The Experts below are selected from a list of 104517 Experts worldwide ranked by ideXlab platform
Céline Guivarch - One of the best experts on this subject based on the ideXlab platform.
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Transport Infrastructure costs in low-carbon pathways
Transportation Research Part D: Transport and Environment, 2016Co-Authors: Eoin Ó Broin, Céline GuivarchAbstract:The rate and manner in which Transport Infrastructure (e.g. roads, railway tracks, airports) is deployed, will play an important role in determining energy demand, greenhouse gas emissions and the economic impact of the Transport sector. This paper describes an exercise where the costs of Infrastructure deployment for the Transport sector have been incorporated into the IMACLIM-R Global E3 IAM. In addition to adding these costs, the modelling of the criteria for the deployment of Infrastructure for roads has also been improved. It is found that this model recalibration results in a more accurate baseline as compared to historically observed data (2001–2013) for investments in energy demand, road Infrastructure, and passenger kilometers travelled. Regarding macroeconomic effects, it is found that the imposition of a carbon emission trajectory to 2100 cause GDP to decrease relative to the newly calibrated baseline – this is a standard IAM result. However, when the deployment of Infrastructure for roads and air travel is further constrained, the GDP loss is less than with a fixed carbon emission trajectory only. This is because early restriction of Infrastructure for roads and air travel allows an expansion of public Transport Infrastructure which is adequate to meet low-carbon Transport service demand whereas when less public Transport Infrastructure is available, more costly mitigation investments must be made in other parts of the economy. This suggests that restricting Infrastructure deployment as a complementary policy to carbon pricing, lowers the cost of mitigation
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Transport Infrastructure costs in low-carbon pathways
Transportation Research Part D: Transport and Environment, 2016Co-Authors: Eoin Ó Broin, Céline GuivarchAbstract:The rate and manner in which Transport Infrastructure (e.g. roads, railway tracks, airports) is deployed, will play an important role in determining energy demand, greenhouse gas emissions and the economic impact of the Transport sector. This paper describes an exercise where the costs of Infrastructure deployment for the Transport sector have been incorporated into the IMACLIM-R Global E3 IAM. In addition to adding these costs, the modelling of the criteria for the deployment of Infrastructure for roads has also been improved. It is found that this model recalibration results in a more accurate baseline as compared to historically observed data (2001–2013) for investments in energy demand, road Infrastructure, and passenger kilometers travelled. Regarding macroeconomic effects, it is found that the imposition of a carbon emission trajectory to 2100 cause GDP to decrease relative to the newly calibrated baseline – this is a standard IAM result. However, when the deployment of Infrastructure for roads and air travel is further constrained, the GDP loss is less than with a fixed carbon emission trajectory only. This is because early restriction of Infrastructure for roads and air travel allows an expansion of public Transport Infrastructure which is adequate to meet low-carbon Transport service demand whereas when less public Transport Infrastructure is available, more costly mitigation investments must be made in other parts of the economy. This suggests that restricting Infrastructure deployment as a complementary policy to carbon pricing, lowers the cost of mitigation
Eoin Ó Broin - One of the best experts on this subject based on the ideXlab platform.
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Transport Infrastructure costs in low-carbon pathways
Transportation Research Part D: Transport and Environment, 2016Co-Authors: Eoin Ó Broin, Céline GuivarchAbstract:The rate and manner in which Transport Infrastructure (e.g. roads, railway tracks, airports) is deployed, will play an important role in determining energy demand, greenhouse gas emissions and the economic impact of the Transport sector. This paper describes an exercise where the costs of Infrastructure deployment for the Transport sector have been incorporated into the IMACLIM-R Global E3 IAM. In addition to adding these costs, the modelling of the criteria for the deployment of Infrastructure for roads has also been improved. It is found that this model recalibration results in a more accurate baseline as compared to historically observed data (2001–2013) for investments in energy demand, road Infrastructure, and passenger kilometers travelled. Regarding macroeconomic effects, it is found that the imposition of a carbon emission trajectory to 2100 cause GDP to decrease relative to the newly calibrated baseline – this is a standard IAM result. However, when the deployment of Infrastructure for roads and air travel is further constrained, the GDP loss is less than with a fixed carbon emission trajectory only. This is because early restriction of Infrastructure for roads and air travel allows an expansion of public Transport Infrastructure which is adequate to meet low-carbon Transport service demand whereas when less public Transport Infrastructure is available, more costly mitigation investments must be made in other parts of the economy. This suggests that restricting Infrastructure deployment as a complementary policy to carbon pricing, lowers the cost of mitigation
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Transport Infrastructure costs in low-carbon pathways
Transportation Research Part D: Transport and Environment, 2016Co-Authors: Eoin Ó Broin, Céline GuivarchAbstract:The rate and manner in which Transport Infrastructure (e.g. roads, railway tracks, airports) is deployed, will play an important role in determining energy demand, greenhouse gas emissions and the economic impact of the Transport sector. This paper describes an exercise where the costs of Infrastructure deployment for the Transport sector have been incorporated into the IMACLIM-R Global E3 IAM. In addition to adding these costs, the modelling of the criteria for the deployment of Infrastructure for roads has also been improved. It is found that this model recalibration results in a more accurate baseline as compared to historically observed data (2001–2013) for investments in energy demand, road Infrastructure, and passenger kilometers travelled. Regarding macroeconomic effects, it is found that the imposition of a carbon emission trajectory to 2100 cause GDP to decrease relative to the newly calibrated baseline – this is a standard IAM result. However, when the deployment of Infrastructure for roads and air travel is further constrained, the GDP loss is less than with a fixed carbon emission trajectory only. This is because early restriction of Infrastructure for roads and air travel allows an expansion of public Transport Infrastructure which is adequate to meet low-carbon Transport service demand whereas when less public Transport Infrastructure is available, more costly mitigation investments must be made in other parts of the economy. This suggests that restricting Infrastructure deployment as a complementary policy to carbon pricing, lowers the cost of mitigation
Taotao Deng - One of the best experts on this subject based on the ideXlab platform.
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impacts of Transport Infrastructure on productivity and economic growth recent advances and research challenges
Transport Reviews, 2013Co-Authors: Taotao DengAbstract:The paper provides an update of the survey focusing on estimating the contribution of Transport Infrastructure to productivity and economic growth. The central questions addressed are possible reasons behind the conflicting results reported in the literature on the elasticity of economic output with respect to Transport Infrastructure investment. After providing a systematic review of recent empirical studies on the effects of Transport Infrastructure on productivity and economic growth, the paper notes that controversial results can be attributed to ten causes (grouped into three categories for distinguishing): (1) related to different contexts: research period, geographical scales, and country's capability in enabling economic development; (2) related to different phenomena that are being measured: different economic sectors, different types of Transport Infrastructure, and different quality levels of Transport Infrastructure; and (3) related to distinct ways of measuring a similar phenomenon: measures used to describe the dependent variable and explanatory variable, functional specification, and estimation method of the econometric model. Strong network externalities of Transport Infrastructure may result in nonlinearity of the relationship between Transport Infrastructure and economic growth. Moreover, the absence of spatial concerns in Infrastructure's impacts is another important source of inconclusive results. Finally, building on recent literature, the paper has discussed policy implications and identified several research avenues for further research.
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impacts of Transport Infrastructure on productivity and economic growth recent advances and research challenges
Transport Reviews, 2013Co-Authors: Taotao DengAbstract:ABSTRACTThe paper provides an update of the survey focusing on estimating the contribution of Transport Infrastructure to productivity and economic growth. The central questions addressed are possible reasons behind the conflicting results reported in the literature on the elasticity of economic output with respect to Transport Infrastructure investment. After providing a systematic review of recent empirical studies on the effects of Transport Infrastructure on productivity and economic growth, the paper notes that controversial results can be attributed to ten causes (grouped into three categories for distinguishing): (1) related to different contexts: research period, geographical scales, and country's capability in enabling economic development; (2) related to different phenomena that are being measured: different economic sectors, different types of Transport Infrastructure, and different quality levels of Transport Infrastructure; and (3) related to distinct ways of measuring a similar phenomenon: m...
Alfred J Baird - One of the best experts on this subject based on the ideXlab platform.
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Redefining maritime Transport Infrastructure
Container Management, 2010Co-Authors: Alfred J BairdAbstract:Subtitle: The EU's Motorways of the Sea (MoS) initiative aims to achieve a modal shift from land to sea Transport. However, as professor Alfred J. Baird argues, the first step is to establish a clear definition of what constitutes maritime Transport Infrastructure--which implies a shift of emphasis from ports to shipping.
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Redefining maritime Transport Infrastructure
Proceedings of the Institution of Civil Engineers - Civil Engineering, 2010Co-Authors: Alfred J BairdAbstract:Aided by investigation and analysis of European maritime policies and ongoing Transport network developments, this paper redefines maritime Transport Infrastructure as the ships themselves rather than just the ports at each end. It argues that the seaway platform, namely the floating deck of a vessel, is comparable in a functional sense with road and rail Infrastructure. This new interpretation could result in a more equitable approach to policy-making, public funding and user charging for maritime Transport.
Boopen Seetanah - One of the best experts on this subject based on the ideXlab platform.
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Transport Infrastructure and foreign direct investment
Journal of International Development, 2008Co-Authors: A. J. Khadaroo, Boopen SeetanahAbstract:This paper analyses the role of Infrastructure availability, particularly with respect to Transportation, in improving the investment climate for and in determining the attractiveness of foreign direct investment (FDI) inflows. The study is initially based on the small island developing state of Mauritius for the period 1960–2004. Using an ARDL approach, Transport Infrastructure availability is seen to have contributed to the relative attractiveness of the country towards FDI and such is also the case for non-Transport Infrastructure. Moreover, the presence of dynamism and endogeneity is also established in FDI modelling. The analysis was then extended for the case of a sample of 20 African economies over the period 1986–2000. Using panel data framework, the fixed effect model estimated a positive and significant coefficient for Transport Infrastructure, implying that foreign direct investors are sensitive to Transport capital. The other type of Infrastructure is also judged to be important by these investors, though to a slightly lesser extent than Transport. These findings supplement the existing literature on the determinant of FDI. Copyright © 2008 John Wiley & Sons, Ltd.
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Transport Infrastructure and tourism development
Annals of Tourism Research, 2007Co-Authors: Jameel Khadaroo, Boopen SeetanahAbstract:Abstract This paper investigates the significance of Transport Infrastructure as a factor in destination development, showing it to be part of the classical demand for international tourism functions. An application involving the island of Mauritius is presented, whereby total tourist arrivals are modeled. The findings show that tourists from Europe/America and Asia are particularly sensitive to the island’s Transport Infrastructure. Those from Europe/America are also sensitive to its nonTransport Infrastructure. Both types of Infrastructure, as well as income of tourists, distance, and relative prices are important ingredients in their own respect in the tourism demand equation. Mauritius is an expanding destination, with the European and American markets being most promising.
