The Experts below are selected from a list of 84672 Experts worldwide ranked by ideXlab platform
Stefan Verweij - One of the best experts on this subject based on the ideXlab platform.
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how satisfaction is achieved in the implementation phase of large Transportation Infrastructure projects a qualitative comparative analysis into the a2 tunnel project
Public Works Management & Policy, 2015Co-Authors: Stefan Verweij, Lasse GerritsAbstract:In the implementation phase of Transportation Infrastructure projects, unplanned events will inevitably occur. Although this is increasingly acknowledged, little systematic research has been conduc...
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how satisfaction is achieved in the implementation phase of large Transportation Infrastructure projects a qualitative comparative analysis into the a2 tunnel project
Social Science Research Network, 2015Co-Authors: Stefan Verweij, Lasse GerritsAbstract:In the implementation phase of Transportation Infrastructure projects, unplanned events will inevitably occur. Although this is increasingly acknowledged, little systematic research has been conducted into what management strategies are best for dealing with these unplanned events. This article investigates how managers respond to unplanned events that occur in the context of a project during implementation, and which management responses produce satisfactory outcomes. To evaluate what strategies work in what contexts, we introduce multi-value Qualitative Comparative Analysis (mvQCA) and apply it to the Dutch A2 Maastricht Transportation Infrastructure project (the Netherlands). We produced systematic evidence that (a) internally oriented private management is associated with low satisfaction; (b) externally oriented management is associated with high satisfaction in responding to social, local unplanned events; and (c) that internally oriented management is associated with high satisfaction, depending in particular on the nature of the cooperation between principal and contractor in the project.
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reasons for contract changes in implementing dutch Transportation Infrastructure projects an empirical exploration
Social Science Research Network, 2015Co-Authors: Stefan Verweij, Ingmar Van Meerkerk, Iris KorthagenAbstract:An important contributor to cost overruns of Infrastructure projects is contract changes after the construction contract has been concluded. Using mainly descriptive statistics and non-parametric tests, real project data were analyzed from forty-five Dutch Transportation Infrastructure projects with a total construction contract value of over € 8.5 billion. First it was explored if we could find evidence for the presumption that contractors bid low on contracts to recover the loss of bid profit by claiming contract change costs in the project implementation. We conclude that we could not find evidence for the opportunistic behavior of contractors. Second, the different sizes and reasons for the contract changes were explored. We conclude that: scope changes are the most significant reason for contract changes, followed by technical necessities; smaller projects tend to have higher relative contract change costs; and contract changes due to omissions in the contract are more present in smaller projects than in larger projects. The results of the analysis suggest among other things that policymakers and planners should pay more attention to flexible contracting, and to the contract management of smaller projects.
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achieving satisfaction when implementing ppp Transportation Infrastructure projects a qualitative comparative analysis of the a15 highway dbfm project
Social Science Research Network, 2015Co-Authors: Stefan VerweijAbstract:This article investigates how managers in public-private partnership (PPP) projects respond to social or physical events during the implementation of their projects, and which of their responses produce satisfactory outcomes. Multi-value Qualitative Comparative Analysis (mvQCA) was used to examine the events that took place during a large Dutch Design, Build, Finance and Maintain (DBFM) Transportation Infrastructure project. The analysis found that most events were social in nature. Private managers' responses to these events were internally-oriented and resulted in dissatisfactory outcomes. In contrast, externally-oriented managerial responses were associated with satisfactory outcomes. The article concludes that both public and private managers need to invest sufficiently in stakeholder management resources and capabilities when implementing projects. Although the intention of DBFM contracts is to lower the burden on the government, public managers still play an important role as intermediaries between the contractor and the local stakeholders and this role should not be underestimated.
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understanding and researching complexity with qualitative comparative analysis evaluating Transportation Infrastructure projects
Evaluation, 2013Co-Authors: Stefan Verweij, Lasse GerritsAbstract:This article proposes a complexity-informed framework for evaluating Transportation Infrastructure projects. The article does this through four steps. First, the properties of Infrastructure develo...
Lasse Gerrits - One of the best experts on this subject based on the ideXlab platform.
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how satisfaction is achieved in the implementation phase of large Transportation Infrastructure projects a qualitative comparative analysis into the a2 tunnel project
Social Science Research Network, 2015Co-Authors: Stefan Verweij, Lasse GerritsAbstract:In the implementation phase of Transportation Infrastructure projects, unplanned events will inevitably occur. Although this is increasingly acknowledged, little systematic research has been conducted into what management strategies are best for dealing with these unplanned events. This article investigates how managers respond to unplanned events that occur in the context of a project during implementation, and which management responses produce satisfactory outcomes. To evaluate what strategies work in what contexts, we introduce multi-value Qualitative Comparative Analysis (mvQCA) and apply it to the Dutch A2 Maastricht Transportation Infrastructure project (the Netherlands). We produced systematic evidence that (a) internally oriented private management is associated with low satisfaction; (b) externally oriented management is associated with high satisfaction in responding to social, local unplanned events; and (c) that internally oriented management is associated with high satisfaction, depending in particular on the nature of the cooperation between principal and contractor in the project.
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how satisfaction is achieved in the implementation phase of large Transportation Infrastructure projects a qualitative comparative analysis into the a2 tunnel project
Public Works Management & Policy, 2015Co-Authors: Stefan Verweij, Lasse GerritsAbstract:In the implementation phase of Transportation Infrastructure projects, unplanned events will inevitably occur. Although this is increasingly acknowledged, little systematic research has been conduc...
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understanding and researching complexity with qualitative comparative analysis evaluating Transportation Infrastructure projects
Evaluation, 2013Co-Authors: Stefan Verweij, Lasse GerritsAbstract:This article proposes a complexity-informed framework for evaluating Transportation Infrastructure projects. The article does this through four steps. First, the properties of Infrastructure develo...
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understanding and researching complexity with qualitative comparative analysis evaluating Transportation Infrastructure projects
Social Science Research Network, 2013Co-Authors: Stefan Verweij, Lasse GerritsAbstract:This article proposes a complexity-informed framework for evaluating Transportation Infrastructure projects. The article does this through four steps. First, the properties of Infrastructure development projects are discussed. This leads to the conclusion that the specific locality or contextualization of a given project is important for explaining the outcome. Hence, there is a need for an ontology and epistemology that addresses the importance of this contextualization. The second step concerns the development of the prerequisites for a methodological framework that follows from this epistemology and ontology. The third step is the assessment of common Infrastructure evaluation methods against these prerequisites. This leads to the conclusion that a comparative case-based approach is the most suitable way to study the relationship between context and outcomes in projects. A framework based on Qualitative Comparative Analysis (QCA) is presented in the fourth step. The article concludes with a discussion of the further development of QCA.
Julien Touroult - One of the best experts on this subject based on the ideXlab platform.
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can linear Transportation Infrastructure verges constitute a habitat and or a corridor for insects in temperate landscapes a systematic review
Environmental Evidence, 2018Co-Authors: Anne Villemey, Arzhvael Jeusset, Marianne Vargac, Yves Bertheau, Aurelie Coulon, Julien Touroult, Sylvie Vanpeene, Bastien Castagneyrol, Herve Jactel, Isabelle WitteAbstract:Background : The role of linear Transportation Infrastructures (roads, railways, oil and gas pipelines, power lines, rivers and canals) in fragmenting natural habitats is fully acknowledged. Up to now, the potential of linear Transportation Infrastructures verges (road and railway embankments, strips of grass under power lines or above buried pipelines, or waterway banks) as habitat or corridor for biodiversity, remains controversial. In a context of decreasing natural habitats, the opportunities of anthropogenic areas for contributing to wildlife conservation have to be considered. The present paper is the first synthesis of evidence about the potential of linear Transportation Infrastructure verges as corridor and/or habitat for insects in temperate landscapes. Methods : A systematic literature survey was made using two online publication databases, a search engine and by sending a call for literature to subject experts. Identified articles were successively screened for relevance on titles, abstracts and full texts using criteria detailed in an a priori protocol. We then used six specific questions to categorize and to critically appraise the retained studies. These questions encompassed the potential of verges as habitats and corridors for insects, and the effects of management and landscape context on these potentialities. A user-friendly database was created to sort the studies with low and medium susceptibility to bias. We used these studies to synthesize results of each specific question in a narrative synthesis. Finally, studies that met the meta-analysis requirements were used for a quantitative synthesis. Results : Our searches identified 64,206 articles. After critical appraisal, 91 articles that reported 104 studies were included in our review. Almost all of them had “control-impact” design, only two studies used “before-after-control-impact” design, and one study used “before-after” design. In some cases, artificialization of Transportation Infrastructures lowered insect biodiversity while vegetation restoration had a moderate positive effect; the trend remained unclear for mowing/grazing practices. Urbanization and agriculture in the surroundings tended to lower the biodiversity hosted by verges, while natural and forested areas tended to promote it. No study dealt with the influence of management or surrounding landscape on insect dispersal along the verge. The small number of studies that compared the dispersal along verges and in habitats away from Transportation Infrastructures, together with the inconsistencies of their results, prevented us from drawing conclusions. Meta-analyses were performed on 709 cases from 34 primary studies that compared biodiversity in verges vs. other habitats. Overall insect species richness did not differ between LTI verges and compared habitats. Globally, insect abundance seemed higher on LTI verges than in compared habitats, a result driven by the higher abundance of pollinators and primary consumers on non-highway road verges than in habitats away from roads. Conclusions : A major knowledge gap regarding the potential of linear Transportation Infrastructure verges as corridors for insects has been identified. Thus, we encourage more research on this topic. Infrastructure practitioners could benefit from our results about linear Transportation Infrastructure verges as habitat for certain taxa and about the impact of their management practices on insect abundance and species richness.
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can linear Transportation Infrastructure verges constitute a habitat and or a corridor for biodiversity in temperate landscapes a systematic review protocol
Environmental Evidence, 2016Co-Authors: Arzhvael Jeusset, Marianne Vargac, Yves Bertheau, Aurelie Coulon, Nadine Deniaud, Frederique Flamerie De Lachapelle, Emmanuel Jaslier, Barbara Livoreil, Veronique Roy, Julien TouroultAbstract:The role of linear Transportation Infrastructures (roads, railways, oil and gas pipelines, power lines, rivers and canals) in fragmenting natural habitats has been demonstrated. Yet, the potential of habitat or corridor of their verges (road and railway embankments, strips of grass under power lines or above buried pipelines, or waterway banks) for biodiversity remains controversial. In a context of decreasing natural habitats, the potential of anthropogenic areas for contributing to wildlife conservation should be considered. Moreover, how linear Transportation Infrastructure verges should be managed in order to favor biodiversity is a crucial question. The present work describes the protocol of the first systematic synthesis of evidence of the potential of linear Transportation Infrastructure verges as habitat and/or corridor for biodiversity. Outcomes of the study will be useful for helping managers to improve their practices or for prioritizing actions of ecological restoration. The subject population will include both flora and fauna of the temperate climate, either species or communities. Exposures to linear Transportation Infrastructure verges, interventions of verge management (mowing, pruning, etc.) and environmental disturbances (pollution, wildfires, etc.) will be included. Both temporal and spatial comparators will be considered. Relevant outcomes will include dispersal, species richness and abundance. The scientific literature on the topic of the review may turn out to be very heterogeneous. Various management types, biodiversity outcomes and study designs might be conceived. If any combination of these is covered by a sufficient number of studies, we will perform a meta-analysis. At the least, we will produce a systematic map and a narrative synthesis.
Zhenhua Chen - One of the best experts on this subject based on the ideXlab platform.
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A Service of zbw Leibniz-Informationszentrum Wirtschaft Leibniz Information Centre for Economics Spatial Impact of Transportation Infrastructure: A Spatial Econometric CGE Approach
2020Co-Authors: Zhenhua ChenAbstract:Standard-Nutzungsbedingungen: Die Dokumente auf EconStor dürfen zu eigenen wissenschaftlichen Zwecken und zum Privatgebrauch gespeichert und kopiert werden. Sie dürfen die Dokumente nicht für öffentliche oder kommerzielle Zwecke vervielfältigen, öffentlich ausstellen, öffentlich zugänglich machen, vertreiben oder anderweitig nutzen. Sofern die Verfasser die Dokumente unter Open-Content-Lizenzen (insbesondere CC-Lizenzen) zur Verfügung gestellt haben sollten, gelten abweichend von diesen Nutzungsbedingungen die in der dort genannten Lizenz gewährten Nutzungsrechte. zchen7@gmu.edu Abstract Transportation Infrastructure plays an important role in regional economic development both in the stimulation of growth and as a response to output expansion. However, measuring these effects quantitatively has been a challenge due to the complicated impact mechanisms of Transportation Infrastructure. This complication is due to two reasons: first, regional impacts of Transportation Infrastructure are achieved through a mechanism that involves both a demand influence through the variation of Transportation price and a supply influence implemented through the variation of Transportation cost; second, impacts of Transportation are usually evaluated in a regional context where the presence of unobserved local or regional variables may give rise to spatial autocorrelation. As a result, impact analysis may become biased and spurious. This study develops a new method called Spatial Econometric Computable General Equilibrium (SECGE) model, which integrates both spatial econometrics with equilibrium modeling techniques to improve the effectiveness of impact analysis on Transportation Infrastructure. This study differs from previous studies in the following three aspects: First, through a spatial autocorrelation test, the presence of spatial dependence is observed and confirmed among the elasticities of factor substitution in the US. To deal with spatial dependence, spatial panel econometric techniques are introduced to estimate the elasticity of factor substitution of different sectors for the Constant Elasticity of Substitution (CES) production function with consideration of spatial direct and indirect effects. Terms of use: Documents in Second, Transportation impact analysis is conducted under different scenarios of general equilibrium frameworks. Unlike partial equilibrium analysis, general equilibrium analysis allows researchers to obtain much comprehensive understanding of Transportation Infrastructure's impacts given its consideration of interactions between the demand and the supply. The study validates the method by comparing traditional equilibrium simulation without controlling for spatial dependence and the new equilibrium simulation with consideration of spatial dependence. The comparison allows researchers to justify spatial impacts of Transportation Infrastructure. Third, the study is conducted with a focus on multiple modes of Transportation that includes road, rail, air, transit, pipeline and water Transportation. Unlike a unimodal perspective, the perspective of multiple modes is essential to achieve a comprehensive understanding of the Transportation Infrastructure systems. It also enables us to compare impacts between different types of Infrastructures and understand the relative importance of Transportation investment by mode. The study confirms that the US highway and streets plays a dominant role among all Transportation Infrastructure systems in economic development while public transit and passenger Transportation only plays the least important role among the systems. The result general equilibrium analysis also shows a difference between using spatial econometric estimates 2 and traditional OLS estimates. Although the differences are relatively small in this aggregate case study, implications for more sensitive disaggregated regional models are clear
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data review of Transportation Infrastructure public private partnership a meta analysis
Transport Reviews, 2016Co-Authors: Zhenhua Chen, Nobuhiko Daito, Jonathan L GiffordAbstract:Abstract The limited understanding of public–private partnerships (P3s) for Transportation Infrastructure finance has been generally attributed to a lack of data. The more fundamental question of how P3 data are utilized in the literature is more relevant and critical, but remains unclear. This study investigates this question by examining the linkages between research objectives and data characteristics through a meta-analysis of Infrastructure P3 studies using multinomial regressions. It analyzes 95 empirical studies that adopt actual data, selected from a P3 research database that includes over 345 studies and are classified into five categories including performance, contract, risk, value for money, and institutional factors. Results show that the case studies are less frequently utilized to understand P3s' institutional issues compared to those that focus on P3s' performance or VFM. Survey data are more frequently used to study P3 contracts rather than issues related to P3 project risk. We highlight ...
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data review of Transportation Infrastructure public private partnership a meta analysis
Transport Reviews, 2016Co-Authors: Zhenhua Chen, Nobuhiko Daito, Jonathan L GiffordAbstract:The limited understanding of public--private partnerships (P3s) for Transportation Infrastructure finance has been generally attributed to a lack of data. The more fundamental question of how P3 data are utilized in the literature is more relevant and critical, but remains unclear. This study investigates this question by examining the linkages between research objectives and data characteristics through a meta-analysis of Infrastructure P3 studies using multinomial regressions. It analyzes 95 empirical studies that adopt actual data, selected from a P3 research database that includes over 345 studies and are classified into five categories including performance, contract, risk, value for money, and institutional factors. Results show that the case studies are less frequently utilized to understand P3s' institutional issues compared to those that focus on P3s' performance or VFM. Survey data are more frequently used to study P3 contracts rather than issues related to P3 project risk. We highlight the need for policy-makers to require continuing disclosure of P3 performance for validating the effectiveness of the procurement model and to improve the practice.
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Multilevel assessment of public Transportation Infrastructure: a spatial econometric computable general equilibrium approach
The Annals of Regional Science, 2015Co-Authors: Zhenhua Chen, Kingsley E HaynesAbstract:Impact assessment of Transportation investment policy is a challenging task as assessment outcome is sensitive to various attributes such as methodology, time period, scale and location of analysis. This study is conducted to evaluate regional impact of public Transportation Infrastructure in the USA at multilevel geographic scales. The assessment is implemented using a spatial econometric computable general equilibrium approach which integrates spatial econometric techniques with computable general equilibrium models to control for spatial spillover effects. The results found that regional economic impacts of public Transportation Infrastructure vary substantially by mode and geographic scale. The US highway Infrastructure tends to have consistent and dominant impacts on both the US national and regional economy across different geographic scales. The impact of public airport Infrastructure tends to be much larger at the national level than state and metropolitan level, whereas the economic contribution of public transit including passenger rail Infrastructure tends to be much stronger at the US northeast metro level than the national level of analysis.
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multilevel assessment of public Transportation Infrastructure a spatial econometric computable general equilibrium approach
Social Science Research Network, 2013Co-Authors: Zhenhua Chen, Kingsley E HaynesAbstract:Impact assessment of Transportation investment policy is a challenging task as assessment outcome is sensitive to various attributes such as methodology, time period, scale and location of analysis. This study is conducted to evaluate regional impact of public Transportation Infrastructure in the US at multilevel geographic scales. The assessment is implemented using a spatial econometric computable general equilibrium (SECGE) approach which integrates spatial econometric techniques with computable general equilibrium models to control for spatial spillover effects. The results suggest that regional economic impacts of public Transportation Infrastructure vary substantially by mode as well as the scale and location of analysis. The different impact outcomes found in this study can be explained by a different investment strategy of public Transportation at different geographic scales.
Arzhvael Jeusset - One of the best experts on this subject based on the ideXlab platform.
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can linear Transportation Infrastructure verges constitute a habitat and or a corridor for insects in temperate landscapes a systematic review
Environmental Evidence, 2018Co-Authors: Anne Villemey, Arzhvael Jeusset, Marianne Vargac, Yves Bertheau, Aurelie Coulon, Julien Touroult, Sylvie Vanpeene, Bastien Castagneyrol, Herve Jactel, Isabelle WitteAbstract:Background : The role of linear Transportation Infrastructures (roads, railways, oil and gas pipelines, power lines, rivers and canals) in fragmenting natural habitats is fully acknowledged. Up to now, the potential of linear Transportation Infrastructures verges (road and railway embankments, strips of grass under power lines or above buried pipelines, or waterway banks) as habitat or corridor for biodiversity, remains controversial. In a context of decreasing natural habitats, the opportunities of anthropogenic areas for contributing to wildlife conservation have to be considered. The present paper is the first synthesis of evidence about the potential of linear Transportation Infrastructure verges as corridor and/or habitat for insects in temperate landscapes. Methods : A systematic literature survey was made using two online publication databases, a search engine and by sending a call for literature to subject experts. Identified articles were successively screened for relevance on titles, abstracts and full texts using criteria detailed in an a priori protocol. We then used six specific questions to categorize and to critically appraise the retained studies. These questions encompassed the potential of verges as habitats and corridors for insects, and the effects of management and landscape context on these potentialities. A user-friendly database was created to sort the studies with low and medium susceptibility to bias. We used these studies to synthesize results of each specific question in a narrative synthesis. Finally, studies that met the meta-analysis requirements were used for a quantitative synthesis. Results : Our searches identified 64,206 articles. After critical appraisal, 91 articles that reported 104 studies were included in our review. Almost all of them had “control-impact” design, only two studies used “before-after-control-impact” design, and one study used “before-after” design. In some cases, artificialization of Transportation Infrastructures lowered insect biodiversity while vegetation restoration had a moderate positive effect; the trend remained unclear for mowing/grazing practices. Urbanization and agriculture in the surroundings tended to lower the biodiversity hosted by verges, while natural and forested areas tended to promote it. No study dealt with the influence of management or surrounding landscape on insect dispersal along the verge. The small number of studies that compared the dispersal along verges and in habitats away from Transportation Infrastructures, together with the inconsistencies of their results, prevented us from drawing conclusions. Meta-analyses were performed on 709 cases from 34 primary studies that compared biodiversity in verges vs. other habitats. Overall insect species richness did not differ between LTI verges and compared habitats. Globally, insect abundance seemed higher on LTI verges than in compared habitats, a result driven by the higher abundance of pollinators and primary consumers on non-highway road verges than in habitats away from roads. Conclusions : A major knowledge gap regarding the potential of linear Transportation Infrastructure verges as corridors for insects has been identified. Thus, we encourage more research on this topic. Infrastructure practitioners could benefit from our results about linear Transportation Infrastructure verges as habitat for certain taxa and about the impact of their management practices on insect abundance and species richness.
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can linear Transportation Infrastructure verges constitute a habitat and or a corridor for biodiversity in temperate landscapes a systematic review protocol
Environmental Evidence, 2016Co-Authors: Arzhvael Jeusset, Marianne Vargac, Yves Bertheau, Aurelie Coulon, Nadine Deniaud, Frederique Flamerie De Lachapelle, Emmanuel Jaslier, Barbara Livoreil, Veronique Roy, Julien TouroultAbstract:The role of linear Transportation Infrastructures (roads, railways, oil and gas pipelines, power lines, rivers and canals) in fragmenting natural habitats has been demonstrated. Yet, the potential of habitat or corridor of their verges (road and railway embankments, strips of grass under power lines or above buried pipelines, or waterway banks) for biodiversity remains controversial. In a context of decreasing natural habitats, the potential of anthropogenic areas for contributing to wildlife conservation should be considered. Moreover, how linear Transportation Infrastructure verges should be managed in order to favor biodiversity is a crucial question. The present work describes the protocol of the first systematic synthesis of evidence of the potential of linear Transportation Infrastructure verges as habitat and/or corridor for biodiversity. Outcomes of the study will be useful for helping managers to improve their practices or for prioritizing actions of ecological restoration. The subject population will include both flora and fauna of the temperate climate, either species or communities. Exposures to linear Transportation Infrastructure verges, interventions of verge management (mowing, pruning, etc.) and environmental disturbances (pollution, wildfires, etc.) will be included. Both temporal and spatial comparators will be considered. Relevant outcomes will include dispersal, species richness and abundance. The scientific literature on the topic of the review may turn out to be very heterogeneous. Various management types, biodiversity outcomes and study designs might be conceived. If any combination of these is covered by a sufficient number of studies, we will perform a meta-analysis. At the least, we will produce a systematic map and a narrative synthesis.
