This thesis examines the marginal cost of congested travel to a variety of businesses by observing time spent in congestion and estimating excess labor costs based upon the relevant value of time. The fleets in the scoping study represented commercial deliveries of goods and services, government agencies, and transit systems. Observations on limited-access expressways within the 13-county Atlanta metropolitan region were used in the analysis. Vehicles were monitored by using a passive GPS assembly that transmitted speed and location data in real-time to an off-site location. Installation and operation during the observation period required no interaction from the driver. Over 217 hours of good freeway movement during 354 vehicle-days was recorded. Rates of delay, expressed as a unit of lost minutes per mile traveled, were calculated by taking the difference in speeds observed during congestion from an optimal free-flow speed of 45 mph and dividing that by the distance traveled per segment. The difference between the 50th and 95th percentile delay rates was used as the measure for travel unreliability. Daily average values of extra time needed per fleet vehicle to ensure on-time arrivals were derived, and the median buffer across all fleets was 1.65 hours of added time per vehicle. Weekly marginal costs per fleet vehicle were estimated by factoring in the corresponding driver wages or hourly operation costs (for transit fleets). Equivalent toll rates were calculated by multiplying the 95th percentile delay rate by the hourly costs. The equivalent toll per mile traveled was representative of an equal relationship between the marginal costs of congestion experienced and a hypothetical state of free-flow travel (under first-best rules of marginal cost pricing). The median equivalent toll rates across all fleets was $0.43 per mile for weekday mornings, $0.13 per mile for midday weekdays, $0.53 per mile for afternoon weekdays and $0.01 per mile for weekday nights and weekends.

Submitted by Marcelo Castro (macbhmgbr@yahoo.com.br) on 2016-03-28T16:51:44Z No. of bitstreams: 1 TESE_MARCELO_CASTRO.pdf: 9594976 bytes, checksum: 57809762baf0d1ed1e9ac6f25153710b (MD5) / Rejected by Letícia Monteiro de Souza (leticia.dsouza@fgv.br), reason: Prezado Marcelo, Favor alterar o seu trabalho conforme as normas da ABNT. 1 – capa: O nome Getulio não tem acento. Favor corrigir em todas as páginas que constam o nome da Fundação. 2 - numeração de página: A numeração deve constar no lado direito da página, a partir de introdução, porém já contando com as páginas anteriores. Qualquer dúvida, estarei a disposição. Atenciosamente, Letícia 3799-3631 on 2016-03-29T14:11:47Z (GMT) / Submitted by Marcelo Castro (macbhmgbr@yahoo.com.br) on 2016-03-30T01:34:52Z No. of bitstreams: 1 TESE_MARCELO_CASTRO.pdf: 10539272 bytes, checksum: 0c90be8a41e31cfc75a95c5c3b163bb5 (MD5) / Approved for entry into archive by Letícia Monteiro de Souza (leticia.dsouza@fgv.br) on 2016-03-30T15:30:36Z (GMT) No. of bitstreams: 1 TESE_MARCELO_CASTRO.pdf: 10539272 bytes, checksum: 0c90be8a41e31cfc75a95c5c3b163bb5 (MD5) / Made available in DSpace on 2016-03-30T16:31:02Z (GMT). No. of bitstreams: 1 TESE_MARCELO_CASTRO.pdf: 10539272 bytes, checksum: 0c90be8a41e31cfc75a95c5c3b163bb5 (MD5) Previous issue date: 2016-03-04 / We use the Regression Discontinuity methodology (RDD) to estimate the causal effect of the Municipalities' Participation Fund (Fundo de Participação dos Municípios - FPM) received by a municipality on characteristics of bordering municipalities, considering a variety of topics: public finance, education, health, and election results. We explore the constitutional rule that generates discontinuities in the transfer according to population brackets. Our main contribution is to estimate separately and together the spillover and the direct effect of FPM, considering both neighboring municipalities or just one of them near the thresholds. Thus, we can better understand the interaction between neighboring municipalities when there is a correlation in the probability of participating in a public program. We show that the estimates of the direct effect of FPM on local spending decreases by about 20% when we control for the neighboring cities' FPM, which effect is generally positive, with the exception of spending on health and sanitation. We estimate a positive effect of FPM on test scores in a national exam and on school pass rates in neighboring municipalities and state public elementary school. On the other hand, the receipt of FPM by neighboring municipalities of small population reduces the provision of health goods and services in nearby larger cities, which may occur due to reduced demand for health services. The worsening of some global health indicators is an indication, however, that there may be coordination problems for mayors retain their spending on health. In fact, when we control for the margin of victory in municipal elections and consider only neighboring towns with mayors from different parties, the spillover effect is greater in magnitude, indicating that political incentives are important to explain the under provision in health services, by one hand, and the increase in the education goods provision, on the other hand. We also found a positive effect of FPM on votes for the party of the federal government in local and national elections, and much of this effect is explained by the spillover from neighboring cities' FPM, showing that cities more economic dependent on the federal government become the political support for that government. Finally, we found an ambiguous effect of the increased revenue due to the FPM on the electoral competition in municipal elections, with a fall in the first place victory margin and a reduction in the number of applicants, which may be explained by the rising of fixed costs in local campaigns. / Nós usamos a metodologia de Regressões em Descontinuidade (RDD) para estimar o efeito causal do Fundo de Participação dos Municípios (FPM) recebido por um município sobre características dos municípios vizinhos, considerando uma variedade de temas: finanças públicas, educação, saúde e resultados eleitorais. Nós exploramos a regra que gera uma variação exógena da transferência em munícipios próximos às descontinuidades no repasse do fundo de acordo com faixas de população. Nossa principal contribuição é estimar separadamente e em conjunto o efeito spillover e o efeito direto do FPM, considerando ambos municípios vizinhos ou apenas um deles próximos às mudanças de faixa. Dessa forma, conseguimos entender melhor a interação entre municípios vizinhos quando há uma correlação na probabilidade de receber uma transferência federal. Nós mostramos que a estimativa do efeito direto do FPM sobre os gastos locais diminui em cerca de 20% quando controlamos pelo spillover do vizinho, que em geral é positivo, com exceção dos gastos em saúde e saneamento. Nós estimamos um efeito positivo da transferência sobre notas na prova Brasil e taxas de aprovação escolares em municípios vizinhos e na rede estadual do ensino fundamental. Por outro lado, o recebimento de FPM por municípios vizinhos de pequena população reduz o provimento de bens e serviços de saúde em cidades próximas e maiores, o que pode ocorrer devido à redução da demanda por serviços de saúde. A piora de alguns indicadores globais de saúde é um indício, no entanto, de que podem existir problemas de coordenação para os prefeitos reterem seus gastos em saúde. De fato, quando controlamos pela margem de vitória nas eleições municipais e consideramos apenas cidades vizinhas com prefeitos de partido diferentes, o efeito spillover é maior em magnitude, o que indica que incentivos políticos são importantes para explicar a subprovisão de serviços em saúde, por um lado, e o aumento da provisão de bens em educação, por outro. Nós também constatamos um efeito positivo do FPM sobre votos para o partido do governo federal nas eleições municipais e nacionais, e grande parte desse efeito é explicado pelo spillover do FPM de cidades vizinhas, mostrando que cidades com dependência econômica do governo federal se tornam a base de sustentação e apoio político desse governo. Por fim, nós encontramos um efeito ambíguo do aumento de receita devido ao FPM sobre a competição eleitoral nas eleições municipais, com uma queda da margem de vitória do primeiro colocado e uma redução do número de candidatos, o que pode ser explicado pelo aumento do custo fixo das campanhas locais.

Made available in DSpace on 2010-04-20T21:00:31Z (GMT). No. of bitstreams: 4 silviosantanaturma2004.pdf.jpg: 20765 bytes, checksum: 97b31993597156c22173944d9c181efb (MD5) silviosantanaturma2004.pdf: 1462833 bytes, checksum: 04fcf9ebe36c2bbc25271379f9b85eb2 (MD5) 1_155392.pdf: 1722076 bytes, checksum: 17ff53d834527600be91cf6e4eb142d9 (MD5) silviosantanaturma2004.pdf.txt: 99893 bytes, checksum: 3e84ba8e83324b0112150f0748fa8a2b (MD5) Previous issue date: 2006-12-01T00:00:00Z / This work aims to build an econometric model to determine the hedonic price function of vertical real estate market in São Paulo City, considering not only the apartments’ structural attributes but also its region of location. Additionally we try to identify and spatially characterize the apartments concerning its value per square meter and other attributes. / Esta dissertação tem por objetivo criar um modelo econometrico que seja capaz de determinar a função hedônica de preços de imóveis residenciais verticais na cidade de São Paulo, considerando além dos atributos estruturais do próprio imóvel, a região de sua localização. Adicionalmente, procura-se identificar e caracterizar espacialmente os imóveis quanto ao valor por metro quadrado e seus demais atributos.

Submitted by Adriano Borges Costa (adrianoborgescosta@gmail.com) on 2018-11-07T17:45:17Z No. of bitstreams: 1 DoctoralDissertation_AdrianoBorgesCosta.pdf: 6310981 bytes, checksum: 1f02162e3fc6d0b08f29ad04511edf14 (MD5) / Rejected by Pamela Beltran Tonsa (pamela.tonsa@fgv.br), reason: Boa tarde Adriano, Já recebi seu trabalho e deverá fazer alguns ajustes para que possamos assim aprova-lo. • O título que você colocou no trabalho está diferente do que consta em ATA e não existe no verso do documento a alteração (TRANSPORTATION AND URBAN DEVELOPMENT IN SÃO PAULO: EVIDENCES ON HOW TRANSPORTATION HAS SHAPED AND STILL SHAPES THE CITY) – Caso realmente seja necessária a alteração, o professor deverá comparecer a secretaria para fazer a alteração no documento. • SÃO PAULO – 2018 deve ficar em letra maiúscula; • Só deve aparecer numeração de página na introdução; • Resumo e Abstract deve ter apenas uma lauda; • Seu trabalho por ser redigido em inglês, deve ter como ordem Astract e Resumo. Após os ajustes submeter novamente, qualquer dúvida estamos à disposição. Att, Pamela Tonsa on 2018-11-07T18:08:44Z (GMT) / Submitted by Adriano Borges Costa (adrianoborgescosta@gmail.com) on 2018-11-07T19:14:12Z No. of bitstreams: 1 DoctoralDissertation_AdrianoBorgesCosta.pdf: 6330676 bytes, checksum: 972f98915c4841b2f8e71009bd794128 (MD5) / Approved for entry into archive by Pamela Beltran Tonsa (pamela.tonsa@fgv.br) on 2018-11-08T14:17:59Z (GMT) No. of bitstreams: 1 DoctoralDissertation_AdrianoBorgesCosta.pdf: 6330676 bytes, checksum: 972f98915c4841b2f8e71009bd794128 (MD5) / Approved for entry into archive by Isabele Garcia (isabele.garcia@fgv.br) on 2018-11-08T17:38:24Z (GMT) No. of bitstreams: 1 DoctoralDissertation_AdrianoBorgesCosta.pdf: 6330676 bytes, checksum: 972f98915c4841b2f8e71009bd794128 (MD5) / Made available in DSpace on 2018-11-08T17:38:24Z (GMT). No. of bitstreams: 1 DoctoralDissertation_AdrianoBorgesCosta.pdf: 6330676 bytes, checksum: 972f98915c4841b2f8e71009bd794128 (MD5) Previous issue date: 2018-09-18 / Quando a cidade se expande, o que veio primeiro, transporte ou desenvolvimento urbano? Transporte pode ser usado para promover mudanças urbanas? Que tipo de mudanças no ambiente construído podemos esperar dos investimentos em transporte? Transporte é um fator crítico ao se explicar a morfologia de uma área urbana. Ao mesmo tempo que aspectos históricos de transporte podem determinar a forma das cidades, novos investimentos também têm o potencial de alterar o ambiente construído ao redor. O estudo da forma urbana e do transporte urbano é um dos elementos que unem os dois ensaios empíricos que compõem esta tese. Outro aspecto que se repete entre os capítulos deste manuscrito é a análise empírica baseada em São Paulo. Na literatura sobre o desenvolvimento urbano da cidade São Paulo, faltam resultados empíricos que evidenciem a conexão entre o desenvolvimento do transporte rodoviário e da expansão urbana periférica na cidade. No Capítulo 1, usamos modelos de causalidade de Granger e dados históricos sobre transporte e desenvolvimento urbano para medir o co-desenvolvimento desses fatores na cidade entre 1881 e 2013. Os resultados confirmam a hipótese da literatura ao mostrar que a expansão urbana seguiu a implantação do transporte rodoviário, mas esse fenômeno também avançou na direção oposta, com expansão urbana puxando a construção de novas ruas e avenidas. Exploramos como as decisões tomadas na década de 1930 priorizaram o desenvolvimento rodoviário em vez do transporte de massa, que depois disso não foi mais capaz de acompanhar a expansão urbana de São Paulo. No entanto, encontramos evidências de que os investimentos em transporte de massa têm sido historicamente seguidos por significativo adensamento de edificações em áreas adjacentes. No Capítulo 2, desenvolvemos uma análise empírica de curto prazo usando uma gama mais ampla de variáveis para explorar como investimentos recentes em transporte de média e alta capacidade estão alterando regiões paulistanas, com atenção especial a áreas periféricas. Desde a década de 1980, a condição urbana de muitas áreas periféricas melhorou significativamente, e famílias de renda média estão mudando para algumas dessas “periferias melhoradas”. Usamos dados socioeconômicos altamente desagregados espacialmente para 2000 e 2010 e o método econométrico de diferenças-em-diferenças para avaliar o impacto de novos corredores de ônibus, linhas de metrô e estações de trem construídos no início dos anos 2000. Nossos resultados mostram que os ganhos de acessibilidade gerados por essas infraestruturas de transporte público atraíram novos projetos imobiliários, aumentaram o número de empregos per capita e levaram a uma melhor cobertura de alguns serviços públicos nas áreas periféricas vizinhas, contribuindo para sua consolidação urbana. Esse resultado, somado aos mencionados achados históricos, revela o potencial que investimentos em transportes têm para alterar o ambiente construído, seja estimulando a expansão urbana periférica, induzindo adensamento ou contribuindo para a consolidação urbana. O uso de investimentos em transporte público para induzir transformações urbanas recebe mais atenção na medida em que o conceito de desenvolvimento orientado ao transporte sustentável (DOTS) atrai mais adeptos e fica evidente que os planos de transporte e uso do solo urbano devem ser integrados. Os fatores estão inter-relacionados e intervenções públicas coordenadas têm o potencial de produzir resultados sinérgicos. No entanto, investimentos em transporte coletivo estão entre as políticas urbanas mais complexas e apresentam desafios específicos para estudos de políticas públicas, principalmente relacionados à coordenação intra e interfederativa em sua implementação. / When the city sprawls, what came first, transportation or urban development? Can transportation be used to promote urban changes? What kind of changes in the built environment can we expect from transportation investments? Transportation is a critical factor explaining the morphology of an urban area. While historical aspects of transportation can determine the form of cities, new investments may also affect and change the surrounding built environment. The study of urban form and urban transportation is one of the elements that unite the two empirical essays comprising this thesis. Another aspect that recurs among the chapters of this manuscript is empirical analysis based in São Paulo. There is a lack of empirical results evidencing the interconnected development of road transportation and peripheral urban sprawl in São Paulo. In Chapter 1, we used Granger causality models and historical data on transportation and urban development to measure the co-development of these factors in the city between 1881 and 2013. Our findings confirm the hypothesis in the literature by showing that urban sprawl followed road transportation deployment, but this phenomenon also moved in the opposite direction, with sprawl pulling construction of new roadways. We explore how critical juncture decisions made during the 1930’s have prioritized road development instead of mass transit, that after that was no more capable to follow São Paulo’s urban sprawl. Nonetheless, we found evidence that mass transit investments have historically been followed by significant building densification in surrounding areas. In Chapter 2, we developed a short-term empirical analysis using a wider range of variables to explore how recent mass transportation investment is currently changing São Paulo’s neighborhoods, with particular attention to peripheral areas. Since the 1980`s, the urban condition of many peripheral areas has improved significantly, and middle-income families are moving to some of this “upgraded peripheries.” We used highly spatial disaggregated socioeconomic data from 2000 and 2010 and a differences-in-differences econometric method to access the impact of new bus corridors, subway lines, and train stations built in the early 2000s. Our findings show that the accessibility gains generated by these public transportation facilities have attracted new real estate projects, increased the number of jobs per capita, and led to better provision of some public services in surrounding peripheral areas, contributing to their urban consolidation. This result, added to the mentioned historical findings, reveals the potential which transportation investment has to change the built environment, whether by stimulating peripheral urban sprawl, inducing densification, or contributing to urban consolidation. The use of transit investments to induce urban transformations is receiving new attention as the concept of transit oriented development (TOD) attracts more adepts and evident that transportation and urban land use plans must be integrated. The factors are interrelated, and coordinated public interventions therefore have the potential to produce synergistic results. However, mass transit investments are among the most complex urban policies and present specific challenges for public policy studies, primarily related to intra- and inter-federative coordination in their implementation.

Made available in DSpace on 2017-07-10T18:33:10Z (GMT). No. of bitstreams: 1 Arnaldo T Chioveto Parte 1.pdf: 3409034 bytes, checksum: 9274698ecad0e72460b284a3c57cf086 (MD5) Previous issue date: 2013-10-07 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior / This reserch focuses on analyzing the relation among the deforestation, the economic growth and the interaction of the cities and micro regions Alto Teles Pires e Sinop, located in the state of Mato Grosso, to the economic development, between the years of 1988 and 2010. This approach has been realized by using as methodology, primarily, the obtaining of the deforested and forested areas in the cities and micro regions studied during this period, every two years, by satellite and geo-processing images. After, the obtaining and organization of the official source data were made followed by the planning and calculations of the attractiveness and outsourcing of them. At this stage, the linearization was performed to estimate the population in years without any base on official data, followed by the deflation, the log transformation and the GDP (Gross Domestic Product) linearization, and the Added Value of Agriculture and Husbandry Sector, industry and service industry. Thereafter the Outsourcing Index (IT), the Interaction Index of a Space Point (IG) and the Attractiveness Index for the Consumer Market Potential (IA). The results have shown that the micro regions of Alto Teles Pires and Sinop had different conducts each, in view of their area locations (Cerrado and Amazon), which implied a distinct economic growth over the period analyzed. In the first decade (1988-1998), also the first decade of the civilian government, the Alto Peres Micro region had already shown a stronger relation and deforestation degree than the Sinop Micro region. In the second period (2000-2010), became clear that the growth of the commercial inter-relation and the service industry in the cities of the Sinop Micro region and the reinforcement of cities in the biome Cerrado in which the agro-industrial sector was implemented in the territory. / O objetivo desta pesquisa foi analisar a relação entre o desflorestamento, o crescimento econômico e a interação dos municípios e das microrregiões Alto Teles Pires e Sinop, do estado do Mato Grosso, entre os anos de 1988 a 2010. Foi utilizada como metodologia, a obtenção das áreas de desmate e de floresta dos municípios das microrregiões estudadas no período, em intervalo bianual, por meio de imagens de satélites e de geoprocessamento. Após, foi feita a obtenção e estruturação dos dados de fontes oficiais, seguido do ordenamento e cálculos de atratividade e terciarização dos mesmos. Nessa etapa foi realizada a linearização para estimar a população em anos sem dados oficiais, seguido da deflação, da logaritmização e da linearização do PIB e do Valor Adicionado dos setores agropecuário, industrial e de serviços. Após, foram calculados os Índice de Terciarização (IT), o Índice de Interação de um Ponto no Espaço (IG) e o Índice de Atratividade pelo Potencial do Mercado Consumidor (IA). Os resultados mostraram que as microrregiões Alto Teles Pires e Sinop se comportaram de formas diferenciadas entre si, em vista da localização de suas áreas (Cerrado e Amazônia), o que implicou em um crescimento econômico distinto ao longo do período estudado. Na primeira década (1988 a 1998), também esta a primeira década do governo civil, a Microrregião Alto Teles Pires já mostrava um grau de relações e de desmatamento mais acentuada que na Microrregião Sinop. No segundo período (2000 a 2010), ficou nítido o aumento da inter-relação comercial e do setor de serviços nos municípios da Microrregião Sinop e o fortalecimento de municípios no bioma Cerrado que tiveram o setor agroindustrial implantados no território.

Les disparités socio-spatiales sont à la fois une cause et une conséquence des inégalités sociales. Cette thèse interroge le rôle des inégalités sociales dans la formation et la correction des disparités socio-spatiales. Elle est composée de trois essais, qui éclairent différentes facettes de ce questionnement, faisant intervenir les migrations résidentielles et les politiques publiques. Le premier essai analyse la pertinence des orientations stratégiques nationales de la politique de développement rural à l'aune du débat philosophique sur la justice sociale. Il met en évidence le rôle que joue et que devrait jouer l'objectif de réduction des inégalités sociales dans la définition d'une politique agissant sur les disparités socio-spatiales. Les deux essais suivants montrent comment les inégalités sociales génèrent des disparités socio-spatiales par le biais des mobilités résidentielles de longues et de courtes distances. Le second essai étudie les effets du sentiment d'aversion à l'inégalité locale et de la politique de redistribution du revenu sur les mobilités et les disparités interrégionales, dans le cadre théorique de la Nouvelle Economie Géographique. Le dernier essai examine comment les inégalités sociales conditionnent les choix résidentiels et induisent une ségrégation socio-spatiale au sein des aires urbaines françaises, à l'aide de modèles économétriques de choix discrets / Socio-spatial disparities are both a cause and a consequence of social inequalities. This thesis questions the role of social inequalities in the formation and correction of socio-spatial disparities. It is composed of three essays shedding light on different sides of this issue, involving residential migrations and public policies. The first essay analyses the relevance of the national strategic orientations of the rural development policy by the yardstick of the philosophical debate on social justice. It puts in evidence the role that play and should play the objective of reducing social inequalities in the definition of a policy acting on socio-spatial disparities. The two following essays show how social inequalities generate socio-spatial disparities through long and short distance residential moves. The second essay studies the effect of the feeling of aversion toward local inequality and of the income redistribution policy on interregional migrations and disparities, in the theoretical framework of the New Economic Geography. The last essay examines how social inequalities determine residential choices and produce socio-spatial segregation in the French urban areas, using econometric discrete choice models

The dissertation suggests that geographical, institutional, religious and cultural links may be determinants of growth. We address a number of issues in this thesis. The starting point is naturally a study on growth, while the main focus is on the analysis of inequalities between countries with respect to their environment, and also on inequalities within countries.<p>The very first step of the study, presented in Chapter one, is to build such non-physical relations between countries. In this chapter, we present both the choices and methods used to model the institutional and cultural weights matrices. Chapter 1 also presents a comparative study between the different matrices built. The final aim of this chapter is to identify the differences between the geographical, institutional and cultural environment.<p>The following chapter incorporates these innovative new types of matrices in a study on growth. An externality growth model is therefore developed that takes proximities between entities into account, whether geographical, institutional or cultural. The purpose of the chapter is threefold. First, it compares the results obtained from spatial econometrics methods with classical regression, where observations of growth are considered as independent. Second, it examines whether the development of an externality model improves the quality of the estimation. Third, it investigates whether the institutional and cultural types of proximity make sense compared to the geographical one.<p>Chapter 3 narrows the analysis of countries’ dependency with regard to their neighborhood, whether geographical, institutional or religious, and a quintile regression approach allows us to check whether the countries' wealth level matters. Do the poorest countries react in the same way as richer ones regarding the wealth of their geographical, institutional and religious neighbors? The gross impact of neighboring wealth on a country’s wealth is then estimated, and some relative effects of the three matrices combined are also shown, as well as the robustness of the estimates.<p><p>Finally, Chapter 4 analyzes the dependence of poverty regarding neighborhood. The relative wealth and poverty of the neighborhood are examined as factors that can influence a country’s poverty level. The poverty index used is the proportion of people living on less than one or two dollars a day. The study only considers the developing countries as data for the developed countries on the proportion of this variable is near zero. Once again, the final aim is to check whether a country’s poverty is exacerbated by its geographical, institutional and religious neighborhood poverty or if it takes advantage of neighborhood wealth to manage its own poverty issues.<p> / Doctorat en Sciences économiques et de gestion / info:eu-repo/semantics/nonPublished

[pt] Neste trabalho, estudo a oferta e demanda por habitação na Região Metropolitana de São Paulo, uma das principais cidades do Brasil. Usando dados detalhados de deslocamento ao trabalho, eu estimo um modelo quantitativo espacial, no qual agentes tomam decisões sobre local de residência e trabalho com base em aluguéis, salários, custos de deslocamento e amenidades. Proponho uma extensão do arcabouço usual com um setor formal de oferta de moradia para incluir também um setor informal em competição, uma importante característica institucional presente em diversos países em desenvolvimento. Eu quantifico os spillovers espaciais associados ao setor informal e investigo seu papel em prover residentes com melhor acesso ao mercado de trabalho local. / [en] In this work, I study the supply and demand for housing in the São Paulo Metropolitan Area, a major city in Brazil. Using detailed commuting data, I estimate a quantitative spatial model, in which agents make decisions on residence and workplace based on local rents, wages, commuting costs, and amenities. I propose an extension of the usual framework with a formal housing supply sector to include a competing informal one, an important institutional characteristic present in many developing countries. I quantify the spatial spillovers of this informal housing, and investigate its role in providing residents with improved access to the local labor market.

The aim of this study is to explore ways to maximise the economic returns of road infrastructure investment. In order to achieve this objective, the study was divided into five parts involving the following: analysing the nature of road infrastructure, determining the relationship between road infrastructure investment and economic development, considering aspects of economic modelling, developing a formula of road investment, and refocusing road investment practices. In the first part the characteristics of road infrastructure are examined and the demand and supply approaches to road investment outlined. The focus is on the balanced approach versus the unbalanced approach to infrastructure investment. The second part analyses the causal relationship between road investment and economic development. Four components are highlighted, namely the investment component, the network-performance component, the transport economic component and the economic development component. The third part analyses the applicability of modelling techniques. In the fifth part, the formula of road investment and economic development is focused on four markets. Finally, it is argued that road infrastructure investment must be refocused. The following was found: Road infrastructure investment must be demand led. This is because of the characteristics of roads, namely their indivisibility, long gestation period, lumpiness and high cost. Road infrastructure investment can only realise economic development if the four causality components are complied with simultaneously. Input-output modelling is preferred in South Africa. The modelling strategy developed in this study is recommended for transport economic studies. The probability of economic returns of road infrastructure investment is a function of the real estate market, the land development market, the urban economic market and the infrastructure market. An agenda for reform in the road investment industry was also proposed. The study clearly identifies the relationship between road infrastructure investment and economic development, and the proposed formula is an appropriate tool for a first-order priority system. / Transport Economics, Logistics and Tourism / D. Com. (Transport Economics)

Environmental degradation is a global challenge that affects all. One of the most prominent impacts of environmental degradation is the climate change phenomenon. The adverse impacts of climate change have given rise to responses aimed at retarding, halting and learning to live with the already present effects of climate change. These responses to climate change fall into two broad categories: mitigation and adaptation. Mitigation addresses the climate change challenge through seeking a reduction or elimination of anthropogenic generated greenhouse gas emissions into the atmosphere. Adaptation on the other hand addresses climate change through reducing the adverse impacts of climate change as well as exploiting economic and social opportunities presented by climate change. Green procurement has been identified as one of the climate change intervention measures. This is because research shows that procurement policies and practices of both the public and private sectors have the potential to influence environmentally friendly modes of production and the provision of ‘greener’ goods and services that include infrastructure. In many developing countries the big spending power of the public sector, particularly municipalities, makes them influential players in the nature of goods and services production and provision. Against this background, this study investigates the role of South African metropolitan municipalities in addressing environmental decay through green procurement. Specifically, the study aims to assess the levels of green procurement practices of goods and services within South Africa metropolitan municipalities. This is achieved through; (i) determining the level of understanding of sustainable development, and (ii) determining the extent to which green procurement is practiced in South African metropolitan municipalities, and identifying policy and legislative requirements (if any) that support green procurement practices. Given the complexity of means, policy and practices around the green procurement drive; the study employed a mixed method approach. The mixed method approach employed three methods namely: document analysis, interviews and the use of a questionnaire. Analysis of data included content analysis, inductive thematic analysis and basic numerical analysis of the questionnaire, using MS Excel. The study made two broad findings; (i) there is generally a good understanding of the sustainable development discourse among South Africa’s metropolitan officials; and (ii) policy response to green procurement shows that the older metropolitans that include the City of Cape Town, City of Johannesburg, City of Tshwane, Ekurhuleni, eThekwini and Nelson Mandela Bay have made greater progress making explicit reference to green procurement in different policies compared to the younger metropolitans such as Buffalo City and Mangaung. Despite the general understanding of the sustainable development discourse and evidence of explicit reference to green procurement in some metropolitan policy documents there is a general lack of comprehensive implementation of green procurement practices across all the metropolitan municipalities. The current implementation is sporadic and largely through a number of projects that are not always linked to give rise to effective synergies. The study concludes that there is limited implementation of green procurement policies and strategies in all metropolitans. This may be attributed to limited policy understanding and lack of education and training around green economy transition and green procurement issues. The study recommends the mainstreaming of the green procurement concept into already existing policies and to establish new policies where there are none. There is a need to translate the policies into legislation and regulations that carry incentive to reward and encourage the desired green procurement practices. There is further need to put in place sanctions to discourage and halt undesired procurement practices. / Environmental Sciences / D. Litt. et Phil. (Environmental Management)