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on Transport Economics |
| By: | Bénédicte Meurisse |
| Abstract: | The significant weight of CO2 emissions resulting from car use in the total of CO2 emissions is enough of a signal to set up policy tools aiming at reducing such emissions. This paper investigates the effects of setting a penalty on the purchase of high emitting cars (i.e. a Malus). With static comparative analyses of a basic model of consumer’s behaviour facing two alternatives: a clean and a dirty vehicles, we essentially find that a rebound effect does not necessarily accompany the reduction in the average fuel consumption per kilometre resulting from the implementation of a differentiated car purchase tax such as a Malus scheme. This is because the improvement of the fuel-efficiency is observed at the aggregate scale and not at the individual level. Thereby, it happens that we observe a rebound effect only under certain conditions pertaining to the characteristics of the vehicles that make up the fleet. We also show that, from the moment that a rebound effect occurs, the higher the amount of Malus, the higher the rebound effect. It implicitly means that because of the rebound effect, the higher the pricing scheme, the less efficient the purchase tax. |
| Keywords: | car purchase decision, car use, CO2 emissions, rebound effect, penalty on car purchase. |
| JEL: | D11 H31 Q58 |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:drm:wpaper:2015-24&r=all |
| By: | DE BORGER, Bruno; PROOST, Stef |
| Abstract: | This paper studies the political economy of public transport pricing and quality decisions in a hypothetical two-region federation. In each region there are two types of people: people not owning a car using only public transport, and car owners that demand both public transport and car trips. Each group may be a majority in the region and may also travel in the other region. Under regional decision-making, the political process may result in very low public transport fares, even if car owners are a large majority of the population. Cost recovery always improves with the share of outside users. Second, imposing a zero deficit constraint on regional public transport operators implements the second-best welfare optimum. Third, decentralized decision making leads to higher fares and better cost recovery. Our findings are consistent with very large public transport subsidies in Europe, and with the tendency towards decentralization of public transport policy-making. |
| Keywords: | Public transport pricing, Tax competition, Federalism |
| JEL: | H23 D62 R41 R48 |
| Date: | 2015–05 |
| URL: | http://d.repec.org/n?u=RePEc:ant:wpaper:2015010&r=all |
| By: | Germà Bel (Faculty of Economics, University of Barcelona); Maximilian Holst (Faculty of Economics, University of Barcelona) |
| Abstract: | Mexico City’s bus rapid transit (BRT) network, Metrobus, was introduced in an attempt to reduce congestion, increase city transport efficiency and cut air polluting emissions. In June 2005, the first BRT line in the metropolitan area began service. We use differences-in-differences and quantile regression techniques in undertaking the first quantitative policy impact assessment of the BRT system on air polluting emissions. The air pollutants considered are carbon monoxide (CO), nitrogen oxides (NOX), particulate matter of less than 2.5 µm (PM2.5), particulate matter of less than 10 µm (PM10), and sulfur dioxide (SO2). The ex-post analysis uses real field data from air quality monitoring stations for periods before and after BRT implementation. Results show that BRT constitutes an effective environmental policy, reducing emissions of CO, NOX, PM2.5 and PM10. |
| Keywords: | Bus Rapid Transit, Differences-in-Differences, Environmental Policy Evaluation, Public Transport, Urban Air Pollution JEL classification: Q51, Q58, R41, R48 |
| Date: | 2015–09 |
| URL: | http://d.repec.org/n?u=RePEc:ira:wpaper:201519&r=all |
| By: | DE BORGER, Bruno; PROOST, Stef |
| Abstract: | This paper surveys tax and regulatory policies for road transport in the EU. According to the economic literature, policy reforms are needed that substitute current fuel and vehicle taxes by car and truck user taxes that depend on place and time of use. The survey analyzes how policies have developed over the last 20 years, what was their motivation and what were the main effects. Two ideas stand out. First, external cost concepts have been successfully introduced in policy thinking, but they have mainly lead to quantitative climate, energy and modal split objectives. Achieving these objectives has guided member states into costly policy reforms that have neglected other objectives, such as the efficient use of the current road infrastructure. Second, distance charging for trucks is a policy innovation that is spreading rapidly, but it risks to be mainly used for tax exporting rather than for better internalizing external costs. |
| Keywords: | Transport taxes, Fuel taxes, Road pricing, Distance charging, Transport policy in the EU, External costs |
| JEL: | R41 R48 Q58 |
| Date: | 2015–05 |
| URL: | http://d.repec.org/n?u=RePEc:ant:wpaper:2015009&r=all |
| By: | Daniel J. Graham |
| Abstract: | This paper reviews methods that seek to draw causal inference from non-experimental data and shows how they can be applied to undertake ex-post evaluation of transport interventions. In particular, the paper discusses the underlying principles of techniques for treatment effect estimation with non-randomly assigned treatments. The aim of these techniques is to quantify changes that have occurred due to explicit intervention (or ‘treatment’). The paper argues that transport interventions are typically characterized by non-random assignment and that the key issues for successful ex-post evaluation involve identifying and adjusting for confounding factors. In contrast to conventional approaches for ex-ante appraisal, a major advantage of the statistical causal methods is that they can be applied without making strong a-priori theoretical assumptions. The paper provides empirical examples of the use of causal techniques to evaluate road network capacity expansions in US cities and High Speed Rail investments in Spain. |
| Date: | 2014–10 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2014/13-en&r=all |
| By: | DE BORGER, Bruno; RUSSO, Antonio |
| Abstract: | We develop a positive theory of pricing car access (by parking fees or cordon tolls) to downtown commercial districts. The model accounts for the special interests of downtown retailers and competing superstores at the edge of the city, and studies how lobbying by both groups shapes the government’s policy. We find that downtown retailers typically have steeper lobbying contribution schedules than superstores, which induces the government to underprice central roads and parking spaces. This result is strengthened if some consumers visit both downtown and edge of town retailers. The presence of an alternative travel mode (e.g. public transport) does not weaken downtown retailers’ incentives to oppose car tariffs. Finally, extending the model to allow for lobbying by residents within the downtown retail district we find that residents may lobby for higher or lower parking fees, depending on their relative concern for the vitality of the central district. As a consequence, depending on parameter values, the outcome of lobbying may produce car fees below or above first-best levels. We argue that our results are in line with empirical observations. |
| Keywords: | Parking, Road pricing, Lobbying, Retailers, Superstores |
| JEL: | D72 H23 D43 R41 |
| Date: | 2015–05 |
| URL: | http://d.repec.org/n?u=RePEc:ant:wpaper:2015012&r=all |
| By: | Kim, Jinwon |
| Abstract: | This paper shows that a city where both a congestion externality and an externality from greenhouse gas emissions are corrected by efficient policies is more compact than the laissez-faire equilibrium city. Motivated by recent empirical studies showing a positive relationship between population density and vehicle fuel-efficiency, the consumer is assumed to choose vehicle fuel-efficiency jointly with housing consumption and residential location. By incorporating the consumer's vehicle choice into the urban spatial model, we can represent the total amount of vehicle emissions released by the city residents. We first establish the well-known result that the congestion externality as a source of market failure is associated with excessive urban sprawl. We then show that vehicle emissions are an additional source of market failure, which also leads to excessive urban sprawl. The source of excessive sprawl arising from the emission externality is the use of larger and less-fuel efficient vehicles in more sprawled cities, which is different from that of the congestion externality. We also analyze the effect of the Corporate Average Fuel Economy (CAFE) standards on urban spatial structure and its efficacy as a second-best tool for correcting the emission externality. |
| Keywords: | urban sprawl; vehicle fuel-efficiency; emission externality; congestion |
| JEL: | Q53 R14 R41 |
| Date: | 2015–09–25 |
| URL: | http://d.repec.org/n?u=RePEc:pra:mprapa:66922&r=all |
| By: | André De Palma (ENS Cachan - École normale supérieure - Cachan, Department of Economics, Ecole Polytechnique - Polytechnique - X - CNRS); Robin Lindsey (Sauder - Sauder School of Business [British Columbia] - University of British Columbia); Guillaume Monchambert (ENS Cachan - École normale supérieure - Cachan) |
| Abstract: | We analyze trip-timing decisions of public transit users who trade off crowding costs and disutility from traveling early or late. Considering fixed and then endogenous demand, we derive the equilibrium distribution of users across trains for three fare regimes: no fare, an optimal uniform fare, and an optimal train-dependent fare that supports the social optimum. We also derive the optimal number of trains and train capacity, and compare them across fare regimes. Finally we calibrate the model to a segment of the Paris RER A mass transit system and estimate the potential welfare gains from train-dependent fares. |
| Keywords: | public transport, crowding, pricing, optimal capacity |
| Date: | 2015–09–21 |
| URL: | http://d.repec.org/n?u=RePEc:hal:wpaper:hal-01203310&r=all |
| By: | Christian Tilk (Johannes Gutenberg University Mainz); Nicola Bianchessi (Johannes Gutenberg University Mainz, University of Brescia); Michael Drexl (Johannes Gutenberg University Mainz, Fraunhofer Centre for Applied Research on Supply Chain Services SCS Nuremberg); Stefan Irnich (Johannes Gutenberg University Mainz); Frank Meisel (University Kiel) |
| Abstract: | This paper presents a branch-and-price algorithm for the exact solution of the active-passive vehicle-routing problem (APVRP). The APVRP covers a range of logistics applications where pickup-and-delivery requests necessitate a joint operation of active vehicles (e.g., trucks) and passive vehicles (e.g., loading devices such as containers or swap bodies). The problem supports a ?exible coupling and decoupling of active and passive vehicles at customer locations in order to achieve a high utilization of both resources. Accordingly, the operations of the vehicles have to be synchronized carefully in the planning. The contribution of the paper is twofold: Firstly, we present an exact branch-and-price algorithm for this class of routing problems with synchronization constraints. To our knowledge, this algorithm is the ?rst such approach that considers explicitly the temporal interdependencies between active and passive vehicles. The algorithm is based on a non-trivial network representation that models the logical relationships between the di?erent transport tasks necessary to ful?ll a request as well as the synchronization of the movements of active and passive vehicles. Secondly, we contribute to the development of branch-and-price methods in general, in that we solve, for the ?rst time, an ng-path relaxation of a pricing problem with linear vertex costs by means of a bidirectional labeling algorithm. Computational experiments show that the proposed algorithm delivers improved bounds and solutions for a number of APVRP benchmark instances. It is able to solve instances with up to 76 tasks, 4 active, and 8 passive vehicles to optimality within two hours of CPU time. |
| Keywords: | Vehicle-routing, Synchronization, Branch-and-price, Linear vertex costs |
| Date: | 2015–09–17 |
| URL: | http://d.repec.org/n?u=RePEc:jgu:wpaper:1513&r=all |
| By: | Henrik Pålsson; Karl-Johan Lundquist; Lars-Olof Olander; Fredrik Eng Larsson; Lena Hiselius |
| Abstract: | The transportation sector is responsible for about 23% of all CO2 emissions globally and 30% in OECD countries with road being the dominating sector for transport emissions (ITF, 2010). National emissions data are rarely disaggregated by freight vs. passenger transport, but an estimate is that goods transportation accounts for 30-40% of the total road sector emissions in most countries (ITF, 2010). In addition, the trend for CO2 emissions from the transportation of goods is on the rise, while the increase in emissions from passenger transport has levelled off and emissions from other sectors have decreased. Internationally, based on traditional projections, transportation of goods is expected to continue increasing in step with the GDP, thus doubling by 2050. This trend contrasts sharply with the climate targets set by the EU, which require dramatic reductions in emissions; by 2050, the EU should cut its emissions to 80% below 1990 levels through domestic reductions alone (EU, 2011). The expected effects of on-going or planned measures will not be sufficient to achieve the EU target. On the contrary, CO2 levels are expected to increase. This is the problem that is the focus of the analysis and discussion in this paper. |
| Date: | 2014–07 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2014/14-en&r=all |
| By: | Jesper de Groote (VU University Amsterdam); Jos van Ommeren (VU University Amsterdam); Hans R.A. Koster (VU University Amsterdam) |
| Abstract: | Many cities around the world have introduced paid parking but implicitly subsidize parking for example by providing residential parking permits for street parking. We study the welfare effects of residential parking subsidies through changes in car ownership for Amsterdam. We employ a boundary-discontinuity design that exploits spatial variation in the length of waiting lists for permits and therefore in the size of the parking subsidy. In the city center, the waiting time for a permit is up to four years. Our results indicate that one additional year of waiting for a parking permit reduces car ownership with 2 percentage points corresponding to a price elasticity of car demand of -0.8. We demonstrate that subsidizing residential parking induces a substantial welfare loss. On average, a parking permit induces an annual deadweight loss of € 270. Furthermore, we show that the provision of parking permits is an income-regressive policy: rich households are five times more likely than poor households to receive these (implicit) parking subsidies. |
| Keywords: | parking policy; car ownership; household location choice |
| JEL: | R20 R40 R42 |
| Date: | 2015–09–28 |
| URL: | http://d.repec.org/n?u=RePEc:tin:wpaper:20150116&r=all |
| By: | Geraldine Barker; Grace Beardsley; Annie Parsons |
| Abstract: | The UK National Audit Office (NAO) scrutinises public spending on behalf of Parliament, helping it to hold government departments to account and helping public bodies improve performance and delivery. We publish around 60 value for money studies each year across a range of government activities, of which, around three of these usually cover transport topics. Our reports look at how government projects, programmes and initiatives have been implemented and make recommendations on how it can be improved. Our value for money work is not strictly ex-post assessment in the usual sense of assessing a programme once it has been in operation for some time. Due to the length of time needed to complete major transport investments and our remit to focus on accountability, we often carry out an assessment of a project before its completion. In some cases, particularly for significant infrastructure investments, a series of value for money reports is appropriate as the programme will develop over time. These tend to focus on how the programme is being delivered, in terms of the planning, procurement or construction phases of infrastructure projects. |
| Date: | 2014–08 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2014/12-en&r=all |
| By: | Climent Quintana-Domeque; Marco Gonzalez-Navarro |
| Abstract: | We provide the first experimental estimation of the effects of the supply of publicly financed urban infrastructure on property values. Using random allocation of first-time street asphalting of residential streets located in peripheral neighbourhoods in Mexico, we show that within two years of the intervention households are able to transform their increased property wealth into significantly larger rates of vehicle ownership, household appliances, and home improvements. Increased consumption is made possible via both credit use and less saving. A cost-benefit analysis indicates that the valuation of street asphalting as capitalized into property values is about as large as construction costs. We provide the first experimental estimation of the effects of the supply of publicly financed urban infrastructure on property values. Using random allocation of first-time street asphalting of residential streets located in peripheral neighbourhoods in Mexico, we show that within two years of the intervention households are able to transform their increased property wealth into significantly larger rates of vehicle ownership, household appliances, and home improvements. Increased consumption is made possible via both credit use and less saving. A cost-benefit analysis indicates that the valuation of street asphalting as capitalized into property values is about as large as construction costs. |
| Keywords: | development, infrastructure, credit use, wealth effect, randomized controlled trial |
| JEL: | C93 H41 O12 O18 |
| Date: | 2015–09–10 |
| URL: | http://d.repec.org/n?u=RePEc:oxf:wpaper:757&r=all |
| By: | Helena Sofia Rodrigues (Business School, Polytechnic Institute of Viana do Castelo and CIDMA); Manuel Fonseca (Business School, Polytechnic Institute of Viana do Castelo and Applied Management Research Unit (UNIAG)); Paulo Ribeiro Cardoso (Faculty of Economic Sciences and Management, University Lusíada Porto and Faculty of Human and Social Sciences – University Fernando Pessoa, Porto) |
| Abstract: | Traffic accidents are a global phenomenon with devastating social and economic consequences. In Portugal, according to data provided by the National Road Safety Authority (ANSR, 2014) there were in 2014, 30,604 accidents with victims and 482 deaths. The communication campaigns of road safety are a tool available to fight this reality.There are studies that point the fact that men are much more involved in road accidents than women. The aim of this study was to investigate how gender differences influence the behavior and attitude of the Portuguese drivers regarding driving as well as the attitude toward the road safety campaigns. There are no studies that make this kind of differentiation in the country. To implement this purpose, firstly it was described the profile of drivers by gender regarding a set of behavioral variables. Then, keeping the gender differentiation for principle, the attitude of drivers toward the road safety communication campaigns was analyzed. It was applied a survey to 310 Portuguese drivers from both genders. It was found that female drivers have less risky behaviors, namely speeding and driving after drink. Besides, women remember better the road safety campaigns and intend to apply them in the daily journey as a safety measure. |
| Keywords: | Road traffic accidents; road safety campaigns; driver behavior; gender effect; target audience; Pearson Chi-Square; principal components analysis |
| JEL: | M31 M37 C38 |
| URL: | http://d.repec.org/n?u=RePEc:sek:ibmpro:3005428&r=all |
| By: | Ferdinand Rauch; Shaun Larcom; Tim Willems |
| Abstract: | We estimate that a significant fraction of commuters on the London underground do not travel their optimal route. Consequently, a tube strike (which forced many commuters to experiment with new routes) taught commuters about the existence of superior journeys -- bringing about lasting changes in behaviour. This effect is stronger for commuters who live in areas where the tube map is more distorted, thereby pointing towards the importance of informational imperfections. We argue that the information produced by the strike improved network-efficiency. Search costs are unlikely to explain the suboptimal behaviour. Instead, individuals seem to under-experiment in normal times, as a result of which constraints can be welfare-improving. |
| Keywords: | Experimentation, Learning, Optimization, Rationality, Search |
| JEL: | D83 L91 R41 |
| Date: | 2015–09–09 |
| URL: | http://d.repec.org/n?u=RePEc:oxf:wpaper:755&r=all |
| By: | Copeland, Adam (Federal Reserve Bank of New York); Hall, George J. (Brandeis University); Maccini, Louis J. (Johns Hopkins University) |
| Abstract: | We study the impact of interest rates changes on both the demand for and supply of new light vehicles in an environment where consumers and manufacturers face their own interest rates. An increase in the consumers’ interest rate raises their cost of financing and thus lowers the demand for new vehicles. An increase in the manufacturers’ interest rate raises their cost of holding inventories. Both channels have equilibrium effects that are amplified and propagated over time through inventories, which serve as a way to both smooth production and facilitate greater sales at a given price. Through the estimation of a dynamic stochastic market equilibrium model, we find evidence of both channels at work and of the important role played by inventories. A temporary 100 basis-point increase in both interest rates causes vehicle production to fall 12 percent and sales to fall 3.25 percent at an annual rate in the short run. |
| Keywords: | interest rates; automobiles; inventories; Bayesian maximum likelihood |
| JEL: | E44 G31 |
| Date: | 2015–09–01 |
| URL: | http://d.repec.org/n?u=RePEc:fip:fednsr:741&r=all |
| By: | Jonathan Gifford; Lisardo Bolaños; Nobuhiko Daito |
| Abstract: | Public-private partnerships (P3s) typically rely on long-term contracts between participants. When conditions arise that fall outside the expectations embodied in the contract, one party may seek to renegotiate the contract terms. Globally, the frequency of P3 contract renegotiations has been sufficient to raise questions regarding why these events occur and what their consequences are for the projects and society. The literature highlights four relevant causes behind renegotiation occurrences: unexpected exogenous changes, the complexity of the contractual relationship, winner´s curse and rent seeking behavior. This study examines the US experience with highway P3 renegotiations, including four types of event: contract modifications, defaults, bankruptcies and buyouts. While the US highway P3 market has grown gradually, failure to understand renegotiations and their potential consequences may dampen the market and adversely affect national infrastructure investment efforts. The analysis finds that insufficient evidence exists to disentangle the drivers of renegotiation in the US, although exogenous changes and contractual relationship complexity appear to be paramount. The analysis highlights the distinct political and institutional environment that shapes highway P3 renegotiations in the US, suggesting the need for continuing and sensible analysis to effectively manage the undesirable consequences of renegotiations. |
| Date: | 2014–12 |
| URL: | http://d.repec.org/n?u=RePEc:oec:itfaab:2014/16-en&r=all |
| By: | Joshua C. Hall (West Virginia University, Department of Economics); Amanda Ross (West Virginia University, Department of Economics); Christopher Yencha (West Virginia University, Department of Economics) |
| Abstract: | We find that congressional influences affect the amount of airport subsidies that a congressional district receives from the Essential Air Service (EAS) program. The EAS program was passed with the goal of helping to continue commercial air service to rural communities following the deregulation of the airline industry. Using subsidy data from 1998-2014, we find strong evidence that subsidies are higher in districts having congressional representation on the House Transportation Committee. Representation on the House Appropriations Committee is also associated with higher subsidies. Our empirical results, combined with news reports, are consistent with the EAS serving private as well as public interests. |
| Keywords: | congressional dominance, deregulation, airports |
| JEL: | D73 L93 |
| Date: | 2015–06 |
| URL: | http://d.repec.org/n?u=RePEc:wvu:wpaper:15-18&r=all |
| By: | Andrew Owen; Haibing Jiang (Nexus (Networks, Economics, and Urban Systems) Research Group, Department of Civil Engineering, University of Minnesota) |
| Abstract: | In the context of public transit networks, repeated calculation of accessibility at multiple departure times provides a more robust representation of local accessibility. However, these calculations can require significant amounts of time and/or computing power. One way to reduce these requirements is to calculate accessibility only for a sample of time points over a time window of interest, rather than every one. To date, many accessibility evaluation project have employed temporal sampling strategies, but the effects of different strategies have not been investigated and their performance has not been compared. Using detailed block-level accessibility calculated at 1-minute intervals as a reference dataset, four different temporal sampling strategies are evaluated. Systematic sampling at a regular interval performs well on average but is susceptible to spatially-clustered harmonic error effects which may bias aggregate accessibility results. A constrained random walk sampling strategy provides slightly worse average sample error, but eliminates the risk of harmonic error effects. |
| Keywords: | Accessibility, Sampling Strategies, Public Transport |
| JEL: | C14 R40 |
| Date: | 2015 |
| URL: | http://d.repec.org/n?u=RePEc:nex:wpaper:accessibilitysampling&r=all |
| By: | BALLIAUW, Matteo |
| Abstract: | Objective: The existing literature on the application of real options in maritime economics is rather limited. Bendall & Stent (2003, 2005, 2007) show how investing in a new ship or maritime technology can incorporate an option value. Another application is elaborated by Bjerksund & Ekern (1995), discussing the value of mean-reverting cash owes through contingent claim analysis, applied to time charters. The analysis of the entry and exit decision in the shipping markets can form an interesting extension of this research. Shipping markets are in nature uncertain and cyclical (Stopford, 2009). For this reason, the real options based model of Ruiz-Aliseda & Wu (2012) for stochastically cyclical markets will be applied to the shipping markets, in order to define entry and exit thresholds in this market. Data/Methodology: Data on the freight rates, costs and ship prices are used for estimating the parameters present in the real options based model of Ruiz-Aliseda & Wu (2012) for stochastically cyclical markets. This model incorporates a discrete-time Markov process, an alternative for the traditionally used geometric Brownian motion (GBM) and suited to model the cyclicality of the shipping markets. Investing in a ship and selling it again can respectively be interpreted as entering and exiting the market. Hence, the model can be applied here in order to predict the optimal values for entry and exit in the shipping markets. Results/Findings: The theoretically calculated results will be tested on real cases using data on container time charter prices over different periods, to see how well the theoretically developed model performs in the shipping markets. In that way, the estimation of parameters and the assumptions of the model can be evaluated on their accuracy in these cyclical markets. Implications for Research/Policy: In the first place, this case study can indicate how well the model performs in another market. If the model turns out to successfully predict market entry and exit thresholds, it could help companies to make better predictions on competitor behaviour. Also for policy makers, it could help to have a more accurate insight in the required capacity for ports. |
| Keywords: | Cyclical markets, Real options, Shipping markets, Container, Entry and exit decisions |
| Date: | 2015–05 |
| URL: | http://d.repec.org/n?u=RePEc:ant:wpaper:2015013&r=all |
| By: | Seong-Yun Jeong (Korea Institute of Civil Engineering and Building Technology) |
| Abstract: | The safety and quality of national road facilities must be guaranteed in the project implementation process. So the proper use of the construction standards in the project management planning process is a key success factor of a construction project. This study suggested a way for promote the use of the construction standards. For this purpose, this study was conducted to propose an information structure for construction standards based on WBS and CBS information structures used in the Standard for Digital Quantity Calculation of South Korea and the code numbering system of Korea Construction Standard. And the proposed structure was defined as XML schema so that the project participants could easily exchange or reuse the information and contents of the construction standards. |
| Keywords: | Project management planning, National road Construction, Construction standards, WBS, CBS, XML schema |
| JEL: | L74 O21 D80 |
| URL: | http://d.repec.org/n?u=RePEc:sek:ibmpro:3005345&r=all |
| By: | Dorothée Boccanfuso (Département d'Économique, Université de Sherbrooke); Marcelin Joanis (Département d'Économique, Université de Sherbrooke); Mathieu Paquet (Département d'Économique, Université de Sherbrooke); Luc Savard (Département d'Économique, Université de Sherbrooke) |
| Abstract: |  Since the works of Aschauer (1989a) and Munnell (1990), several authors have attempted to establish a relationship between public infrastructure spending and productivity or economic growth. In this paper, we use the dual approach to model the contribution of public spending in infrastructure in the province of Quebec, which is the same approach that was proposed by Harchaoui and Tarkhani (2003) and applied to the Canadian economy. We use Quebec economy data to measure the contribution of public capital to sectoral economic growth for the 1997-2002 period. Our results confirm a positive relationship between public capital and economic growth albeit of smaller magnitude than those estimated in Harchaoui and Tarkhani (2003). |
| Keywords: | Infrastructure, investment, growth, productivity. |
| JEL: | C13 D62 E22 H41 H54 |
| Date: | 2015–09 |
| URL: | http://d.repec.org/n?u=RePEc:shr:wpaper:15-10&r=all |