Understanding the economic impacts of transportation projects in Utah is essential for decision makers, officials, and stakeholders as they determine the best course of action for the state. Economic impacts can guide decisions of future projects and help explain past economic fluctuations. This study develops a process that can be used to identify the economic impacts of transportation projects in Utah and quantify the relationship between transportation and these impacts. Accomplishing the objectives of this study are a product of: 1) performing a comprehensive literature review, 2) collecting data and establishing analysis methods, 3) completing a statistical analysis and breakdown into project type and expenditure values, 4) conclusions and recommendations, and 5) providing possible avenues for future research to further the understanding of the economic impacts of transportation projects in Utah. This study uses an evaluative (or ex post) analysis to assess the generative economic impacts of transportation projects after completion. Both pre- and post-construction data were collected and used to compare the trends of sales tax revenue, employment creation, and vehicle miles traveled (VMT) around transportation projects in Utah over the last 10 years. A plot of the trends before, during, and after construction for each project in the analysis was generated. A formal process was created for completing the analysis for future study. The results of this study indicate that there is a positive relationship between transportation improvement projects and sales tax revenues. This relationship amounts to approximately a 4.0 percent increase in trends compared to the state overall. Employment demonstrated a 4.5 percent increase compared to the state overall. The VMT analysis showed no statistical difference between the pre- and post-construction trends. This study has prompted several recommendations intended to help UDOT better understand the economic impacts of transportation projects in Utah. Although this analysis provides a strong foundation, and outlines a process to analyze economic impacts from transportation projects in Utah, additional studies need to be completed.

One of the most visible impacts of climate change in Arctic environments is declining sea ice. Due to an absence of spatially coarse quantitative data, there is a lack of understanding on declining sea ice on a community scale. This study seeks to document historical trends in air temperature, sea ice thickness (SIT), break-up dates (BUDs) and freeze-up dates (FUDs), correlate sea ice behaviour to air temperatures, and document the socio-economic impacts of sea ice change in Resolute Bay Nunavut, using traditional Inuit knowledge (TIK) and scientific methods. During the scientific portion of this study linear regression, statistical significance, anomaly analysis, and change point detection were used on time series of sea ice concentration (SIC), SIT, and air temperature. Two SIC datasets were accessed to characterize BUDs and FUDs, Canadian Ice Services archived sea ice charts from 1982-2022 and Copernicus Climate Change Services (C3S) gridded satellite derived SIC from 1979-2015. The BUD was defined when SIC fell and stayed below 20%, and the FUD was when SIC returned and stayed above 50%. By applying a statistically significant linear regression to both datasets, the BUD was shown to occur 37.5 days earlier and the FUD occurred 23.4 days later in 2022 than in 1979. This study accessed two SIT datasets, Environment and Climate Change Canada fast ice measurements from 1947-2022 and C3S satellite derived sea ice freeboard measurements from 2002-2020 at four locations in the Barrow Strait. After applying change point detection algorithms, this study found annual maximum fast ice thicknesses increased 32.5 cm from 1948-1981 and decreased 33.2 cm from 1981-2021. Fast ice decreased most substantially in the months of April and May. Sea ice freeboard decreased by 260.8 cm on average from 2002-2020 in the Barrow Strait. Freezing degree days (FDDs) were used to correlate sea ice behaviour to air temperature. As FDDs decrease, sea ice freeboard was the most rapidly changing sea ice parameter and fast ice thickness was most strongly correlated to FDDs. Both these results indicate that air temperature has a greater effect on SIT than the BUD and FUD. During the TIK investigation of this study, seventeen community members from Resolute Bay, Nunavut, ranging from age 19-81 were interviewed about their perception of changes in SIT, BUD, FUD, and seasonal weather patterns. Participants were interviewed about the socio-economic impacts of sea ice change, traditional Inuit methods of determining thickness, and asked to indicate typical areas of thin and thick ice, areas that break-up and freeze-up first, and hunting and travel routes on printed maps. The interviewees described a decline in sea ice thickness, areas of thin ice in the Barrow Strait, north of Cornwallis Island, and between Bathurst and Devon Island, less frequent use of the sea ice, less traditional food available in the community, increased vessel traffic, a decrease in seal population, new species and birds in the area, and detailed traditional methods of determining ice thickness through observation of color and use of the harpoon. Agreement between traditional knowledge and the scientific data was present in typical break-up and freeze-up patterns, and annual maximum thickness decreasing over time. While most respondents indicated FUD was later and BUD earlier, more participants responded there have been changes to the FUD than the BUD, whereas the scientific data showed more severe changes to the BUD than FUD. During interviews, there was consensus that summer temperatures are getting warmer but there was variability in responses when asked about winter temperatures. The scientific results showed less warming in the summer (Jun-Aug) than winter months (Jan-Mar) with the most warming in the fall (Sept-Nov). The lack of agreement between these results could be attributed to local perceived changes to winter weather referring to storminess rather than strictly temperature. TIK provided small scale information about the sea ice that the current state of scientific observation can not. In conclusion, a more holistic understanding of sea ice behaviour can be achieved by including Inuit traditional knowledge in partnership with scientific methods.

This study has objectives that address current concerns about the possibility of a sudden, negative, shock in domestic consumption of tobacco products. A mostly rural, six-county region of south-central Virginia is the area selected for a focus on these concerns. The study conducts a regional descriptive analysis to introduce the study area and its economic base, and this includes a focus on the regional tobacco trade. Estimates of the economic contribution of tobacco to the study area are generated using input-output analysis and the IMPLAN model. Survey data, interviews and other published sources are employed to verify and change portions of the IMPLAN base model data and to supplement the results. Tobacco’s contribution to the regional economy is estimated for the tobacco production and tobacco stemming and redrying industries, and for other industries and groups. In total, tobacco contributes $756 million in total industry output, nearly $251 million to the value added portion of output and over 6800 jobs. This represents approximately 10.9 percent, 7.5 percent and 6.7 percent of the regional base economy, respectively. Some policy perspectives relating to tobacco production are also analyzed. Economic losses for this study area due to absentee tobacco quota ownership are found to be relatively insignificant when compared to the total regional contribution of tobacco. The regional economic impact of a ten percent decrease in tobacco marketing quota, a ten percent decrease in margin earned by tobacco producers, and two other policy considerations is also estimated. / Master of Science

貓空纜車為台灣首座具有觀光及大眾運輸性質之纜車系統，由政府投資十三億，希冀藉由纜車的設置改善貓空地區假日交通擁擠問題，同時提升本地的觀光吸引力，帶動觀光發展活絡地方產業。貓空纜車營運首年搭乘人數突破五百萬人次，遠超越原先的預期，纜車特殊的觀光吸引力為地方觀光帶來人氣，但是否也能有效帶動地方產業發展值得探討。本研究的主要目的為評估纜車所引發的經濟效益，檢視貓空纜車的設置經驗，供政府未來投資經營觀光地區之參考。本研究經由四百位旅客之問卷調查及店家訪談，瞭解纜車通車後貓空地區觀光產業發展的變遷，並藉由投入產出模型評估貓空纜車設置之觀光經濟效益，釐清觀光發展所面臨的課題，進而提出貓空地區觀光發展策略。 研究結果發現，貓空纜車開通使貓空自地方休憩景點升格為國民旅遊景點，台北縣市以外的旅客比例明顯上升，並增加團體旅客的到訪，纜車體驗勝過登山健行與泡茶品茗，成為旅客前來貓空旅遊最主要的遊憩活動。然而，旅客數量的增加並不等同於觀光產業發展的蓬勃，由旅客問卷調查結果發現，旅客在當地的旅遊消費並不熱絡，旅客在貓空地區停留時間偏低，近五成旅客停留不到一小時。經濟影響分析結果顯示，觀光纜車業的產出乘數為1.007，顯示貓空纜車所引發之外溢效果有限，未能發揮帶動周邊產業的功效。究其原因，貓空地區觀光發展存在有纜車體驗與地方特色未做適當連結、貓空茶文化的消逝，以及地方觀光供給系統品質未能同等提升等問題。 因此，在傳統產業轉型觀光的歷程中，政府除需積極進行觀光投資建設之外，為求有效提升觀光經濟效益，本研究提出下列觀光發展的策略建議，以供政府未來經營觀光地區之參考：一、加強地方傳統產業之經濟鏈結，避免經濟遺漏，有效提高經濟效益；二、以地方特色為核心，發展多元觀光，刺激旅客在當地的旅遊消費；三、提升觀光供給系統之整體品質，延長旅客在觀光地區的停留時間，連帶提升旅客的旅遊滿意度；四、進行遊程規劃，有效串連景點，擴大經濟影響範圍，有效帶動周邊產業發展。經由相關配套措施的施行，加強觀光建設與地方觀光系統的連結，提供更優質的旅遊環境，輔助政府藉由觀光投資建設以提振地方產業經濟之目標的達成。 / Taipei Maokong Gondola, the city's first cable-car system, was inaugurated at July 4, 2007, and has attracted more than 5.12 million passengers on the first year of operation. As the Maokong Gondola was built to improve traffic conditions and to further boost the tourism in the tea-growing area around Maokong in the rural Wenshan District, the primary purpose of this study is to evaluate the economic impacts of Maokong Gondola. The study sampled 400 tourists to estimate the change in the number and types of tourists visiting the Maokong area, and futher applies the change in the expenditures of tourists to a regional input-output model to determine the economic impacts. The study result indicats that the operation of Maokong Gondola contributed an increasing proportion of tourists from other cities to Maokong, making the area a national traveling spot. However, the expenditures of the tourists in the Maokong area did not raise at the same time. The economic impact analysis shows that the sales multiplier of cable car tour is only 1.007, indicating a limited economic benefit. Based on the result of the economic impact analysis, this thesis provides four suggestions for boosting the tourism in the tea-growing area around Maokong: (1) Strengthen the economy chain knot between the traditional industries and the service industries to avoid the economical leakages. (2) Take the local characteristics as the core while developing various activities. (3) Improve the quality of the whole tourism supplying system. (4) Connect the scenery spots around Maokong to expand the boundary of the economy influence.

O presente estudo avalia a percepção de potenciais usuários da Hidrovia Tocantins-Araguaia sobre seus possíveis impactos econômicos, sociais e ambientais em 7 municípios, no Estado do Tocantins. Foram entrevistados 24 indivíduos representantes do poder público, da iniciativa privada, de entidades de classe e de organizações não-governamentais ambientalistas. Como evidência de campo, verificou-se que, no rio Araguaia, a limitada infra-estrutura operacional, instalada em 1998, está completamente deteriorada e que as embarcações estão sem uso desde 2000. No rio Tocantins, verificou-se a inexistência de eclusas que permitam vencer os desníveis naturais mais agressivos, aumentando a navegabilidade e possibilitando o tráfego dos comboios. Diante disso, pode-se afirmar que a Hidrovia ainda está longe de se consolidar como um modal de transporte alternativo para o Estado. Quanto à opinião dos entrevistados, de modo geral,consideram interessante, oportuna e estratégica a presença da Hidrovia Tocantins-Araguaia em seus municípios, principalmente para o transporte de insumos e produtos. A despeito da pouca nformação de que dispunham sobre sua dimensão, potencial e impactos, manifestaram expectativas positivas quanto aos aspectos econômicos e sociais e negativas quanto aos ambientais. Vários assinalaram que o lento processo de implantação compromete sua inserção nos projetos institucionais ou empresariais e causa descrença sobre sua consolidação. A análise estatística dos dados de campo, realizada através de uma regressão do tipo stepwise, revela que os agentes econômicos relacionam a importância da Hidrovia Tocantins-Araguaia para seus municípios aos impactos econômicos, sociais e ambientais que ela possa causar. Os resultados individuais mostraram-se significativos, segundo o nível de probabilidade "p", para as variáveis selecionadas pelo modelo, sob α = 0,20(erro tipo I) estabelecido à priori. Foram significativos e positivos os coeficientes das variáveis geração de emprego e renda, oferta de serviços estruturais municipais e valor das propriedades ribeirinhas e, negativos, os coeficientes das variáveis conhecimento e informação sobre a hidrovia, atividades de indústria e comércio, atividades de turismo e oferta de serviços sociais municipais. A variável atividades de agricultura não foi significativa. O grupo focal, realizado com a finalidade de ampliar a discussão qualitativa sobre a Hidrovia Tocantins-Araguaia, foi consensual em relação aos benefícios econômicos e sociais proporcionados ao Estado do Tocantins e aos circunvizinhos. Porém, alertou sobre os possíveis impactos negativos no meio ambiente, especialmente no Rio Araguaia. Em linhas gerais, o estudo permitiu concluir pela necessidade e benefícios de serem consideradas as impressões qualitativas dos potenciais usuários na avaliação de viabilidade econômica de projetos de infra-estrutura de transporte. Tais impressões serviriam como parâmetros de ponderação dos aspectos quantitativos levantados pelo empreendedor, favorecendo a escolha do empreendimento mais adequado sob o ponto de vista econômico, social e ambiental. Sobre a implantação efetiva da Hidrovia Tocantins-Araguaia, no Estado do Tocantins, alerta-se para os impactos que ela possa causar. Ainda que sob o ponto de vista comum sejam esperados benefícios econômicos e sociais, sob o ponto de vista ambiental a sensação é de perda de qualidade. O Rio Araguaia, pela sua juventude e fragilidade dos ecossistemas que congrega,exige tratamento especial, baseado num cuidadoso plano de intervenções, que respeite suas características naturais, bem como as das espécies e populações que o habitam, inclusive a humana. O Rio Tocantins, ainda que menos indefeso pela sua maior idade, precisa de tratamento adequado, uma vez que dele depende não só a Hidrovia Tocantins e o projeto multimodal de transporte mas,também, todo o projeto de geração de energia hidrelétrica do Estado. / The present study aims to evaluate the perception of potential users of the Tocantins-Araguaia Waterway concerning the possibility of economic, social and environmental impacts in 7 municipalities, in the State of Tocantins. For this purpose, 24 individuals representing the government, private sector and non-government environmental organizations, have been interviewed. Field evidences shows that in the Araguaia River the limited operational infrastructure, installed in 1998, is completely deteriorated and that the ships have not been used since the year 2000. It has been, in the Tocantins River, noticed the nonexistence of dams, which allow to regulate the more aggressive natural differences in the river levels, increasing the navigability of the convoys. Therefore, it can be stated that the waterway is still far from it’s consolidation as a transportation alternative for this State. As for the opinion of those who have been interviewed, in general, the presence of the Tocantins- Araguaia Waterway in their municipalities is considered interesting and strategic, mainly for the transportation of inputs and finished goods. Despite the little information available as to its dimension, potential and impacts, positive expectation have been manifested as to economic and social aspects, and negative as to environmental aspects. Several of them stated that the slow process of implantation difficult its introduction in the projects or enterprises and causes the incredibility over its consolidation. The statistical analysis of the field data, made through a stepwise regression reveals that the economic agents relates the importance of the Tocantins-Araguaia Waterway for their municipalities to the economic, social and environmental impacts that it might cause. The individual results are significant, according to the confidence level p , for the variables selected by the model, under α = 0,20 (tipe I error) à priori determined. The coefficients of the variables job creation and income improvement, municipal social service offer and the value of the water side properties were significant and positive and the coefficients of the variables knowledge and information on waterway, commercial and industrial activities, tourism activities, and the municipal social service offer, were negative. The variable agricultural activities was not significant. The focal group about Tocantins-Araguaia Waterway was consensual over the economic and social benefits for the State of Tocantins. However, the group warned about possible negative impacts in the environment, especially in the Araguaia River. In general, the study permitted to conclude for the necessity and benefits to consider the qualitative impressions of the potential users in the evaluation of the economic viability of transportation infrastructure projects. Such impressions would serve as parameters of the qualitative aspects brought forward by the entrepreneur, improving the choice of the most adequate enterprise under the economic, social and environmental aspects. As for the effective implantation of the Tocantins-Araguaia Waterway, in the State of Tocantins, the impacts that it may cause should be brought forward. Although economic and social benefits are expected, the perception is of loss of the environmental quality. The Araguaia River, because of its youth and ecosystems fragility, demands a special treatment, based on a careful plan of interventions, that respects its natural characteristics, as well as the species and populations that inhabit it, including the human. The Tocantins River also needs a proper treatment due to the Tocantins Waterway, the multimodal transportation and the hydroelectric generation projects of the State, which depends on it.

Submitted by admin tede (tede@pucgoias.edu.br) on 2017-05-12T15:03:52Z No. of bitstreams: 1 ELIZEU DEMAMBRO.pdf: 2164594 bytes, checksum: 554f8463ef31b4577e5aa7e6b4f140f4 (MD5) / Made available in DSpace on 2017-05-12T15:03:52Z (GMT). No. of bitstreams: 1 ELIZEU DEMAMBRO.pdf: 2164594 bytes, checksum: 554f8463ef31b4577e5aa7e6b4f140f4 (MD5) Previous issue date: 2017-03-07 / This study seeks to determine the economic and social impacts that highway infrastructure projects caused in cities in the state of Mato Grosso, situated along the BR 158 Highway, such as Barra do Garças, Água Boa, Canarana and Confresa, in the period from 2000 to 2014. Firstly, the role of highway infrastructure investments in promoting the expansion of large monocultures, such as soybeans and corn, was identified. Then, the socioeconomic profile of the region of influence of the BR 158 Highway was characterized, encompassing demography, flow of employment, economic production, exports and imports of the cities, and other items. The study also verified the effects of highway infrastructure investments in the cities in question, in relation to small and medium-sized industrial and commercial segments. Lastly, it identified the goods that are transported and the highway support conditions from the perspective of truck drivers. The methodology used, which was quantitative and qualitative in nature, was supported by instruments, such as observation, interviews, document research and a literature review, with the data presented in the form of comments and tables. In assessing the economic and social impacts of the production changes in the Brazilian cerrado (tropical savanna ecoregion), as a result of highway infrastructure projects, the objective is to help explain the process of regional integration in Mato Grosso, in the current period, and chart it for the upcoming years, based on the infrastructure projects in question. / Com este trabalho procurou-se descobrir quais os impactos econômicos e sociais que as obras de infraestrutura viária desencadearam em municípios matogrossenses, situados ao longo da rodovia BR 158, como Barra do Garças, Água Boa, Canarana e Confresa, no período compreendido entre 2000 e 2014. Primeiramente, identificou-se o papel dos investimentos em infraestrutura rodoviária no estímulo à expansão das grandes monoculturas agrícolas, soja e milho. Na sequência, fez-se uma caracterização do perfil socioeconômico da região de influência da rodovia BR 158, abrangendo demografia, fluxo de emprego, produção econômica, exportação e importação dos municípios, entre outros. Também identificou-se a repercussão dos investimentos em infraestrutura rodoviária nos municípios em questão, para os pequenos e médios segmentos industriais e comerciais e, para finalizar, identificaram-se as mercadorias que são transportadas e as condições de suporte da rodovia na perspectiva dos caminhoneiros. A metodologia utilizada, de natureza quanti-qualitativa, foi auxiliada por instrumentos, como: a observação, a entrevista, a pesquisa documental e bibliográfica, sendo os dados apresentados, em forma de comentário e de tabelas. Ao avaliar os impactos econômicos e sociais das transformações produtivas, na área do cerrado brasileiro, derivados das obras de infraestrutura de rodovias, esperou-se contribuir para explicar a natureza do processo de integração regional em Mato Grosso, no período atual, e projetá-lo para os próximos anos, com base nas obras de infraestrutura em questão.

Submitted by Maicon Juliano Schmidt (maicons) on 2015-03-26T15:01:12Z No. of bitstreams: 1 Jacqueline Lopes Nunes.pdf: 1696840 bytes, checksum: 410a2c3a174ef900d213e9b13078cac1 (MD5) / Made available in DSpace on 2015-03-26T15:01:12Z (GMT). No. of bitstreams: 1 Jacqueline Lopes Nunes.pdf: 1696840 bytes, checksum: 410a2c3a174ef900d213e9b13078cac1 (MD5) Previous issue date: 2012-05-23 / CNPQ – Conselho Nacional de Desenvolvimento Científico e Tecnológico / O acesso à energia elétrica é um dos principais fatores que resultam no desenvolvimento socioeconômico de uma nação. Essa, por sua vez, não tem sido ofertada de forma suficiente para atender as regiões Norte e Nordeste, o que dificulta, sobremaneira, o funcionamento das principais necessidades de um cidadão, como hospitais e escolas. Apesar disso, essas regiões são dotadas de condições climáticas ideais para a plantação de dendê, no caso da região Norte, e radiação solar, no caso da região Nordeste, que as potencializam para geração de energia elétrica. Assim, esta dissertação procura determinar a capacidade de geração de energia elétrica nestas regiões e o impacto que poderá decorrer, em termos de emprego e renda, nas mesmas. A metodologia utilizada na pesquisa foi documental, utilizando-se de pesquisa bibliográfica. Ao final deste trabalho concluiu-se que o dendê, na região Norte, e solar, no Nordeste, poderá propiciar benefícios fiscais e econômicos significativos, contribuindo numa proporção elevada na oferta de energia elétrica das regiões. Sendo que o dendê, além de gerar emprego e renda à população, poderá suprir as necessidades energéticas dos Sistemas Isolados. Em se tratando da energia solar, esta poderá propiciar não somente emprego e renda, mas também oportunidades de negócios já que é possível desenvolver outras atividades comerciais. Além disso, foi constatado que essa fonte de energia pode ser determinante para o abastecimento energético dos locais com baixa eletrificação, suprindo até mesmo a demanda desses locais para o ano de 2030. / The access to the electric power supply is an essential component for the economic and social development of a country. However its generation has not been enough in order to supply the North and Northeast regions of Brazil, which difficulty the operations of the main necessities of a citizen, like hospitals and schools. Nevertheless, these regions have ideal climatic conditions to palm oil plantation, in North region, and solar radiation, in Northeast region, to enhance the generation of electricity. This dissertation analyses the potential of the electric power supply in the North and Northeast of Brazil and also check the socioeconomics impacts derived from them. The methodology is documental, using bibliographic research. The dissertation concludes that the palm oil, in the North region, and solar, in Northeast, could provide fiscal and economic benefits, as well as to electric power supply for these regions. The palm oil could provide not only employment and income to population, but also could supply the demand of energy required by the Isolated Systems. Regarding the solar energy, it would provide not only employment and income, but also business opportunities to the region, since it provides possibilities to develop new commercial activities. Furthermore, this energy source could be determinant for the energy supply of places with low electrification and could supply this region in 2030.

Invasive alien species (IAS) pose a serious threat to ecosystems and societies worldwide. Local ecological knowledge (LEK) is increasingly valued as a means of understanding environmental issues; however, its application in the context of IAS research has been limited. The overall objective of this study was to document the LEK of farmers and Weed Supervisors to gain insight into a recent IAS, Odontites serotina. I conducted semi-structured interviews with farmers and Weed Supervisors with O. serotina management experience. Results indicated that the socio-economic impacts for farmers were severe in affected rural communities. However, participants had developed promising control techniques, including the application of compost mulch. I used this LEK as well as data on species occurrence, environmental variables, and measures of propagule pressure to forecast the potential distribution of O. serotina across Manitoba. The risk map generated will be useful for guiding future monitoring and public outreach efforts.

Invasive alien species (IAS) pose a serious threat to ecosystems and societies worldwide. Local ecological knowledge (LEK) is increasingly valued as a means of understanding environmental issues; however, its application in the context of IAS research has been limited. The overall objective of this study was to document the LEK of farmers and Weed Supervisors to gain insight into a recent IAS, Odontites serotina. I conducted semi-structured interviews with farmers and Weed Supervisors with O. serotina management experience. Results indicated that the socio-economic impacts for farmers were severe in affected rural communities. However, participants had developed promising control techniques, including the application of compost mulch. I used this LEK as well as data on species occurrence, environmental variables, and measures of propagule pressure to forecast the potential distribution of O. serotina across Manitoba. The risk map generated will be useful for guiding future monitoring and public outreach efforts.

Ο τουρισμός συνιστά ένα ιδιόμορφο φαινόμενο λόγω της προσωρινής μεταβατικής κατάστασης που βρίσκεται ο επισκέπτης, ο οποίος ενεργοποιεί τον τουρισμό. Εχει ποικίλες επιπτώσεις, και λόγω του μεγέθους του, οι επιπτώσεις αυτές είναι πλέον αρκετά σημαντικές. Ιδιαίτερου ενδιαφέροντος αποτελούν οι οικονομικές επιπτώσεις του τουρισμού, ειδικά στις οικονομίες υποδοχής επισκεπτών. Στην παρούσα εργασία, κατόπιν της ανάπτυξης του αναγκαίου θεωρητικού υποβάθρου, επιδιώκεται η ανάπτυξη ενός μεθοδολογικού μοντέλου για την, κατά το δυνατό,πιο άμεση και ορθή εκτίμηση αυτών των οικονομικών επιπτώσεων. Το προτεινόμενο μοντέλο κάνει χρήση στατιστικών δεδομένων τα οποία ήδη συλλέγονται απο τις αρμόδιες υπηρεσίες, και έτσι το κόστος του είναι ελάχιστο. / Tourism is a peculiar phenomenon due to the temporary transitional situation of visitors, which are the ones who make tourism to exist. Tourism has various effects, and because of its size, tourism impacts are now significant. Of particular interest are the economic impacts of tourism, especially in economies that host visitors. In this project, after developing the necessary theoritical background, it is develop a methodological model for the most possible direct and accurate assessment of these economic impacts. The proposed model makes use of statistical data already collected by the relevant authorities, what minimizes the cost.