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The provision of transportation services to isolated communities with emphasis on the development of systems on the Labrador Coast.Guptill, Sandi London, Carleton University. Dissertation. Geography. January 1988 (has links)
Thesis (M.A.)--Carleton University, 1988. / Also available in electronic format on the Internet.
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Analysis of the Appalachian Development Highway Program as a policy interventionPark, Choon Yup 08 1900 (has links)
No description available.
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State aid to airlinesScheving Thorsteinsson, Astridur. January 2000 (has links)
In the last decade, the European air transport industry has undergone a process in several stages of transition towards a single market. Liberalization has been closely linked to the effective application of the state aid rules of the EC Treaty. / In principle, direct aid to undertakings within the common market is not prohibited by the state aid rules in the Treaty. However, aid granted by Member States that distorts or threatens to distort competition by giving one airline an unfair advantage over its competitors, and in so far as it affects trade between Member States, is incompatible with the Treaty. Certain mandatory or discretionary exemptions may apply to aid to airlines providing that the measure fulfills the conditions and requirements as stated by the Treaty. The European Commission and the EFTA Surveillance Authority have a wide discretion in deciding whether or not certain aid measures fall within the stated exemptions. Where the market forces alone are not able to achieve the desired results or if they are only able to do so in a limited capacity, such exemptions may be warranted to the extent not contrary to the common interest. / A special mechanism is in place to ensure that state aid is properly scrutinized in the light of the demands of the Treaty and the EEA Agreement. The EC Commission or the EFTA Surveillance Authority must be notified of all aid measures in order to assess their compatibility with state aid rules.
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Planners and the pork barrel metropolitan engagement in and resistance to Congressional transportation earmarking /Sciara, Gian-Claudia. January 1900 (has links) (PDF)
Thesis (Ph.D.)--University of California, Berkeley, 2009. / Text document in PDF format. Title from PDF title page (viewed on April 2, 2010). "Fall 2009." Includes bibliographical references.
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The politics of mass transportation state and city policy-making in a federal system /Littig, David Menendez, January 1900 (has links)
Thesis (Ph. D.)--University of Wisconsin--Madison, 1974. / Typescript. Vita. eContent provider-neutral record in process. Description based on print version record. Includes bibliographical references (leaves 556-577).
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Economic efficiency losses arising from subsidized intercity rail passenger movements in CanadaAndriulaitis, Robert J. January 1987 (has links)
While all four of the main modes of intercity passenger transportation in Canada (air, automobile, bus, and rail) are currently subsidized, rail recovers from its users a considerably lesser portion of the total cost of service than any of the other three modes. This thesis estimates the effect this imbalance has on the passenger network in two ways:
i) in physical terms -- the change in modal volumes given full-economic-cost pricing and the implications this has on network configuration; and
ii) in financial terms -- the dollar cost of the economic efficiency losses suffered due to non-full-economic-cost pricing.
The first element is estimated by calculating modal fares based on full cost recovery for 52 intercity routes between Winnipeg and Quebec City. The changes represent from the actual fares charged is translated into volume changes based on a set of demand elasticities developed for this thesis.
The second element is estimated for these same 52 routes using the standard deadweight loss triangle methodology which measures the loss in aggregate social welfare that exists when non-optimal prices are being charged. This result is then extrapolated to a national level.
The calculations show that given full-economic-cost pricing, air volumes would increase by 4.76%, automobile volumes by 0.32%, and bus volumes by 3.47%. Rail volumes would decline by 56.67%. While the changes are marginal for the non-rail modes and would not likely result in any changes to the network, rail would cease to be a viable mode on many routes.
The economic efficiency distortion caused by the failure to charge fares based on full economic costs amounted to about $130 million in 1986. This cost, along with the subsidy itself, is what the social and political benefits of continued VIA Rail subsidization must be compared to, not simply the amount of the subsidy, as is currently done.
This estimate of deadweight loss ignores positive tourism, energy, safety, and environmental externalities of rail, and thus overestimates somewhat the detrimental effect of VIA rail subsidies. / Business, Sauder School of / Graduate
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Subsidiëring van openbare passasierstreinvervoer met spesifieke verwysing na die Suid-Afrikaanse vervoerdiensteBooysen, Jan Gerhardus Lodewikus 07 October 2015 (has links)
D. Com. (Transport Economics) / Please refer to full text to view abstract
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State aid to airlinesScheving Thorsteinsson, Astridur. January 2000 (has links)
No description available.
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