PSN: Infrastructure (Topic)最新文献

{"title":"Indonesia's Toll-Road Infrastructure Finance, Jasa Marga and its Corporatization","authors":"Dwi Bhakti","doi":"10.2139/SSRN.2524256","DOIUrl":"https://doi.org/10.2139/SSRN.2524256","url":null,"abstract":"The Indonesian toll road is not new. It started in 1978 with launched the Jagorawi Tol road continued by several toll sections in the following years. The industry faced common issues as elsewhere, including inefficiency, high level risks due to highly leverage of liabilities and investment environment. Jasa Marga, the Indonesian state owned enterprise, which operated toll road almost the last three decades. By far, the company has successfully managed almost 13 toll sections, which spread in all Indonesian provinces. Some emerging cities around Indonesia have forced the company to serve a higher demand for toll roads. The main problem faced by the company is that the highly leverages has led the difficulties to add the additional borrowing. The lack of capacity borrowing has reinforced the company to seek an alternative new financing. The Initial Public Offering is widely recognized to deliberate the company from their handicap.","PeriodicalId":108610,"journal":{"name":"PSN: Infrastructure (Topic)","volume":"21 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2014-11-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132076511","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Highway to Hitler","authors":"Nico Voigtländer, H. Voth","doi":"10.2139/ssrn.2438680","DOIUrl":"https://doi.org/10.2139/ssrn.2438680","url":null,"abstract":"Can infrastructure investment win \"hearts and minds\"? We analyze a famous case in the early stages of dictatorship - the building of the motorway network in Nazi Germany. The Autobahn was one of the most important projects of the Hitler government. It was intended to reduce unemployment, and was widely used for propaganda purposes. We examine its role in increasing support for the NS regime by analyzing new data on motorway construction and the 1934 plebiscite, which gave Hitler great powers as head of state. Our results suggest that road building was highly effective, reducing opposition to the nascent Nazi regime.","PeriodicalId":108610,"journal":{"name":"PSN: Infrastructure (Topic)","volume":"25 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2014-05-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123989527","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Financing Conservation: Texas’ Water Infrastructure Bank and the 20 Percent Set-Aside","authors":"Jeremy Brown","doi":"10.2139/SSRN.2539303","DOIUrl":"https://doi.org/10.2139/SSRN.2539303","url":null,"abstract":"In the early 2010s, Texas suffered a historic drought that drew attention to the long-term limits and vulnerabilities of its water system and that prompted the state legislature, in its 2013 session, to take on water as one of its key policy issues. With near unanimity, the Legislature passed a package of bills that – with voter approval, in the form of Proposition 6 – created a new water infrastructure bank, the State Water Implementation Fund for Texas (SWIFT). SWIFT is intended to provide the state-level financial assistance that water utilities had previously estimated they needed to implement the water strategies recommended in the State Water Plan (SWP). The legislature capitalized SWIFT with a $2 billion appropriation and established a set-aside – codified at Texas Water §15.434(b)(2) – that requires twenty percent of SWIFT monies go toward SWP strategies for conservation or reuse. This set-aside helped to win support for SWIFT and Proposition 6 among environmentalists and other stakeholders potentially wary of new large-scale infrastructure projects. The Texas Water Development Board (TWDB) has been tasked with implementing SWIFT and the set-aside according to a statutorily mandated schedule. In this white paper, the Center for Global Energy, International Arbitration and Environmental Law at The University of Texas School of Law (Energy Center) identifies the most important challenges that the agency will face in doing so.","PeriodicalId":108610,"journal":{"name":"PSN: Infrastructure (Topic)","volume":"58 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2014-04-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114028477","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Challenges of Working with the Chinese NBS Firm-Level Data","authors":"L. Brandt, Johannes Van Biesebroeck, Yifan Zhang","doi":"10.2139/ssrn.2509208","DOIUrl":"https://doi.org/10.2139/ssrn.2509208","url":null,"abstract":"Abstract Over the reform period, industry has been the source of 40% of GDP, and has contributed 90% of China's exports. Annual firm-level surveys that begin in 1992, complemented with industry-wide census in 1995, 2004 and 2008, are rich sources of data on firm behavior. It is well-known that working with Chinese data requires overcoming difficult measurement issues. Macroeconomic series, for example, are often suspected of suffering from reporting bias and political interference. Working with the firm-level data has its own challenges. In this paper, we provide an introduction to these data sets. We discuss and illustrate several of the issues that make comparability over time difficult and suggest solutions. The importance of a particular measurement issue often depends on the exact application. We illustrate this point by tracing the evolution of the relative productivity level of entrants and incumbents over time, distinguishing between changes in actual performance and changes driven by measurement problems. We conclude by identifying a few promising areas of future research and margins on which collaboration among users to improve these data might be beneficial.","PeriodicalId":108610,"journal":{"name":"PSN: Infrastructure (Topic)","volume":"48 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2014-04-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125640113","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"The Long Shadow of Port Infrastructure in Germany – Cause or Consequence of Regional Prosperity?","authors":"P. Breidenbach, T. Mitze","doi":"10.2139/SSRN.2302667","DOIUrl":"https://doi.org/10.2139/SSRN.2302667","url":null,"abstract":"Transport infrastructure is viewed as an important determinant of regional growth and development. While this prediction especially holds from a theoretical perspective based on endogenous growth theories, from an empirical perspective it is not easy to verify this causal link, though. The main reason for this difficulty is that it is hard to measure whether transport infrastructure is indeed the exogenous driver of regional development or whether it is rather an endogenous reflection of the higher transportation demand in prospering regions. In this paper, we analyse the long-run effect of port facilities on regional income levels in Germany. Since it is very likely that the “reversed causality” problem applies to our sample setting, we use an identification strategy that is based on exogenous longrun instruments. In particular, port facilities built before the industrial revolution (about 1850 in Germany) can be seen as an adequate instrument for current port infrastructure since they are exogenous to recent economic development. Using German regional data for 1991-2008, our results hint at a positive correlation between port locations and regional per capita GDP, but do not provide evidence for a causal relationship. For the regional variation of population levels as a more general indicator for agglomeration effects, the causal relationship running from port infrastructure provision to increasing population levels holds nonetheless.","PeriodicalId":108610,"journal":{"name":"PSN: Infrastructure (Topic)","volume":"51 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2013-07-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123465549","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Cars, Congestion and Costs: A New Approach to Evaluating Government Infrastructure Investment","authors":"Benjamin Dachis","doi":"10.2139/ssrn.2303900","DOIUrl":"https://doi.org/10.2139/ssrn.2303900","url":null,"abstract":"The existing debate about the cost of traffic congestion in Canadian cities has been limited to estimating the value of time lost by people sitting in traffic. However, there are broader costs of congestion that should be taken into account. This Commentary offers a decision-making framework for governments seeking to include these broader, social welfare costs in selecting which infrastructure investments merit public subsidy, and which ones should be handled by the private sector. In general, the social returns from infrastructure can be substantial and governments are missing a large portion of the economic benefits of infrastructure when they do not estimate them. In particular, economic externalities – which arise when an individual’s use of infrastructure affects someone else – can be quite large. Governments should assess the full range of social costs and benefits of externalities and include them in building a consistent economic case for investment. With regard to transportation in particular, this report provides a new way of estimating the cost of congestion. To date, governments have made the case for transportation investment based on the estimated economic cost of time lost due to congestion. In the Greater Toronto and Hamilton Area, the commonly used estimate is that congestion costs the economy about $6 billion per year. However, the existing studies provide underestimates of the costs of congestion. The reason: they ignore the positive effects of relationships among firms and people that are among the main benefits of urban living. These urban agglomeration benefits range from people accessing jobs that better match their skills, sharing knowledge face-to-face, and creating demand for more business, entertainment and cultural opportunities which, in turn, benefit other people. When congestion makes urban interactions too costly to pursue, these benefits are foregone, adding significantly to the net costs of congestion. For the Greater Toronto and Hamilton Area this report estimates the additional costs to be at least $1.5 billion and as much as $5 billion per year. For Canadian governments, the framework for comparing the private and social returns of investments can apply to a wide range of investments, ranging from transportation to education to health and much more. In cases in which there is a substantial private return, the economically efficient option is for pure private provision. With such a framework in hand, Canadian governments can make better choices about their investment needs.","PeriodicalId":108610,"journal":{"name":"PSN: Infrastructure (Topic)","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2013-07-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116300000","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Infrastructure Convergence: Tapping Smart Grids for Renewing Growth in the Indian Telecoms Sector","authors":"Divakar Goswami, Divy Jain","doi":"10.2139/ssrn.1724401","DOIUrl":"https://doi.org/10.2139/ssrn.1724401","url":null,"abstract":"The smart grid systems that utilize the telecoms network infrastructure, to facilitate electricity distribution more efficiently, represent win-win prospects for the power and telecoms sectors as well as the planet earth. A modern digital (smart) energy grid could trim India’s transmission and distribution (T&D) losses by 30%, reduce greenhouse gas emissions by 95 MtCO2e, and result in energy savings of $10.5 billion by 2020 and carbon costs of 1.9 billion ($2.9 billion). For the telecom operators, smart meters, a sub set of smart grids, alone present a revenue opportunity of Rs87 billion per annum. A full-scale smart grid deployment should result in further better opportunities for the operators.","PeriodicalId":108610,"journal":{"name":"PSN: Infrastructure (Topic)","volume":"42 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2010-12-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116286382","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Coordination and Governance of S&T Structure and Infrastructure in India","authors":"Avinash, P. Banerjee, Kasturi Mandal","doi":"10.2139/ssrn.1489320","DOIUrl":"https://doi.org/10.2139/ssrn.1489320","url":null,"abstract":"Over several decades of developmental investments and developmental democratic public governance, India has experimented with and has evolved a very complex web of ST however, ST (2) as part of instrument/capacity build up; and (3) as part of a major national mission such as on space. Apart from the fund from line ministry, a proposing organization may seek fund from extramural facility of another ministry, or from the instrument/capacity build up funds from other line ministries. A facility such created is in general a dedicated (or laboratory) facility, not easily accessible to outside researchers or outside private parties. Fees based laboratories do exist in India but their functions are almost always limited to testing, standardization, certification areas and/or they happen to belong to public executive authorities such as on standards. Private fees based laboratories do exist at higher secondary school science level and at undergraduate levels. Infrastructure level research, experimentation facilities are yet to come up. A large number of specialized research institutes have come up over the years. The Research and Development Statistics 2007-08, from the Department of Science and Technology reported the presence of 3,960 RD especially, the number of laboratories with the CSIR constitutes less than 1% of the total number of R&D laboratories in the country. State-wise distribution, as per the DST Research and Development Statistics at a Glance 2007-08, is: Maharashtra with 835 R&D institutions, Tamil Nadu with 402, Andhra Pradesh with 338, Delhi with 321, Karnataka with 311, Gujarat with 273, West Bengal with 260, Uttar Pradesh with 223, Kerala with 139 and the rest of the states with the remaining 858 R&D institutions. The private sector has R&D departments/units with respective economic enterprises and sometimes with trusts supported by such private enterprises. Moreover, there are S&T/R&D units with several social sector NGOs/NPOs. Last few years have seen foreign companies investing in owned R&D establishments in India. Professional scientific societies or associations are weak in India relative to several advanced countries, notably the USA. Role of professional control in management of S&T organizations has remained sparse, few and far between, and is often exercised in conjunction with administrative organs and under typically governmental administrative rules, budgetary practices, cash flow managements, information channel controls, organizational processes, audit requirements as prevail in respective ministries/departments controlling the concerned S&T/R&D organization. The peer controls, the gate keeping roles and peer hand-holding or reviews etc. are naturally very weak and do accommodate administrative rules and principles. It is understood that although over the years growth of S&T infrastructure has taken place significantly, the achievements are yet to become very promising. The socio-economic sector laboratories which are ex","PeriodicalId":108610,"journal":{"name":"PSN: Infrastructure (Topic)","volume":"21 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-10-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115186961","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Economic Governance of Railways in a Federation","authors":"N. Wills-Johnson","doi":"10.2139/ssrn.2379885","DOIUrl":"https://doi.org/10.2139/ssrn.2379885","url":null,"abstract":"Until recently, Australia's State Government-owned railways operated almost entirely within their home states. This has begun to change, in response to the new dynamics unleashed by economic and structural reforms which began in the 1990s. The economic regulatory system that governs third party access to track infrastructure is still a mix of State and Federal regulation, which has lead to calls for greater consistency. However, it is not clear how much centralisation is optimal. This paper examines railway governance from an historical and a functional perspective, and argues that the best approach is not technocratic, but institutional.","PeriodicalId":108610,"journal":{"name":"PSN: Infrastructure (Topic)","volume":"148 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2007-12-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116337009","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"International Mobility of Services – are Developing Countries Competitive?","authors":"Andżelika Kuźnar","doi":"10.2139/ssrn.2953591","DOIUrl":"https://doi.org/10.2139/ssrn.2953591","url":null,"abstract":"Developing countries are quite resistant to increase the access of foreign service providers to their markets. They are afraid potentially better access to other countries’ market will not by used by them efficiently, because their service exporters are not competitive enough. While service industries are indeed often inefficient and underdeveloped in domestic economies in low and middle income countries, it does not have to be necessarily true that they do not participate successfully in services exports already. It depends on how one measures the country’s competitiveness. The paper deals with three indices: observed and so called adjusted exports share and Revealed Comparative Advantage. Countries’ openness to services trade is also presented as a complementary measure. The results show that the popular measure of country’s participation in world exports (observed exports share) understates the position of developing countries in services exports. Both the results of the paper and the literature survey indicate that there are many opportunities for developing countries in increasing number of service sub-sectors","PeriodicalId":108610,"journal":{"name":"PSN: Infrastructure (Topic)","volume":"21 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2007-10-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131461882","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}