; Road Network ; Road Provision ; Roads ; Trans Transit Use ; Transport ; Transport ; Transport Economics, Policy and Planning ; Trucks ; Urban Transport ; Vehicle Ownership ; Air ; Air Pollution ; Auto Dependence ; Buses ; Cars ; Congestion ; Externalities ; Motor Vehicle ; Motor Vehicle Use ; Motor Vehicles ; Road ; Road Network ; Road Provision ; Roads ; Trans Transit Use ; Transport ; Transport ; Transport Economics, Policy and Planning ; Trucks ; Urban Transport ; Vehicle Ownership
    Abstract: January 1999 - National and urban motor vehicle ownership increases at about the same rate as income, whereas road length increases with income mainly at the national level. So, urban congestion grows with income. Controlling vehicle fleet growth and use would require high taxes that increase faster than income - or there could be congestion tolls. Ingram and Liu survey past trends in vehicle ownership and road network expansion to analyze determinants of their growth at the national and urban level. Surprisingly, they find that: ° Nationally, income is a major determinant of both vehicle ownership and road length. ° Nationally, paved road length and vehicle ownership has been increasing about as fast as income, while total road length is increasing less rapidly than income. ° In urban areas vehicle ownership increases as fast as income while road length increases very slowly with income. Because national paved road networks are expanding about as fast as national motor vehicle fleets, national congestion is unlikely to be worsening. But because urban road length is growing much more slowly than the number of urban motor vehicles, urban congestion is rising with income over time. Increased urban congestion is stimulating decentralized urban growth. Income elasticities are greater than price elasticities in absolute terms, for both vehicle ownership and use - an important finding because prices are often used as an instrument to control motor vehicle ownership and use. If price elasticities are half as large as income elasticities, prices would have to grow twice as fast as incomes to stabilize vehicle ownership. Breaking the link between income growth, rising congestion, and urban decentralization will be difficult: Restraining auto ownership in urban areas requires high tax rates, and increasing the supply of urban roads is costly. Elasticity estimates vary, but a good point estimate for the income elasticity of fleet growth is 1. This means country motor vehicle fleets grow in proportion to country incomes. More than half the world's annual increase in motor vehicles is likely to occur in high-income countries until 2025 (assuming GNP growth of 3 percent in high-income countries, 5 percent in low- and middle-income countries). The motor vehicle fleet in low- and middle-income countries is not projected to exceed that in high-income countries until after 2050. Carbon dioxide emissions are likely to be distributed similarly. This paper-a joint product of the Research Advisory Staff and the Transport Division, Transport, Water, and Urban Development Department-is part of a research project on motorization and roads. The authors may be contacted at gingramworldbank.org or zliu@worldbank.org
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  • 5
    Online Resource
    Online Resource
    The Russian City in Transition : The First Six Years in 10 Volga Capitals (1999)
    Washington, D.C : The World Bank
    Details
    Language: English
    Pages: Online-Ressource (1 online resource (64 p.))
    Edition: Online-Ausg. World Bank E-Library Archive
    Parallel Title: Melo, Martha The Russian City in Transition
    Keywords: Autonomy ; Capitals ; Cities ; City Development Strategies ; Communities & Human Settlements ; Debt Markets ; Economic Theory and Research ; Emerging Markets ; Employment ; Enterprises ; Finance and Financial Sector Development ; Financial Literacy ; Fiscal Policy ; Housing ; ICT Policy and Strategies ; Industry ; Information and Communication Technologies ; Labor ; Labor Policies ; Large Cities ; Local Governments ; Macroeconomics and Economic Growth ; Municipal ; Municipal Financial Management ; Natural Resources ; Pricing ; Private Sector Development ; Privatization ; Public Sector Management and Reform ; Public Transport ; Services ; Social Protections and Labor ; Subnational Governance ; Subsidies ; Transport ; Urban Development ; Wages ; Autonomy ; Capitals ; Cities ; City Development Strategies ; Communities & Human Settlements ; Debt Markets ; Economic Theory and Research ; Emerging Markets ; Employment ; Enterprises ; Finance and Financial Sector Development ; Financial Literacy ; Fiscal Policy ; Housing ; ICT Policy and Strategies ; Industry ; Information and Communication Technologies ; Labor ; Labor Policies ; Large Cities ; Local Governments ; Macroeconomics and Economic Growth ; Municipal ; Municipal Financial Management ; Natural Resources ; Pricing ; Private Sector Development ; Privatization ; Public Sector Management and Reform ; Public Transport ; Services ; Social Protections and Labor ; Subnational Governance ; Subsidies ; Transport ; Urban Development ; Wages
    Abstract: August 1999 - Reform in 10 regional capitals along the Volga River is associated with favorable initial conditions. And both reform and favorable initial conditions are associated with relatively successful economic outcomes - except where access to extra resources improves outcomes or where weak government undermines success. After studying the nature and variety of transition in 10 regional capitals of Russia, de Melo and Ofer observe that: ° All cities have experienced radical changes in their institutions and economies - changes associated on the one hand with the abolition of central planning and the introduction of freer markets, and on the other hand with political decentralization and the introduction of local elections. ° These changes have led to a wide diversity in economic and social outcomes, reflecting differences in the central government's (inequitable) economic relations with regions as well as differing local and regional policies. Most northern cities adopted policies more consistent with the central government's support of free market reforms; most southern (Red Belt) cities pursued more cautious, protective policies. ° City governments are using more proactive economic policies, including interventions to save local industries. Such efforts highlight the dual nature of the Russian transition, characterized by a shift in power from central to local government as well as from public to private enterprises. ° A major difficulty facing Russian cities is the cost of subsidies to housing and utilities. Real estate in general constitutes a major expenditure category for local government rather than, as in most western cities, a major source of revenue. A transition in this area alone could revolutionize the finances and independence of Russian cities. ° The jury is still out on what the right social and industrial policies were during the first years of reform. Ulyanovsk clearly lagged on market reforms, and Saratov represents a model of liberalization without institutional support. Both extremes have failed, but so far the social consequences of the Saratov model appear to be worse than those of the Ulyanovsk model. ° With the credibility of Russia's federal government at an all-time low, foreign investors have no choice but to rely on the competence and reliability of local leaders, especially mayors and governors. They will be looking for evidence of accountability in the form of the rule of law, and transparency in the form of reliable public information. Information at the city level - often unavailable and not easily accessible - would be very useful in attracting local researchers to monitor progress (as a basis for accountability) and diagnose problems (as a basis for public policy debate and political decisions). This paper - a product of Public Economics, Development Research Group - is part of a larger effort in the group to study the causes and effects of fiscal decentralization. The project was carried out in cooperation with the New Economic School (NES) in Moscow. This is the first of two papers on the Volga cities. The authors may be contacted at rhanrotterols.com or gur.ofer@yale.edu
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  • 6
    Online Resource
    Online Resource
    How Urban Concentration Affects Economic Growth (1999)
    Washington, D.C : The World Bank
    Details
    Language: English
    Pages: Online-Ressource (1 online resource (48 p.))
    Edition: Online-Ausg. World Bank E-Library Archive
    Parallel Title: Henderson, Vernon How Urban Concentration Affects Economic Growth
    Keywords: Capital ; Consumers ; Costs ; Development ; Economic Efficiency ; Economic Geography ; Economic Growth ; Economic Theory and Research ; Economies Of Scale ; Economy ; Emerging Markets ; Externalities ; Finance and Financial Sector Development ; Financial Literacy ; GDP ; GDP Per Capita ; Goods ; Growth Rate ; Health, Nutrition and Population ; Income ; Industrialization ; Inequality ; Labor Policies ; Macroeconomics and Economic Growth ; Marginal Benefits ; Markets ; Population Policies ; Poverty Reduction ; Private Sector Development ; Pro-Poor Growth ; Social Protections and Labor ; Telecommunications ; Transactions Costs ; Transport ; Transport Economics, Policy and Planning ; Urban Development Policies and Strategies ; Urban Housing and Land ; Capital ; Consumers ; Costs ; Development ; Economic Efficiency ; Economic Geography ; Economic Growth ; Economic Theory and Research ; Economies Of Scale ; Economy ; Emerging Markets ; Externalities ; Finance and Financial Sector Development ; Financial Literacy ; GDP ; GDP Per Capita ; Goods ; Growth Rate ; Health, Nutrition and Population ; Income ; Industrialization ; Inequality ; Labor Policies ; Macroeconomics and Economic Growth ; Marginal Benefits ; Markets ; Population Policies ; Poverty Reduction ; Private Sector Development ; Pro-Poor Growth ; Social Protections and Labor ; Telecommunications ; Transactions Costs ; Transport ; Transport Economics, Policy and Planning ; Urban Development Policies and Strategies ; Urban Housing and Land
    Abstract: April 2000 - If urban overconcentration really is an issue, it ought to affect economic growth rates in a robust, consistent fashion. And it does. Not only is there an optimal degree of urban concentration that varies with country income, but departures from optimal concentration result in substantial growth losses. Overconcentrated countries can reduce concentration by investing in interregional transport infrastructure - in particular, increasing the density of road networks. Henderson explores the issue of urban overconcentration econometrically, using data from a panel of 80 to 100 countries every 5 years from 1960 to 1995. He finds the following: · At any level of development there is indeed a best degree of national urban concentration. It increases sharply as income rises, up to a per capita income of about
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  • 7
    Online Resource
    Online Resource
    Reducing Structural Dominance and Entry Barriers in Russian Industry (1999)
    Washington, D.C : The World Bank
    Details
    Language: English
    Pages: Online-Ressource (1 online resource (24 p.))
    Edition: Online-Ausg. World Bank E-Library Archive
    Parallel Title: Broadman, G. Harry Reducing Structural Dominance and Entry Barriers in Russian Industry
    Keywords: Banks and Banking Reform ; Barriers ; Barriers To Entry ; Business Environment ; Business Investment ; Competition ; Competition Policy ; Competitive Market ; Debt Markets ; Developing Countries ; E-Business ; Economic Theory and Research ; Emerging Markets ; Finance and Financial Sector Development ; International Accounting Standards ; Liberalization ; Macroeconomics and Economic Growth ; Market Share ; Market Shares ; Markets and Market Access ; Microfinance ; Monopoly ; Output ; Price ; Prices ; Private Sector Development ; Privatization ; Public Sector Corruption and Anticorruption Measures ; Regional Trade ; Small Scale Enterprises ; Transparency ; Transport ; Transport Economics, Policy and Planning ; Vertical Integration ; Banks and Banking Reform ; Barriers ; Barriers To Entry ; Business Environment ; Business Investment ; Competition ; Competition Policy ; Competitive Market ; Debt Markets ; Developing Countries ; E-Business ; Economic Theory and Research ; Emerging Markets ; Finance and Financial Sector Development ; International Accounting Standards ; Liberalization ; Macroeconomics and Economic Growth ; Market Share ; Market Shares ; Markets and Market Access ; Microfinance ; Monopoly ; Output ; Price ; Prices ; Private Sector Development ; Privatization ; Public Sector Corruption and Anticorruption Measures ; Regional Trade ; Small Scale Enterprises ; Transparency ; Transport ; Transport Economics, Policy and Planning ; Vertical Integration
    Abstract: May 2000 - The absence of new business in Russia is striking. Reforms to make Russia more competitive should start with eliminating regulatory and institutional barriers to the entry of new competitors. Many industrial firms in Russia have undergone changes in ownership, but relatively few have been competitively restructured. Using survey and other data, Broadman suggests that much of Russian industry is immune from robust competition because of heavy vertical integration, geographic segmentation, and the concentration of buyers and sellers in selected markets. Moreover, regulatory constraints protect incumbent firms from competition with new entrants, both domestic and foreign. Broadman sketches a reform agenda for Russia's post-privatization program, which emphasizes the restructuring of anticompetitive structures and the reduction of barriers to entry. Broadman's proposed reform agenda calls broadly for strengthening Russia's nascent rules-based framework for competition policy to reduce discretion, increase transparency, and improve accountability. This paper - a product of the Poverty Reduction and Economic Management Sector Unit, Europe and Central Asia Regional Office - is part of a larger effort in the region to assess structural reform in Russia. The author may be contacted at hbroadmanworldbank.org
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  • 8
    Online Resource
    Online Resource
    The Long and Winding Path to Private Financing and Regulation of Toll Roads (1999)
    Washington, D.C : The World Bank
    Details
    Language: English
    Pages: Online-Ressource (1 online resource (54 p.))
    Edition: Online-Ausg. World Bank E-Library Archive
    Parallel Title: Estache, Antonio The Long and Winding Path to Private Financing and Regulation of Toll Roads
    Keywords: Arterial Roads ; Costs ; Demand For Road Transport ; Freight ; Highway ; Highway Systems ; Investments ; Piers ; Rail ; Road ; Road Projects ; Road Sector ; Road Transport ; Toll ; Toll Road ; Toll Roads ; Traffic ; Transport ; Transport Activities ; Transport Economics, Policy and Planning ; Urban Roads ; Vehicles ; Arterial Roads ; Costs ; Demand For Road Transport ; Freight ; Highway ; Highway Systems ; Investments ; Piers ; Rail ; Road ; Road Projects ; Road Sector ; Road Transport ; Toll ; Toll Road ; Toll Roads ; Traffic ; Transport ; Transport Activities ; Transport Economics, Policy and Planning ; Urban Roads ; Vehicles
    Abstract: July 2000 - This guide to the issues at stake when toll roads are privatized answers many questions that privatization teams and regulators should be asking-providing useful information to project specialists, many of whom are now learning how much they did not know when they started. Road transport has long been the dominant form of transport for freight and passenger movement throughout the world. Because most road projects require investments with long amortization periods and because many projects do not generate enough demand to become self-financing through some type of user fee or toll, the road sector remains in the hands of the public sector to a much greater extent than other transport activities. But governments throughout the world, including those of many poor African and South Asian countries, are commercializing their operations to cut costs, improve user orientation, and increase sector-specific revenue. There seems to be demand for toll roads in specific settings, but the problems met by many of this first generation of road concessions-from Mexico to Thailand-have given toll projects a bad reputation. Many mistakes were made, and tolling is obviously not the best solution for every road. Most of the alternatives aim at improving efficiency (lowering costs). But there are many ways of getting the private sector involved in toll roads, thus reducing public sector financing requirements for the sector. Understanding the context in which toll roads are viable is essential both for their initial success and for effective long-run regulation. Estache, Romero, and Strong provide a broad overview of issues at stake from the viewpoint of both privatization teams and regulators responsible for supervising contractual commitments of private operators and the government, to each other and to users. This paper-a product of Governance, Regulation, and Finance, World Bank Institute-is part of a larger effort in the institute to increase understanding of infrastructure regulation. The authors may be contacted at aestacheworldbank.org or jstrong@worldbank.org
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  • 9
    Online Resource
    Online Resource
    Regulatory Reform, Competition, and Innovation : A Case Study of the Mexican Road Freight Industry (1999)
    Washington, D.C : The World Bank
    Details
    Language: English
    Pages: Online-Ressource (1 online resource (58 p.))
    Edition: Online-Ausg. World Bank E-Library Archive
    Parallel Title: Dutz, A. Mark Regulatory Reform, Competition, and Innovation
    Keywords: Bottlenecks ; Costs ; Efficient Transport ; Freight ; Freight Services ; Freight Transport ; Highways ; Infrastructure ; Policies ; Road ; Road Transport ; Transport ; Transport Corridors ; Transport Economics, Policy and Planning ; Transport Industry ; Transport Requirements ; Transport Sector ; Transport Services ; Transportation ; Transportation Costs ; Transportation Services ; Trucks ; Bottlenecks ; Costs ; Efficient Transport ; Freight ; Freight Services ; Freight Transport ; Highways ; Infrastructure ; Policies ; Road ; Road Transport ; Transport ; Transport Corridors ; Transport Economics, Policy and Planning ; Transport Industry ; Transport Requirements ; Transport Sector ; Transport Services ; Transportation ; Transportation Costs ; Transportation Services ; Trucks
    Abstract: April 2000 - Regulatory reform can spur innovations in infrastructure services, generating new downstream activities and magnifying the economywide benefits of reform. The national competition agency can help greatly in laying the groundwork for reform by making a compelling case for the reform's expected benefits. Discussions of competition and regulatory reform typically focus on price and quantity effects. But improving certain infrastructure services can also stimulate entry and competition in user industries downstream, allowing new firms to enter, incumbent users to offer new products, and rivalry to intensify. Dutz, Hayri, and Ibarra present a case study of how innovations in road freight services affect selected downstream users of those services after regulatory reform. After a period of rigid regulation and heavy government interference, Mexico in 1989 developed a new policy framework for road transport, with free entry and market-based price setting. The result: faster, more reliable trucking has allowed user companies to offer new, previously unavailable products and to reach new areas with existing products. Cheaper, more customer-responsive trucking services have allowed logistical innovations in user firms, and some user firms have decided not to keep their own fleets of trucks but to outsource trucking services on the open market, thereby converting fixed costs to variable costs. For one fertilizer company, the benefits of reform included a 10 percent improvement in operating margin. Successful reform requires careful planning and execution and political support at high levels. Regulatory reform also profoundly changes the sectoral institution formerly responsible for the regulation. Enough resources should be provided to help organizations in the reformed industry make the transition to the post-reform environment - helping with such tasks as defining the organization's new role and facilitating the redeployment of staff. The national competition agency can help greatly in laying the groundwork for reform by making a compelling case for the reform's expected benefits. After reform, the competition agency should also help with enforcement, to ensure that the cozy, cartel-like behavior stimulated by tight entry restrictions does not persist. In Mexico, three strong interventions were required to discipline attempted anti-competitive practices in the trucking industry in the years following reform. This paper is a product of Public Economics, Development Research Group. The study was funded by the Bank's Research Support Budget under the research project Competition and Barriers to Entrepreneurship (RPO 682-57). The authors may be contacted at mdutzworldbank.org, ahayri@dttus.com, or ibarrarodriguez_pablo@jpmorgan.com
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  • 10
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    Online Resource
    Designing Direct Subsidies for Water and Sanitation Services Panama : A Case Study (1999)
    Washington, D.C : The World Bank
    Details
    Language: English
    Pages: Online-Ressource (1 online resource (40 p.))
    Edition: Online-Ausg. World Bank E-Library Archive
    Parallel Title: Halpern, Jonathan Designing Direct Subsidies for Water and Sanitation Services Panama
    Keywords: Access To Cred Administrative Cost ; Administrative Costs ; Beneficiaries ; Beneficiary ; Check ; Customers ; Economic Theory and Research ; Emerging Markets ; Finance and Financial Sector Development ; Financial Literacy ; Financial Sustainability ; Gender ; Gender and Law ; Housing Subsidy ; Interest ; Investments ; Law and Development ; Macroeconomics and Economic Growth ; Population ; Poverty Reduction ; Private Sector Development ; Rural Development ; Rural Poverty Reduction ; Subsidies ; Subsidization ; Subsidy ; Subsidy Payments ; Tax Law ; Taxation and Subsidies ; Total Costs ; Town Water Supply and Sanitation ; Transport ; Transport Economics, Policy and Planning ; Urban Water Supply and Sanitation ; Water Subsidies ; Water Subsidy ; Water Supply and Sanitation ; Worth ; Access To Cred Administrative Cost ; Administrative Costs ; Beneficiaries ; Beneficiary ; Check ; Customers ; Economic Theory and Research ; Emerging Markets ; Finance and Financial Sector Development ; Financial Literacy ; Financial Sustainability ; Gender ; Gender and Law ; Housing Subsidy ; Interest ; Investments ; Law and Development ; Macroeconomics and Economic Growth ; Population ; Poverty Reduction ; Private Sector Development ; Rural Development ; Rural Poverty Reduction ; Subsidies ; Subsidization ; Subsidy ; Subsidy Payments ; Tax Law ; Taxation and Subsidies ; Total Costs ; Town Water Supply and Sanitation ; Transport ; Transport Economics, Policy and Planning ; Urban Water Supply and Sanitation ; Water Subsidies ; Water Subsidy ; Water Supply and Sanitation ; Worth
    Abstract: May 2000 - An alternative to traditional subsidies for water and sanitation services is direct subsidies - funds governments provide to cover part of the water bill for households that meet certain criteria. Issues associated with such a subsidy are analyzed through a case study of Panama. As an alternative to traditional subsidy schemes in utility sectors, direct subsidy programs have several advantages: they are transparent, they are explicit, and they minimize distortions of the behavior of both the utility and the customers. At the same time, defining practical eligibility criteria for direct subsidy schemes is difficult and identifying eligible households may entail substantial administrative costs. Foster, Gomez-Lobo, and Halpern, using a case study from Panama, discuss some of the issues associated with the design of direct subsidy systems for water services. They conclude that: · There is a need to assess - rather than assume - the need for a subsidy. A key test of affordability, and thus of the need for a subsidy, is to compare the cost of the service with some measure of household willingness to pay. · The initial assessment must consider the affordability of connection costs as well as the affordability of the service itself. Connection costs may be prohibitive for poor households with no credit, suggesting a need to focus subsidies on providing access rather than ongoing water consumption. · A key issue in designing a direct subsidy scheme is its targeting properties. Poverty is a complex phenomenon and difficult to measure. Eligibility must therefore be based on easily measurable proxy variables, and good proxies are hard to find. In choosing eligibility criteria for a subsidy, it is essential to verify what proportion of the target group fails to meet the criteria (errors of exclusion) and what proportion of nontarget groups is inadvertently eligible for the benefits (errors of inclusion). · Administrative costs are roughly the same no matter what the level of individual subsidies, so a scheme that pays beneficiaries very little will tend not to be cost-effective. It is important to determine what proportion of total program costs will be absorbed by administrative expenses. · Subsidies should not cover the full cost of the service and should be contingent on beneficiaries paying their share of the bill. Subsidies for consumption above a minimum subsistence level should be avoided. Subsidies should be provided long enough before eligibility is reassessed to avoid poverty trap problems. · The utility or concessionaire can be helpful in identifying eligible candidates because of its superior information on the payment histories of customers. It will also have an incentive to do so, since it has an interest in improving poor payment records. Thought should therefore be given at the design stage to the role of the service provider in the implementation of the subsidy scheme. · The administrative agency's responsibilities, the sources of funding, and the general principles guiding the subsidy system should have a clear legal basis, backed by regulations governing administrative procedures. · To reduce administrative costs and avoid duplication of effort, it would be desirable for a single set of institutional arrangements to be used to determine eligibility for all welfare and subsidy programs in a given jurisdiction, whether subnational or national. This paper - a product of the Finance, Private Sector, and Infrastructure Sector Unit, Latin America and the Caribbean Region - is part of a larger effort in the region to evaluate and disseminate lessons of experience in designing policies to improve the quality and sustainability of infrastructure services and to enhance access of the poor to these basic services. The authors may be contacted at vfosterworldbank.org or jhalpern@worldbank.org
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  • 11
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    The São Mateus Jabaquara Trolleybusway Concession in Brazil (1999)
    Washington, D.C : The World Bank
    Details
    Language: English
    Pages: Online-Ressource (1 online resource (18 p.))
    Edition: Online-Ausg. World Bank E-Library Archive
    Parallel Title: Rebelo, Jorge The São Mateus Jabaquara Trolleybusway Concession in Brazil
    Keywords: Automobile ; Bus ; Bus Lanes ; Bus Operation ; Bus Trips ; Diesel ; Diesel Bus ; Intersections ; Means Of Transport ; Metro Trips ; Passengers ; Road ; Traffic ; Transport ; Transport Activity ; Transport Economics, Policy and Planning ; Trips ; Trolleybuses ; Urban Transport ; Vehicle ; Walking ; Walking Trips ; Automobile ; Bus ; Bus Lanes ; Bus Operation ; Bus Trips ; Diesel ; Diesel Bus ; Intersections ; Means Of Transport ; Metro Trips ; Passengers ; Road ; Traffic ; Transport ; Transport Activity ; Transport Economics, Policy and Planning ; Trips ; Trolleybuses ; Urban Transport ; Vehicle ; Walking ; Walking Trips
    Abstract: May 2000 - To replace a diesel bus busway operated under a management contract by the state with an electric trolley busway, São Paulo State in Brazil designed and implemented a concession to the private sector. According to independent user surveys, service under the concession has been satisfactory. Rebelo and Machado describe how São Paulo State granted a 20-year concession for operating a busway, one requirement for which was that the concessionaire replace the diesel bus operation with electric traction (trolleys). This was not a greenfield concession but is probably the only busway concession undertaken so far worldwide. With roughly 16,000 buses fighting their way through heavy traffic under traffic policies geared to automobiles, bus service was slow and unreliable. Then São Paulo adopted certain practices aimed at improving bus operations. Between 1983 and 1987, it implemented a segregated trolleybus corridor between São Mateus and Jabaquara, to be operated as a private concession regulated by the state of São Paulo. The concession was to operate for 20 years but the winning consortium had to invest in only part of the equipment, because part of it was in place. This made things less risky for the private consortium and allowed the state to complete an environmentally friendly project with the help of the private sector. The concession has so far been a success - an example to be followed. After an initial increase, demand for the busway began to fall in 1998 and 1999. This was part of a general decline in demand for the bus system because of: · A drop in jobs resulting from the economic slowdown. · A growth in the use of automobiles. · Competition from illegal buses (vans), which offer door-to-door service. The state was late in completing the aerial network for the trolleyway and rehabilitating sections of the roadway. This delayed replacement of diesel buses by trolleybuses. State representatives indicated it might be better in future to find a mechanism through which the concessionaire instead of the state would undertake infrastructure works and would also handle administration of integration terminals. This paper - a product of the Finance, Private Sector, and Infrastructure Sector Unit, Latin America and the Caribbean Region - is part of a larger effort in the region to promote private sector operation and investment in transport. Jorge Rebelo may be contacted at jrebeloworldbank.org
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  • 12
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    Trade Policies for Electronic Commerce (1999)
    Washington, D.C : The World Bank
    Details
    Language: English
    Pages: Online-Ressource (1 online resource (32 p.))
    Edition: Online-Ausg. World Bank E-Library Archive
    Parallel Title: Mattoo, Aaditya Trade Policies for Electronic Commerce
    Keywords: Commodities ; Cross-Border Trade ; Customs ; Customs Duties ; Debt Markets ; E-Business ; Economic Theory and Research ; Electronic Commerce ; Emerging Markets ; European Union ; Finance and Financial Sector Development ; Financial Services ; Free Trade ; Free Trade ; Importing Country ; International Economics & Trade ; International Trade ; Law and Development ; Macroeconomics and Economic Growth ; Market Access ; National Treatment ; Preferential Trading Arrangements ; Preferential Treatment ; Private Sector Development ; Public Sector Development ; Recourse ; Tariff Reductions ; Trade ; Trade Diversion ; Trade Law ; Trade Policies ; Trade Policy ; Trade Regime ; Trade and Services ; Transport ; Transport and Trade Logistics ; World Trade Organization ; Commodities ; Cross-Border Trade ; Customs ; Customs Duties ; Debt Markets ; E-Business ; Economic Theory and Research ; Electronic Commerce ; Emerging Markets ; European Union ; Finance and Financial Sector Development ; Financial Services ; Free Trade ; Free Trade ; Importing Country ; International Economics & Trade ; International Trade ; Law and Development ; Macroeconomics and Economic Growth ; Market Access ; National Treatment ; Preferential Trading Arrangements ; Preferential Treatment ; Private Sector Development ; Public Sector Development ; Recourse ; Tariff Reductions ; Trade ; Trade Diversion ; Trade Law ; Trade Policies ; Trade Policy ; Trade Regime ; Trade and Services ; Transport ; Transport and Trade Logistics ; World Trade Organization
    Abstract: June 2000 - Members of the World Trade Organization have decided provisionally to exempt electronic delivery of products from customs duties. There is growing support for the decision to be made permanent. Is this desirable? Some countries in the World Trade Organization initially opposed WTO's decision to exempt electronic delivery of products from customs duties, out of concern for the revenue consequences. Others supported the decision as a means of securing open trading conditions. Mattoo and Schuknecht argue that neither the inhibitions nor the enthusiasm are fully justified. First, even if all delivery of digitizable media products moved online - an unlikely prospect - the revenue loss for most countries would be small. More important, however, the prohibition of customs duties does not ensure continued open access for electronically delivered products and may even prompt recourse to inferior instruments of protection. Barrier-free electronic commerce would be more effectively secured by deepening and widening the limited cross-border trade commitments under the General Agreement on Trade in Services (GATS) and by clarifying and strengthening certain GATS disciplines. This paper-a product of Trade, Development Research Group-is part of a larger effort in the group to improve trade policy for goods and services. It is part of a larger project on trade in services supported in part by the United Kingdom's Department for International Development. Aaditya Mattoo may be contacted at amattooworldbank.org
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  • 13
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    Argentina's Transport Privatization and Re-Regulation : Ups and Downs of a Daring Decade-Long Experience (1999)
    Washington, D.C : The World Bank
    Details
    Language: English
    Pages: Online-Ressource (1 online resource (30 p.))
    Edition: Online-Ausg. World Bank E-Library Archive
    Parallel Title: Estache, Antonio Argentina's Transport Privatization and Re-Regulation
    Keywords: Airport ; Airport Authority ; Commuters ; Costs ; Infrastructure ; Investments ; Modal Shift ; Port Services ; Rail ; Railroad ; Railways ; Road Transport ; Roads ; Subsidy ; Subway ; Traffic ; Transport ; Transport ; Transport Economics ; Transport Economics, Policy and Planning ; Transport Sector ; Trucks ; Airport ; Airport Authority ; Commuters ; Costs ; Infrastructure ; Investments ; Modal Shift ; Port Services ; Rail ; Railroad ; Railways ; Road Transport ; Roads ; Subsidy ; Subway ; Traffic ; Transport ; Transport ; Transport Economics ; Transport Economics, Policy and Planning ; Transport Sector ; Trucks
    Abstract: November 1999 - Argentina's policy for reform of the transport sector has been a mix of competition in the market and, through concessions, for the market. Capacity has increased, demand has grown, and prices and services have improved. Public financing has not been eliminated but it has been drastically reduced. When Argentina initiated reform of its transport sector in 1989, it had few models to follow. It was the first Latin American country to privatize its intercity railroad, to explicitly organize intraport competition, and to grant a private concession to operate its subway. It was second (after Japan) to privatize its urban commuter railways and one of the first in the developing world to grant road concessions to private operators. Argentina's experience shows that transport privatization and deregulation provide efficiency gains that can be delivered to users. Despite unexpectedly high residual subsidy requirements, fiscal costs are lower, services have improved, and new investment is taking place. Argentina's decade-long experience shows that the reform process involves learning by doing. Inexperienced new regulators quickly face the challenges in controlling monopoly power and providing long-run incentives for private investment. Designing sustainable reform requires a commitment by government to minimize its role in the sector and to respect its original promises to both users and concessionaires. Argentina has learned the importance of building up the regulatory capacity needed to monitor contracts, especially when initial uncertainty about demand and cost conditions is strong and renegotiation is the probable outcome of daring reform. The government's main challenge in monitoring contracts is to get enough information to reach a balance in its decisions about distributing efficiency gains fairly between consumers and private investors. This is one area in which Argentina may not yet have met the challenge. As the last wave of contract extensions in rail and roads comes to an end, one issue is likely to be the need for better targeting of subsidies for the poor. This paper - a product of Governance, Regulation, and Finance, World Bank Institute - is part of a larger effort in the institute to increase understanding of infrastructure regulation. Antonio Estache may be contacted at aestacheworldbank.org
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  • 14
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    Geographical Disadvantage : A Heckscher-Ohlin-- von Thunen Model of International Specialization (1999)
    Washington, D.C : The World Bank
    Details
    Language: English
    Pages: Online-Ressource (1 online resource (38 p.))
    Edition: Online-Ausg. World Bank E-Library Archive
    Parallel Title: Venables, Anthony Geographical Disadvantage
    Keywords: Benchmark ; Economic Structures ; Elasticities ; Elasticity ; Exports ; Goods ; High Transport ; Income ; Infrastructure ; Outcomes ; Price Changes ; Prices ; Production ; Theory ; Trade ; Trade Liberalization ; Transport ; Transport ; Transport Costs ; Transport Economics, Policy and Planning ; Variables ; Welfare ; Benchmark ; Economic Structures ; Elasticities ; Elasticity ; Exports ; Goods ; High Transport ; Income ; Infrastructure ; Outcomes ; Price Changes ; Prices ; Production ; Theory ; Trade ; Trade Liberalization ; Transport ; Transport ; Transport Costs ; Transport Economics, Policy and Planning ; Variables ; Welfare
    Abstract: What effect does distance have on costs for economies at different locations? Exports and imports of final and intermediate goods bear transport costs that increase with distance. Production and trade depend on factor endowments and factor intensities as well as on distance and the transport intensities of different goods. - The combination of distance, poor infrastructure, and being landlocked by neighbors with poor infrastructure can make transport costs many times higher for some developing countries than for most others. Drawing on two traditions of economic modeling - Heckscher-Ohlin trade theory and von Thunen's work on the isolated state - Venables and Limão analyze the trade and production patterns of countries located at varying distances from an economic center. Predicting a country's production and trade pattern requires knowledge of the country's location, its factor endowment, and the factor intensities and transport intensities of goods. Venables and Limão define transport intensity and show how location and transport intensity should be combined with factor abundance and factor intensity in determining trade flows. A theory based on only one set of those variables, such as factor abundance, will systematically make incorrect predictions. They report that geography and endowments interact in such a way that the world divides up into economic zones with different trade patterns. Countries close to the economic center may specialize in transport-intensive activities; countries further out become diversified, producing and sometimes trading more goods; countries still further out may become import-substituting (replacing some of their imports from the center with local production); in the extreme, regions become autarkic. More remote locations have lower real incomes. Globalization changes the terms of trade, improving the welfare of regions further out from economic centers, though reducing the welfare of closer regions. Where will a new activity, such as assembly of a new product, locate? Remote locations are disadvantaged if the product has high transport intensity (perhaps because of heavy requirements for intermediate inputs). But the costs of remoteness are already incorporated into the factor prices of those regions, which makes them more attractive. Which location is chosen depends, therefore, on how existing activities compare with the new activity in transport intensity and factor intensity. This paper - a product of Trade, Development Research Group - is part of a larger effort in the group to study the location of economic activity. The authors may be contacted at avenablesworldbank.org or ngl4@columbia.edu
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  • 15
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    Privatization and Regulation of Transport Infrastructure in the 1990s : Successes . . . and Bugs to Fix for the Next Mille (1999)
    Washington, D.C : The World Bank
    Details
    Language: English
    Pages: Online-Ressource (1 online resource (42 p.))
    Edition: Online-Ausg. World Bank E-Library Archive
    Parallel Title: Estache, Antonio Privatization and Regulation of Transport Infrastructure in the 1990s
    Keywords: Air ; Airports ; Bus ; Costs ; Driving ; Infrastructure Projects ; Private Transport ; Public Works ; Rail ; Railways ; Roads ; Safety ; Toll ; Transport ; Transport ; Transport Activity ; Transport Economics, Policy and Planning ; Transport Infrastructure ; Transport Infrastructures ; Transport Operators ; Transport Policies ; Transport Projects ; Air ; Airports ; Bus ; Costs ; Driving ; Infrastructure Projects ; Private Transport ; Public Works ; Rail ; Railways ; Roads ; Safety ; Toll ; Transport ; Transport ; Transport Activity ; Transport Economics, Policy and Planning ; Transport Infrastructure ; Transport Infrastructures ; Transport Operators ; Transport Policies ; Transport Projects
    Abstract: Learning to regulate fairly, effectively, and at arm's length may be the main challenge governments face in attracting private investment and financing to the transport sector. - Governments should increasingly be able to rely on the private sector for help supporting (and financing) the transport sector - especially infrastructure support services for which there is heavy demand - but first they must improve their regulatory tools and sort out the institutional mess surrounding the regulatory process. Some countries have put together creative restructuring models and financing designs that tap potential in the private sector. Roads will continue to need significant public funding, but there are innovative ways (including shadow tolls) to attract private financing for road maintenance and investment. Partnerships between the public and private sectors have remained largely untapped at ports and airports. To attract more private capital to the sector, regulators must know the cost of capital, know how to be fair to captive shippers, and have a better handle on demand - so they have more credibility when conflicts arise. Governments have overemphasized making deals and have generally underestimated the difficulty of taking on their new job as regulators. They are increasingly switching to contract-based regulation, to firm up the commitments of all parties involved, but are not adequately emphasizing contract design that anticipates problems and addresses unpredictable situations. This increases the risk of arbitrary regulatory rulings, which increases regulatory and political risks, which raises the expected rate of return required by potential investors. And all that makes future projects costlier or more difficult, adding to the effects of the 1998-99 financial crisis. As a result of increased risk, the two groups most interested in the sector are: · Large, strong operators in the sector - typically in tandem with local construction companies - that feel confident they can take on regulators in case of conflict. · Risk-takers carving a niche for themselves. Either way, taxpayers and transport users are exposed to government, regulator, or operator failures that result in contract renegotiations (the norm, rather than the exception, in transport infrastructure projects). Gains from privatization might not reach consumers, simply because governments are ignoring the importance of ensuring fair distribution of long-run gains through the early creation of independent and accountable regulatory institutions that work closely with effective competition agencies. This paper - a product of Governance, Regulation, and Finance, World Bank Institute - is part of a larger effort in the institute to increase understanding of infrastructure regulation. The author may be contacted at aestacheworldbank.org
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  • 16
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    Revenue Recycling and the Welfare Effects of Road Pricing (1999)
    Washington, D.C : The World Bank
    Details
    Language: English
    Pages: Online-Ressource (1 online resource (36 p.))
    Edition: Online-Ausg. World Bank E-Library Archive
    Parallel Title: Parry, H.W. Ian Revenue Recycling and the Welfare Effects of Road Pricing
    Keywords: Congestion ; Congestion Reduction ; Costs ; Costs Of Travel ; Externalities ; Fuel ; Fuel Consumption ; Infrastructure ; Policies ; Public Trans Public Transit Subsidies ; Road ; Road Pricing ; Road Traffic ; Tax ; Taxes ; Traffic ; Traffic Congestion ; Transport ; Transport Economics, Policy and Planning ; Vehicle ; Vehicle Miles ; Congestion ; Congestion Reduction ; Costs ; Costs Of Travel ; Externalities ; Fuel ; Fuel Consumption ; Infrastructure ; Policies ; Public Trans Public Transit Subsidies ; Road ; Road Pricing ; Road Traffic ; Tax ; Taxes ; Traffic ; Traffic Congestion ; Transport ; Transport Economics, Policy and Planning ; Vehicle ; Vehicle Miles
    Abstract: December 1999 - The presence of preexisting tax distortions, and the form of revenue recycling, can crucially affect the size - and possibly even the sign - of the welfare effect of road pricing schemes. The efficiency gains from recycling congestion tax revenues in other tax reductions can amount to several times the Pigouvian welfare gains from congestion reduction. Parry and Bento explore the interactions between taxes on work-related traffic congestion and preexisting distortionary taxes in the labor market. A congestion tax raises the overall costs of commuting to work and discourages labor force participation at the margin when revenues are returned in lump-sum transfers. The resulting efficiency loss in the labor market can be larger than the Pigouvian efficiency gains from internalizing the congestion externality. By contrast, if congestion tax revenues are used to reduce labor taxes, the net impact on the labor supply is positive and the efficiency gain in the labor market can raise the overall welfare gains of the congestion tax by as much as 100 percent. Recycling congestion tax revenues in public transit subsidies produces a positive, but smaller, impact on the labor supply. In short, Parry and Bento's results indicate that the presence of preexisting tax distortions, and the form of revenue recycling, can crucially affect the size - and possibly even the sign - of the welfare effect of road pricing schemes. The efficiency gains from recycling congestion tax revenues in other tax reductions can amount to several times the Pigouvian welfare gains from congestion reduction. This paper - a product of Infrastructure and Environment, Development Research Group - is part of a larger effort in the group to study the cost-effectiveness of alternative transport policies. The study was funded by the Bank's Research Support Budget under the research project The Cost-Effectiveness of Alternative Transport Policies (RPO 683-39). Copies of this paper are available free. Please contact Roula Yazigi, email address ryazigiworldbank.org. The authors may be contacted at parry@rff.org or abento@worldbank.org
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  • 17
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    Infrastructure's Contribution to Aggregate Output (1999)
    Washington, D.C : The World Bank
    Details
    Language: English
    Pages: Online-Ressource (1 online resource (20 p.))
    Edition: Online-Ausg. World Bank E-Library Archive
    Parallel Title: Canning, David Infrastructure's Contribution to Aggregate Output
    Keywords: Capital ; Economic Growth ; Economic Theory and Research ; Externalities ; Externality ; Human Capital ; Income ; Income Levels ; Inputs ; Investment ; Labor Policies ; Macroeconomics and Economic Growth ; Marginal Productivity ; Marginal Products ; Outcomes ; Prices ; Production ; Production Function ; Productivity ; Social Protections and Labor ; Taxation ; Telecommunications ; Theory ; Total Factor Productivity ; Transport ; Transport Economics, Policy and Planning ; Variables ; Capital ; Economic Growth ; Economic Theory and Research ; Externalities ; Externality ; Human Capital ; Income ; Income Levels ; Inputs ; Investment ; Labor Policies ; Macroeconomics and Economic Growth ; Marginal Productivity ; Marginal Products ; Outcomes ; Prices ; Production ; Production Function ; Productivity ; Social Protections and Labor ; Taxation ; Telecommunications ; Theory ; Total Factor Productivity ; Transport ; Transport Economics, Policy and Planning ; Variables
    Abstract: Of the major kinds of physical infrastructure, electricity generating capacity has roughly the same marginal productivity as physical capital as a whole. So have roads-plus-rail, globally and in lower-income countries. Telephones, however, and transport routes in higher-income countries, have higher marginal productivity than other kinds of capital. - Using panel data for a cross-section of countries, Canning estimates an aggregate production function that includes infrastructure capital. He finds that: · The productivity of physical and human capital is close to the levels suggested by microeconomic evidence on their private returns. · Electricity generating capacity and transportation networks have roughly the same marginal productivity as capital as a whole. · Telephone networks appear to show higher marginal productivity than other types of capital. Panel data cointegration methods used in estimation take account of the nonstationary nature of the data, are robust to reverse causation, and allow for different levels of productivity and different short-run business-cycle and multiplier relationships across countries. This paper - a product of Public Economics, Development Research Group - is part of a larger effort in the group to study the impact of public expenditures. The study was funded by the Bank's Research Support Budget under the research project Infrastructure and Growth: A Multicountry Panel Study (RPO 680-89). The author may be contacted at d.canningqub.ac.uk
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  • 18
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    How Inadequate Provision of Public Infrastructure and Services Affects Private Investment (1999)
    Washington, D.C : The World Bank
    Details
    Language: English
    Pages: Online-Ressource (1 online resource (32 p.))
    Edition: Online-Ausg. World Bank E-Library Archive
    Parallel Title: Reinikka, Ritva How Inadequate Provision of Public Infrastructure and Services Affects Private Investment
    Keywords: Bottlenecks ; Capital Stock ; Debt Markets ; Emerging Markets ; Employment ; Equipment ; Finance ; Finance and Financial Sector Development ; IRU ; Infrastructure ; Interest ; Interest Rates ; International Economics & Trade ; Investment ; Investment Rate ; Investment Rates ; Investment and Investment Climate ; Labor Policies ; M1 ; Macroeconomics and Economic Growth ; Non Bank Financial Institutions ; Prices ; Private Sector Development ; Prof Standard Errors ; Roads and Highways ; Social Protections and Labor ; Statistics ; Tax ; Taxes ; Trade and Regional Integration ; Transport ; Vdu ; Bottlenecks ; Capital Stock ; Debt Markets ; Emerging Markets ; Employment ; Equipment ; Finance ; Finance and Financial Sector Development ; IRU ; Infrastructure ; Interest ; Interest Rates ; International Economics & Trade ; Investment ; Investment Rate ; Investment Rates ; Investment and Investment Climate ; Labor Policies ; M1 ; Macroeconomics and Economic Growth ; Non Bank Financial Institutions ; Prices ; Private Sector Development ; Prof Standard Errors ; Roads and Highways ; Social Protections and Labor ; Statistics ; Tax ; Taxes ; Trade and Regional Integration ; Transport ; Vdu
    Abstract: Evidence from Uganda shows that poor public provision of infrastructure services - proxied by an unreliable and inadequate power supply - significantly reduces productive private investment. - Lack of private investment is a serious policy problem in many developing countries, especially in Africa. Despite recent structural reform and stabilization, the investment response to date has been mixed, even among the strongest reformers. The role of poor infrastructure and deficient public services has received little attention in the economic literature, where the effect of public spending and investment on growth is shown to be at best ambiguous. Reinikka and Svensson use unique microeconomic evidence to show the effects of poor infrastructure services on private investment in Uganda. They find that poor public capital, proxied by an unreliable and inadequate power supply, significantly reduces productive private investment. Firms can substitute for inadequate provision of public capital by investing in it themselves. This comes at a cost, however: the installation of less productive capital. These results have clear policy implications. Although macroeconomic reforms and stabilization are necessary conditions for sustained growth and private investment, without an accompanying improvement in the public sector's performance, the private supply response to macroeconomic policy reform is likely to remain limited. This paper - a product of Public Economics and Macroeconomics and Growth, Development Research Group - is part of a larger effort in the group to study public service delivery and economic growth. The authors may be contacted at rreinikkaworldbank.org or jsvensson@worldbank.org
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  • 19
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    Disintegration and Trade Flows : Evidence from the Former Soviet Union (1999)
    Washington, D.C : The World Bank
    Details
    Language: English
    Pages: Online-Ressource (1 online resource (34 p.))
    Edition: Online-Ausg. World Bank E-Library Archive
    Parallel Title: Djankov, Simeon Disintegration and Trade Flows
    Keywords: LTC ; M1 ; Reform ; Roads and Highways ; Transport ; VD ; ZDV ; LTC ; M1 ; Reform ; Roads and Highways ; Transport ; VD ; ZDV ; Armenia ; Azerbaijan ; Belarus ; Estonia ; Georgia ; Iru ; Latvia ; Lithuania ; Moldova ; Tajikistan ; Turkmenistan ; Ukraine ; Uzbekistan ; Armenia ; Azerbaijan ; Belarus ; Estonia ; Georgia ; Iru ; Latvia ; Lithuania ; Moldova ; Tajikistan ; Turkmenistan ; Ukraine ; Uzbekistan
    Abstract: June 2000 - This study of trade flows among and between nine Russian regions and 14 republics of the former Soviet Union shows a bias toward domestic trade in the reform period that is primarily the result of tariffs. In addition, old linkages - such as infrastructure, business networks, and production and consumption chains - have limited the reorientation of trade. Djankov and Freund study the effects of trade barriers and the persistence of past linkages on trade flows in the former Soviet Union. Estimating a gravity equation on trade among and between nine Russian regions and 14 former Soviet republics, they find that Russian regions traded 60 percent more with each other than with republics in the reform period (1994-96). By contrast, the Russian regions did not trade significantly more with each other than with republics in the prereform period (1987-90). The results suggest that the bias toward domestic trade in the reform period is primarily the result of tariffs. In addition, past linkages - such as infrastructure, business networks, and production and consumption chains - have limited the reorientation of trade. This paper-a product of the Financial Sector Strategy and Policy Department-is part of a larger effort in the department to promote economic liberalization
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  • 20
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    Labor Market Integration in the Presence of Social Capital (1999)
    Washington, D.C : The World Bank
    Details
    Language: English
    Pages: Online-Ressource (1 online resource (32 p.))
    Edition: Online-Ausg. World Bank E-Library Archive
    Parallel Title: Schiff, Maurice Labor Market Integration in the Presence of Social Capital
    Keywords: Bonds ; Capital ; Cred Economic Performance ; Debt Markets ; Economic Theory and Research ; Emerging Markets ; Equilibrium ; Finance and Financial Sector Development ; Financial Literacy ; Free Trade ; Goods ; Health, Nutrition and Population ; Human Capital ; Labor Markets ; Labor Policies ; Liquidity ; Macroeconomics and Economic Growth ; Markets and Market Access ; Negative Externalities ; Population Policies ; Private Sector Development ; Production Function ; Production Functions ; Public Good ; Social Capital ; Social Development ; Social Protections and Labor ; Trade Barriers ; Transactions Costs ; Transport ; Transport Economics, Policy and Planning ; Unemployment ; Utility ; Utility Function ; Voters ; Welfare ; Bonds ; Capital ; Cred Economic Performance ; Debt Markets ; Economic Theory and Research ; Emerging Markets ; Equilibrium ; Finance and Financial Sector Development ; Financial Literacy ; Free Trade ; Goods ; Health, Nutrition and Population ; Human Capital ; Labor Markets ; Labor Policies ; Liquidity ; Macroeconomics and Economic Growth ; Markets and Market Access ; Negative Externalities ; Population Policies ; Private Sector Development ; Production Function ; Production Functions ; Public Good ; Social Capital ; Social Development ; Social Protections and Labor ; Trade Barriers ; Transactions Costs ; Transport ; Transport Economics, Policy and Planning ; Unemployment ; Utility ; Utility Function ; Voters ; Welfare
    Abstract: November 1999 - Social capital raises productivity and falls with labor mobility. Because labor mobility generates a negative externality, integration of labor markets results in too much mobility, too low a level of social capital, and an ambiguous effect on welfare. Trade liberalization is superior to labor market integration because it reduces mobility and the negative externality associated with it. Labor market integration is typically assumed to improve welfare in the absence of distortions, because it allows labor to move to where returns are highest. Schiff examines this result in a simple general equilibrium model in the presence of a common property resource: social capital. Drawing on evidence that social capital raises productivity and falls with labor mobility, Schiff's main findings are that: · Labor market integration imposes a negative externality and need not raise welfare. · The welfare impact is more beneficial (or less harmful) the greater the difference in endowments is between the integrating regions. · Whether positive or negative, the welfare impact is larger the more similar the levels of social capital of the integrating regions are and the lower the migration costs are. · Trade liberalization generates an additional benefit-over and above the standard gains from trade - by reducing labor mobility and the negative externality associated with it. Trade liberalization is superior to labor market integration. · The creation of new private or public institutions in response to labor market integration may reduce welfare. Schiff shows that the welfare implications depend on two parameters of the model, the curvature of the utility function and the cost of private migration. This paper - a product of Trade, Development Research Group - is part of a larger effort in the group to understand the link between market performance and welfare. The author may be contacted at mschiffworldbank.org
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  • 21
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    Infrastructure, Geographical Disadvantage, and Transport Costs (1999)
    Washington, D.C : The World Bank
    Details
    Language: English
    Pages: Online-Ressource (1 online resource (48 p.))
    Edition: Online-Ausg. World Bank E-Library Archive
    Parallel Title: Venables, Anthony Infrastructure, Geographical Disadvantage, and Transport Costs
    Keywords: Elasticity ; Fixed Costs ; High Transport ; Infrastructure ; Infrastructure Investment ; International Transport ; Journey ; Journeys ; Quality Of Transport ; Rail ; Road ; Routes ; Trans Transit Routes ; Transport ; Transport ; Transport Costs ; Transport Economics ; Transport Economics, Policy and Planning ; Travel ; Trips ; True ; Elasticity ; Fixed Costs ; High Transport ; Infrastructure ; Infrastructure Investment ; International Transport ; Journey ; Journeys ; Quality Of Transport ; Rail ; Road ; Routes ; Trans Transit Routes ; Transport ; Transport ; Transport Costs ; Transport Economics ; Transport Economics, Policy and Planning ; Travel ; Trips ; True
    Abstract: December 1999 - The median landlocked country has only 30 percent of the trade volume of the median coastal economy. Halving transport costs increases that trade volume by a factor of five. Improving the standard of infrastructure from that of the bottom quarter of countries to that of the median country increases trade by 50 percent. Improving infrastructure in Sub-Saharan Africa is especially important for increasing African trade. Limão and Venables use three different data sets to investigate how transport depends on geography and infrastructure. Landlocked countries have high transport costs, which can be substantially reduced by improving the quality of their infrastructure and that of transit countries. Analysis of bilateral trade data confirms the importance of infrastructure. Limão and Venables estimate the elasticity of trade flows with regard to transport costs to be high, at about -2.5. This means that: · The median landlocked country has only 30 percent of the trade volume of the median coastal economy. · Halving transport costs increases the volume of trade by a factor of five. · Improving infrastructure from the 75th to the 50th percentile increases trade by 50 percent. Using their results and a basic gravity model to study Sub-Saharan African trade, both internally and with the rest of the world, Limão and Venables find that infrastructure problems largely explain the relatively low levels of African trade. This paper - a product of Trade, Development Research Group - is part of a larger effort in the group to investigate the effects of geography on economic performance. The authors may be contacted at ngl4columbia.edu or avenables@worldbank.org
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  • 22
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    The Geography of International Investment (1999)
    Washington, D.C : The World Bank
    Details
    Language: English
    Pages: Online-Ressource (1 online resource (34 p.))
    Edition: Online-Ausg. World Bank E-Library Archive
    Parallel Title: Venables, Anthony The Geography of International Investment
    Keywords: Debt Markets ; Development ; Economic Geography ; Economic Size ; Economic Theory and Research ; Emerging Markets ; Exports ; Externalities ; Finance and Financial Sector Development ; Financial Literacy ; Fixed Costs ; Foreign Direct Investment ; GDP ; Goods ; Income ; Industrial Economies ; Inputs ; International Economics & Trade ; Investment ; Investment and Investment Climate ; Labor Policies ; Macroeconomics and Economic Growth ; Markets ; Mergers ; Non Bank Financial Institutions ; Private Sector Development ; Production ; Social Protections and Labor ; Theory ; Trade ; Trade and Regional Integration ; Transition Economies ; Transport ; Transport Economics, Policy and Planning ; Value ; Variable Costs ; Debt Markets ; Development ; Economic Geography ; Economic Size ; Economic Theory and Research ; Emerging Markets ; Exports ; Externalities ; Finance and Financial Sector Development ; Financial Literacy ; Fixed Costs ; Foreign Direct Investment ; GDP ; Goods ; Income ; Industrial Economies ; Inputs ; International Economics & Trade ; Investment ; Investment and Investment Climate ; Labor Policies ; Macroeconomics and Economic Growth ; Markets ; Mergers ; Non Bank Financial Institutions ; Private Sector Development ; Production ; Social Protections and Labor ; Theory ; Trade ; Trade and Regional Integration ; Transition Economies ; Transport ; Transport Economics, Policy and Planning ; Value ; Variable Costs
    Abstract: May 2000 - Multinationals have become increasingly important to the world economy. Overseas production by U.S. affiliates is three times U.S. exports, for example. Who is investing where, for sales where? Much foreign direct investment is between high-income countries, but investment in some developing and transition regions, while still modest, grew rapidly in the 1990s. Adjusting for market size, much investment stays close to home; adjusting for distance, much heads toward the countries with the biggest markets. Foreign direct investment is more geographically concentrated than either exports or production. Thus U.S. affiliate production in Europe is 7 times U.S. exports to Europe; that ratio drops to 4 for all industrial countries and to 1.6 for developing countries. Multinational activity in high-income countries is overwhelmingly horizontal, involving production for sale to the host country market. In developing countries, a greater proportion of multinational activity is vertical, involving manufacturing at intermediate stages of production. Thus only 4 percent of U.S. affiliate production in the European Union is sold back to the United States, whereas for developing countries the figure is 18 percent, rising to 40 percent for Mexico. Similarly, less than 10 percent of Japan's affiliate production in the EU is sold back to Japan, compared with more than 20 percent in developing countries. In models of horizontal activity, the decision to go multinational is a tradeoff between the additional fixed costs involved in setting up a new plant and the savings in variable costs (transport costs and tariffs) on exports. In models of vertical activity, direct investment is motivated by differences in factor costs. Tariffs and transport costs both encourage vertical multinational activity (by magnifying differences in factor prices) and discourage it (by making trade between headquarters and an affiliate more expensive). The major outward investors carry out much horizontal investment in large markets. For U.S. investors, this means Europe, especially the United Kingdom; for Japan and Europe, it means the United States. Most EU investments, however, stay within the EU. The major outward investors carry out much of their vertical investment closer to home: the United States, in Mexico; the EU, in Central and Eastern Europe; Japan, in Asia. This paper - a product of Trade, Development Research Group - is part of a larger effort in the group to study the location of economic activity. Anthony J. Venables may be contacted at a.j.venableslse.ac.uk
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  • 23
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    Reducing Carbon Dioxide Emissions through Joint Implementation of Projects (1999)
    Washington, D.C : The World Bank
    Details
    Language: English
    Pages: Online-Ressource (1 online resource (32 p.))
    Edition: Online-Ausg. World Bank E-Library Archive
    Parallel Title: Martin, Will Reducing Carbon Dioxide Emissions through Joint Implementation of Projects
    Keywords: Abatement Options ; Activities ; Approach ; Carbon Dioxide ; Carbon Dioxide Emissions ; Carbon Emissions ; Carbon Policy and Trading ; Certified Project Activity ; Emission ; Emission Reduction ; Energy ; Energy ; Energy Production and Transportation ; Energy Products ; Energy Sources ; Energy Use ; Energy and Environment ; Environment ; Environment and Energy Efficiency ; Fuel ; Fuels ; Global Greenhouse Gas ; Global Greenhouse Gas Emissions ; Greenhouse Gases ; Macroeconomics and Economic Growth ; Markets and Market Access ; Price ; Prices ; Public Sector Development ; Transport ; Transport and Environment ; Abatement Options ; Activities ; Approach ; Carbon Dioxide ; Carbon Dioxide Emissions ; Carbon Emissions ; Carbon Policy and Trading ; Certified Project Activity ; Emission ; Emission Reduction ; Energy ; Energy ; Energy Production and Transportation ; Energy Products ; Energy Sources ; Energy Use ; Energy and Environment ; Environment ; Environment and Energy Efficiency ; Fuel ; Fuels ; Global Greenhouse Gas ; Global Greenhouse Gas Emissions ; Greenhouse Gases ; Macroeconomics and Economic Growth ; Markets and Market Access ; Price ; Prices ; Public Sector Development ; Transport ; Transport and Environment
    Abstract: June 2000 - Most proposals for joint implementation of energy projects emphasize installing more technically efficient capital equipment to allow reduced energy use for any given mix of input and output. But increases in energy efficiency are likely to have second-round effects. Reducing energy demand, for example, will reduce the market price of energy and stimulate energy use, partially offsetting the initial reduction in demand. These effects are likely to be substantially larger in the long run, reducing the magnitude of these offsets. Efficient reduction of carbon dioxide emissions requires coordination of international efforts. Approaches proposed include carbon taxes, emission quotas, and jointly implemented energy projects. To reduce emissions efficiently requires equalizing the marginal costs of reduction between countries. The apparently large differentials between the costs of reducing emissions in industrial and developing countries implies a great potential for lowering the costs of reducing emissions by focusing on projects in developing countries. Most proposals for joint implementation of energy projects emphasize installing more technically efficient capital equipment, to allow reductions in energy use for any given mix of input and output. But such increases in efficiency are likely to have potentially important second-round impacts: · Lowering the relative effective price of specific energy products. · Lowering the price of energy relative to other inputs. · Lowering the price of energy-intensive products relative to other products. Martin explores the consequences of these second-round impacts and suggests ways to deal with them in practical joint-implementation projects. For example, the direct impact of reducing the effective price of a fuel is to increase consumption of that fuel. Generally, substitution effects also reduce the use of other fuels, and the emissions generated from them. If the fuel whose efficiency is being improved is already the least emission-intensive, the combined impact of these price effects is most likely to be favorable. If the fuel whose efficiency is being improved is initially the most emission-intensive, the combined impact of these price changes is less likely to be favorable and may even increase emissions. In the example Martin uses, increase in coal use efficiency was completely ineffective in reducing emissions because it resulted in emission-intensive coal being substituted for less polluting oil and gas. This paper - a product of Trade, Development Research Group - is part of a larger effort in the group to understand key links between trade and the environment. The author may be contacted at wmartin1worldbank.org
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  • 24
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    The Rise, the Fall, and . . . the Emerging Recovery of Project Finance in Transport (1999)
    Washington, D.C : The World Bank
    Details
    Language: English
    Pages: Online-Ressource (1 online resource (38 p.))
    Edition: Online-Ausg. World Bank E-Library Archive
    Parallel Title: Estache, Antonio The Rise, the Fall, and . . . the Emerging Recovery of Project Finance in Transport
    Keywords: Bank Debt ; Banks and Banking Reform ; Bond ; Capital Structures ; Debt Markets ; Debt Servicing ; Emerging Bond Markets ; Emerging Markets ; Emerging Markets ; Environment ; Environmental Economics and Policies ; Finance ; Finance and Financial Sector Development ; Financial Crises ; Financial Intermediation ; Financial Literacy ; Financial Performance ; Good ; Infrastructure Finance ; Interest ; Interest Rate ; Interest Rate Risk ; Investing ; Market ; Pension ; Pension Assets ; Private Sector Development ; Public Sector Economics and Finance ; Revenues ; Short-Term Debt ; Transport ; Transport Economics, Policy and Planning ; Bank Debt ; Banks and Banking Reform ; Bond ; Capital Structures ; Debt Markets ; Debt Servicing ; Emerging Bond Markets ; Emerging Markets ; Emerging Markets ; Environment ; Environmental Economics and Policies ; Finance ; Finance and Financial Sector Development ; Financial Crises ; Financial Intermediation ; Financial Literacy ; Financial Performance ; Good ; Infrastructure Finance ; Interest ; Interest Rate ; Interest Rate Risk ; Investing ; Market ; Pension ; Pension Assets ; Private Sector Development ; Public Sector Economics and Finance ; Revenues ; Short-Term Debt ; Transport ; Transport Economics, Policy and Planning
    Abstract: July 2000 - Many transport projects undertaken during the boom period of the 1990s came to a crashing halt in 1997, and conditions in emerging markets worsened in 1998 and 1999. Many projects failed, victim of everything from overoptimistic forecasts to excessive debt to an inability to refinance bridge loans. As available financing dried up, many projects went bankrupt, had to be renegotiated, or were taken over by the government. What have we learned from all this? Recent developments in emerging financial markets have dramatically changed the appetite for (and terms of) transport infrastructure projects. As a result of defaults in Asia and Russia and devaluations in Asia, Brazil, and Russia, political and currency and exchange risk premia have increased dramatically. Given large needs for sovereign debt financing, infrastructure project finance will be seeking guarantees at the same time as governments are issuing primary securities. Large portfolio outflows in emerging market funds mean that the sources of both equity and debt capital that became available in the mid-1990s are drying up for all but the most creditworthy projects. Moreover, real economic effects from financial events have consequences in the transport sector, since transport is a derived demand. Any decline in real economic activity is felt quickly in traffic levels and revenues. Currency devaluations that help spur exports may generate higher volumes for seaports and air cargo activity. These effects vary by sector, especially over the medium to longer term. Declines in real economic activity make matters especially difficult for toll roads, as drivers shift to free alternatives and reduce the number of trips taken. What does all this mean for project finance in transport? Risks have increased. Debt finance costs more. The available tenor of debt instruments has shortened and more equity is required for projects. The sources and availability of equity finance have changed. Project finance efforts have shifted from new projects to the privatization, rehabilitation, and expansion of existing facilities. And a superclass of sponsors, bankers, and investors has emerged. Failures and mistakes in project finance deals in the 1990s were sharp and persistent. But much has been learned about sound project economics, conservative financial structures, comprehensive sensitivity analysis, the effects of macroeconomic factors, and the need for proper incentives and sound institutional and regulatory arrangements. This paper-a product of Governance, Regulation, and Finance, World Bank Institute-is part of a larger effort in the institute to increase understanding of infrastructure regulation. The authors may be contacted at aestacheworldbank.org or jstrong@worldbank.org
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  • 25
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    Regulatory Reform in Mexico's Natural Gas Industry : Liberalization in the Context of a Dominant Upstream Incumbent (1999)
    Washington, D.C : The World Bank
    Details
    Language: English
    Pages: Online-Ressource (1 online resource (42 p.))
    Edition: Online-Ausg. World Bank E-Library Archive
    Parallel Title: Halpern, Jonathan Regulatory Reform in Mexico's Natural Gas Industry
    Keywords: Air ; Air Pollution ; Cleaner Fuels ; Diesel ; Driving ; Emission Standards ; Energy ; Energy Production and Transportation ; Fuel ; Fuel Oil ; Fuels ; Gas Sector ; Industry ; Infrastructure ; Infrastructure Economics and Finance ; Infrastructure Regulation ; Investments ; Macroeconomics and Economic Growth ; Markets and Market Access ; Oil and Gas Industry ; Petroleum Gas ; Pollution ; Transport ; Transport Economics, Policy and Planning ; Water Resources ; Water and Industry ; Air ; Air Pollution ; Cleaner Fuels ; Diesel ; Driving ; Emission Standards ; Energy ; Energy Production and Transportation ; Fuel ; Fuel Oil ; Fuels ; Gas Sector ; Industry ; Infrastructure ; Infrastructure Economics and Finance ; Infrastructure Regulation ; Investments ; Macroeconomics and Economic Growth ; Markets and Market Access ; Oil and Gas Industry ; Petroleum Gas ; Pollution ; Transport ; Transport Economics, Policy and Planning ; Water Resources ; Water and Industry
    Abstract: January 2001 - Liberalization of the natural gas industry is complex because the sector combines activities with natural monopoly characteristics with activities that are potentially competitive. The challenges are compounded when the State opts to retain vertically integrated monopolies in otherwise contestable segments of the industry. Regulatory issues associated with partial liberalization of natural gas markets are analyzed through a case study of Mexico. The natural gas industry combines activities with natural monopoly characteristics with those that are potentially competitive. Pipeline transport and distribution, which have natural monopoly characteristics, require regulation of price and nonprice behavior. Production is a contestable activity, but in a few countries (including Mexico) it remains a state monopoly. Gas marketing is also contestable, but the presence of a dominant, upstream, vertically integrated incumbent may pose significant barriers to entry. Market architecture decisions—such as horizontal structure, regional development, and the degree of vertical integration—are also crucial. Rosellón and Halpern report that Mexico has undertaken structural reform in the energy sector more slowly than many other countries, but it has introduced changes to attract private investment in natural gas transport and distribution. These changes were a response to the rapid growth in demand for natural gas (about 10 percent a year) in Mexico, which was in turn a response to economic development and the enforcement of environmental regulations. The new regulatory framework provides incentives for firms to invest and operate efficiently and to bear much of the risk associated with new projects. It also protects captive consumers and improves general economic welfare. The continued vertical integration of the state-owned company Pemex and its statutory monopoly in domestic production posed a challenge to regulators. Their response in liberalizing trade, setting first-hand sales prices, and regulating natural gas distribution makes the Mexican case an interesting example of regulatory design. As the first phase of investment mobilization and competition for the market in Mexican distribution projects concludes, remaining challenges include consistently and transparently enforcing regulations, coordinating tasks among government agencies, and ensuring expansion of gas transport services and domestic production. A key challenge in the near term will be fostering competition in the market. In strengthening the role of market forces, one issue is Pemex's discretionary discounts on domestic gas and access to transport services, made possible by its monopoly in domestic production and marketing activities and its overwhelming dominance in transport. The main instrument available to the regulator is proscribing Pemex contract pricing, but more durable and tractable instruments should be considered. This paper—a product of the Finance, Private Sector, and Infrastructure Sector Unit, Latin America and the Caribbean Region—is part of a larger effort in the region to evaluate and disseminate lessons of experience in designing policies to improve the quality and sustainability of infrastructure services. The authors may be contacted at jrosellondis1.cide.mx or jhalpern@worldbank.org
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    Safety Strategies for Rural Roads (1999)
    Paris : OECD Publishing
    Details
    ISBN: 9789264172913
    Language: English
    Pages: Online-Ressource (142 p.) , ill.
    Series Statement: Road Transport and Intermodal Linkages Research Programme
    Parallel Title: Parallelausg. Stratégies de sécurité routière en rase campagne
    Keywords: Transport
    Abstract: More than 75 000 people are killed each year on rural roads in OECD countries; this represents about 60% of fatal road crashes. This loss of lives has an economic cost of around US$135 billion per year. The relative share of rural road fatalities in total road fatalities has risen from less than 55% in 1980 to more than 60% in 1996. While there has been a reduction in the total number of road fatalities in OECD countries during the past 20 years, it is clear that safety improvements on motorways and urban roads have been more successful than those on rural roads. Following an in-depth review of the characteristics of road crashes in rural areas, the book proposes a series of safety measures, focusing on infrastructure management, enforcement, innovative tools, such as intelligent transport systems, and trauma management. The book strives to raise the awareness of road users, decision makers and politicians of the importance of road safety in rural areas. It is a very useful handbook for local, regional or national authorities seeking to improve -- sometimes at very low cost -- safety on rural roads.
    DOI: 10.1787/9789264172913-en
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  • 27
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    Stratégies de sécurité routière en rase campagne (1999)
    Paris : OECD Publishing
    Details
    ISBN: 9789264272910
    Language: French
    Pages: Online-Ressource (160 p.) , ill.
    Series Statement: Recherche en matière de transport routier et intermodal
    Parallel Title: Druckausg.
    Parallel Title: Parallelausg. Safety Strategies for Rural Roads
    Keywords: Transport
    Abstract: Plus de 75 000 personnes sont tuées chaque année sur les routes de rase campagne des pays de l'OCDE, ce qui représente près de 60 pour cent de l'ensemble des accidents mortels de la circulation. Ces pertes en vie humaine ont un coût économique de l'ordre de 135 milliards de dollars US. La proportion relative du nombre de tués sur les routes de campagne comparée au nombre total de tués dans les accidents de la circulation est passée de moins de 55 % en 1980 à plus de 60 % en 1996. Étant donné que les pays de l'OCDE ont connu une réduction du nombre total d'accidents mortels au cours des vingt dernières années, cela signifie clairement que les mesures de sécurité visant les autoroutes et les zones urbaines ont été bien plus fructueuses que celles visant les routes rurales. Après un examen approfondi des caractéristiques des accidents de la route en rase campagne, cet ouvrage propose une série de mesures de sécurité portant sur la gestion de l’infrastructure, les contrôles de police, les outils innovants, comme les systèmes de transport intelligents, ainsi que sur la gestion des traumatismes. Ce livre s'attache à faire prendre conscience aux usagers de la route, aux décideurs et aux hommes politiques de l'importance de la sécurité sur les routes en zone rurale. Il constitue un manuel très utile pour les autorités locale, régionale ou nationale, qui cherchent à améliorer -- souvent à faible coût -- la sécurité des routes de rase campagne.
    DOI: 10.1787/9789264272910-fr
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    What Markets Are There For Transport by Inland Waterways? (1999)
    Paris : OECD Publishing
    Details
    ISBN: 9789264180031
    Language: English
    Pages: Online-Ressource (236 p.) , ill.
    Series Statement: ECMT Round Tables no.108
    Parallel Title: Parallelausg. Quels marchés pour les transports par voies navigables ?
    Keywords: Transport
    Abstract: Despite the fact that the freight transport market in Europe almost doubled in volume over the period 1970 to 1995, growth in the inland waterway sector has remained stagnant. Until now the waterways have primarily been used to transport goods produced by sectors that have been hard hit by industrial restructuring. However, the past does not necessarily hold the key to the future. Waterways can be readily incorporated into logistics chains in which regular supply streams and low transport costs are more important than speed. The transportation of hazardous materials and container transport also offer promising markets. The Round Table identified a number of policy measures which could help to promote development in the inland waterways sector (discontinuation of scrapping policies, support for the grouping of enterprises and the creation of co-operatives, incentives for private-sector investment). Reading the proceedings of this Round Table offers an opportunity to look at the inland waterways in a wholly new light which shows that there is a genuine future for this mode provided that operators are prepared to become entrepreneurs.
    DOI: 10.1787/9789264180031-en
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    Traffic Congestion in Europe (1999)
    Paris : OECD Publishing
    Details
    ISBN: 9789264180048
    Language: English
    Pages: Online-Ressource (240 p.) , ill.
    Series Statement: ECMT Round Tables no.110
    Parallel Title: Parallelausg. La congestion routière en Europe
    Keywords: Transport
    Abstract: The problems caused by road congestion are frequently reported in the media and finding a solution to congestion ranks high on the agenda of politicians. Countless studies have been published detailing the number of working hours lost in traffic jams. The figures quoted in these studies are alarming and paint an apocalyptic picture of road congestion. However, besides the everyday congestion faced by motorists, differences of opinion are now starting to appear with regard to the scale of the problem and the ways in which it should be tackled. This Round Table attempted to define congestion and to determine the scale of the problem. It addressed the trends in congestion and the consequences of those trends. The Round Table then considered possible solutions to the congestion problem. Considering the extent of this problem in the European context, the Round Table report sheds light on one of the most visible malfunctions of transport systems.
    DOI: 10.1787/9789264180048-en
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  • 30
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    Intercity Transport Markets in Countries in Transition (1998)
    Paris : OECD Publishing
    Details
    ISBN: 9789264163744
    Language: English
    Pages: Online-Ressource (296 p.) , ill.
    Series Statement: ECMT Round Tables no.106
    Parallel Title: Druckausg.
    Parallel Title: Parallelausg. Le marché des transports interurbains dans les pays en transition
    Parallel Title: Druckausg. Intercity transport markets in countries in transition
    DDC: 380
    RVK:
    QR 800
    Keywords: Transport ; Aufsatzsammlung ; Mitteleuropa ; Verkehrsentwicklung ; Verkehrsinfrastruktur ; Verkehrspolitik ; Osteuropa ; Verkehrsentwicklung ; Verkehrsinfrastruktur ; Verkehrspolitik
    Abstract: After the fall of the Berlin Wall and the collapse of the previous economic system, the countries of central and eastern Europe went into a deep economic recession, resulting in a decline in Gross Domestic Product that was mirrored by a serious downturn in the transport sector. The transport sector, like the economy in general, changed from a supply-based system to one driven by demand. Decisions were no longer imposed by central planners, but by the market. Round Table 106 set out to assess the state of the transport sector in central and eastern European countries after a period of five to six years of reform. Are the policies currently in place adequate to meet restructuring needs? All of the countries concerned are planning to join the European Union and with that in mind tend to organise their transport sector along the lines of the Community's model of competition. But is this model consistent with the attitudes and realities of former socialist countries? These are some of the issues addressed by the Round Table 106.
    Note: Franz. Ausg. u.d.T.: Le marché des transports interurbains dans les pays en transition
    DOI: 10.1787/9789264163744-en
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    Le marché des transports interurbains dans les pays en transition (1998)
    Paris : OECD Publishing
    Details
    ISBN: 9789264263741
    Language: French
    Pages: Online-Ressource (324 p.) , ill.
    Series Statement: Tables Rondes CEMT no.106
    Parallel Title: Druckausg.
    Parallel Title: Parallelausg. Intercity Transport Markets in Countries in Transition
    Keywords: Transport
    Abstract: Après la chute du Mur de Berlin et la fin de l'ancien système économique, les pays d'Europe centrale et orientale ont traversé une crise économique profonde caractérisée par une contraction de leur Produit Intérieur Brut et une réduction corrélative très importante des transports. A l'instar de l'économie en général, les transports sont passés d'un système axé sur l'offre à un système où prime la demande. Les décisions ne sont plus imposées par une volonté planificatrice mais par le marché. Aussi, après cinq ou six ans de réformes, la Table Ronde 106 a cherché à faire le point sur la situation des transports dans les pays d'Europe centrale et orientale. Les politiques qui sont menées présentent-elles les caractéristiques adéquates pour faire face aux besoins de transformation ? Tous les pays étudiés envisagent d'adhérer à l'Union Européenne, aussi tendent-ils à adopter le modèle de concurrence européen en matière de transports. Mais ce modèle est-il adapté aux mentalités et réalités des anciens pays socialistes ? Ces questions figurent, parmi d'autres, au coeur des discussions de la Table Ronde 106.
    Note: Engl. Ausg. u.d.T.: Intercity transport markets in countries in transition
    DOI: 10.1787/9789264263741-fr
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    User Charges for Railway Infrastructure (1998)
    Paris : OECD Publishing
    Details
    ISBN: 9789264017146
    Language: English
    Pages: Online-Ressource (216 p.) , ill.
    Series Statement: ECMT Round Tables no.107
    Parallel Title: Parallelausg. Les redevances d'usage des infrastructures ferroviaires
    Keywords: Transport
    Abstract: Now that railway infrastructure and train operations have been separated in Europe -- at least for accounting purposes -- user charges for infrastructure are progressively being introduced to cover the costs of running trains. However, because of the lack of experience in this field, it is difficult to set the amount and choose the most appropriate form for these charges. There are in fact major differences between countries, and the objectives are many and sometimes conflicting. Given this situation, the Round Table sought to highlight, through its introductory reports and discussions, some essential economic principles that can help to shed light on what a rational system of user charges for railway infrastructure might be and thereby make it possible to address a crucial aspect of railway reform in Europe. Special attention is paid to the German, French, British and Swedish experience.
    DOI: 10.1787/9789264017146-en
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    Statistical Trends in Transport : 1965/1994 = Annales statistiques de transport : 1965/1994 (1998)
    Paris : OECD Publishing
    Details
    ISBN: 9789264062245
    Language: Multiple languages
    Pages: Online-Ressource (256 p.) , ill.
    Parallel Title: Druckausg.
    Keywords: Transport
    Abstract: This annual publication sets out the main statistical data concerning the transport sector in the Member countries of the European Conference of Ministers of Transport (ECMT). For the first time, the reader will find data on the Czech Republic, the Slovak Republic and Moldova. The Czech and Slovak Republics joined the ECMT in 1993 whereas Moldova has been a Member since 1994. Tables cover such topics as investment, infrastructure, rolling stock, human resources, traffic and energy consumption for the different modes of transport.
    DOI: 10.1787/9789264062245-en-fr
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  • 34
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    Infrastructure-Induced Mobility (1998)
    Paris : OECD Publishing
    Details
    ISBN: 9789264163294
    Language: English
    Pages: Online-Ressource (312 p.) , ill.
    Series Statement: ECMT Round Tables no.105
    Parallel Title: Druckausg.
    Parallel Title: Parallelausg. La mobilité induite par les infrastructures
    Parallel Title: Druckausg. Infrastructure-induced mobility
    DDC: 330
    RVK:
    QR 800
    Keywords: 07.11.1996 ; Verkehrsinfrastruktur ; Verkehrsaufkommen ; Großbritannien ; Österreich ; Spanien ; Transport ; Aufsatzsammlung ; Verkehrsinfrastruktur ; Mobilität
    Abstract: Do roads induce mobility? This might sound like a strange question, yet it only stands to reason that building new roads -- or other infrastructure -- may actually encourage people to use the new additional capacity to travel more. Induced mobility is a hotly debated issue, but the experts are no longer in any doubt that it is a very real phenomenon. However, measuring it is another matter, since we do not have sufficient data or experience in this area. This Round Table presents the data that is available to date on infrastructure-induced mobility. From the introductory reports and discussions, it is clear that much progress has been made in the last few years. As recently as ten years ago, many experts would have disputed the very existence of the induced mobility phenomenon. Today a consensus is emerging: Round Table 105 gives the full report.
    DOI: 10.1787/9789264163294-en
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  • 35
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    La restructuration des chemins de fer en Europe (1998)
    Paris : OECD Publishing
    Details
    ISBN: 9789264263475
    Language: French
    Pages: Online-Ressource (157 p)
    Parallel Title: Druckausg.
    Parallel Title: Parallelausg. Rail Restructuring in Europe
    Keywords: Transport
    Abstract: Les chemins de fer européens traversent une période de profonde restructuration visant à accroître leur efficacité et leur compétitivité. Il s'agit avant tout de développer la liberté commerciale en séparant plus nettement le rôle de l'Etat et celui des entreprises ferroviaires, mais aussi en ouvrant progressivement l'accès aux infrastructures ferroviaires. Ce rapport examine les réformes menées dans plus de 30 pays de l'Atlantique à l'Oural. La restructuration y est étudiée sous l'angle de l'autonomie de gestion, de la séparation infrastructure/exploitation, et des droits d'accès aux infrastructures ferroviaires.
    Note: Engl. Ausg. u.d.T.: Rail restructuring in Europe
    DOI: 10.1787/9789264263475-fr
    URL: Volltext
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  • 36
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    Report on the Current State of Combined Transport in Europe (1998)
    Paris : OECD Publishing
    Details
    ISBN: 9789264163751
    Language: English
    Pages: Online-Ressource (168 p.) , ill.
    Parallel Title: Druckausg.
    Parallel Title: Parallelausg. Rapport sur la situation actuelle du transport combiné en Europe
    Parallel Title: Druckausg. Organisation for Economic Co-Operation and Development Report on the current state of combined transport in Europe
    DDC: 388/.094
    RVK:
    QR 800
    Keywords: Intermodaler Verkehr ; Europa ; Transport ; Europa ; Kombinierter Verkehr
    Abstract: This report on the current state of combined transport in Europe begins with an overview of combined transport in 30 European countries of the ECMT. It deals with both Central and Eastern European Countries that have recently become Members and the long-standing Member countries for which the most recent developments have been highlighted through the updating of a 1992 study on the improvements of main international piggyback links. The scope of the study, beyond road and rail, has been extended to include inland waterways and short-sea shipping, thus permitting a better evaluation of the current weaknesses of the sector and the possible improvements. On the basis of this report, the Council of Ministers of the ECMT has adopted a series of recommendations directed at all parties concerned in the public and private sectors, at both national and international level, regarding certain elements which are needed to achieve a significant improvement in combined transport and to ensure the sustainable development of the latter. These recommendations are also included in this publication.
    Note: Franz. Ausg. u.d.T.: Rapport sur la situation actuelle du transport combiné en Europe
    DOI: 10.1787/9789264163751-en
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  • 37
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    Rapport sur la situation actuelle du transport combiné en Europe (1998)
    Paris : OECD Publishing
    Details
    ISBN: 9789264263758
    Language: French
    Pages: Online-Ressource (176 p.) , ill.
    Parallel Title: Druckausg.
    Parallel Title: Parallelausg. Report on the Current State of Combined Transport in Europe
    Keywords: Transport
    Abstract: Ce rapport sur la situation actuelle du transport combiné en Europe dresse tout d'abord un panorama de la situation de ce type de transport pour trente pays d'Europe Membres de la CEMT. Les pays étudiés sont aussi bien ceux d'Europe centrale et orientale qui ont récemment adhéré à la Conférence que les Membres de longue date, pour lesquels les développements les plus récents sont mis à jour depuis l'étude réalisée en 1992 sur les améliorations des grandes liaisons internationales par ferroutage. Le champ d'observation couvert par cette étude, au-delà de la route et du rail, s'étend aux voies navigables et à la navigation maritime à courte distance. Ainsi pourront être mieux pressenties les faiblesses actuelles du transport combiné et les améliorations possibles. Sur la base de ce rapport, le Conseil des Ministres de la CEMT a adopté une série de recommandations qui s'adressent aux différents partenaires, tant publics que privés, nationaux ou internationaux, et qui portent sur certains éléments nécessaires pour garantir à la fois une amélioration effective et un développement durable du transport combiné. Ces recommandations figurent également dans cette publication.
    Note: Engl. Ausg. u.d.T.: Report on the current state of combined transport in Europe
    DOI: 10.1787/9789264263758-fr
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  • 38
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    Efficient Transport for Europe : Policies for the Internalisation of External Costs (1998)
    Paris : OECD Publishing
    Details
    ISBN: 9789264163188
    Language: English
    Pages: Online-Ressource (264 p.) , ill.
    Parallel Title: Druckausg.
    Parallel Title: Parallelausg. Des transports efficients pour l'Europe ; Politiques pour l'internalisation des coûts externes
    Parallel Title: Druckausg. Efficient transport for Europe
    RVK:
    QR 800
    Keywords: Nachhaltige Mobilität ; Internalisierung externer Effekte ; Verkehrspolitik ; Europa ; Transport ; Europa ; Verkehrswirtschaft ; Soziale Kosten ; Internalisierung
    Abstract: Pollution, accidents and congestion all cause unnecessary welfare losses, and while transport services are an essential component of economic and social development, their negative side effects are drawing increasing political attention. Internalisation aims to create incentives to reduce these external costs by factoring them into markets. This report summarises the theoretical and practical dimensions to internalisation; reviews recent estimates of external costs; explores the mix of policies that might be used to promote internalisation successfully; and estimates the size of incentives required in monetary terms.
    DOI: 10.1787/9789264163188-en
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  • 39
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    Rail Restructuring in Europe (1998)
    Paris : OECD Publishing
    Details
    ISBN: 9789264163478
    Language: English
    Pages: Online-Ressource (148 p)
    Parallel Title: Druckausg.
    Parallel Title: Parallelausg. La restructuration des chemins de fer en Europe
    Parallel Title: Druckausg. Rail restructuring in Europe
    DDC: 385/.094
    RVK:
    QR 820
    Keywords: Bahnpolitik ; Deregulierung ; Schienenstrecke ; Europa ; Transport ; Europa ; Eisenbahngesellschaft ; Restrukturierung
    Abstract: Europe's railways are going through a period of radical restructuring in the drive to improve their efficiency and competitiveness. The emphasis is on fostering commercial freedom through a clearer separation of the roles of the State and of rail enterprises and through a progressive opening of access to rail infrastructure. This report examines reforms in over 30 countries from the Atlantic to the Urals, characterizing restructuring in terms of management independence, separation of infrastructure from operations and rights of access to rail infrastructure.
    Note: Franz. Ausg. u.d.T.: La restructuration des chemins de fer en Europe
    DOI: 10.1787/9789264163478-en
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  • 40
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    The Separation of Operations from Infrastructure in the Provision of Railway Services : Report of the One-Hundred and Third Table on Transport Economics Held in Paris on 13-14 June 1996 (1997)
    Paris : OECD Publishing
    Details
    ISBN: 9789282105610
    Language: English
    Pages: Online-Ressource , ill.
    Series Statement: ECMT Round Tables no.103
    Parallel Title: Parallelausg. La séparation infrastructure/exploitation dans les services ferroviaires ; Rapport de la cent-troisième table ronde d'économie des transports tenue à Paris les 13-14 juin 1996
    Keywords: Transport
    Abstract: The separation of infrastructure management from operations is central to efforts under way to reform European railways. But why does Europe favour such separation? What are the expected consequences? What does it mean in practice? What are the advantages and disadvantages? What risks are involved and what are the necessary safeguards? What conclusions do countries already practising separation draw from their experience? Round Table 103 provided an opportunity for experts from all ECMT Member countries and the United States and Japan to get together to discuss experiences of separation to date or plans for it in the future. This publication provides readers with a comprehensive overview of a subject of major importance for the restructuring of European railways.
    DOI: 10.1787/9789282105610-en
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  • 41
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    Les nouvelles tendances de la logistique en Europe : Rapport de la cent-quatrième table ronde d'économie des transports tenue à Paris les 3-4 octobre 1996 (1997)
    Paris : OECD Publishing
    Details
    ISBN: 9789282105641
    Language: French
    Pages: Online-Ressource (192 p.)
    Series Statement: Tables Rondes CEMT no.104
    Parallel Title: Parallelausg. New Trends in Logistics in Europe; Report of the One-Hundred and Fourth Round Table on Transport Economics Held in Paris on 3-4 October 1996
    Keywords: Transport
    Abstract: La logistique est un enjeu stratégique majeur pour les entreprises comme pour les régions ou les États. Des systèmes complexes, pilotés par les technologies d'information les plus évoluées, voient le jour pour servir d'interface entre la formation des flux de transport et l'organisation industrielle qui leur est liée. À l'heure de la mondialisation des échanges, il en résulte une forte individualisation des organisations logistiques et une grande spécification des transports associés. L'environnement devient aussi un facteur-clé des décisions politiques. Dans ces conditions, comment les systèmes logistiques évolueront-ils ? Seront-ils polarisés ou au contraire diffus ? Quelle sera la place des différents modes de transport au sein de ces systèmes ? La Table Ronde 104 a rassemblé l'avis des meilleurs experts européens des transports et de la logistique sur ces questions essentielles. Cette publication analyse les évolutions d'ores et déjà prévisibles des systèmes logistiques.
    DOI: 10.1787/9789282105641-fr
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  • 42
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    New Trends in Logistics in Europe : Report of the One-Hundred and Fourth Round Table on Transport Economics Held in Paris on 3-4 October 1996 (1997)
    Paris : OECD Publishing
    Details
    ISBN: 9789282105634
    Language: English
    Pages: Online-Ressource (175 p.)
    Series Statement: ECMT Round Tables no.104
    Parallel Title: Parallelausg. Les nouvelles tendances de la logistique en Europe ; Rapport de la cent-quatrième table ronde d'économie des transports tenue à Paris les 3-4 octobre 1996
    Keywords: Transport
    Abstract: Logistics is an issue of major importance not only to companies but also to regions and governments. Complex systems, based on the latest advances in information technology, are now beginning to appear at the interface between transport flow generation and the corresponding aspects of industrial organisation. In response to the globalisation of trade, firms are increasingly tailoring their in-house logistics structures and associated transport operations to meet their own specific needs. The environment is also becoming a key factor in policy decisions. In view of these developments, how will logistics systems evolve in the future? Is the current trend in logistics systems towards greater polarisation or wider dispersion? What role will individual modes of transport play in these systems? Round Table 104 brought together leading European experts on transport and logistics to answer these fundamental questions. This report describes current thinking on anticipated trends in logistics systems.
    DOI: 10.1787/9789282105634-en
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  • 43
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    La séparation infrastructure/exploitation dans les services ferroviaires : Rapport de la cent-troisième table ronde d'économie des transports tenue à Paris les 13-14 juin 1996 (1997)
    Paris : OECD Publishing
    Details
    ISBN: 9789282105627
    Language: French
    Pages: Online-Ressource , ill.
    Series Statement: Tables Rondes CEMT no.103
    Parallel Title: Parallelausg. The Separation of Operations from Infrastructure in the Provision of Railway Services; Report of the One-Hundred and Third Table on Transport Economics Held in Paris on 13-14 June 1996
    Keywords: Transport
    Abstract: Séparer la gestion des infrastructures et l'exploitation des services est un point essentiel de la réforme ferroviaire en Europe. Mais pourquoi en est-on venu à promouvoir une telle séparation en Europe ? Que peut-on en attendre ? Comment la mettre en pratique ? Quels en sont les avantages, les inconvénients et les risques ? Quelles précautions prendre ? Quel bilan tirent les pays qui ont déjà opéré cette séparation ? La Table Ronde 103 a donné à des experts de tous les pays de la CEMT, mais aussi des États-Unis et du Japon, l'occasion de débattre des expériences ou projets développés dans ce domaine. Cette publication met à la disposition des lecteurs une information complète sur cette question majeure de la restructuration des chemins de fer européens.
    DOI: 10.1787/9789282105627-fr
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  • 44
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    Changing Daily Urban Mobility : Report of the One-Hundred and Second Round Table on Transport Economics Held in Paris on 9-19 May 1996 (1996)
    Paris : OECD Publishing
    Details
    ISBN: 9789282105597
    Language: English
    Pages: Online-Ressource (215 p)
    Series Statement: ECMT Round Tables no.102
    Parallel Title: Parallelausg. Réduire ou repenser la mobilité urbaine quotidienne ? ; Rapport de la cent-deuxième table ronde d'économie des transports tenue à Paris les 9-10 mai 1996
    Keywords: Transport
    Abstract: Surveys in a number of European towns reveal that no less than 30 per cent of car journeys could be made by some ecological form of transport. Achieving this shift requires a sea change in our thinking. In some towns, for example, efforts to raise consciousness among car drivers have effectively and enduringly changed their behaviour at little cost. If car drivers simply eliminated two car trips every three months, car use levels would be reduced to those of fifteen years ago. Public transport should target a high quality service for which people are prepared to pay. A systematic transport evaluation made prior to all new construction projects would be a means of officially recognizing the importance of the environment to society. Indeed, many options exist for reversing today's trends. {Round Table 102} brings together the leading European experts on these issues, and identifies the key policies for the immediate future that could reconcile towns and transport.
    DOI: 10.1787/9789282105597-en
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  • 45
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    La messagerie express : Rapport de la cent-unième table ronde d'économie des transports tenue à Paris les 16-17 novembre 1995 (1996)
    Paris : OECD Publishing
    Details
    ISBN: 9789282105580
    Language: French
    Pages: Online-Ressource (125 p)
    Series Statement: Tables Rondes CEMT no.101
    Parallel Title: Parallelausg. Express Delivery Services; Report of the One-Hundred and First Round Table on Transport Economics Held in Paris on 16-17 November 1995
    Keywords: Transport
    Abstract: Le transport international express de documents, paquets ou colis, connaît une expansion considérable, soutenue par la mondialisation des échanges. Dans le même temps, le transport express et la messagerie tendent à devenir, en Europe tout au moins, des produits très voisins. Les opérateurs de l'express ou de la messagerie -- qu'il s'agisse des {integrators}, des transitaires, des messagers traditionnels ou d'entreprises publiques comme les Postes entrent de plus en plus fortement en concurrence. Comment évolueront les marchés ? Quelle sera la place des différents intervenants ? Vont-ils conclure des alliances stratégiques ? Ces alliances seront-elles durables ? Les pouvoirs publics doivent-ils intervenir ? Voici quelques-unes des questions auxquelles la Table Ronde s'est attachée à répondre en confrontant l'avis d'experts et le point de vue de professionnels de la messagerie express. Cette Table Ronde montre clairement que la profession du transport express est appelée à connaître d'importants changements en Europe.
    DOI: 10.1787/9789282105580-fr
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  • 46
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    Transport: New Problems, New Solutions : Thirteenth International Symposium on Theory and Practice in Transport Economics, Luxembourg, 9-11 May 1995 (1996)
    Paris : OECD Publishing
    Details
    ISBN: 9789282107607
    Language: English
    Pages: Online-Ressource (674 p.)
    Series Statement: International Symposium on Theory and Practice in Transport Economics no.13
    Parallel Title: Parallelausg. Transports ; A problèmes nouveaux, solutions nouvelles ; Treizième symposium international sur la théorie et la pratique dans l'économie des transports
    Keywords: Transport
    Abstract: This publication comprises the twenty introductory reports written by specialists for the Symposium and a full summary of discussions of the Thirteenth International Symposium on theory and practice in transport economics held in Luxembourg, 9-11 May 1995. The conference focused on new problems and solutions in transport.
    DOI: 10.1787/9789282107607-en
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  • 47
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    Transports : A problèmes nouveaux, solutions nouvelles : Treizième symposium international sur la théorie et la pratique dans l'économie des transports (1996)
    Paris : OECD Publishing
    Details
    ISBN: 9789282107447
    Language: French
    Pages: Online-Ressource (724 p.)
    Series Statement: Symposium international sur la théorie et la pratique dans l'économie des transports no.13
    Parallel Title: Parallelausg. Transport; New Problems, New Solutions; Thirteenth International Symposium on Theory and Practice in Transport Economics, Luxembourg, 9-11 May 1995
    Keywords: Transport
    Abstract: Cette publication présente les vingt rapports introductifs rédigés par des spécialistes pour le Symposium ainsi qu'une synthèse complète des débats.
    DOI: 10.1787/9789282107447-fr
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  • 48
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    Express Delivery Services : Report of the One-Hundred and First Round Table on Transport Economics Held in Paris on 16-17 November 1995 (1996)
    Paris : OECD Publishing
    Details
    ISBN: 9789282105573
    Language: English
    Pages: Online-Ressource (117 p)
    Series Statement: ECMT Round Tables no.101
    Parallel Title: Parallelausg. La messagerie express ; Rapport de la cent-unième table ronde d'économie des transports tenue à Paris les 16-17 novembre 1995
    Keywords: Transport
    Abstract: Buoyed by the globalisation of trade, international express delivery of documents, packets and parcels is expanding rapidly. At the same time, express delivery and parcel services are tending to resemble each other greatly, at least in Europe. Express delivery and parcel service operators -- integrators, forwarders, traditional carriers or public undertakings like the Post Office -- compete increasingly. How will markets evolve? What will be the role of the various players? Will they enter into strategic alliances, and will these alliances be lasting? Should the authorities intervene? These and other questions were raised at the Round Table where experts and express delivery service operators compared their opinions. The Round Table showed clearly that the express delivery business in Europe is poised to undergo major changes.
    DOI: 10.1787/9789282105573-en
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  • 49
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    Réduire ou repenser la mobilité urbaine quotidienne ? : Rapport de la cent-deuxième table ronde d'économie des transports tenue à Paris les 9-10 mai 1996 (1996)
    Paris : OECD Publishing
    Details
    ISBN: 9789282105603
    Language: French
    Pages: Online-Ressource (233 p)
    Series Statement: Tables Rondes CEMT no.102
    Parallel Title: Parallelausg. Changing Daily Urban Mobility; Report of the One-Hundred and Second Round Table on Transport Economics Held in Paris on 9-19 May 1996
    Keywords: Transport
    Abstract: Selon des enquêtes menées dans plusieurs villes européennes, au moins 30 pour cent des déplacements automobiles pourraient être transférés vers un mode de transport écologique. Mais comment parvenir à un tel transfert modal ? L'important est de penser autrement. Dans certaines villes, par exemple, l'information et la sensibilisation ont permis d'infléchir durablement et pour un faible coût les choix des usagers {a priori} tournés vers l'automobile. Si chaque automobiliste renonçait à utiliser sa voiture deux fois par trimestre, on retrouverait le niveau d'usage de la voiture d'il y a 15 ans. En matière de transport public, l'objectif idéal serait d'assurer une haute qualité de service que les usagers seraient alors disposés à payer. Établir systématiquement un "bilan" transport avant toute nouvelle implantation d'activité consacrerait l'importance de l'environnement pour la société... En fait, il existe de nombreuses pistes pour modifier la tendance actuelle. La {Table Ronde 102} a réuni les meilleurs experts européens de ces questions et dégagé les principales actions politiques envisageables dans un futur immédiat pour réconcilier la ville et les transports.
    DOI: 10.1787/9789282105603-fr
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  • 50
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    Les coûts du transport interurbain : Rapport de la quatre-vingt-dix-huitième table ronde d'économie des transports tenue à Paris les 2 et 3 décembre 1993 (1995)
    Paris : OECD Publishing
    Details
    ISBN: 9789282105917
    Language: French
    Pages: Online-Ressource (126 p)
    Series Statement: Tables Rondes CEMT no.98
    Parallel Title: Parallelausg. Interurban Transport Costs; Report of the Ninety-Eighth Round Table on Transport Economics Held in Paris on 2-3 December 1993
    Keywords: Transport
    Abstract: La nouvelle perspective d'une intégration paneuropéenne de nos économies situe le transport interurbain tant de voyageurs que de marchandises dans un rôle économique clé. Cependant, le coût d'ensemble des transports demeure très élevé lorsque l'on tient compte de tous les aspects connexes (accidents, nuisances multiples, déperditions d'énergie, etc.). Comme la division internationale du travail ne peut que renforcer les flux d'échanges, une réflexion de fond s'impose sur les coûts des transports à grande distance et sur les enjeux économiques et politiques qui y sont liés. {La Table Ronde 98} apporte une contribution à la compréhension de la problématique des transports interurbains et ce à partir non seulement d'analyses théoriques mais aussi de cas concrets. Elle aborde en définitive une question aussi fondamentale que celle de l'utilité sociale des transports.
    DOI: 10.1787/9789282105917-fr
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  • 51
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    Prospectives et rétrospectives des recherches en économie des transports : Rapport de la centième table ronde d'économie des transports tenue à Paris les 2-3 juin 1994 (1995)
    Paris : OECD Publishing
    Details
    ISBN: 9789282105566
    Language: French
    Pages: Online-Ressource
    Series Statement: Tables Rondes CEMT no.100
    Parallel Title: Parallelausg. Transport Economics; Report of the One-Hundredth Round Table on Transport Economics Held in Paris on 2-3 June 1994
    Keywords: Transport
    Abstract: Pour célébrer la centième Table Ronde d'économie des transports, la CEMT propose une publication exceptionnelle. Des contributions écrites ont été demandées à cinquante experts européens pour examiner les problèmes saillants rencontrés dans le passé par l'économie des transports, et surtout étudier ceux qui sont susceptibles d'apparaître à l'avenir. Quelles sont les principales difficultés auxquelles l'économie des transports est confrontée ? Quelles sont les principales avancées de la pensée dans ce domaine ? Comment ces avancées peuvent-elles contribuer à la résolution des problèmes ? Que reste-t-il à faire ? Les experts sollicités ont ensuite débattu librement des questions soulevées dans leurs contributions, qui vont des orientations stratégiques de la politique européenne des transports aux outils méthodologiques en passant par la situation des pays en transition, l'environnement, les transports intermodaux, les nouvelles technologies, les infrastructures, etc. Cette publication réunit l'ensemble des contributions écrites des experts et présente une synthèse complète de leurs débats.
    DOI: 10.1787/9789282105566-fr
    URL: Volltext
    URL: lizenzpflichtig
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    Transforming the Structure of the Freight Transport Sector : Report of the Ninety-Ninth Round Table on Transport Economics Held in Paris on 3-4 March 1994 (1995)
    Paris : OECD Publishing
    Details
    ISBN: 9789282105535
    Language: English
    Pages: Online-Ressource (171 p)
    Series Statement: ECMT Round Tables no.99
    Parallel Title: Parallelausg. La transformation des structures dans le secteur des transports de marchandises ; Rapport de la quatre-vingt-dix-neuvième table ronde d'économie des transports tenue à Paris les 3-4 mars 1994
    Keywords: Transport
    Abstract: In recent years, the challenges of environmental protection, railway privatisation, the impact of logistical requirements, and falling prices, among other things, have revolutionised freight transport markets. The forces of change have spurred new patterns of market organisation which may undergo even more radical upheavals if transport prices come to reflect the sector's true economic and social costs. Round Table 99 undertook a thorough analysis of the potential impact of such trends on the structure and operation of the freight transport sector, and of their effects on government policies.
    DOI: 10.1787/9789282105535-en
    URL: Volltext
    URL: lizenzpflichtig
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  • 53
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    La transformation des structures dans le secteur des transports de marchandises : Rapport de la quatre-vingt-dix-neuvième table ronde d'économie des transports tenue à Paris les 3-4 mars 1994 (1995)
    Paris : OECD Publishing
    Details
    ISBN: 9789282105542
    Language: French
    Pages: Online-Ressource (183 p)
    Series Statement: Tables Rondes CEMT no.99
    Parallel Title: Parallelausg. Transforming the Structure of the Freight Transport Sector; Report of the Ninety-Ninth Round Table on Transport Economics Held in Paris on 3-4 March 1994
    Keywords: Transport
    Abstract: Les marchés du transport de marchandises ont été, ces dernières années, le théâtre de transformations spectaculaires liées aux défis nés de la protection de l'environnement, de la privatisation des chemins de fer, de la transformation du rôle des transporteurs face aux enjeux de la logistique ou de la chute des prix, etc. Sous l'action de ces forces de changement, de nouvelles formes d'organisation du marché apparaissent, et elles pourraient connaître des bouleversements encore plus profonds si les prix des transports correspondaient véritablement aux coûts économiques et sociaux engendrés par cette activité. La Table Ronde 99 a analysé de façon approfondie l'impact qu'une telle dynamique peut avoir sur la structure et l'exploitation du marché des transports de marchandises, ainsi que ses effets sur les politiques gouvernementales.
    DOI: 10.1787/9789282105542-fr
    URL: Volltext
    URL: lizenzpflichtig
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  • 54
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    Interurban Transport Costs : Report of the Ninety-Eighth Round Table on Transport Economics Held in Paris on 2-3 December 1993 (1995)
    Paris : OECD Publishing
    Details
    ISBN: 9789282105528
    Language: English
    Pages: Online-Ressource (117 p)
    Series Statement: ECMT Round Tables no.98
    Parallel Title: Parallelausg. Les coûts du transport interurbain ; Rapport de la quatre-vingt-dix-huitième table ronde d'économie des transports tenue à Paris les 2 et 3 décembre 1993
    Keywords: Transport
    Abstract: The perspective of pan-European integration places interurban freight and passenger transport alike in key positions in our economies. However related factors -- accidents, the many disamenities, wasted energy, etc. -- make the overall cost of such transport extremely high. Because the international division of labour necessarily leads to heavier traffic flows, detailed analyses of the cost of long-distance transport are essential. Examining the economic and policy issues involved a must. {Round Table 98} gives a clearer picture of the whole range of interurban transport problems. It provides both theoretical analyses and specific case studies, and explores such fundamental matters as the actual social utility of transport.
    DOI: 10.1787/9789282105528-en
    URL: Volltext
    URL: lizenzpflichtig
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  • 55
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    Transport Economics : Report of the One-Hundredth Round Table on Transport Economics Held in Paris on 2-3 June 1994 (1995)
    Paris : OECD Publishing
    Details
    ISBN: 9789282105559
    Language: English
    Pages: Online-Ressource (265 p)
    Series Statement: ECMT Round Tables no.100
    Parallel Title: Parallelausg. Prospectives et rétrospectives des recherches en économie des transports ; Rapport de la centième table ronde d'économie des transports tenue à Paris les 2-3 juin 1994
    Keywords: Transport
    Abstract: To mark its hundredth Round Table on transport economics, the ECMT decided to publish a special issue. Fifty European experts were asked to submit papers examining not only the major issues addressed by transport economics in the past, but also those that are likely to emerge in the future. What are the main difficulties facing transport economics? What have been the main advances and how can they help us to solve problems? What remains to be done? The same fifty experts were then invited to take part in an open debate on the issues which they had raised in their papers, ranging from methodological tools to strategies for European transport policies and from the situation of countries in transition to the environment, intermodal transport, new technologies, infrastructure and many other topics. These papers are presented in this volume which also includes a full summary of the discussions at the Round Table.
    DOI: 10.1787/9789282105559-en
    URL: Volltext
    URL: lizenzpflichtig
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