Questions related to Urban Economics
Exactions are payments in one form or another to local governments to get development permission. The payments could be cash, land, or building of public facilities.
I am working on a similar project for elder care facilities, and plan to specify criteria and methods of measurements for these attributes.
In Italy many service sectors suffer from entry barriers and regulatory constraints. As regards retail trade, Legislative Decree 114/1998 had altered regulations in the direction of liberalization, delegating some powers in this sphere to the regions. Regions were asked to modify their land planning laws to account for commercial distribution that until then was regulated by a specific and separate planning instrument. However, many regions applied zoning to reintroduce quantitative and qualitative limits to the number and the type of stores to be allowed to enter the market. This was done in two main ways, through general planning documents stating how the region expected large retail establishments to develop and be located, and by setting the required standards to allow for their localisation.
How to find measure of central tendency for income of persons who have boarded a particular train on a particular date at the originating station?
I found so many articles by sociologists/geographers/planners, but I would like to have a quick overview on the gentrification literature considering economists' perspective on the phenomenon. Thank you.
What are the Threats that hinder the investments in the Construction sector in the Egyptian Sector, Although it considered one of the largest markets in Egypt? and How many Small and medium sized companies (in the construction Sector) contributes in the Egyptian Market? Especially the Architecture consulting Firms?
There is a vast literature on neighborhood and community indicators. Some focus more on economic well-being, others social well-being, health, or environmental sustainability. Researchers tend to work on a few measures in their careers. Others take a more holistic view. What is the current state of the field?
I am working on consumer culture and the urban youth in Calcutta. I am interested to unravel possible methodological frameworks for carrying out such a project. Any suggestion (with or without posting a link referring to scholarly works) will be welcomed. If you need more information before answering, please feel free to write me back.
I want to know more of the impact that Transit Oriented Development (TOD) has in the regeneration and renewal of the previously abandoned urban spaces.
I am looking for examples or case studies of residential economies (economy which is dependent on residents) in sense of Davezies (2008)
How private urban projects led by companies differ from the projects in scientific institutions and what are the effects of these urban projects on the social and physical environment of the city. It is known that economy and human requirements are main concepts in urban planning field and we most balance them but what is really happening is a struggle between them.
I am doing a master thesis about this subject and I would like to get any help by giving ideas, references or telling the new concepts on this debate.
Thank you in advance.
The youth service team in Kenya are involved in clean up which seems to be a duplication of the role of the local authorities.
The public service is suffering from the high wage bill when fresh graduates needs training on job at low pay(the much used for clean up etc).
What are the gaps in Human resource capacity and service delivery effectiveness?
Looking at the methods used to aid the recovery of urban centres, after the closure of major industries that previously drove their economies.
Hi everyone. I´m a PhD student in Colombia and I´m looking for a special methodology of projects evaluation called something like "aglomeration economies" or "aglemeration advantages". I know that it was used in the last lines of the London Subway (Crosslink) and in Sao Paulo (Yellow line - linha amarela). Someone knows about it or have the web address to look it? Thank you so much. It´s important for my studies
Decades ago, when my professor said that, I already doubted it. In my opinion, economists get the wrong unit of analysis. They should examine the amount of housing service, or the square footage, i.e. floor space for various uses. In that sense, the supply is quite elastic, as providers quickly respond to price change. For example, vacant room will be put to market where rebuilding and rezoning takes place.
I have panel data of 200 regions over 20 years. My goal is to estimate a dynamic spatial (space-time) panel model. I would like to employ an extension of model used in Debarsy/Ertur/LeSage (2009): “Interpreting dynamic space-time panel data models” and in Parent/LeSage: “Spatial dynamic panel data models with random effects,” Regional Science & Urban Economics. 2012, Volume 42, Issue 4, pp. 727-738. See the attached word-file for more information (formulas).
I got three questions:
1.) Is it possible to add lagged exogenous covariates?
Referring to Anselin (2008) in “The Econometric of Panel Data (page: 647)” this would result in an identification problem, since Y_t-1 already includes X_t-1.
2.) I want to use a “twoways” (region and year) fixed effects specification instead of a random effects. Does that lead to any complications?
In my view, it should be possible to de-mean the data first and then apply the MCMC sampler in usual fashion. Is that correct?
3.) As a last step, I try to add a non-dynamic spatial error term (SAR). Note that the spatial weights (row-stand.) are different for the spatial lag (durbin-part) and spatial error. Is that possible?
Urban informality is an emerging topic in the domain of urban planning. I am keen on understanding Urban informality in the economy. I want to study a technique to understand the urban informal economy. Can anyone help me with a case study (previously done) or by suggesting me a suitable technique to understand how strong informal economy is?
I am currently working on 'ethnic/migrant entrepreneurship, ethnocultural diversity and innovation in cities'.
Within the process of the transformation of ethnic neighbourhoods into places of leisure, tourism and consumption (for example, Aytar and Rath, 2012; Hiebert, Rath and Vertovec, 2015; Rath, 2007), the commodification of ethnocultural diversity by ethnic/migrant entrepreneurs, amongst others, is crucial. However, I found no references on how such a diversity commodification takes part in the transformation of the - whole - city.
Thus, I would infer that the transformation of ethnic neighbourhoods is actually - a kind of "proxy" of - the transformation of the city itself. What you do think? Is that the only way ethnic/migrant entrepreneurship may contribute to the transformation of the city?
Thanks for sharing your thoughts!
It is observed that rural businesses are less innovative than those of urban. Apart from variation in location, how can we distinguish variation of rural and urban entrepreneurship?
We are writing a thesis on daily mobility and urban transport. We would like to know the differences in approaches to these researchers.
Urbanisation, economic restructuring and globalism are all impacting the way we plan and build cities. Some cities, like Brisbane, have expressed aspirations to become globally competitive as global cities. Does this mean that the city's infrastructure has a symbolic role to play in signalling to the world that it is a globally competitive and livable city?
What is definition of office space and how much are standards of office space in different countries?
The classical notion of rationality in urban and regional economics has to be modified in view of the psychological experiments in behavioral economics.
I've just been reading about an upcoming conference titled Behaviour Exchange <http://bx2014.org>, which is said to be the first global behavioural insights conference to be held in Australia. I am presently researching complex decision making in urban infrastructure planning. This work will have particular emphasis on stakeholder and intersubjective relations at the decision making level. Behavioural insights seems to have something to offer and I am wondering if there are any perspectives on its usefulness in drawing in the approach to my research. It may be relevant for the G20's emphasis on infrastructure financing.
It is said that the taxi industry had become totally different from the earlier stages of urban development, while public transportation is bringing deep impacts toward this industry.
However, I merely found robust data or paper to portray the causation as "Public Transportation" (as skytrain, mass rapid transit, metro, and so on), which took down the whole taxi industry as providing crowd-out effects.
Is there any research in the field of "Urban Economics", "Development Economics", or "Transport Economics" discussion the question completely? I'd like to take advice from you all, thank you for your assistance.
(Research background: public policies had left the topic ambiguous without direct method of solving a sharp drop on taxi income per capita or job quitting, currently in Taipei, Taiwan.)
What strategies should be in place to bring sustainable balance development in Rural areas to impede the fast rate of urbanization and give more time to city managers to adjust the city to the increasing rate of migrations in developing countries?
Urban planning systems differ substantially across the world. There are countries with inferior planning system - which can lead to suboptimal development patterns, distorting spatial equilibrium and causing negative externalities. I noticed that most research covers mature countries, with relatively effective planning regimes. On the other hand, less in known about emerging economies - where the uncertainty when dealing with new development is more significant. Are you familiar with any economic research on the topic, theoretical, experimental or empirical one?
There's a growing body of research relating transport infrastructure (particularly transit) to land values, mostly relating to rail in residential areas. But how can we identify and quantify the potential benefits of proposed transit facilities to CBDs and the inner city?
Most transit facilities don't stack up in traditional benefit:cost analyses, but may afford great benefits in amenity, livability and the socio-economic well-being of our city centers. How can we evaluate those benefits and include them in the benefit:cost equation? Or, if we are stuck with some sort of MCA, what measures are available to allocate scores to such benefits in such a way that they can be weighed against implementation costs?
I'm particularly interested in the impact of new transit facilities on well-established CBDs. That is, the land is already highly developed, there is little or no scope for additional development (TOD or other) around the new facilities (although changes in use may be possible), and the land use is predominantly commercial.
The funds for the infrastructure come from public revenue derived largely from property rates and hence local politicians, not private interests, make the decision whether to proceed. What help can professional transport planners give them?
Changes in accessibility are relatively easy to measure, one way or another, and to monetise. But what if there is no change in accessibility?
Q1. Is there evidence for uplift in the commercial economy from, say, introducing bus lanes into the CBD?
Q2. Is there a way to estimate uplift in the commercial economy from making the streetscape more pleasant?
There's a growing body of research relating transport infrastructure (particularly transit) to land values, mostly in suburban situations. But how can we identify and quantify the potential benefits of proposed transit facilities to CBDs and the inner city?
Most transit facilities don't stack up in traditional benefit:cost analyses, but may afford great benefits in amenity, livability and the socio-economic wellbeing of our city centres. How can we evaluate those benefits and include them in the benefit:cost equation? Or, if we are stuck with some sort of MCA, what measures are available to allocate scores to such benefits in such a way that they can be weighed against implementation costs?
The same question applies also to active transport infrastructure.