Browse by title

You are looking at 1 - 10 of 13 items :

  • Economics and Finance x
  • Urban and Regional Studies x
  • Social and Political Science 2019 x
  • Chapters/Articles x
Clear All Modify Search
This content is available to you

Wil Hout and M. A.M. Salih

This content is available to you

Yasuyuki Motoyama

This content is available to you

Yasuyuki Motoyama

You do not have access to this content

Marcela A. Munizaga

After many years of data scarcity in transportation-related sciences, we have now entered the era of big data. Large amounts of data are available from GPS devices, mobile phone traces, payment transactions, social media, and other sources. The opportunities that this new availability presents are enormous. High-quality data is available at very low or negligible cost. These data can be used to develop new tools, to explore and understand travel behavior and to formulate new policies. However, the challenges are also big: the access to the data is not guaranteed, confidentiality has to be considered, the capacity of processing and enriching these databases has to be developed, and only then will they become really useful for decision-making and for the definition of public policies. This chapter presents an overview of the current state of play, and discusses the future perspectives, focusing on the challenges of building new predictive models.

This content is available to you

Edited by John Stanley and David A. Hensher

You do not have access to this content

Edited by Raymond E. Levitt, W. R. Scott and Michael J. Garvin

You do not have access to this content

Edited by Raymond E. Levitt, W. R. Scott and Michael J. Garvin

You do not have access to this content

Edited by Raymond E. Levitt, W. R. Scott and Michael J. Garvin

This content is available to you

W. Richard Scott, Raymond E. Levitt and Michael J. Garvin

We do not subscribe to a goal of unconstrained development for its own sake; but assuring an adequate supply of civic infrastructure (including housing, roads and public transport, power, water supply and sanitation) is essential to meet the needs of developing countries where populations are growing and becoming more urbanized, as well as those of developed countries where infrastructure is aging and in need of repair and/or replacement. Important as it is, however, providing the necessary infrastructure confronts severe difficulties. Governments of emerging market countries face enormous shortfalls in financial and governance capacity in delivering sorely needed new infrastructure for their growing populations. At the same time, financially strapped governments of mature market economies are struggling to upgrade and retrofit their aging and obsolete infrastructure. Societies at both ends of the development spectrum need more robust project governance structures that can enable new forms of financing coupled with improved systems of managerial oversight and control. Infrastructure is central to societal welfare, and the high cost of replicating the “last mile of pipe or wire” often requires a monopolistic state provision or regulated private provision strategy. We would thus ordinarily expect that the state would play a major role in its prioritization, funding, development and operation. However, historically this has not always been the case. Specific countries vary in their experience, but the United States (US) is not atypical. As Miller and Floricel (2000) point out, during much of the nineteenth century US transportation systems and power networks were built by private entrepreneurs, with minimal public involvement. Toward the end of the century, large corporate groups replaced the entrepreneurs but still experienced only modest public oversight. However, during the Progressive era of the early twentieth century, private initiatives were increasingly regulated and, over time, nationalized as public enterprises. For the greater part of the century, federal, state and local authorities planned, funded, built and operated the bulk of infrastructure. However, during the 1980s, buoyed by a more conservative political wave, calls intensified for the privatization of these enterprises. From that period to the present, varying combinations of private and public entities have partnered to provide these facilities and services.

You do not have access to this content

Edited by Raymond E. Levitt, W. R. Scott and Michael J. Garvin