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L'importance du tourisme dans l'économie locale renseigne généralement le rôle de l'importation de demande finale dans le développement territorial ; ce rôle est objectivé dans le cadre d'enquêtes et d'outils statistiques permettant d'appréhender et chiffrer les transferts de richesses induits par la consommation des touristes. Pour autant, parmi les consommateurs qui visitent un territoire et y consomment, tous ne sont pas des touristes au sens de l'Insee : ils ne dorment pas sur place, ils rentrent chez eux le soir. Cette consommation non portée par des touristes, que nous nommons « consommation de passage », n'a aujourd'hui que peu de réalité, n'étant ni définie officiellement ni repérée à quelque échelle territoriale que ce soit ; elle est ainsi largement méconnue, dans son ampleur et ses effets sur les transferts de richesses interterritoriaux. Avec la région capitale pour cadre empirique, la thèse privilégie ici un terrain soumis à de multiples mobilités pour soulever deux hypothèses. La consommation de passage des Franciliens en Ile de France serait tout d'abord un vecteur de développement territorial non négligeable au niveau infrarégional. Ensuite, en connectant les territoires, la consommation de passage contribuerait à l'intégration métropolitaine. Afin de tester la validité des deux hypothèses, ce travail adopte une approche circulaire de l'économie, et développe une méthode de suivi des richesses, depuis la dépense initiale jusqu'à la rémunération salariale en bout de course. L'exercice nous conduit in fine à chiffrer les retombées économiques de la consommation de passage et à mesurer l'intensité des liens interterritoriaux qu'elle produit / Tourism gives an overview about the role that imported final demand can play in regional economics in general and, in particular, as an engine to community development. This role can be observed through surveys and statistical tools that enable us to understand and quantify generated money flows. However amongst external consumers some of them are not tourists in a classical sense: they do not stay overnight but instead go back home at night. Contrary to world tourism organization, we are less concerned about the unusual environment criterion to define and observe same-day consumers: any money inflows provided by external consumers spendings contribute to community development, unusual environment or not. Therefore we use the term “passing trade” to talk about all same-day consumers. This thesis is about the economic impacts of passing trade. Empirical analyses took place in Paris Region due to its metropolitan favourable context for mobility activities, in particular shopping trips. The thesis then provides support for two hypothesis. The first one is that passing trade can be a significant factor for community development at subregional levels. By connecting areas, the second hypothesis is that passing trade can contribute to metropolitan integration. In order to test these hypotheses, we adopted a circular economy approach, and developed a method for tracking money flows, from the initial spendings to the final wages. In the end, this study led us to quantify money flows amounts, economic impacts and the intensity of spatial interlinkages generated by passing trade

Cette thèse propose une approche quantitative intégrée pour l'analyse du rôle de la dimension spatiale de l'économie sur la demande énergétique des secteurs résidentiel et transports, ainsi que sur les émissions de carbone associées. L'approche comprend cinq étapes méthodologiques distinctes et consécutives. Après une méta-analyse des travaux économiques soulignant l'impact significatif de la structure spatiale sur la demande énergétique pour les transports (Chapitre 1), on développe et estime un modèle économétrique en coupe transversale sur la France afin d'explorer la nature causale de cet impact et d'en révéler les déterminants pour les deux secteurs, transports (Chapitre 2) et résidentiel (Chapitre 3). Ensuite, le cadre d'analyse économétrique est étendu pour intégrer la dimension longitudinale de la relation entre espace et énergie via l'effet de long terme des prix de l'immobilier sur la demande nationale de transports (Chapitre 4). L'identification d'un tel effet permet de dépasser les enjeux d'acceptabilité d'un espace entièrement planifié ainsi que ceux d'arbitrage entre bien-être individuel et maitrise des externalités négatives dues aux émissions de carbone. Enfin, l'ensemble des déterminants identifiés dans les étapes économétriques précédentes sont intégrés dans un cadre d'équilibre général calculable pour l'évaluation du potentiel de l'organisation spatiale en tant que levier additionnel de lutte contre le changement climatique (Chapitre 5). Les résultats concluent en faveur de la coordination de stratégies d'action diversifiées (axées sur les instruments de marché et/ou sur les interventions planifiées) pour l'atteinte d'objectifs énergie-climat à coûts maitrisés / This thesis develops an integrated framework to investigate the impact of the spatial dimension of the economy on the energy use from the transportation and buildings sectors, and on associated carbon emissions. The developed framework consists of five methodological steps based on econometric and quantitative approach. First, a meta-analysis is carried out to pool information across existing studies and yield new and preliminary economic insights. It is shown that spatial organization of economic activities and agents is significantly positively associated with the demand on energy for transport (Chapter 1). Next the causal impact of space on energy consumption is estimated using cross section data for the French households and further decomposed into specific determinants of the energy demand for both transport- (Chapter 2) and buildings- (Chapter 3) related activities. The econometric framework is then extended to account for the longitudinal (dynamic) dimension of the relation between space and sectoral energy use via the long-term impact of housing price on domestic transport demand (Chapter 4). Including information on housing price formation and dynamics allows encompassing broader welfare effects of spatial planning and policy than pure environmental ones. Finally, the set of determinants identified in the previous steps of the analysis are then embedded in a computable general equilibrium framework to assess the role of space and spatial planning as additional leverage to carbon pricing scheme for climate change control (Chapter 5). In the face of the energy and climate challenges ahead, this thesis quantitatively concludes in favor of taking broad and coordinated action. This comes down to identifying the available (market-based and/or regulatory) policy instruments and using them to achieve ambitious targets whilst driving down the cost of action

This diploma thesis deals with the topic of cross-border cooperation of the South Moravian Region. The theoretical part deals with the definition of terms such as region, regional economics, regional policy, and regional development. It also deals with the regional structure of the Czech Republic, NUTS regions or regional policy institutions. The last chapters of the theoretical part are devoted to the possibilities of financing development strategies and cross-border cooperation. The following is a part of the description of standard-specific research called Real estate market analysis in cross-border regions and the designation FAST-S-19-5899 based on which the topic of this work was selected. In the practical part, it characterizes the South Moravian Region and the village Mikulčice specifically described the selected project and its financing. The conclusion is a theoretical proposal of other financing options and an evaluation of the impact that the project has on the development of the region.

After a 100-year history, traditional zoning practices are being challenged as a contributing factor in a number of social, heath and economic problems facing cities in the United States. In this context, form based codes have emerged as a possible alternative way for cities to guide development. Growing out of the New Urbanist movement, form based codes frequently mix uses, allow for a greater variety of housing types and encourage development that is both denser and more compact. Despite an established literature which links land-use regulations, and zoning in particular, to fiscal outcomes, the impacts that form based codes have on public finance in the growing number of cities which have adopted them has yet to be fully investigated. The goal of this research is to examine if and how form based codes alter property tax and sales tax generation in the cities that adopt them. To examine the relationship between form based codes and public finance a series of two multivariate regression analyses were conducted using historic property and sales tax data. The first regression analysis was performed using the full list of 122 cities which have adopted form based standards from between 1984 and 2009. In an attempt to limit the diversity of sample cities and improve the ability to generalize results a second regression analysis was performed using a smaller list of 47 cities with populations between 50,000 and 200,000 thousand that had adopted form based standards between 1984 and 2009. The results of the first analysis established that a statistically significant positive relationship existed between the presence of form based standards which were implemented citywide and observed property tax revenue both in total and on a per capita basis. Similarly, a statistically significant positive relationship between the presence of form based standards implemented at the neighborhood level and total property tax revenue was observed. No significant relationship was found between the presence of neighborhood level standards and per capita property tax revenue. Further no significant relationship was found between form based standards and sales tax revenue. In general, these findings support the theory that form based codes and the development they allow, does alter the amount of property tax a city collects, but does not support the theory that form based codes affect sales tax revenues by facilitating the development of a more conducive urban, walkable environment or for any other reason. The results of the second regression analysis using data from cities with populations between 50,000 and 200,000 showed a significant positive relationship between the presences of citywide form based standards and total property tax revenue and per capita property tax revenue. Analysis of sales tax data showed a positive relationship between total sales tax revenue and the presence of form based standards at the neighborhood level. No other significant relationship between form based standards and sales tax revenue was observed. Similar, to analysis of all cities, the results for cities with population of 50,000 to 200,000 support the theory that form based codes and the development they allow does alter the amount of property tax a city collects, and that form based codes do not affect sales tax revenues except in the case of codes adopted at the neighborhood level, where a generally positive relationship was identified at the 10% confidence interval. Following this multivariate regression analysis, a case study of Saratoga Springs, New York was completed. Located in the far reaches of the Albany Metropolitan Area, Saratoga Springs developed as a popular tourist destination in the mid 1800’s. After experiencing economic decline in line with that of its peer cities in the mid to late 20th century, Saratoga Springs has experience a boom and now boast some of the highest home values in Upstate New York. In 2003 the city was one of the first in country to adopt form based standards, which have guided a significant amount of development in the city’s historic downtown as the city re-emerged as a popular tourist destination. Since the adoption of form based standards in Saratoga Springs both property tax and sales tax receipts have doubled.

<div>State and local adoption/repeal of highly polarized policies causes migration responses both out of and into the affected region. Interpreting the responses as revealed policy pref?erences leads to the conclusion that marijuana legalization and abortion waiting periods had been favored nationally, while gay marriage had been opposed. Policy preferences are geographically heterogeneous, which leads to different responses across counties. From 1992- 2017, these policy changes reduced domestic migration by two percent, which is approxi?mately 20% of the total migration decline. The migration changes, via partisan sorting, accounted for a significant share of the increased political polarization from 2012-2016 in western, urban, and swing counties. <br></div><div><br></div><div>In cases where unmarried parents have joint physical custody of their child(ren), there is a wide range of default relocation restrictions that depend on their state of origin. Using IRS county-to-county migration data, demographic data from the ACS, and state relocation restrictions gathered from divorce law websites, I study the impact of these default reloca?tion restrictions on domestic US migration. Results from both regression discontinuity and selection on observables designs, find about 10% - 30% less migration to counties that are outside the allowed relocation range. This migration friction is shown to strengthen from 1992 - 2012, as both joint physical custody and unmarried parents became more common, thereby contributing to the decline in domestic US migration. <br></div><div><br></div><div>In the United States, between 2004 and 2008, 28 states increased their minimum wage; the national minimum wage was increased in 2007. The average migration response to these increases was a 3% change in migration away from a one dollar increase. These effects are not distributed evenly across the population. People from more impacted demographic groups are more likely to move away from minimum wage increases.</div>

Thesis (MPAM.) -- University of Limpopo, 2021 / The purpose of the study was to assess the impact of Local Economic Development (LED) in South African municipalities. LED is meant to address socio-economic injustices inherited from the apartheid regime and provide economic emancipation for all in South Africa. It has been two decades since the inception of LED in South Africa; however, the objectives of LED are seemingly declining. The country is currently experiencing weak economic growth with high unemployment and poverty rates in its communities. The study investigated the nature and role of LED unit as well as strategies in place for implementing LED in local economies. It also investigated the challenges that LED official encounters in the implementation process of LED. The opportunities of the local economy have been identified in order to provide a platform for local economic policy reforms that can be used to recover economic bottlenecks. The study is empirical and used Polokwane Local Municipality as its study area. Both qualitative and quantitative research methodologies were employed in the study in which interviews and questionnaires were used to collect primary data. The target population of the study included LED officials in Polokwane Local Municipality and individuals who benefit from LED strategies. The population was sampled randomly and purposefully based on the participants' contextual experience on the objectives of the study. The study found that LED unit in Polokwane Local Municipality is not effective in its implementation of LED. There are LED initiatives in place; however, such initiatives are not entirely effective. The study argues that the role and strategies of LED unit are sound on the paper; however, it lacks maximum impact. The study therefore, provided a number of recommendation that could enhance the effectiveness of LED. The following are some of the recommendation: the LED unit should establish LED awareness that will educate and inform community members of LED; the LED unit needs to have adequate measures to regulate informal trading that is inclusive of foreign traders; LED unit formulates LED policies and strategies in line with opportunities of LED in the municipality; sufficient skills development programmes in the LED unit; the LED unit must provide adequate infrastructure that is suitable for economic growth and should undertake available economic opportunities in each community.

Since the latter half of the nineteenth century, industrialization and modernization have strongly shaped the development of the French department Ariège. Over the last roughly 150 years, Ariège has seen its population decline from a quarter million to 150,00. Its traditional agrarian economy has been remade for competition on global markets, and the department has relied on tourism to bring in revenue where other traditional industries have failed to do so. In this thesis I identify the European Union and French policies that continue to guide Ariège's development through subsidies and regulation. I explain the origins and effects of modernization on rural areas such as Ariège, and the ways in which market pressures and new technologies have reshaped the landscape, and advance an argument for why Ariège's story is relevant across rural Europe and communities globally that exist at the margins.

This thesis has been prepared as a partial fulfillment of the requirements for the degree of faster of Arts, prescribed by the College of the Pacific, Stockton, California. It is sincerely hoped that it will be found useful to all of those who are at all interested in the great industry of raisin making, which has played no small part in the building up of the great San Joaquin Valley and has been responsible for bringing the much needed irrigation system to the valley. Various types of data are here available, including personal opinions from the foremost leaders of the industry, from the results of numerous personal interviews, from technical information on acreages, prices, profits, and costs, from growers' opinions, from the California Raisin Association, the California Raisin Pool, and data from the Federal and State Departments of Agriculture. I have striven to picture the growth of the raisin industry as it actually occurred, in the building up of our state, from the most reliable sources. Efforts toward organization on the part of the grower, have been made significant and much space has bean allotted to the history of the raisin industry. It is readily evident that the producer, have had a difficult up-hill battle every step of the way, and that our present raisin organizations are the results of years of sacrifice and tireless effort, on the part of the few influential leaders. An introduction and definition of terns is placed in the first part of the thesis for the convenience of the reader. The state of California has been divided into four geographical sections, with a brief description of each. An Easterner coming to California for the first time end interested in the raisin business should have no trouble in seeing, with a small amount of reading, the relative importance of each section. What determines the California sales is discussed, a discussion which should be enlightening to the students of economics. The economic status of the raisin industry is another very significant chapter to the economist, because the results of years of research on the pert of the government and state officials ore here included. I have spent considerable tire in observing processes of growing, picking, drying and shipping of raisins; also in gathering information from, persons who were responsible for the propagation of the vines, and who were responsible for their distribution. Many growers, distributors, retailers and consumers were consulted, By account of these interviews are herein contained.

The following doctoral thesis, sponsored by Autostrada del Brennero S.p.A. (an Italian highway concession company in charge of managing toll roads) consists on empirical essays at the crossroad between transport and regional economics. They focus on different aspects that directly involve motorways (i.e, safety, intermodality, and commuting dynamics) and they are aimed at providing further evidences that transport institutions and policy makers could take into account throughout their decision-making processes. The first chapter presents a research article that seeks to determine the impact of an average speed enforcement system in reducing highway accidents. Indeed, at the end of 2005, Autostrade per l'Italia (ASPI) and the Italian traffic police progressively deployed along the Italian tolled motorway network an average speed enforcement system, named Safety Tutor, able to determine the average speed of vehicles over a long section to encourage drivers to comply with speed limits and improve safety. To empirically test the extent to which Safety Tutor led to a reduction in both total and fatal accidents on Italian highways during the period of 2001-2017, we carried out a generalized difference-in-differences estimation using a unique panel dataset that exploits the heterogeneous accident data within all tolled motorway sectors in a quasi-experimental setting. To deal with the potential endogeneity of the non-random placement of Safety Tutor sites, we utilized an instrumental variable strategy by using the network of motorway sectors managed by ASPI and its controlled concessionaires from 2005 onwards (i.e., when the technology was available) as an instrument to predict Safety Tutor adoption. We found that a 10% increase in Safety Tutor coverage led to an average reduction in total accidents of 3.9%, whereas there is no evidence of a significant causal effect of Safety Tutor in reducing fatal accidents. The second chapter presents a research article that seeks to investigate the inter-modal competition between motorway and high-speed rail (HSR) services, as the extent to which HSR demand could be the result of a modal shift from motorways is a relevant issue in any cost-benefit analysis of HSR investments. Indeed, the development of HSR has had a notable impact on modal market shares on the routes on which its services have been implemented. To analyse whether the HSR expansion in Italy has led to a modal shift from motorway to HSR, we empirically test i) whether HSR openings adjacent to motorway sectors have reduced the total km travelled by light vehicles on these sectors during the period 2001-2017; and ii) whether this reduction has been persistent or even more evident after the opening of on-track competition between two HSR operators. To do so, we carried out a generalized difference-in-differences estimation, using a unique panel dataset that exploits the heterogeneous traffic data within all tolled motorway sectors in a quasi-experimental setting. Our findings reveal that neither HSR openings nor the opening of on-track competition led to a modal shift from motorway to HSR services, as the two transport modes are non-competing. Conversely, HSR expansion had a slightly positive impact on motorway traffic. The third chapter presents a data article in a “data in brief” format that describes a dataset on municipality-to-municipality commuting patterns in Italy over the 1991, 2001, and 2011 censuses aimed at investigating the role of transport infrastructures and the structural transformation of the economy on worker mobility. At this purpose, a core origin-destination dataset on the number of workers moving between municipalities, or within the same municipality, has been linked with further municipality covariates on jobs location, population, and the distances in meters and journey times in minutes between all municipalities. Even though these data are freely available online, they require some tedious work to organize. Therefore, this data article brings the necessary information together and makes the dataset available on request. The dataset offers applied researchers an alternative source of information to shed new lights on the changing shape of urban systems by analysing i) the impact of infrastructural endowment in providing better job accessibility, or ii) the connection between increasing commuting patterns and the structural transformation of the economy due to the tertiarization process from 1991 to 2011.