The Experts below are selected from a list of 44406 Experts worldwide ranked by ideXlab platform
Yu Zhou - One of the best experts on this subject based on the ideXlab platform.
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Foreign capital, public Infrastructure, and wage inequality in developing countries
International Review of Economics & Finance, 2014Co-Authors: Yu ZhouAbstract:Abstract We establish four-sector general equilibrium models to investigate how an inflow of foreign capital influences the skilled–unskilled wage inequality in the presence of the endogenous public Infrastructure Provision. In the situation of the pure public Infrastructure Provision, the change of the skilled–unskilled wage inequality is determined by the comparison of the capital distributive shares in urban sectors. In the case of the semi-public Infrastructure Provision, the change of the skilled–unskilled wage gap is determined by the factor substitution elasticities in urban sectors. A potential extension is also given and it confirms the robustness of the obtained results.
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public Infrastructure Provision and skilled unskilled wage inequality in developing countries
Labour Economics, 2012Co-Authors: Yu ZhouAbstract:Abstract In this paper, we develop several static three-sector general equilibrium models with diverse labor market structures to investigate the effects of government Provision of public Infrastructure on the skilled–unskilled wage inequality in developing countries. The basic full employment model shows that the production sectors' relative dependence on the public Infrastructure Provision plays a crucial role in determining the skilled–unskilled wage inequality. Different relative dependences on public Infrastructure may even result in opposite changes in the skilled–unskilled wage inequality. The above results are robust even when we extend the basic full employment model to three fundamentally different cases.
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Public Infrastructure Provision and skilled–unskilled wage inequality in developing countries
Labour Economics, 2012Co-Authors: Yu ZhouAbstract:Abstract In this paper, we develop several static three-sector general equilibrium models with diverse labor market structures to investigate the effects of government Provision of public Infrastructure on the skilled–unskilled wage inequality in developing countries. The basic full employment model shows that the production sectors' relative dependence on the public Infrastructure Provision plays a crucial role in determining the skilled–unskilled wage inequality. Different relative dependences on public Infrastructure may even result in opposite changes in the skilled–unskilled wage inequality. The above results are robust even when we extend the basic full employment model to three fundamentally different cases.
Phill Wheat - One of the best experts on this subject based on the ideXlab platform.
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dynamics in rail Infrastructure Provision maintenance and renewal costs in sweden
Economics of Transportation, 2018Co-Authors: Kristofer Odolinski, Phill WheatAbstract:Abstract In this paper, we extend to the literature on marginal wear and tear cost estimation in railways, by applying a panel vector autoregressive model to rail Infrastructure renewals and maintenance costs, using an extensive dataset from Sweden. This study is significant given the inherent difficulties in modelling the substantial renewals element of Infrastructure costs, as well as the need to account for the dynamics in renewals and maintenance. The dynamic model allows us to estimate equilibrium cost elasticities with respect to train usage, which are significantly larger than their static counterparts. Overall, this work highlights that dynamics in rail Infrastructure costs are important to consider when setting track access charges with respect to the wear and tear caused by traffic. This is particularly important given several countries, for example France, Sweden and Switzerland, are now setting access charges at marginal costs based on econometric studies.
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dynamics in rail Infrastructure Provision maintenance and renewal costs in sweden
2016Co-Authors: Kristofer Odolinski, Phill WheatAbstract:In this paper we analyze the dynamics between rail Infrastructure renewals and maintenance in Sweden, using a panel vector autoregressive model. The model estimation also comprises intertemporal effects for each of these activities. We find that past values of maintenance gives a better prediction of current renewal costs compared to only using past values of renewals as a predictor. Moreover, the results indicate intertemporal effects for both renewals and maintenance, where an increase in costs during a year predicts an increase in costs in the following year. The dynamic model also allows us to estimate equilibrium cost elasticities with respect to ton density, which are significantly larger than its static counterparts. Overall, this work highlights that dynamics in rail Infrastructure costs are important to consider when setting track access charges with respect to the wear and tear caused by traffic.
Kristofer Odolinski - One of the best experts on this subject based on the ideXlab platform.
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dynamics in rail Infrastructure Provision maintenance and renewal costs in sweden
Economics of Transportation, 2018Co-Authors: Kristofer Odolinski, Phill WheatAbstract:Abstract In this paper, we extend to the literature on marginal wear and tear cost estimation in railways, by applying a panel vector autoregressive model to rail Infrastructure renewals and maintenance costs, using an extensive dataset from Sweden. This study is significant given the inherent difficulties in modelling the substantial renewals element of Infrastructure costs, as well as the need to account for the dynamics in renewals and maintenance. The dynamic model allows us to estimate equilibrium cost elasticities with respect to train usage, which are significantly larger than their static counterparts. Overall, this work highlights that dynamics in rail Infrastructure costs are important to consider when setting track access charges with respect to the wear and tear caused by traffic. This is particularly important given several countries, for example France, Sweden and Switzerland, are now setting access charges at marginal costs based on econometric studies.
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dynamics in rail Infrastructure Provision maintenance and renewal costs in sweden
2016Co-Authors: Kristofer Odolinski, Phill WheatAbstract:In this paper we analyze the dynamics between rail Infrastructure renewals and maintenance in Sweden, using a panel vector autoregressive model. The model estimation also comprises intertemporal effects for each of these activities. We find that past values of maintenance gives a better prediction of current renewal costs compared to only using past values of renewals as a predictor. Moreover, the results indicate intertemporal effects for both renewals and maintenance, where an increase in costs during a year predicts an increase in costs in the following year. The dynamic model also allows us to estimate equilibrium cost elasticities with respect to ton density, which are significantly larger than its static counterparts. Overall, this work highlights that dynamics in rail Infrastructure costs are important to consider when setting track access charges with respect to the wear and tear caused by traffic.
Simon Guy - One of the best experts on this subject based on the ideXlab platform.
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Infrastructure Provision development processes and the co production of environmental value
Urban Studies, 1997Co-Authors: S Marvin, Simon GuyAbstract:This paper argues that the current debate about developer contributions in relation to Infrastructure networks is blinding us to radical shifts emerging in the relationship between Infrastructure providers and developers. Moreover, we suggest that conventional planning discourse about Infrastructure charges, standardised service fees and impact assessment could actually hamper the emergence of this new logic. The paper illustrates how a new logic of network Provision is subtly, yet profoundly, shifting the context within which the bargaining process unfolds by highlighting the proactive role of Infrastructure providers in shaping the location, form and specification of three new developments. We argue that if debate is not extended to take account of these new Infrastructure practices then planners will miss a significant new opportunity for promoting new communities of interest between actors who have conventionally been seen as adversarial and thereby encouraging environmentally sensitive development activity that may provide wider community benefits.
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Transforming Urban Infrastructure Provision: The Emerging logic of Demand Side Management
Policy Studies, 1996Co-Authors: Simon Guy, Simon MarvinAbstract:Abstract The Provision of electricity, water and transportation forms a vital underpinning to urban development. Despite this importance, the mode by which Infrastructure services are provided has been largely taken for granted and has attracted relatively little interest from urban studies and policy‐ making communities. This paper, based on the results of an 18 month ESRC Global Environmental Change programme project, reconnects urban policy to Infrastructure management by highlighting how the adoption of supply‐led or more demand‐responsive modes of Infrastructure Provision critically shapes the intensity, and so the relative environmental impact, of networked services in contemporary cities. The paper highlights how DSM initiatives create a ‘new context’ within which Infrastructure providers and users form a shared interest in the tailoring of supply and demand providing a powerful impetus to energy and water efficiency measures and more integrated transport packages. The paper argues that local polic...
Alexander Galetovic - One of the best experts on this subject based on the ideXlab platform.
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Public-Private Partnerships and Infrastructure Provision in the United States
2011Co-Authors: Eduardo Engel, Ronald Fischer, Alexander GaletovicAbstract:Spending on necessary Infrastructure is likely to be cut back in coming decades, as the federal and state governments struggle with large debt burdens. This will hamper future growth, particularly given the dismal state of current Infrastructure. The American Society of Civil Engineers estimates that, as a result of decades of insufficient investment, the Infrastructure deficit in the United States amounts to $2.2 trillion. In particular, spending on roads is little more than a third of the estimated requirement of $186 billion per year. The lack of resources for Infrastructure maintenance and improvement extends across all sectors, from levees to wastewater treatment, and from transportation to schools. In this context, public-private partnerships (PPPs) seem a godsend to replace the lack of government investment, by promising the availability of large amounts of resources for Infrastructure projects. Despite these promises, the wave of PPPs that changed Infrastructure Provision in many countries during the last two decades only has had minor impact in the United States. While the UK financed $50 billion in transportation Infrastructure via PPPs between 1990 and 2006, the US, an economy more than six times as large as the UK, only financed approximately $10 billion during this period. While some countries succeeded in harnessing PPPs to develop their Infrastructure, most found that PPPs can lead to surprisingly bad outcomes. The object of this paper is to offer proposals that make it more likely that PPPs fulfill a useful role in the recovery of American Infrastructure.
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Privatizing Roads: an "Old" New Approach to Infrastructure Provision
2002Co-Authors: Eduardo Engel, Ronald Fischer, Alexander GaletovicAbstract:During most of the twentieth century, highways, tunnels and bridges were viewed as public goods that had to be provided by the government. By the end of the century, however, chronic budgetary problems had led governments to allow participation of private firms in financing, building,and operating Infrastructure projects. For example, worldwide private invest-ment in transport Infrastructure went from almost nothing before 1990 to $10 billion in 1990–91 and almost $30 billion in 1997–98. Massive infras-tructure projects like the Second Severn Bridge in the UK, the Guangzhou-Shenzen highway in China, or the 1,000 miles of upgraded Panamerican Highway in Chile have been financed and are being operated by private firms. Even in the United States, cash-strapped Orange County of the early 90’s was unable to provide for needed expansion of the Riverside Freeway and resorted to private funding and operation. Thus, it has become increas-ingly accepted that private firms should finance, build, and operate roads, and that the revenues needed to pay for them should come from user fees rather than general funds. In view of these trends it is remarkable that only two private toll-roads were built in the United States during the twentieth century: the Dulles Greenway in Virginia and the 91 Express Lanes in Orange County, CA.