Global Public Goods: Critique of a UN Discourse Author(S): David Long and Frances Woolley Source: Global Governance, Vol
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Lakes Port & Harbor: Infrastructure & Dredging Cost Estimate Matrix Tool
Great Lakes Port & Harbor: Infrastructure & Dredging Cost Estimate Matrix Tool and Duluth, MN/Superior, WI and Toledo, OH Case Studies Gene Clark1 and Dale Bergeron2 1 WI Sea Grant [email protected] 2 MN Sea Grant dbergeron@ d.umn.edu Defining the parameters of the Matrix Great Lakes ports, harbors and marinas are vulnerable to several potential climate change impacts. The two major impacts most relevant and potentially most costly are water level and storm intensity. Both rising and falling water levels can impact infrastructure stability and overall strength, as well as requiring additional channel dredging. A climatic change resulting in an increase in severe storms (more precipitation, higher winds and greater number of storm events) is also viewed as having detrimental affects on infrastructure. More severe storms can create larger waves, more extreme Seiche events and greater storm-surges that can damage port and harbor infrastructure requiring costly rehabilitation or replacement. In addition to infrastructure issues, an increased storm frequency and intensity will increase channel silting and sedimentation, compounding dredging problems analogous to lower water level scenarios. Climate model predictions for specific weather outcomes vary greatly throughout the Great Lakes Basin, and include both higher and lower water levels scenarios. However, all predictions seem to include an increase in both the number and intensity of major storm events. This combination can result in unanticipated water level change, larger waves, more dramatic Seiches and greater storm surges than considered in original design parameters (all of this in addition to the antiquated and sometime dilapidated state of our Great Lakes infrastructure). -
All Aboard: the Aggregate Effects of Port Development
All aboard: The aggregate effects of port development César Ducruet1, Réka Juhász2, Dávid Krisztián Nagy3, and Claudia Steinwender4 1CNRS 2Columbia University 3CREI, Universitat Pompeu Fabra and Barcelona GSE 4MIT Sloan ∗ July 3, 2019 Abstract This paper studies the distributional and aggregate economic effects of new port technologies developed in the second half of the 20th century. We show that new technologies have led to a significant reallocation of shipping activity from large to small cities. This was driven by a land price mechanism; as new port technologies are more land-intensive, ports moved from large, high land price cities to smaller, lower land price ones. We add endogenous port development to a standard quantitative model of cross- city trade to account for both the benefits and the costs of port development. According to the model, the adoption of new port technologies leads to benefits through increasing market access but is costly, requiring the extensive use of land, suggesting a reallocation of shipping activities towards cities with low land prices and thus net gains from new port technologies that are heterogeneous across cities. Counterfactual results suggest that new port technologies led to sizable aggregate gains for the world economy, with substantial heterogeneity in the effects across countries. More generally, accounting for the costs of port infrastructure development endogenously has the potential to alter the size and distribution of the gains from trade. ∗We thank David Atkin, Don Davis, Dave Donaldson, Joseph Doyle, Matt Grant, Gordon Hanson, Tom Holmes, Amit Khandelwal, Jim Rauch, Roberto Rigobon, Esteban Rossi-Hansberg and Tavneet Suri for helpful comments and discussions. -
Lectures 13 to 15 CHAPTER 3: PUBLIC GOODS
Lectures 13 to 15 CHAPTER 3: PUBLIC GOODS 3.1: Public Goods Pure Private to Pure Public Good • Private good consumed only by one person: food, holidays, clothes • Family/household: all collective decisions and no market. ‘Micro- collective’. Share kitchens, TV, bathrooms. • Many families/household: roads and paths, communal halls, clubs etc. Tennis and golf clubs, plus Tidy Towns’ committees for example. ‘Mini- collective’. • Option public goods: fire brigade, hospitals, museums, etc. Provided by state but not used by all. ‘Partial full collective’ • Pure public goods benefit ALL. ‘Full collective’. National security, environment, lakes, sea and mountains. Used by all but to varying degrees. • Exclusion impossible. Raises free-rider problem: e.g. lighthouse, but now excludable. Firework display a good example (see later) • Public goods bring benefits just like private goods: Ui = F(A, B, C, D) • Same supply for ALL: G1=G2=G3= etc. Not same utility though. • Private good, A; same price and utility but different supply • Pure v impure PGs: security v bridge (Fig 3.1) • Fire brigade example (p. 144). Available to all, but only used when needed if ever. Private company would protect only those how had paid. • Public goods v natural monopolies (e.g. electricity or water) but private A fireworks display is a public good because it is non-excludable (impossible to prevent people from viewing it) and non-rivalrous (one individual's use does not reduce availability to others). Voluntary payment (Fig 3.3) • MC curve same as that for private goods (Fig 3.3): n people benefit though from every extra unit. -
Public Goods for Economic Development
Printed in Austria Sales No. E.08.II.B36 V.08-57150—November 2008—1,000 ISBN 978-92-1-106444-5 Public goods for economic development PUBLIC GOODS FOR ECONOMIC DEVELOPMENT FOR ECONOMIC GOODS PUBLIC This publication addresses factors that promote or inhibit successful provision of the four key international public goods: fi nancial stability, international trade regime, international diffusion of technological knowledge and global environment. Each of these public goods presents global challenges and potential remedies to promote economic development. Without these goods, developing countries are unable to compete, prosper or attract capital from abroad. The undersupply of these goods may affect prospects for economic development, threatening global economic stability, peace and prosperity. The need for public goods provision is also recognized by the Millennium Development Goals, internationally agreed goals and targets for knowledge, health, governance and environmental public goods. Because of the characteristics of public goods, leaving their provision to market forces will result in their under provision with respect to socially desirable levels. Coordinated social actions are therefore necessary to mobilize collective response in line with socially desirable objectives and with areas of comparative advantage and value added. International public goods for development will grow in importance over the coming decades as globalization intensifi es. Corrective policies hinge on the goods’ properties. There is no single prescription; rather, different kinds of international public goods require different kinds of policies and institutional arrangements. The Report addresses the nature of these policies and institutions using the modern principles of collective action. UNITED NATIONS INDUSTRIAL DEVELOPMENT ORGANIZATION Vienna International Centre, P.O. -
From Material Scarcity to Arti8cial Abundance – the Case of Fablabs and 3D Printing Technologies Primavera De Filippi, Peter Troxler
From material scarcity to arti8cial abundance – The case of FabLabs and 3D printing technologies Primavera de Filippi, Peter Troxler To cite this version: Primavera de Filippi, Peter Troxler. From material scarcity to arti8cial abundance – The case of FabLabs and 3D printing technologies. van den Berg B. & van der Hof S. 3D Printing : Legal, philosophical and economic dimensions., T.M.C. Asser Instituut pp. 65-83, 2015. hal-01265229 HAL Id: hal-01265229 https://hal.archives-ouvertes.fr/hal-01265229 Submitted on 31 Jan 2016 HAL is a multi-disciplinary open access L’archive ouverte pluridisciplinaire HAL, est archive for the deposit and dissemination of sci- destinée au dépôt et à la diffusion de documents entific research documents, whether they are pub- scientifiques de niveau recherche, publiés ou non, lished or not. The documents may come from émanant des établissements d’enseignement et de teaching and research institutions in France or recherche français ou étrangers, des laboratoires abroad, or from public or private research centers. publics ou privés. Primavera De Filippi & Peter Troxler [4] From material scarcity to arti8cial abundance – The case of FabLabs and 3D printing technologies Primavera De Filippi & Peter Troxler 1. Introduction Digital media allowed for the emergence of new artistic practices and innovative modes of production. In particular, the advent of Internet and digital technologies drastically enhanced the ability for multiple au- thors to collaborate towards the creation of large-scale collaborative works, which stand in contrast to the traditional understanding that artistic production is essentially an individual activity. The signi6cance of these practices in the physical world is illustrated by the recent deployment of FabLabs (Fabrication Laboratories), that employ innovative technologies – such as, most notably, 3D printing, which is recently gaining the most interest – to encourage the development of new methods of artistic production based on participation and interaction between peers. -
Port Expansion and Negative Externalities: Estimating the Costs Borne by Local Residents
Port expansion and negative externalities: estimating the costs borne by local residents Salvador del Saz-Salazar1, Leandro García-Menéndezb,1 a Department of Applied Economics II, University of Valencia, Valencia, Spain, Email: [email protected] b Department of Applied Economics II, University of Valencia, Valencia, Spain, Email: [email protected] ABSTRACT Port expansion has been seen as the origin of negative externalities affecting local residents’ wellbeing and contributing to the poor public image of ports. In this study the contingent valuation method is used to estimate the costs borne by local residents as a consequence of the negative externalities derived from the growth of the Port of Valencia (Spain) in the last thirty years. Although the current practice is to use the willingness to pay measure to value both gains and losses, in this case it was deemed more appropriate to use the willingness to accept (WTA) measure given the perceived property rights. The econometric analysis undertaken reveals that WTA is positively related to the bid offered and negatively related to family income, as expected. Among the different externalities derived from this growth, the only concern that affects individuals’ WTA is the reclamation of land from the sea. Finally, the results obtained show that the present value of the costs potentially borne by local residents ranges from a minimum value of €64.4 million to a maximum value of €107.4 million depending of the aggregation criterion chosen. Key Words: Contingent valuation, willingness to accept, port expansion, negative externalities, land reclamation. JEL code: Q51. 1. Introduction Throughout history seaports have played a vital role in promoting the economic development and prosperity of nations. -
Explain Externalities and Public Goods and How They Affect Efficiency of Market Outcomes.”
Microeconomics Topic 9: “Explain externalities and public goods and how they affect efficiency of market outcomes.” Reference: Gregory Mankiw’s Principles of Microeconomics, 2nd edition, Chapters 10 and 11. The Efficiency of Private Exchange A private market transaction is one in which a buyer and seller exchange goods or services for money or other goods or services. The buyers and sellers could be individuals, corporations, or both. Voluntary private market transactions will occur between buyers and sellers only if both parties to the transaction expect to gain. If one of the parties expected to end up worse off as a result of the transaction, that transaction would not occur. Buyers and sellers have an incentive to find all the voluntary, private market transactions that could make them better off. When they have found and made all such possible transactions, then the market has achieved “an efficient allocation of resources.” This means that all of the resources that both buyers and sellers have are allocated so that these buyers and sellers are as well off as possible. For these reasons, private market transactions between buyers and sellers are usually considered to be “efficient” because these transactions result in all the parties being as well off as possible, given their initial resources. A more precise way of defining efficient production of a good is that we should produce more of a good whenever the added benefits are greater than the added costs, but we should stop when the added costs exceed the added benefits. Summary of conditions for efficient production (1) all units of the good are produced for which the value to consumers is greater than the costs of production, and (2) no unit of the good is produced that costs more to produce than the value it has for the consumers of that good. -
Central New York Inland Port Market Feasibility Study
FINAL REPORT CENTRAL NEW YORK INLAND PORT MARKET FEASIBILITY STUDY potenti PREPARED FOR: NEW YORK STATE DEPARTMENT OF TRANSPORTATION SUBMITTED BY: RSG CENTRAL NEW YORK INLAND PORT MARKET FEASIBILITY STUDY PREPARED FOR: NEW YORK STATE DEPARTMENT OF TRANSPORTATION CONTENTS 1.0 EXECUTIVE SUMMARY .................................................................................................................. 1 Purpose and Background ................................................................................................................ 1 Principal Findings ............................................................................................................................. 1 2.0 INTRODUCTION AND BACKGROUND .......................................................................................... 6 2.1 | Physical Requirements .................................................................................................................. 6 2.2 | Central New York Inland Port Proposals: History ......................................................................... 7 3.0 INFORMATION SOURCES .............................................................................................................. 8 4.0 TRANSPORTATION INFRASTRUCTURE AND OPERATIONS .................................................. 10 4.1 | Rail Service ................................................................................................................................. 10 4.2 | Highway ...................................................................................................................................... -
Port Infrastructure Development Grants and Port Planning And
Port Infrastructure Development Grants and Port Planning and Investment Toolkit Norfolk, VA AAPA Oct 14, 2019 Travis Black Port Infrastructure Development Program Team Office of Ports & Waterways Planning Maritime Administration 1200 New Jersey Ave., SE | Washington | DC 20590 w w w . d o t . g o v U.S. Transportation System Overview • The transportation system moved 17.7 billion tons of goods valued at over $18.1 trillion in 2016.(1) • Trucks carried 62.7 percent of the tonnage, 11.1 billion tons, and 61.9 percent of the value. • Rail moved 1.6 billion tons, 8.9 percent of goods, and water moved 0.8 billion tons, or 4.5 percent, in 2016. Remainder was carried by air, pipeline, or a combination of modes. • Goods valued at $527 billion moved on all waterways of the United States. • Transportation’s contribution to the U.S. GDP was $1,066.9 billion in 2016 according to the U.S. Department of Transportation’s Bureau of Transportation Statistics (BTS).(2) • For-hire transportation contributed $562.4 billion or 2.97 percent to the U.S. GDP. • In-house transportation contributed another $504.5 billion or 2.66 percent. • Inland water transportation contributed $19.2 billion to U.S. GDP. • For-hire water transportation contributed $16.5 billion and in-house contributed $2.8 billion.(3) (1)Transportation Statistics Annual Report, 2018. U.S. Department of Transportation Bureau of Transportation Statistics. (2)In-house transportation is business-related transportation. Business-related transportation includes privately owned and operated vehicles of all body types, used primarily on public rights of way, and the supportive services to store, maintain, and operate those vehicles. -
Public Goods* by Matthew Kotchen† December 8, 2012
Public Goods* By Matthew Kotchen† December 8, 2012 Pure public goods have two defining features. One is ‘non‐rivalry,’ meaning that one person’s enjoyment of a good does not diminish the ability of other people to enjoy the same good. The other is ‘non‐excludability,’ meaning that people cannot be prevented from enjoying the good. Air quality is an important environmental example of a public good. Under most circumstances, one person’s breathing of fresh air does not reduce air quality for others to enjoy, and people cannot be prevented from breathing the air. Public goods are defined in contrast to private goods, which are, by definition, both rival and excludable. A sandwich is a private good because one person’s consumption clearly diminishes its value for someone else, and sandwiches are typically excludable to all individuals not willing to pay. (This scenario does, of course, assume the proverbial no free lunch.) Many environmental resources are characterized as public goods, including water quality, open space, biodiversity, and a stable climate. These examples stand alongside the classic public goods of lighthouses, national defense, and knowledge. In some cases, however, it is reasonable to question whether environmental resources (and even the classic examples) are public goods in a fully pure sense. With open space, for example, congestion among those enjoying it may cause some degree of rivalry, and all open spaces are not accessible to everyone. Nevertheless, many environmental resources come close to satisfying the definition of pure public goods, and even when not exact (possibly closer to an impure public good), the basic concept is useful for understanding the causes of many environmental problems and potential solutions. -
High-Rise Elevators Enabling Green Buildings Green Motion Technology
High-rise elevators Enabling green buildings Green Motion Technology. Schindler high-rise products All over the world. contribute to achieve all global building certificates, Schindler Green Motion Technology. such as... The world’s population is growing rapidly. Urbaniza- One key issue is the burden that growth is placing Schindler inverter technology The optional ECO Mode (Energy Control Option) is LEED comprises a suite of rating systems for the tion – the demographic transition from rural to on urban infrastructures and environments. Urban When the elevator is in generator mode, Schindler’s the power management of the elevator system, design, construction and operation of high perfor- urban – is gathering speed. For the first time ever, residents all over the world want – and deserve – a own drive technology recuperates the clean energy which continually provides the adequate number of the majority of the world‘s population live in cities, good quality of life. and feeds it back in to the power grid of the eleva-tors based on the current and forecast traffic and this proportion continues to grow. The mega- Tomorrow’s green building is a key contributor to building. The technology reduces or eliminates the situa-tion. cities of 10 million-plus people persistantly expand avoiding foreseeable urban and environmental need for machine-room cooling. AQUA is a Brazilian certificate that guarantees the at breakneck speed. collapse. high environmental quality of construction projects. High-efficiency drives Optimized standby mode They are increasingly becoming the growth engines Especially in tall buildings, the power consumption Industry-leading technology (e.g. permanent-mag- The elevator system detects components such as BREEAM is the world’s longest established and most of their respective domestic economies. -
The Role of Port Infrastructure for Economic Development with an Application to Belgium and the Port of Antwerp
The role of port infrastructure for economic development with an application to Belgium and the Port of Antwerp 1 Table of Contents 1. CHAPTER ONE: INTRODUCTION........................................................................................................ 8 1.1 Setting and Outline of the Research .................................................................................................. 8 1.2 Background: Economic geographic shift / business relocation ......................................................... 8 1.3 Modern Industrial Dynamics (MID) ................................................................................................. 11 1.4 Global Container Transport System (GCTS) ..................................................................................... 12 1.5 Evolution of port to commercial location and commercial cluster formation ................................ 13 1.6 Rationale for study ................................................................................................................................ 15 1.7 Methodologies ....................................................................................................................................... 16 1.8 Structure of the Thesis .......................................................................................................................... 17 2. CHAPTER TWO: LITERATURE REVIEW ...................................................................................................... 20 2.1 Scope of the chapter .............................................................................................................................