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Journal articles on the topic 'Infrastructures de transport – Finances'

Author: Grafiati

Published: 4 June 2021

Last updated: 1 February 2022

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1

van Asselt, Marjolein B. A., Ellen Vos, and Isabelle Wildhaber. "Some Reflections on EU Governance of Critical Infrastructure Risks." European Journal of Risk Regulation 6, no. 2 (June 2015): 185–90. http://dx.doi.org/10.1017/s1867299x00004487.

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Critical infrastructure (CI) sees to assets that are essential for the functioning of a society and economy, as they provide public services, enhance quality of life, sustain private profits and spur economic growth. Assets of CI differ considerably, ranging from hardware such as cables and wires, through to networks for the generation and supply of energy sources. Critical infrastructures encompass many sectors of the economy, such as banking and finance, transport and distribution, energy, utilities, health, food supply and communications, aswell as key government services.

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2

Rudel, Roman, Ornella Tarola, and Rico Maggi. "Pricing and financing transport infrastructures in switzerland. A success story?" Research in Transportation Economics 15 (January 2005): 205–13. http://dx.doi.org/10.1016/s0739-8859(05)15016-1.

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3

Riou, Stéphane. "How growth and location are sensitive to transport and telecommunication infrastructures ?" Recherches économiques de Louvain 69, no. 3 (2003): 241. http://dx.doi.org/10.3917/rel.693.0241.

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4

Greaves, Rosa. "EC Transport Law and Policy: A Status Report." Cambridge Yearbook of European Legal Studies 2 (1999): 261–84. http://dx.doi.org/10.5235/152888712802815725.

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Although, in the history of the European Community, the period 1958 to 1985 will not be remembered for remarkable achievement as far as the freedom to provide transport services is concerned, the nineties have redressed the balance, even though a complete Common Transport Policy (CTP) has not yet been achieved. This paper seeks to summarise the current status of the CTP and to focus on two longstanding problems. These problems are the proposals to finance, and then maintain, transport infrastructures and the debate on the Community’s external competence in the field of transport, particularly sea and air transport. However, an appreciation of what has been achieved in the nineties cannot be done without recalling briefly some of the historical background.

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Greaves, Rosa. "EC Transport Law and Policy: A Status Report." Cambridge Yearbook of European Legal Studies 2 (1999): 261–84. http://dx.doi.org/10.1017/s1528887000003384.

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Although, in the history of the European Community, the period 1958 to 1985 will not be remembered for remarkable achievement as far as the freedom to provide transport services is concerned, the nineties have redressed the balance, even though a complete Common Transport Policy (CTP) has not yet been achieved. This paper seeks to summarise the current status of the CTP and to focus on two longstanding problems. These problems are the proposals to finance, and then maintain, transport infrastructures and the debate on the Community’s external competence in the field of transport, particularly sea and air transport. However, an appreciation of what has been achieved in the nineties cannot be done without recalling briefly some of the historical background.

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6

Lesourne, Jacques. "Les infrastructures de transport et la localisation des agents économiques: Quelques évidences." Revue économique 36, no. 1 (January 1985): 169. http://dx.doi.org/10.2307/3501682.

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7

Lesourne, Jacques. "Les infrastructures de transport et la localisation des agents économiques : quelques évidences." Revue économique 36, no. 1 (1985): 169–214. http://dx.doi.org/10.3406/reco.1985.408837.

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8

Ponti, Marco. "The Regulatory Issues of Transport Infrastructures, and of Toll Highways in Particular." Research in Transportation Economics 15 (January 2005): 1–14. http://dx.doi.org/10.1016/s0739-8859(05)15001-x.

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9

Maffii, Silvia, Riccardo Parolin, and Marco Ponti. "Social marginal cost pricing and second best alternatives in partnerships for transport infrastructures." Research in Transportation Economics 30, no. 1 (January 2010): 23–28. http://dx.doi.org/10.1016/j.retrec.2010.10.004.

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10

Fyshchuk, Iryna, Roland Giese, and Layla Tussupova. "CHANGE MANAGEMENT PROCESS THROUGH TOURISM IN FINANCE ASPECTS ACCORDING TO THE TRANSNATIONAL PROJECT AS THE NEW SILK ROAD." Public Administration and Regional Development, no. 5 (September 10, 2019): 581–601. http://dx.doi.org/10.34132/pard2019.05.06.

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Finances in the international tourism are under the influence of globalization and integration processes the most dynamic development and becoming one of the influential factors on which it depends on growth of economy, increase of competitiveness of the country in world markets, improving the well-being of the population. Globalization refers to the process of globalization economic, political and cultural mutual rapprochement and education interconnections. The processes of globalization in the tourism market are characterized by change of technologies as change management approach, internationalization of business activity, modernization of transport infrastructure, the creation of a regulatory mechanism.

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11

Marciano, Alain, and Xavier Peraldi. "Le financement des infrastructures de transport dans les régions périphériques. Une approche par les choix publics." Revue économique 48, no. 2 (March 1997): 257. http://dx.doi.org/10.2307/3502539.

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12

Marciano, Alain, and Xavier Peraldi. "Le financement des infrastructures de transport dans les régions périphériques. Une approche par les choix publics." Revue économique 48, no. 2 (1997): 257–70. http://dx.doi.org/10.3406/reco.1997.409874.

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13

Smutek, Jan. "Change of municipal finances due to suburbanization as a development challenge on the example of Poland." Bulletin of Geography. Socio-economic Series 37, no. 37 (September 26, 2017): 139–49. http://dx.doi.org/10.1515/bog-2017-0030.

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AbstractThe article summarizes the results of a study of the impact of suburbanization on the budgets of Polish gminas existing in the zones of influence of big cities. The study covers the 2001-2010 period and examines the zone of influence of 12 most important cities, following the National Spatial Development Concept 2030. Revenues, and therefore expenditures of gminas, are increasing due to the process of suburbanization. That growth is concentrated in a relatively small number of administrative units. One of the most important results is the increase in gminas’ income from their shares in PIT. The second consists in higher incomes from the property taxes, mostly on commercial property. Higher incomes on assets are concentrated in the areas that were formerly developed. Transfer incomes are lower in suburbanizing areas. Suburbanization results in higher expenditure on transport (mostly road infrastructure) and lower on education (postponement of investments), and social assistance. Higher expenditures on housing are concentrated in the areas that were developed in the past.

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14

Griškevičiūtė-Gečienė, Aušrinė. "THE EVALUATION OF INVESTMENT PROJECTS WITHIN THE TERRITORY OF DEVELOPMENT." TRANSPORT 25, no. 2 (June 30, 2010): 203–14. http://dx.doi.org/10.3846/transport.2010.25.

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Sustainable development is the most researchable sphere of many experts in urbanistics, architecture, transport, environment and economics in Lithuania. Every period of time has specific problems and solutions to solve them. The present days have increased the level of automobilization and growing traffic in cities has become the main task for sustainable development. State‐wide improvement and development of transport infrastructure relate to the level of assigned investments that depend on State transport policy and existing opportunities. Comparing to several EU member states, the procedures of evaluating data on transport infrastructure projects evolved in parallel with the EU‐financed projects. Therefore, it could be stated that this area is not falling behind. The analysis of evaluation methods in Lithuania and foreign countries showed that there were no standardized and united methods for evaluating projects on urban system infrastructure. During the last decade, investment projects in cooperation with the State were evaluated using complex analysis in Lithuania. Cost‐benefit analysis was and is still being used for evaluating the EU‐financed projects. Multicriteria analysis is often carried out in the EU and other countries to evaluate the financial feasibility of transport infrastructure and takes its first steps in Lithuania.

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15

Lisiak-Zielińska, Marta, and Agnieszka Ziernicka-Wojtaszek. "Spatial Variation in Tourism and Investment Potential in the Context of Sustainable Development—A Case Study of Staszowski County." Sustainability 13, no. 1 (December 22, 2020): 3. http://dx.doi.org/10.3390/su13010003.

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The aim of the study was to assess spatial variation in the tourism and investment potential of Staszowski County and to indicate possibilities for sustainable development of tourism in the area. The method of synthetic measures was used for the analysis, taking into account 45 features characterizing the tourism and investment space, including tourism assets, the state and protection of the environment, transport accessibility, hotels, eating establishments and supplementary facilities, service and technical infrastructure, population relations, and commune finances. The features were analysed using geostatistical and statistical tools. The analyses, despite certain methodological limitations, indicated that there is still great potential for more sustainable development of tourism in the county. The spatial distribution of the features did not show a tendency to form clusters, but most of them were located in the centre of the study area, in two communes—Staszów and Połaniec. The most attractive commune in terms of tourism and investment was Staszów, with strong tourism assets and a well-developed service and technical infrastructure. This commune, however, has one of the lowest environmental protection indices in the county.

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Pollák, František, Josef Vodák, Jakub Soviar, Peter Markovič, Gianluca Lentini, Valerio Mazzeschi, and Alessandro Luè. "Promotion of Electric Mobility in the European Union—Overview of Project PROMETEUS from the Perspective of Cohesion through Synergistic Cooperation on the Example of the Catching-Up Region." Sustainability 13, no. 3 (February 1, 2021): 1545. http://dx.doi.org/10.3390/su13031545.

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This project report presents the rationale and the first results as regards the ongoing learning process of the PROMETEUS (PROMotion of EmobiliTy in EU regionS) project, co-financed by the Interreg Europe program, in the context of EU policies and programs dedicated to the promotion of sustainable mobility, and electric mobility in particular. Electric mobility, and in general low-carbon mobility, is one of the main targets of the European Union’s policies dedicated to a green transition. Despite continuous efforts, the number of electric cars in circulation remains low and the objectives of expanding the market for such vehicles by 2030 are still far from being fulfilled. Up until 2018, the share of electric vehicles was in fact only 1.5% of total car sales in the EU. Specifically, it has been noted that an increase in the uptake of electric vehicles in Europe is hampered by the presence of three main barriers: affordability, infrastructure availability, and lack of investments. In this context, project PROMETEUS has aimed at tackling the lacunae in the availability of infrastructures for a transition towards electric mobility in the partnership’s regions, namely, Carinthia in Austria, Castilla y León in Spain, Lazio in Italy, Malta, and Prešov in Slovakia, and at countering low awareness in the public through the improvement of policy instruments linked to structural funds. In order to approach and clarify the process of improvement of those policy instruments, we have summarized and presented the reference results and outputs from the Action Plans across the partners. Moreover, the report discusses in detail the output of the regional Action Plan of the one of project partners—the Prešov region, as the form of a model example—as the initial situation in terms of infrastructure development in the region posing as the biggest challenge for the project. Managerial as well as research summaries can be helpful in the implementation of similar projects; in the continuous improvement of policy instruments; and, last but not least, in the formulation of new challenges to improve awareness of sustainable forms of transport.

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17

Baubion, Charles. "Losing memory – the risk of a major flood in the Paris region: Improving prevention policies." Water Policy 17, S1 (February 10, 2015): 156–79. http://dx.doi.org/10.2166/wp.2015.008.

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This paper provides a snapshot of the key findings of an Organisation for Economic Co-operation and Development (OECD) review of flood risk prevention policies in the Paris metropolitan area. With an innovative flood risk assessment, the study shows that a major flooding of the Seine River, similar to the flood disaster of 1910, could affect up to 5 million residents in the greater Paris area and cause up to 30 billion (109) euros worth of damage. Economic growth, jobs and public finances could also be significantly affected at the national level. The OECD Review on Flood Risk Management of the Seine River – commissioned by the basin organisation Seine Grands Lacs with the French Ministry of Ecology and Île-de-France regional council – recommends raising risk awareness among citizens and businesses, and improving the resilience of the metropolitan area to flood risks. Recent floods in Europe and New York City's Hurricane Sandy disaster in 2012 illustrated the vulnerability of today's ever-denser cities to flooding and the need to adapt critical infrastructure systems to be able to cope with extreme weather events. The OECD review suggests ways to minimise the risks and better prepare the Île-de-France region. It notes that proposed projects to develop and expand the city's transport and logistics networks offer an opportunity to put some of its suggestions into practice.

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18

Yésou, Hervé, Aurélie Escudier, Stéphanie Battiston, Jean-Yves Dardillac, Stephen Clandillon, Carlos Uribe, Mathilde Caspard, et al. "Exploitation de l'imagerie Pléiades-THR en cartographie réactive suite à des catastrophes naturelles ayant affecté le territoire français en 2013." Revue Française de Photogrammétrie et de Télédétection, no. 209 (January 29, 2015): 39–45. http://dx.doi.org/10.52638/rfpt.2015.210.

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Dans le cadre de la Recette Thématique Utilisateur pour la valorisation des données Pléiades-THR, des images ont été acquises lors de désastres naturels ou pour des exercices dédiés à la demande des grands services de l'Etat (Ministère de l'Environnement, Ministère des Finances). En sus, ces actions ont eu pour objectif de faciliter la prise de connaissance des technologies spatiales par ces utilisateurs institutionnels français dans un contexte de gestion de crise. En mars et mai 2013, c'est en concertation avec le CNES, le SERTIT, le SCHAPI, l'IGN et le CEREMA que des données Pléiades ont été programmées et traitées en mode rapide lors de la crue de l'Agly et des inondations provoquées par l'Yonne et la Marne. En juin, deux nouvelles actions de cartographie réactive ont été menées par le CNES et le SERTIT : la première avec le Service de Prévision des Crues Rhin-Sarre (DREAL Alsace) lors de la crue de la Sarre, la seconde pour le compte de la Caisse Centrale de Réassurance lors de la crue du Gave de Pau. Enfin, en février, l'exercice « SEISME 13 » a été réalisé à la demande du centre de crise du Ministère de l'Environnement (SG/SDSIE/CMVOA). Il s'agissait d'un exercice cadre d'état-major réalisé sur 2 demi-journées dans le contexte de la simulation d'un séisme d'une magnitude exceptionnelle en Guadeloupe, sur la base d'un scénario technique proposé par le BRGM. Pour chacune de ces opérations, ce sont une à trois images ou segments d'images qui ont été acquis, analysés, dont un couple stéréoscopique, pour la réalisation de produits cartographiques à valeur ajoutée et informations vectorielles.En termes de besoins utilisateurs, les objectifs concernaient la détection des surfaces en eau, des ruptures de digue, des constructions affectées. Dans le cas des crues rapides de l'Agly et du Gave de Pau, l'analyse des données Pléiades a également porté sur la reconnaissance et l'extraction de l'empreinte des inondations, comprenant les surfaces en eau résiduelle, les dépôts de boue et les traces d'écoulement. Dans l'exemple de l'Agly, l'apport des données stéréoscopiques a été testé via la réalisation d'un MNT. Dans la démonstration « SEISME 13 », des produits cartographiques ont été élaborés en réponse aux besoins particuliers exprimés par les Ministères de l'Environnement, des Transports et de la Santé (dégâts aux infrastructures de transport, de production, bâtiments publics).L'ensemble de ces actions de cartographie rapide ont permis de sensibiliser de nouveaux utilisateurs et acteurs majeurs au principe de gestion de crise (processus d'alerte, programmation des satellites, commande des données satellitaires et mise à disposition des produits cartographiques à valeur ajoutée), et de porter à leur connaissance les capacités offertes par la constellation Pléiades-THR. Un objectif à long terme serait de doter ces utilisateurs de capacités nationales, hors du cadre proposé par la Charte Internationale « Espace et Catastrophes Majeures » et du service Emergency du programme Copernicus

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19

Dequidt, Marie-Agnès. "Implantation, transport et finances." Histoire urbaine 23, no. 3 (2008): 169. http://dx.doi.org/10.3917/rhu.023.0169.

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20

Bougheas, Spiros, Panicos O. Demetriades, and Edgar L. W. Morgenroth. "Infrastructure, transport costs and trade." Journal of International Economics 47, no. 1 (February 1999): 169–89. http://dx.doi.org/10.1016/s0022-1996(98)00008-7.

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21

Lavrikova, Yuliya G., Elena L. Andreeva, and Artem V. Ratner. "Development Factors of Region’s Foreign Economic Activity in the Context of Global Challenges." Economy of Region 17, no. 2 (June 2021): 688–712. http://dx.doi.org/10.17059/ekon.reg.2021-2-24.

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New global challenges such as COVID-19 pandemic, strengthening of protectionism, production technologies development, digitalisation and energy transition, require reinterpretation of regions’ foreign economic activity (FEA). In this context, the research aims to identify and classify development factors of such activity in regions described in the international scientific literature. We analysed works obtained from international (Scopus and Web of Science) and Russian (Elibrary.ru, journal websites) databases using the search terms “regional foreign economic activity”, “regional export”, “global challenges”, “export support”, “foreign investments”, etc. 143 Russian- and English-language articles and books published in the period 1980–2021 were chosen. Selected works, focused on Russian federal districts and regions, as well as advanced and emerging countries, describe various approaches to examining the specificity and development patterns of world regions. Based on the data, we performed structural analysis of foreign economic activity factors using the method of multi-parameter classification. The revealed factors were compared and divided into homogeneous groups with multilevel structures (macro-groups — groups — subgroups — individual factors). After analysing the variety of approaches, we identified five macro-groups of factors: 1) global challenges and partner country factors; 2) resource, industrial, transport and infrastructure potential; 3) organisational factors (finances, specialists’ skills, business community); 4) investment, innovation and image potential; 5) state support of foreign economic activity. The proposed classification considers the development of global, national, regional entities, as well as FEA participants and individuals, taking into account both direct and indirect factors. The research findings can be used for developing short-, medium- and long-term approaches, models and forecasts of regions’ foreign economic activity.

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22

Stiglich, Matteo. "Unplanning urban transport: Unsolicited urban highways in Lima." Environment and Planning A: Economy and Space 53, no. 6 (April 23, 2021): 1490–506. http://dx.doi.org/10.1177/0308518x211007867.

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During the last three decades, the use of public–private partnerships to deliver urban infrastructure has increased considerably around the world. The objective of this paper is to understand how the availability of private finance that comes with the use of public–private partnerships and, specifically, unsolicited proposals, affects planning. To do so, I investigate the case of Lima, Peru, where between 2009 and 2012 three urban highway projects worth a total of US$1.3bn were approved, and a new metropolitan plan was written in 2014. I use qualitative case study methods to reconstruct the process. I find that the introduction of private finance deeply shapes the planning process, including the selection of the projects that will get built. Thus, beyond transforming the implementation stage of a two-step process, private finance has a profound impact on the planning phase itself by setting constraints on what can be done and to what ends. Furthermore, I find that the logic following the profit motive to prioritize infrastructure projects then becomes embedded within formal planning, as plans are written according to what can be built with private finance. I call the specific mechanism by which this happens “unplanning.” The paper contributes to understanding how public–private partnerships and private finance impact planning processes and outcomes.

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23

Kalyvitis, Sarantis, and Eugenia Vella. "Public Capital Maintenance, Decentralization, and US Productivity Growth." Public Finance Review 39, no. 6 (October 18, 2011): 784–809. http://dx.doi.org/10.1177/1091142111422439.

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Data published by the US Congressional Budget Office show that over the last fifty years expenditures for infrastructure’s operations and maintenance (O&M) have roughly equalled those for new capital. We use this data set to investigate the productive impact of public infrastructure spending, taking into account its composition for each government level. We find that a rise (fall) in infrastructure expenditures by states and localities (the federal government) would enhance future productivity growth and that the rise in state and local spending should mainly come from additional O&M outlays in the transport sector.

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24

Mitric, Slobodan. "PART 1: Finance: Transport Strategy for Polish Cities." Transportation Research Record: Journal of the Transportation Research Board 1576, no. 1 (January 1997): 1–9. http://dx.doi.org/10.3141/1576-01.

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A recent study requested by a group of mayors representing the largest Polish cities is summarized. The study was to be used as input into local and national debates about future directions of urban transport development in the country. The wider context is that of a major political and economic reform, begun in the late 1980s, involving no less than a rapidpaced transition from socialism to capitalism, featuring large-scale downsizing of the public sector, privatization, and a redistribution of political and resource powers from the state to local governments. Among the downstream effects of these changes has been an increase in private car ownership and use and a reduction in the market share of urban mass transit modes from between 80 and 90 percent of nonwalk daily trips to 70 percent or less. For transit operators, now owned by local governments, this has meant an added financial pressure coming after a decade of underinvestment in infrastructure, rolling stock, and other equipment. Large numbers of unemployed, retired, or otherwise low-income travelers, another consequence of restructuring the economy, have made it difficult to improve cost recovery by increasing fares. Traffic growth has generated congestion, since the structure and size of urban road networks were predicated on low car use. An urban transport strategy is proposed to respond to these problems. Its main short-term objective is to have an affordable and socially and environmentally acceptable modal split. In the longer term, the objective is to use the demand response to a much-reformed price system as the principal guide to how infrastructure and services should evolve. The key features of the strategy are as follows: ( a) evolution toward market-supplied services by a mixed-ownership mass transport industry; ( b) treatment of urban road networks as public utilities, focusing on cost recovery through pricing; ( c) linkage of pricing policies for mass transport and individual transport modes, in line with second-best thinking, aiming to reduce and even eliminate subsidies for both modes; and ( d) reliance on internally generated revenue leveraged by long-term borrowing to finance sectoral investments. It is therefore a counterpoint to a strategy wherein mass transport is a state-owned monopoly, the use of urban roads is subsidized as is mass transport, infrastructure investment is the instrument of preference as opposed to pricing, and sectoral investments and operating subsidies are financed from tax-generated budgets.

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Tshehla, M. F., and E. Mukudu. "Addressing Constraints for Effective Project Finance for Infrastructure Projects in Emerging Economies – the Case of Zimbabwe." Journal of Construction Business and Management 4, no. 1 (April 27, 2020): 48–59. http://dx.doi.org/10.15641/jcbm.4.1.806.

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The infrastructure deficit in developing countries is vast and current developmental initiatives fail to meet the requirements. There is a need for housing, clean water, sewerage facilities, transport and telecommunications infrastructure. The development of infrastructure requires large amounts of funding, which could be a project or non-recourse finance. The levels of project finance allocated to developing countries are much smaller compared to the developed world. The purpose of this paper is to determine the critical success factors for accessing project finance for infrastructure development in a developing country, Zimbabwe. This study employed the quantitative approach using a survey questionnaire to address various aspects that are important when lenders advance project finance. The questionnaire was distributed to participating organizations comprised of lenders, borrowers and investors with the higher numbers being borrowers. These organizations include banks in Zimbabwe that offer project finance for infrastructure, Pension funds which invest in infrastructure, Multilateral agencies operating in Zimbabwe, and Municipalities of major cities in Zimbabwe. The interrater reliability of the individual factors was calculated. Also, the aggregate interrater reliability for the different attributes was determined using Cronbach's alpha value. A total of 33 factors under five attributes were identified: governmental, financing, project, special purpose vehicle, and politics and economics were identified as being critical for accessing project finance. These factors were ranked according to their significance index or importance. Only 12 factors were considered as extremely important as critical success factors for project financing in Zimbabwe. The contribution of this study is to provide government, project finance agencies, private sector and other stakeholders interested in infrastructure projects with a list of the most important critical success factors for infrastructure projects in a developing country.

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Herranz Loncán, Alfonso. "Infrastructure finance in Europe. Insights into the history of water, transport, and telecommunications." Regional Studies 51, no. 3 (October 6, 2016): 504–5. http://dx.doi.org/10.1080/00343404.2016.1234868.

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27

Sekulić, Gordana, Dragan Kovačević, Damir Vrbić, Vladislav Veselica, and Dominik Kovačević. "STRATEGIC ROLE OF OIL PIPELINES IN EU ENERGY SUPPLY." Journal of Energy - Energija 68, no. 1 (April 30, 2019): 33–41. http://dx.doi.org/10.37798/20196816.

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The oil pipelines have a strategic importance in the energy supply of the European Union (EU), especially given the fact that in the next two decades the crude oil will continue to be a dominant energy source, accounting for approx. 30% of the primary energy consumption, along with a reduction in the petroleum product consumption and growth in renewables. Europe has a widespread network of oil pipelines of approx. 22,5 thousand kilometres (without Russia), connecting refineries to import oil ports or to land-based crude oil sources. The refineries of the Central Eastern Europe are supplied mainly from the Druzhba oil pipeline. Recently, these refineries have diversified their crude oil supply routes and sources, by sea imports from the North Sea, the Middle East, Canada and others (Poland) or by the TAL – IKL oil pipelines (Czech Republic) and the JANAF oil pipeline (Hungary, Slovakia and the Czech Republic). Given the insufficient diversification of crude oil supply precisely of the Central Eastern European region, particularly the landlocked countries (and refineries respectively), the EU has envisaged, among the projects of common interests, also six connection oil pipelines with terminals. At the same time, they are the only pipelines planned to be constructed in Europe and financed by the oil companies’ funds. The oil pipeline and storage companies, as well as other oil companies, have a social responsibility as regards the energy supply, yet also a responsibility as regards their successful performance and development, thus investing considerable funds into modernisations, upgrades, protection, safety and security, etc. The oil pipeline companies hastily modify their strategies by expanding business and becoming more and more transport-storage-energy oriented, and by investing in the flow reversal of oil pipelines and connection pipelines, storage capacities, as well as in enhancement of efficiency and flexibility of oil pipeline and storage infrastructures.

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Vickerman, Roger. "Cost — Benefit Analysis and Large-Scale Infrastructure Projects: State of the Art and Challenges." Environment and Planning B: Planning and Design 34, no. 4 (August 2007): 598–610. http://dx.doi.org/10.1068/b32112.

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In this paper I review the problems surrounding the use of cost-benefit analysis (CBA) in the appraisal of large-scale infrastructure projects. I define the requirements of a best-practice transport CBA and show the difficulties in achieving these for large-scale projects. The main difficulties discussed are those of forecasting over long time periods, dealing with imperfect competition in transport-using sectors to obtain estimations of wider transport benefits, introducing private finance and appraising network effects. I conclude that CBA can remain a valuable tool as part of the appraisal process but that the inputs to a CBA have to be carefully assessed, and complementary approaches, such as computable general equilibrium modelling, have a useful role to play for very large or network projects.

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Voskresenskaya, Elena, Lybov Vorona-Slivinskaya, and Tatyana Ponomareva. "Application of public-private partnership mechanisms for competitive growth of inland water transport in Russia." MATEC Web of Conferences 239 (2018): 08009. http://dx.doi.org/10.1051/matecconf/201823908009.

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The article deals with urgent problems of transport system development in Russia, paying the particular attention to inland waterway transport. The research is focused on the investment in the development of road infrastructure and methods of investing transport projects using public-private partnership mechanisms. The main reasons constraining the development of inland water transport in Russia are the insufficient amount of funds contributed to the development of the industry and their occasionally unreasonable use. In recent years, the world trend is to attract not only owners, but also infrastructure users to finance the inland waterway transport industry at a time when the financing gap is significant. The authors concluded that the simultaneous implementation of measures combining the introduction of fees paid by user and involving the improvement of water transport infrastructure through the public-private partnership mechanisms would promote attracting additional sources of investment. These investments will help to accelerate the industry modernization and implement the innovative scenario for the development of national economy. The authors developed the new model of state policy on attracting extra-budgetary sources of financing to the inland waterway transport industry.

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Blanquart, Corinne. "Quelle tarification des infrastructures de transport ?" L Economie politique N° 76, no. 4 (2017): 61. http://dx.doi.org/10.3917/leco.076.0061.

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Matheu, Michel. "Le financement des infrastructures de transport." Revue d'économie financière 51, no. 1 (1999): 137–56. http://dx.doi.org/10.3406/ecofi.1999.3374.

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Biaunier, Joris, Virginie Billon, Vincent Breton, Anne Petit, and Caroline Dechaume-Moncharmont. "Renouées asiatiques et infrastructures de transport." Sciences Eaux & Territoires Numéro 27, no. 1 (2019): 44. http://dx.doi.org/10.3917/set.027.0044.

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Nürnberg, Mariusz. "Determinants of the use of commodity bikes in urban logistics on the example of Stargard." AUTOBUSY – Technika, Eksploatacja, Systemy Transportowe 19, no. 12 (December 31, 2018): 941–46. http://dx.doi.org/10.24136/atest.2018.528.

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Paper presents the concept of using cargo bikes in city logistics. The results of pilot implementation of low-emission transport means were analyzed in the Low Carbon Logistics project, financed under the Interreg South Baltic Program. The key factors for the successful implementation of this type of solutions from the infrastructural and urbanistic approach with a particular emphasis on the specification of means of transport are indicated.

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Edwards, Lynn B., and Linda E. Greeff. "A descriptive qualitative study of childhood cancer challenges in South Africa: Thematic analysis of 68 photovoice contributions." South African Journal of Oncology 1 (May 26, 2017): 8. http://dx.doi.org/10.4102/sajo.v1i0.14.

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<strong>Background:</strong> Many childhood cancers are treatable with cure rates between 70% and 80% in well-resourced countries, while approximately 80% of African children with cancer die without access to adequate care. South Africa has an established oncology health care service with overburdened infrastructure, low cancer awareness in the primary health care service and widespread service delivery challenges.<br /><strong>Aim:</strong> The aim of this study was to explore, document and analyse the subjective experience of childhood cancer-related challenges in South Africa, and to make the results available to stakeholders.<br /><strong>Setting:</strong> A total of 58 patient-participants (childhood cancer patients, parents and guardians of children with cancer) and 10 paediatric oncology workers (oncology social workers, oncology nurses and interim home carers) were selected from tertiary oncology centres and from the Childhood Cancer Foundation of South Africa (CHOC) interim care homes across South Africa.<br /><strong>Method:</strong> Participants were selected via convenience sampling and qualitative data were derived from face-to-face photovoice interviews conducted by psychologists and social workers and supported by translators when necessary.<br /><strong>Results:</strong> Nine themes of cancer challenges were identified via thematic content analysis of the photo-narratives, that is, physical and treatment challenges, emotional, poor services, transport, finances, information, powerlessness, stigma and schooling challenges.<br /><strong>Conclusion:</strong> Lack of awareness and knowledge about cancer at the African traditional healer, primary and regional health care service levels were frequent challenges. Important feedback included lack of patient-centred care, separation of children with cancer from guardians, diagnostic delays, permanent disabilities for children because of cancer, emotional trauma, special needs of teenagers and a lack of community and palliative care support.

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Benton-Connell, Kylie, and D. T. Cochrane. "“Canada Has a Pipeline Problem”: Valuation and Vulnerability of Extractive Infrastructure." South Atlantic Quarterly 119, no. 2 (April 1, 2020): 325–52. http://dx.doi.org/10.1215/00382876-8177783.

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Indigenous-led movements have shifted oil transport infrastructure from the margins to the center of political contestation throughout North America. These campaigns include confrontation with pipeline financiers. We argue that there are both strategic and theoretical reasons to examine the complex relationship between finance and extractive infrastructure. We provide a broad description of this relationship, starting from the significance of finance in an analysis of colonial expansion and resource extraction, with an outline of the Canadian context generally and the tar sands specifically. We continue with an examination of the link between the banking sector and resource extraction in Canada, a history of financing arrangements for the first major pipelines built across Indigenous territories claimed by colonizers, and the basics of pipeline financing today. Finally, we give an overview of contemporary efforts to stop pipelines by constraining companies’ access to money, arguing that detailed understandings of industry dynamics strengthen such work. Most importantly, we contend that processes of financial valuation provide opportunities for political intervention.

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Solek, Adrian. "IMPROVING TRANSPORT INFRASTRUCTURE: CHALLENGES BEFORE EURO 2012." Economics & Sociology 1, no. 1 (November 20, 2008): 8. http://dx.doi.org/10.14254/2071-789x.2008/1-1/3.

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Fung, Chau Man, and Stef Proost. "Can we decentralize transport taxes and infrastructure supply?" Economics of Transportation 9 (March 2017): 1–19. http://dx.doi.org/10.1016/j.ecotra.2016.10.003.

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Edwards, Ryan W. J., and Michael A. Celia. "Infrastructure to enable deployment of carbon capture, utilization, and storage in the United States." Proceedings of the National Academy of Sciences 115, no. 38 (September 4, 2018): E8815—E8824. http://dx.doi.org/10.1073/pnas.1806504115.

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In February 2018, the United States enacted significant financial incentives for carbon capture, utilization, and storage (CCUS) that will make capture from the lowest-capture-cost sources economically viable. The largest existing low-capture-cost opportunity is from ethanol fermentation at biorefineries in the Midwest. An impediment to deployment of carbon capture at ethanol biorefineries is that most are not close to enhanced oil recovery (EOR) fields or other suitable geological formations in which the carbon dioxide could be stored. Therefore, we analyze the viability of a pipeline network to transport carbon dioxide from Midwest ethanol biorefineries to the Permian Basin in Texas, which has the greatest current carbon dioxide demand for EOR and large potential for expansion. We estimate capture and transport costs and perform economic analysis for networks under three pipeline financing scenarios representing different combinations of commercial and government finance. Without government finance, we find that a network earning commercial rates of return would not be viable. With 50% government financing for pipelines, 19 million tons of carbon dioxide per year could be captured and transported profitably. Thirty million tons per year could be captured with full government pipeline financing, which would double global anthropogenic carbon capture and increase the United States’ carbon dioxide EOR industry by 50%. Such a development would face challenges, including coordination between governments and industries, pressing timelines, and policy uncertainties, but is not unprecedented. This represents an opportunity to considerably increase CCUS in the near-term and develop long-term transport infrastructure facilitating future growth.

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Newman, Peter William. "Transport infrastructure and sustainability: a new planning and assessment framework." Smart and Sustainable Built Environment 4, no. 2 (September 21, 2015): 140–53. http://dx.doi.org/10.1108/sasbe-05-2015-0009.

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Purpose – Transport infrastructure is fundamental for economic development and for enabling cities to shift away from unsustainable automobile dependence. These agendas are coming together but the tools and processes to create less automobile-dependent cities are not well developed. The purpose of this paper is to suggest how the planning and assessment process can help to achieve this goal of integration. Design/methodology/approach – Understanding how cities are shaped by transport priorities through urban fabric theory creates an approach to the planning and assessment process in transport and town planning that can help achieve the purpose. Findings – Four tools are developed from this theory: first, a strategic framework that includes the kind of urban fabric that any project is located within; second, benefit cost ratios that include wider economic benefits, especially agglomeration economies in each fabric; third, avoidable costs that assess lost opportunities from the kind of urban development facilitated by the infrastructure chosen; and finally, value capture opportunities that can help finance the infrastructure if they are used to create walking and transit fabric. Research limitations/implications – Detailed application to the standard transport and town planning tools should now proceed to see how they can be adapted to each urban fabric, not just automobile city fabric. Practical implications – Recognising, respecting and rejuvenating each fabric can be implemented immediately. Social implications – Urban lifestyle choices are best understood by estimating the potential demand for each market and building to these. Originality/value – The urban fabric tools outlined provide the best way of integrating sustainable development goals into how cities are planned and transport projects are assessed.

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Solskaya, Irina, Svetlana Khaletskaya, Oksana Rabushenko, and Sofia Golovan. "Background for forming a unified methodological approach to risk assessment of new transport construction projects." E3S Web of Conferences 291 (2021): 01005. http://dx.doi.org/10.1051/e3sconf/202129101005.

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In the most general case, the assessment of the risks of investment projects is carried out on the basis of a single standard methodological approach, sufficiently adapted to a large number of industry structures. However, new projects implemented in order to expand and radically modify the infrastructure of railway transport in the Russian Federation require clarification of the principles and provisions of existing approaches for their reasonable implementation. The reason for this lies in the sectoral features of the projects: the return on investment is longer than in other sectors; the social importance of new infrastructure facilities; attraction of budgetary resources to finance new transport construction projects. The article discusses the main prerequisites for the formation of a methodological approach to the analysis and assessment of the risks of construction of infrastructure facilities of railway transport. The author's approach to assessing the risks of projects for the construction of infrastructure facilities is proposed from the standpoint of their relationship with the characteristics of project stakeholders, which determines the directions of risk analysis at the current stage of project implementation and the consequences of the previous stages.

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Bureau, Dominique. "Public transport infrastructure, urban sprawl, and post-carbon cities." Recherches économiques de Louvain 77, no. 2 (2011): 125. http://dx.doi.org/10.3917/rel.772.0125.

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Affuso, Luisa, Julien Masson, and David Newbery. "Comparing Investments in New Transport Infrastructure: Roads versus Railways?" Fiscal Studies 24, no. 3 (February 2, 2005): 275–315. http://dx.doi.org/10.1111/j.1475-5890.2003.tb00085.x.

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Verweij, Stefan, Oscar Loomans, and Wim Leendertse. "The Role of the Public Partner in Innovation in Transport Infrastructure PPPs: A Qualitative Comparative Analysis of Nine Dutch DBFM Projects." Public Works Management & Policy 25, no. 1 (May 15, 2019): 5–32. http://dx.doi.org/10.1177/1087724x19847215.

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By transferring risks and responsibilities to the private sector, governments hope that public–private partnerships (PPPs) bring about innovations in transport infrastructure development. Taking the position that a PPP is not equal to outsourcing, this article explores the role of the public partner in innovation in infrastructure PPPs. To this purpose, nine Design-Build-Finance-Maintain (DBFM) projects in Dutch transport infrastructure development were systematically analyzed with qualitative comparative analysis (QCA). The results show that the presence of innovation is associated with multiple, nonexclusive combinations of three conditions: the procurement result of the partnership contract, the composition of the private construction consortium, and the project management by the public partner (i.e., stakeholder management, technical management, and contract management). In particular, the public partner’s choice to enter into a PPP with a construction consortium consisting of a small number of firms is associated with innovation.

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Coppola, Pierluigi, Luigi Dell'Olio, and Angel Ibeas Portilla. "Rediscovery the social role of transport infrastructures." Transportation Research Part A: Policy and Practice 125 (July 2019): 169–70. http://dx.doi.org/10.1016/j.tra.2018.10.007.

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de Rus, Ginés, and M. Pilar Socorro. "Pricing and investment in alternative transport infrastructures." Transportation Research Part A: Policy and Practice 119 (January 2019): 96–107. http://dx.doi.org/10.1016/j.tra.2018.10.040.

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Kruk, Robert, Beata Piwowar, Przemysław Brona, and Krzysztof Ochociński. "Criteria for choosing the location of investment projects for building new or modernizing existing intermodal terminals to be co-financed in the future EU financial perspective." Transportation Overview - Przeglad Komunikacyjny 2019, no. 7 (July 1, 2019): 12–18. http://dx.doi.org/10.35117/a_eng_19_07_02.

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The article presents information on intermodal transport in Poland. Particular attention is paid to the point infrastructure dedicated to such transport. The locations of construction of new intermodal terminals along with the criteria for their selection have been proposed.

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Maksin-Micic, Marija. "Uticaj transevropskih saobracajnih koridora na regionalni razvoj i aglomeracione sisteme - iskustva Evropskih zemalja." Ekonomski anali 44, no. 157 (2003): 123–34. http://dx.doi.org/10.2298/eka0357123m.

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The trans-European transport network has different effects at inter-regional, macro-regional and mezzo-regional level, and its effectiveness rises at the lower regional levels. Possible approaches to the trans-European transport network impact and effect survey and policy options have been pointed out. In that respect the brief review of surveys, strategic framework and policies in the European Union has been given. The importance of increased accessibility and mobility for regional expansion and for a more balanced and polycentric system of city networks has been underlined. The question is how the new major transport infrastructure affects the development of functional complementarity between cities and regions. The new trans-European or major transport infrastructure does not per se create regional and urban system network development, although it can affect the conditions for the processes that create growth and development. The effects can be reinforced by co-ordination of measures of regional and urban policy, land use, transport and other policies. The necessary measure is the introduction of spatial impact assessment as an instrument for spatial assessment of large transport infrastructure projects.

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Macário, Rosário. "Future challenges for transport infrastructure pricing in PPP arrangements." Research in Transportation Economics 30, no. 1 (January 2010): 145–54. http://dx.doi.org/10.1016/j.retrec.2010.10.015.

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Muazu, Jallaludeen, and Derya Oktay. "Challenges and Prospects for Affordable and Sustainable Housing: The Case of Yola, Nigeria." Open House International 36, no. 3 (September 1, 2011): 97–118. http://dx.doi.org/10.1108/ohi-03-2011-b0011.

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This paper aims to determine the challenges and prospects for affordable housing within the context of sustainability by investigating the socio-economic and environmental impacts of housing developments based on the analysis of four so-called affordable housing schemes in Yola, Nigeria. Using questionnaire survey and indicators developed from literature reviews on affordable and sustainable housing, the findings suggest that due to inadequate availability of housing inputs (land, finance, infrastructure, labor and materials), lack of diversity, improper location, inefficient transport facilities and lack of user participation, the examined developments are neither sustainable nor affordable. The research hence contributes some empirical evidence to overcome the defined shortcomings and provides a basis for governments' housing commitments towards reforming and devising policies for community involvement in housing provision, providing easy access to land with legal title deeds, easy access to housing finance, infrastructure, etc.

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Christen, Ramon, and Nils C. Soguel. "How Earmarking Government Revenue Affects Efficiency of Road Construction and Maintenance." Public Finance Review 49, no. 1 (January 2021): 136–63. http://dx.doi.org/10.1177/1091142120980348.

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It is common practice to assign revenue to accomplish specific governmental tasks in general and to provide transport infrastructure in particular. However, neither the literature in public administration nor in public choice has reached a consensus about the effects that earmarking has on efficiency. Building on earlier public choice models, we argue that this mechanism prevents budget debates from occurring and reduces the incentives for ministers to monitor the colleagues whose budgets are financed by earmarked revenues. These latter tend to overuse public resources, thus increasing inefficiency. A stochastic frontier model fed with data from Swiss cantonal ministries of transport from 2000 to 2016 tests this hypothesis. The results reveal a negative effect of earmarking on efficiency. For every 1,000 additional Swiss francs per capita financed out of an earmarked fund, the input requirement increases by 5.4 percent on average.

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