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Economic Regulation of Utility Infrastructure
4 Economic Regulation of Utility Infrastructure Janice A. Beecher ublic infrastructure has characteristics of both public and private goods and earns a separate classification as a toll good. Utilities demonstrate a Pvariety of distinct and interrelated technical, economic, and institutional characteristics that relate to market structure and oversight. Except for the water sector, much of the infrastructure providing essential utility services in the United States is privately owned and operated. Private ownership of utility infrastructure necessitates economic regulation to address market failures and prevent abuse of monopoly power, particularly at the distribution level. The United States can uniquely boast more than 100 years of experience in regulation in the public in- terest through a social compact that balances and protects the interests of inves- tors and ratepayers both. Jurisdiction is shared between independent federal and state commissions that apply established principles through a quasi-judicial pro- cess. The commissions continue to rely primarily on the method known as rate base/rate-of-return regulation, by which regulators review the prudence of in- frastructure investment, along with prices, profits, and performance. Regulatory theory and practice have adapted to emerging technologies and evolving market conditions. States—and nation-states—have become the experimental laborato- ries for structuring, restructuring, and regulating infrastructure industries, and alternative methods have been tried, including price-cap and performance regu- lation in the United Kingdom and elsewhere. Aging infrastructure and sizable capital requirements, in the absence of effective competition, argue for a regula- tory role. All forms of regulation, and their implementation, can and should be Review comments from Tim Brennan, Carl Peterson, Ken Costello, David Wagman, and the Lincoln Institute of Land Policy are greatly appreciated. -
Framework for Soft and Hard City Infrastructures
Cite this article Research Article Keywords: design methods & aids/ Dyer M, Dyer R, Weng MH et al. (2019) Paper 1900021 infrastructure planning/ Framework for soft and hard city infrastructures. Received 28/06/2019; urban regeneration Proceedings of the Institution of Civil Engineers – Urban Design and Planning 172(6): 219–227, Accepted 03/10/2019; https://doi.org/10.1680/jurdp.19.00021 Published online 04/12/2019 Published with permission by the ICE under the CC-BY 4.0 license. (http://creativecommons.org/licenses/by/4.0/) Urban Design and Planning Framework for soft and hard city infrastructures Mark Dyer DPhil, FICE, CEng Thomas Grey BArch, MSc Professor, University of Waikato, Hamilton, New Zealand Senior Research Fellow, Trinity College Dublin, Dublin, Ireland (corresponding author: [email protected]) Richard Gleeson BA, MSc (Orcid:0000-0002-6766-0893) Retired Dublin City Planner, Trinity College Dublin, Dublin, Ireland Rachel Dyer BA, MSc Tomás García Ferrari Planning Officer, Hamilton City Council, Hamilton, New Zealand Senior Lecturer in Graphical Design, University of Waikato, Hamilton, Min-Hsien Weng PhD New Zealand Senior Research Fellow, University of Waikato, Hamilton, New Zealand Shaoqun Wu PhD Lecturer in Computer Science, University of Waikato, Hamilton, New Zealand The term city infrastructures is often restricted to the physical elements of a city, while in practice it comprises both hard infrastructures for built environment and utilities, as well as soft infrastructures involving services, social groupings and personal skills. Part of the confusion is the lack of clarity about the role and delivery of city infrastructures and its relationship to livelihood and livability. -
Improving Road Infrastructure and Traffic Flows IRU Resolution Adopted by the Council of Direction at Its Meeting in Brussels on 18 May 2000
Improving road infrastructure and traffic flows IRU Resolution adopted by the Council of Direction at its meeting in Brussels on 18 May 2000 The mobility of people and goods is dependent on the efficient use of existing traffic infrastructure, and the modernisation and expansion of traffic infrastructure to meet the future demand for transport services efficiently and cost-effectively. This applies in particular to roads, since road transport accounts for more than 90% of all passenger transport and more than 80% of all goods transport in most countries in terms of passengers and tonnes carried. Impediments to mobility such as traffic restrictions, road blockades, closures of certain road infrastructure sections, or congestion due to bottlenecks in road infrastructure ignore the fact that • road infrastructure investments are a vital prerequisite for improving road safety, (see annex 1) • revenues from the transport of goods by road (fuel taxes, vehicle ownership taxes, road user charges) more than cover expenditure on road building and maintenance, as do revenues from the transport by bus and coach (see annex 2) • congested traffic leads to a significant increase of fuel consumption by a factor of up to 3, (see annex 3) • on average, only 0.5% of total land surface in most countries is used for road infrastructure, (see annex 4) • the economic benefits of road infrastructure investments are 29 times its investment costs, and thus the highest of all infrastructure sectors, including other transport modes, (see annex 5) • the economic cost of impediments to road transport (congestion, border delays, traffic bans, blockades etc.) amounts to 0.5% of GDP, i.e. -
Environmental Product Declaration in Accordance with ISO 14025 and EN 15804:2012+A1:2013 For
Environmental Product Declaration In accordance with ISO 14025 and EN 15804:2012+A1:2013 for: Under Ballast Mat, type UBM-H35-C from Programme: The International EPD® System, www.environdec.com Programme operator: EPD International AB EPD registration number: S-P-02061 Publication date: 2021-02-08 Valid until: 2026-02-08 An EPD should provide current information and may be updated if conditions change. The stated validity is therefore subject to the continued registration and publication at www.environdec.com PAGE 1/13 General information Programme information Programme: The International EPD® System EPD International AB Box 210 60 Address: SE-100 31 Stockholm Sweden Website: www.environdec.com E-mail: [email protected] CEN standard EN 15804 serves as the Core Product Category Rules (PCR) Product category rules (PCR): Product Category Rules for construction products and construction services of 2012:01, version 2.33 valid: 2021-12-31 PCR review was conducted by: Technical Committee of the International EPD® System, A full list of members available on www.environdec.com. The review panel may be contacted via [email protected]. Independent third-party verification of the declaration and data, according to ISO 14025:2006: ☐ EPD process certification ☒ EPD verification Third party verifier: Damien Prunel from Bureau Veritas LCIE Approved by: The International EPD® System Procedure for follow-up of data during EPD validity involves third party verifier: ☐ Yes ☒ No The EPD owner has the sole ownership, liability, and responsibility for the EPD. EPDs within the same product category but from different programmes may not be comparable. EPDs of construction products may not be comparable if they do not comply with EN 15804. -
Road Transport Infrastructure
© IEA ETSAP - Technology Brief T14 – August 2011 - www.etsap.org Road Transport Infrastructure HIGHLIGHTS TECHNOLOGY STATUS - Road transport infrastructure enables movements of people and goods within and between countries. It is also a sector within the construction industry that has demonstrated significant developments over time and ongoing growth, particularly in the emerging economies. This brief highlights the different impacts of the road transport infrastructure, including those from construction, maintenance and operation (use). The operation (use) phase of a road transport infrastructure has the most significance in terms of environmental and economic impact. While the focus in this phase is usually on the dominant role of tail-pipe GHG emissions from vehicles, the operation of the physical infrastructure should also accounted for. In total, the road transport infrastructure is thought to account for between 8% and 18% of the full life cycle energy requirements and GHG emissions from road transport. PERFORMANCE AND COSTS - Energy consumption, GHG emissions and costs of road transport infrastructure fall broadly into the three phases: (i) construction, (ii) maintenance, and (iii) operation (decommissioning is not included in this brief). The construction and maintenance costs of a road transport infrastructure vary according to location and availability of raw materials (in general, signage and lighting systems are not included in the construction costs). GHG emissions resulting from road construction have been estimated to be between 0.37 and 1.07 ktCO2/km for a 13m wide road – depending on construction methods. Maintenance over the road lifetime (typically 40 years) can also be significant in terms of costs, energy consumption and GHG emissions. -
Extracting Value from Municipal Solid Waste for Greener Cities: the Case of the Republic of Korea
KNOWLEDGE NOTE SERIES 04 EXTRACTING VALUE FROM MUNICIPAL SOLID WASTE FOR GREENER CITIES: THE CASE OF THE REPUBLIC OF KOREA EIKO WATAYA WB, FAROUK MOLLAH BANNA WB, INHYE BAK WB, DR. JAEMIN SONG UNIVERSITY OF SEOUL, SANG HYUN YOON SUDOKWON LANDFILL SITE MANAGEMENT CORP., AND DR. SORA YI KOREA ENVIRONMENT INSTITUTE1 INTRODUCTION Municipal solid waste is discarded material that originates mostly from human activities in urban areas. It is well documented that improperly disposed of solid waste can negatively impact human health and the environment. For example, uncollected solid waste is one of the leading causes of flooding in slums, which claims thousands of human lives worldwide every year. Uncollected municipal solid waste can also affect other key sectors, such as tourism, hindering a country’s economic growth. The irony is that much of this waste could be reclaimed as renewable resources and help alleviate raw material and energy shortages in a cost- effective manner. To make municipal solid waste a usable resource, recycling must be encouraged, and ideally collected and separated at the source. Such a shift requires an integrated approach to policy creation that includes governance structures, technologies, investments, and citizen engagement— often challenging in fast-growing urban centers witnessing population growth, rapid urbanization, economic development, changes in human consumption, technology development, and more. As countries urbanize and 1 This paper has benefited from the peer review and input of Silpa Kaza (Urban Specialist/World Bank) and David Lerpiniere (Consultant/World Bank). grow economically, the level of waste generation per capita increases. The complexity of the waste stream typically also increases as the proportion of plastics, electronics, and hazardous waste grows and the share of biodegradable materials decreases. -
Infrastructure Failure I. Introduction Two Broad Areas of Concern
Infrastructure Failure I. Introduction Two broad areas of concern regarding infrastructure failure include: • Episodic failure: temporary loss of power, technology associated with maintenance of the babies may fail, or some other temporary issue may occur. • Catastrophic failure: significant damage to hospital infrastructure or anticipated prolonged outage of critical systems may trigger a decision to perform a hospital evacuation. Preplanning requires recognition of potential threats or hazards and then development of management strategies to locate the resources and support patient needs. • In disasters, departmental leaders need to develop an operational chart to plan for a minimum of 96 hours for staff needs, as well as patient care needs and supplies that may be depleted as supplies are moved with the patients. In the event that supplies or equipment cannot be replenished, staff may need to improvise. It is important that staff become familiar with non-traditional methodologies to assist equipment-dependent emergencies for neonatal patients. • The first task in dealing with infrastructure emergencies is to complete a pre-disaster assessment of critical infrastructure (see Appendix A). A key consideration in deciding whether to issue a pre-event evacuation order is to assess vulnerabilities and determine anticipated impact of the emergency on the hospital and its surrounding community. II. Critical Infrastructure Self-Assessment Worksheet A Pre-Disaster Assessment of Critical Infrastructure Worksheet (Appendix A) is divided into eight sections: municipal water, steam, electricity, natural gas, boilers/chillers, powered life support equipment, information technology, telecommunications, and security. The Worksheet can be used in conjunction with the National Infrastructure Protection Plan (NIPP), which is a management guide for protecting critical infrastructure and key resources. -
How Iot, AAI Can Contribute to Smart Home and Smart Cities Services: the Role of Innovation
A Service of Leibniz-Informationszentrum econstor Wirtschaft Leibniz Information Centre Make Your Publications Visible. zbw for Economics Skouby, Knud Erik; Lynggaard, Per; Windekilde, Iwona; Henten, Anders Conference Paper How IoT, AAI can contribute to smart home and smart cities services: The role of innovation 25th European Regional Conference of the International Telecommunications Society (ITS): "Disruptive Innovation in the ICT Industries: Challenges for European Policy and Business" , Brussels, Belgium, 22nd-25th June, 2014 Provided in Cooperation with: International Telecommunications Society (ITS) Suggested Citation: Skouby, Knud Erik; Lynggaard, Per; Windekilde, Iwona; Henten, Anders (2014) : How IoT, AAI can contribute to smart home and smart cities services: The role of innovation, 25th European Regional Conference of the International Telecommunications Society (ITS): "Disruptive Innovation in the ICT Industries: Challenges for European Policy and Business" , Brussels, Belgium, 22nd-25th June, 2014, International Telecommunications Society (ITS), Calgary This Version is available at: http://hdl.handle.net/10419/101421 Standard-Nutzungsbedingungen: Terms of use: Die Dokumente auf EconStor dürfen zu eigenen wissenschaftlichen Documents in EconStor may be saved and copied for your Zwecken und zum Privatgebrauch gespeichert und kopiert werden. personal and scholarly purposes. Sie dürfen die Dokumente nicht für öffentliche oder kommerzielle You are not to copy documents for public or commercial Zwecke vervielfältigen, öffentlich -
DLA Piper. Details of the Member Entities of DLA Piper Are Available on the Website
EUROPEAN PPP REPORT 2009 ACKNOWLEDGEMENTS This Report has been published with particular thanks to: The EPEC Executive and in particular, Livia Dumitrescu, Goetz von Thadden, Mathieu Nemoz and Laura Potten. Those EPEC Members and EIB staff who commented on the country reports. Each of the contributors of a ‘View from a Country’. Line Markert and Mikkel Fritsch from Horten for assistance with the report on Denmark. Andrei Aganimov from Borenius & Kemppinen for assistance with the report on Finland. Maura Capoulas Santos and Alberto Galhardo Simões from Miranda Correia Amendoeira & Associados for assistance with the report on Portugal. Gustaf Reuterskiöld and Malin Cope from DLA Nordic for assistance with the report on Sweden. Infra-News for assistance generally and in particular with the project lists. All those members of DLA Piper who assisted with the preparation of the country reports and finally, Rosemary Bointon, Editor of the Report. Production of Report and Copyright This European PPP Report 2009 ( “Report”) has been produced and edited by DLA Piper*. DLA Piper acknowledges the contribution of the European PPP Expertise Centre (EPEC)** in the preparation of the Report. DLA Piper retains editorial responsibility for the Report. In contributing to the Report neither the European Investment Bank, EPEC, EPEC’s Members, nor any Contributor*** indicates or implies agreement with, or endorsement of, any part of the Report. This document is the copyright of DLA Piper and the Contributors. This document is confidential and personal to you. It is provided to you on the understanding that it is not to be re-used in any way, duplicated or distributed without the written consent of DLA Piper or the relevant Contributor. -
Transportation Infrastructure, Productivity, and Externalities
Transportation Infrastructure, Productivity, and Externalities Charles R. Hulten University of Maryland and National Bureau of Economic Research August, 2004 Revised February, 2005 ABSTRACT This paper summarizes the results of three studies linking investment in highway infrastructure to productivity growth in the manufacturing sector of the U.S., Spanish, and Indian economies. The goal of this research is (1) to trace the overall impact of highway investment on the growth of this strategic sector, (2) to examine the interregional effects of such investments, with particular attention to the issue of whether highway investment encourages regional convergence and relocation of economic activity, and (3) to assess the extent of the spillover externalities on manufacturing industry associated with such investments. This last issue is of particular importance for infrastructure policy, since spillover externalities tend to go uncounted in formal project investment analyses, leading to the possibility of under-investment. The comparative study of three countries at different stages of economic development using virtually the same model allows a fourth issue to be examined: the possibility that the effects of infrastructure investment differ according to the level of development and the extent to which existing infrastructure networks have already been built up. These issues are first framed in the larger context of the literature on infrastructure and productivity. Paper prepared for the 132nd Round Table of the European Conference of Ministers of Transport, at the Joint OECD/EMCT Transport Research Center, Paris, France, December 2 and 3, 2004. 1. Transportation Infrastructure and Productivity: Historical Background The idea that transportation infrastructure is a type of capital investment distinct from other forms of capital is an accepted part of the fields of economic development, location theory, urban and regional economics, and, of course, transport economics. -
The Impact of Infrastructure on Trade and Economic Growth in Selected Economies in Asia
ADBI Working Paper Series The Impact of Infrastructure on Trade and Economic Growth in Selected Economies in Asia Normaz Wana Ismail Jamilah Mohd Mahyideen No. 553 December 2015 Asian Development Bank Institute Normaz Wana Ismail is an associate professor of economics and management at Universiti Putra Malaysia. Jamilah Mohd Mahyideen is a lecturer at Universiti Teknologi MARA. The views expressed in this paper are the views of the authors and do not necessarily reflect the views or policies of ADBI, ADB, its Board of Directors, or the governments they represent. ADBI does not guarantee the accuracy of the data included in this paper and accepts no responsibility for any consequences of their use. Terminology used may not necessarily be consistent with ADB official terms. Working papers are subject to formal revision and correction before they are finalized and considered published. The Working Paper series is a continuation of the formerly named Discussion Paper series; the numbering of the papers continued without interruption or change. ADBI’s working papers reflect initial ideas on a topic and are posted online for discussion. ADBI encourages readers to post their comments on the main page for each working paper (given in the citation below). Some working papers may develop into other forms of publication. Suggested citation: Ismail, N. W., and J. M. Mahyideen. 2015. The Impact of Infrastructure on Trade and Economic Growth in Selected Economies in Asia. ADBI Working Paper 553. Tokyo: Asian Development Bank Institute. Available: http://www.adb.org/publications/impact-infrastructure- trade-and-economic-growth-selected-economies-asia/ Please contact the authors for information about this paper. -
The City Accelerator Guide to Urban Infrastructure Finance by Jennifer Mayer Concept Jeneration, LLC
Resilience, Equity and Innovation The City Accelerator Guide to Urban Infrastructure Finance by Jennifer Mayer Concept Jeneration, LLC A special project of Proudly supported by Table of Contents 1 Executive Summary p. 1 2 Background: Fundamentals of p. 7 Infrastructure Capital Finance 3 Bringing Resilience into the p. 11 Capital Planning Process 4 Addressing Equity in the p. 21 Capital Planning Process 5 The Financial Strategy Framework p. 27 Framing: Building the Project Vision, p. 32 Exploring: Identifying Diverse Revenue and Funding Sources, p. 42 Exploring: Identifying Financial Tools, p. 54 Exploring: Considering Alternative Delivery Models, p. 60 Screening: Finding the Right Tools for the Job, p. 72 Implementation: Putting the Strategy into Practice, p. 76 6 The Way Forward: Reaching into p. 79 the Future with Equitable and Resilient Finance Tools 7 Appendices p. 85 1 Executive Summary Capital financing has always involved a kind of time travel. Resilient and equitable financial strategies simply reach into the future in a different way. 1 EXECUTIVE SUMMARY Every week seems to bring another report high- lighting the crumbling state of America’s infrastruc- ture, from lead poisonings in Flint, to levee breaches in Houston, and deteriorating transit systems in Washington, DC and New York. City governments seeking to finance infrastruc- COHORT CITY ture projects face a legacy of past underinvestment, PITTSBURGH which can make improvements or rehabilitation more expensive. They also experience outdated mindsets and siloed and informal project development processes that can increase the challenges involved in solving finan- cial gaps. And if that isn’t enough—cities are also confronted with the need to strengthen infrastructure against extreme weather and sea level rise.