Presentation by Tom Worsley, Visiting Research Fellow, delivered as part of the annual series of Beesley lectures, organised by the Institute of Economic Affairs at the Institute of Directors in London.
Urban transportation system meaning ,travel demand functions with factors, design approaches & modeling , types of mass transit system with advantages -disadvantages or limitations , opportunities in mass transport , integrated approach for transit -transportation system
The presentation discusses the fundamentals of Intermodal and Multimodal transportation in the context of urban areas. In the era of an epic need for mass transportation facilities, the supportive system also requires its place around. It was delivered during an expert talk on 7th October 2016 at BMCET, Surat.
Abstract
Most of the urban metropolitan cities are facing traffic problems due delay and overcrowding. Recently the growth of population
increased unusually because of the development and employment in metropolitan cities. Generally, road transportation is the
major approach of convey which connects the villages, towns, cities, metropolitan regions, states and whole country in to the
system establishing an innovative communiqué. It improves the entire nation development, environment surroundings and socio
economic customs developments. Additionally the special advantages of the highway transport individual have been facing
unusual troubles owing to the need of its suitable organization, refurbish & preservation. With the unusual predicament of road
transport, traffic delay and overcrowding are the rising troubles in the urban region. Various authentic problems and solutions of
traffic delay and overcrowding have been discussed in this paper.
Keywords: Cities, Approach, Highway, Population, Nation
Urban transportation system meaning ,travel demand functions with factors, design approaches & modeling , types of mass transit system with advantages -disadvantages or limitations , opportunities in mass transport , integrated approach for transit -transportation system
The presentation discusses the fundamentals of Intermodal and Multimodal transportation in the context of urban areas. In the era of an epic need for mass transportation facilities, the supportive system also requires its place around. It was delivered during an expert talk on 7th October 2016 at BMCET, Surat.
Abstract
Most of the urban metropolitan cities are facing traffic problems due delay and overcrowding. Recently the growth of population
increased unusually because of the development and employment in metropolitan cities. Generally, road transportation is the
major approach of convey which connects the villages, towns, cities, metropolitan regions, states and whole country in to the
system establishing an innovative communiqué. It improves the entire nation development, environment surroundings and socio
economic customs developments. Additionally the special advantages of the highway transport individual have been facing
unusual troubles owing to the need of its suitable organization, refurbish & preservation. With the unusual predicament of road
transport, traffic delay and overcrowding are the rising troubles in the urban region. Various authentic problems and solutions of
traffic delay and overcrowding have been discussed in this paper.
Keywords: Cities, Approach, Highway, Population, Nation
Transportation is the movement of products from one node in the distribution channel to another.
Types of transportation are explained in detail in the presentation
This presentation gives an introduction to transportation planning. It talks about what is transportation and its need. It also talks about how transportation has evolved over the period of time and how the city structure and people's behavior changes with it.
Tutory work on Multimodal Transport made by students from the Entrepreneurs Faculty. International trade and finance school. Universidad Catolica Santiago de Guayaquil
Social media succesvol inzetten - Nasser al KamouchiHostnet bv
Nasser is oprichter van Whello en een Online Marketeer met een speciale interesse in alles rondom Social Media Advertising. Dagelijks verricht hij topsport: hij zorgt voor de meest efficiënte campagnes voor verschillende opdrachtgevers. Wat zijn grote passie is? Campagnebudget omtoveren naar daadwerkelijke klanten.
Empirical evidence from moutains areas projects, by Alexia Baldascini (FAO) (...ExternalEvents
http://www.origin-food.org/2005/upload/sinergi%20FINAL%20EDITED.pdf
Empirical evidence from moutains areas projects, by Alexia Baldascini (FAO) (English)
Transportation is the movement of products from one node in the distribution channel to another.
Types of transportation are explained in detail in the presentation
This presentation gives an introduction to transportation planning. It talks about what is transportation and its need. It also talks about how transportation has evolved over the period of time and how the city structure and people's behavior changes with it.
Tutory work on Multimodal Transport made by students from the Entrepreneurs Faculty. International trade and finance school. Universidad Catolica Santiago de Guayaquil
Social media succesvol inzetten - Nasser al KamouchiHostnet bv
Nasser is oprichter van Whello en een Online Marketeer met een speciale interesse in alles rondom Social Media Advertising. Dagelijks verricht hij topsport: hij zorgt voor de meest efficiënte campagnes voor verschillende opdrachtgevers. Wat zijn grote passie is? Campagnebudget omtoveren naar daadwerkelijke klanten.
Empirical evidence from moutains areas projects, by Alexia Baldascini (FAO) (...ExternalEvents
http://www.origin-food.org/2005/upload/sinergi%20FINAL%20EDITED.pdf
Empirical evidence from moutains areas projects, by Alexia Baldascini (FAO) (English)
Evénement parallèle: Présentation de la Plateforme d'information sur les prod...ExternalEvents
http://www.fao.org/fileadmin/templates/olq/documents/casablanca/doc/Qualmedmont.pps
Evénement parallèle: Présentation de la Plateforme d'information sur les produits de qualité de montagne en Méditerranée (projet FAO-CIHEAM).
Picking the right type of oscillator for your application can be a challenge. Bliley Technologies aims to make selecting the right frequency control product a bit easier with this trade analysis.
Scopri con Personal RE la meravigliosa Villa dell’Ombrellino, prestigioso immobile immerso nelle verdi colline di Colle di Bellosguardo a Firenze.
Per maggiori informazioni visita il sito www.personalre.it
Perú: Pallar de Ica, Orlando Balbin, Coordinador DECAL y Angela Dìaz, Consult...ExternalEvents
http://www.fao.org/fileadmin/templates/olq/documents/lima/reg/9noviembre/12-CasoPiloto%20Peru-ADiaz091111.pdf
Perú: Pallar de Ica, Orlando Balbin, Coordinador DECAL y Angela Dìaz, Consultora Nacional (spanish)
Driving the Marketing and Sales Funnel to close Deals: What Product Marketer...CompellingPM
The Product Marketer is responsible for ensuring demand for a product in the market, and part of that responsibility is “guiding” marketing programs that will drive that demand. Without a clear understanding of the Product Marketer’s role in demand generation, demand generation programs too often lack clarity and focus and deliver marginal results. But what does this really mean for the Product Marketer? What must the Product Marketer know and be able to do to effectively drive demand?
In this webinar, you’ll learn:
A clear definition of Product Marketing’s role in demand generation
How Product Marketing interfaces with the rest of the marketing organization
How to define program goals
How to determine the best methods of customer acquisition
How to define program metrics and monitor the marketing and sales funnel
Act TravelWise Autumn Conference and AGM 2014
"The Winning Ingredients for Success: Case Studies of Successful and Unsuccessful Business Cases - Including LSTF Bids"
Act TravelWise Autumn Conference 2014 - The Economics of Sustainable Travel
"The Winning Ingredients for Success: Case Studies of Successful and Unsuccessful Business Cases"
Routes to Clean Air 2016 - Dr Jon Lamonte, Transport for Greater ManchesterIES / IAQM
Talk title: Air Quality and Interventions in Greater Manchester
Routes to Clean Air is a two-day conference from the IAQM where academics, professionals and policy makers share their experiences of improving traffic emissions.
This event highlights the importance of public communication and behavioural change surrounding road transport and air quality issues.
Presented by Dr Andrew Smith at the 2nd Economic Conference of the French Railway Regulatory Body (ARAF).
May 26th 2014 - Paris.
www.its.leeds.ac.uk/people/a.smith
www.regulation-ferroviaire.fr
Economics of Crossrail (Microeconomics)Eton College
Europe’s largest construction project
Crossrail will increase London's rail capacity by 10%
Crossrail route will run >100km from Reading and Heathrow in the west to Shenfield and Abbey Wood in the east.
40 Crossrail stations including 10 new stations
Crossrail will bring an extra 1.5 million people to within 45 minutes of central London
Total funding available to deliver Crossrail is £14.8bn
Costs outside the £14.8 billion funding package include the estimated £1 billion cost of buying trains, the majority of which will be funded directly by Transport for London
Transport has a major impact on the quality of life in a city, its environment and the economy. Transport Authorities globally are facing similar strategic challenges around worsening congestion, insufficient transport infrastructure, affordability constraints, increasing emissions and growing customer needs...
Europe’s largest construction project
Crossrail will increase London's rail capacity by 10%
Crossrail route will run >100km from Reading and Heathrow in the west to Shenfield and Abbey Wood in the east.
40 Crossrail stations including 10 new stations
Crossrail will bring an extra 1.5 million people to within 45 minutes of central London
Total funding available to deliver Crossrail is £14.8bn
Costs outside the £14.8 billion funding package include the estimated £1 billion cost of buying trains, the majority of which will be funded directly by Transport for London
Cost-benefit analysis in the transport sectorOECD Governance
Presentation by Lorenzo Casullo, OECD International Transport Forum, at a RIA workshop for the transport infrastructure regulator of Peru (OSITRAN) which took place in Lima 20-22 February 2017. Further information is available at www.oecd.org/gov/regulatory-policy/
Transport Technology Research Innovation for International Development (T-TRI...KTN
Under the Applied Research Programme in High Volume Transport (HVT), this competition will fund short projects supporting innovative and novel ideas that enable safer and more efficient transport in various countries across low income countries of Africa and South Asia.
The competition is open to all types of businesses of any size, based anywhere in the world. The programme is implemented by IMC Worldwide, supported by KTN and funded by the Department for International Development.
2 Webinars were held on the 10th & 12th July 2018 covering:
T-TRIID competition overview
The four transport ‘challenges’
The application process
How applications are assessed
What funding is available and how it is awarded
The key dates and deadlines
Plus a chance to ask questions
Find out more here: https://www.ktn-uk.co.uk/news/t-triid-competition-to-improve-transport-in-africa-and-south-asia-now-open
www.nhtnetwork.org/cqc-efficiency-network/home
The CQC Efficiency Network is a collaborative venture between ITS researcher Dr Phill Wheat and leading
performance and benchmarking company measure2improve (m2wi). Dr Wheat has used funding from the EPSRC
Impact Acceleration Account (IAA) to refine the tools to support m2i in developing the fast growing network. The IAA is an institutional award funded by EPSRC to help speed up the contribution that engineering and physical science research make towards new innovation, successful businesses and
the economic returns that benefit UK plc.
Posters summarizing dissertation research projects - presented by MSc students at the Institute for Transport Studies (ITS), University of Leeds, April 2017. http://bit.ly/2re35Cs
www.its.leeds.ac.uk/courses/masters/dissertation
Cutting-edge transport research showcased to Secretary of State during the event to officially re- open the Institute building www.leeds.ac.uk/news/article/4011/cutting-edge_transport_research_showcased_to_secretary_of_state
DR STEPHEN HALL, PROFESSOR SIMON SHEPHERD, DR ZIA WADUD; UNIVERSITY OF LEEDS, IN COLLABORATION WITH FUTURE CITIES CATAPULT
Also see https://theconversation.com/five-reasons-why-you-might-be-driving-electric-sooner-than-you-think-71896
Presentation Fiona Crawford - winner of the Smeed prize for best student paper at the UTSG Conference 2017
www.its.leeds.ac.uk/people/f.crawford
www.utsg.net/web/index.php?page=annual-conference
Efforts to reduce the emissions from car travel have so far been hampered by a lack of specific information on car ownership and use. The Motoring and vehicle Ownership Trends in the UK (MOT) project seeks to address this by bringing together new sources of data to give a spatially and disaggregated diagnosis of car ownership and use in Great Britain and the associated energy demand and emissions.
Data from annual car M.O.T tests, made available by the Department for Transport, will be used as a platform upon which to develop and undertake a set of inter-linked modelling and analysis tasks using multiple sources of vehicle-specific and area-based data. Through this the project will develop the capability to understand spatial and temporal differences in car ownership and use, the determinants of those differences, and how levels may change over time and in response to various policy measures. The relationship between fuel use and emissions, and the demographic, economic, infrastructural and socio-cultural factors influencing these will also be tested.
Consequently, the MOT project has the potential to transform the way in which energy and emissions related to car use are quantified, understood and monitored to help refine future research and policy agendas and to inform transport and energy infrastructure planning.
www.its.leeds.ac.uk/research/featured-projects/mot
The University's Annual Review covering the 2015-16 academic year. This new publication gives an overview of some of the most important initiatives and activities that the University has undertaken recently and a sense of the scale of the ambition for the future.
www.its.leeds.ac.uk/people/c.calastri
Social networks, i.e. the circles of people we are socially connected to, have been recognised to play a role in shaping our travel and activity behaviour. This not only has to do with socialisation being the purpose of travel, but also with enabling mobility and other activities through the so-called social capital. Another theme in the literature connecting social environment and travel behaviour is social influence, i.e. the investigation of how travel behaviour can be affected by observation or comparison with other people. Research about the impact of social influence on travel choices is still at its infancy. In this talk, I will give an overview of how choice modelling can be used to investigate the relationships between social networks, travel and activities. I will touch upon work that I have done so far, in particular I will describe my applications of the Multiple Discrete-Continuous Extreme Value (MDCEV) model to frequency of social interactions as well as to allocation of time to different activities, taking the social dimension into account. In these studies, I make use of social network and travel data collected in places as diverse as Switzerland and Chile. I will also discuss ongoing work making use of longitudinal life-course data to model the impact of family of origin and the “mobility environment” people grew up in on travel decision of adults. Finally, I will outline future plans about modelling behavioural changes due to social influence using the smartphone app travel data that are being collected in Leeds within the “Choices and consumption: modelling long and short term decisions in a changing world” (“DECISIONS”) project.
Shigeki Oxawa is Associate Professor at the Department of Integrated Informatics, Daido University and part-time Lecturer in Transport Economics at Hosei University. He is a transport economist with a strong interest in transport policy. He is currently an academic visitor at Leeds University (April 2016-March 2017) working in the area of intermodal transport (with a focus on rail freight transport) and in turn track access charges.
Abstract: In the national railway revolution in Japan, the passenger division was divided into 6 companies by regions. They operate trains and own/manage the rail track (vertical integration system). On the other hand, vertical separation was introduced into freight companies, therefore, freight companies have to access rail track owned/managed by passenger companies. The Japanese regulator regards track access transactions between passenger companies and freight companies as private business.
In the vertical separation system, freight companies cannot get access to the slots required and efficient allocation of rail track cannot be achieved. The vertical separation is a very significant issue in railway policy and freight transport policy in Japan. In the presentation, causes and possible solutions to the issue will be shown.
Shigeki is Associate Professor at the Department of Integrated Informatics, Daido University and part-time Lecturer in Transport Economics at Hosei University. He is a transport economist with a strong interest in transport policy. He is currently an academic visitor at Leeds University (April 2016-March 2017) working in the area of intermodal transport (with a focus on rail freight transport) and in turn track access charges. He has 20 years of experience in research and teaching.
Presentation from NORTHMOST - a new biannual series of meetings on the topic of mathematical modelling in transport.
Hosted at its.leeds.ac.uk, NORTHMOST 01 focussed on academic research, to encourage networking and collaboration between academics interested in the methodological development of mathematical modelling applied to transport.
The focus of the meetings will alternate; NORTHMOST 02 - planned for Spring 2017 - will be led by practitioners who are modelling experts. Practitioners will give presentations, with academic researchers in the audience. In addition to giving a forum for expert practitioners to meet and share best practice, a key aim of the series is to close the gap between research and practice, establishing a feedback loop to communicate the needs of practitioners to those working in university research.
Presentation from NORTHMOST - a new biannual series of meetings on the topic of mathematical modelling in transport.
Hosted at its.leeds.ac.uk, NORTHMOST 01 focussed on academic research, to encourage networking and collaboration between academics interested in the methodological development of mathematical modelling applied to transport.
The focus of the meetings will alternate; NORTHMOST 02 - planned for Spring 2017 - will be led by practitioners who are modelling experts. Practitioners will give presentations, with academic researchers in the audience. In addition to giving a forum for expert practitioners to meet and share best practice, a key aim of the series is to close the gap between research and practice, establishing a feedback loop to communicate the needs of practitioners to those working in university research.
Presentation from NORTHMOST - a new biannual series of meetings on the topic of mathematical modelling in transport.
Hosted at its.leeds.ac.uk, NORTHMOST 01 focussed on academic research, to encourage networking and collaboration between academics interested in the methodological development of mathematical modelling applied to transport.
The focus of the meetings will alternate; NORTHMOST 02 - planned for Spring 2017 - will be led by practitioners who are modelling experts. Practitioners will give presentations, with academic researchers in the audience. In addition to giving a forum for expert practitioners to meet and share best practice, a key aim of the series is to close the gap between research and practice, establishing a feedback loop to communicate the needs of practitioners to those working in university research.
Presentation from NORTHMOST - a new biannual series of meetings on the topic of mathematical modelling in transport.
Hosted at its.leeds.ac.uk, NORTHMOST 01 focussed on academic research, to encourage networking and collaboration between academics interested in the methodological development of mathematical modelling applied to transport.
The focus of the meetings will alternate; NORTHMOST 02 - planned for Spring 2017 - will be led by practitioners who are modelling experts. Practitioners will give presentations, with academic researchers in the audience. In addition to giving a forum for expert practitioners to meet and share best practice, a key aim of the series is to close the gap between research and practice, establishing a feedback loop to communicate the needs of practitioners to those working in university research.
Presentation from NORTHMOST - a new biannual series of meetings on the topic of mathematical modelling in transport.
Hosted at its.leeds.ac.uk, NORTHMOST 01 focussed on academic research, to encourage networking and collaboration between academics interested in the methodological development of mathematical modelling applied to transport.
The focus of the meetings will alternate; NORTHMOST 02 - planned for Spring 2017 - will be led by practitioners who are modelling experts. Practitioners will give presentations, with academic researchers in the audience. In addition to giving a forum for expert practitioners to meet and share best practice, a key aim of the series is to close the gap between research and practice, establishing a feedback loop to communicate the needs of practitioners to those working in university research.
Presentation from NORTHMOST - a new biannual series of meetings on the topic of mathematical modelling in transport.
Hosted at its.leeds.ac.uk, NORTHMOST 01 focussed on academic research, to encourage networking and collaboration between academics interested in the methodological development of mathematical modelling applied to transport.
The focus of the meetings will alternate; NORTHMOST 02 - planned for Spring 2017 - will be led by practitioners who are modelling experts. Practitioners will give presentations, with academic researchers in the audience. In addition to giving a forum for expert practitioners to meet and share best practice, a key aim of the series is to close the gap between research and practice, establishing a feedback loop to communicate the needs of practitioners to those working in university research.
Empirical analysis of crowd-sourced freight deliveries
Presenter: Amanda Stathopoulos, Assistant Professor of Civil and Environmental Engineering, Northwestern University
This seminar presents results from empirical analysis of crowd-sourced freight deliveries in the US. Crowd-sourced deliveries build on the idea that citizens deliver goods, ideally along planned travel routes. Crowdshipping has a potential to match highly fragmented transport capacities with vastly diverse demand for urban freight deliveries, temporally, spatially and in real-time. This is typically achieved through platforms that connect carriers with consumers in need of deliveries. A third-party broker, who operates the platform, provides match-making, analysis and customer services between demand and supply. The main advantage of crowdshipping is the reduced need for fixed facilities, such as cars or warehouses, to run operations. The main obstacles are trust, liability issues, and ensuring a critical mass of couriers and customers. Despite the growth in operations, there is still a poor understanding of the performance, functionality and acceptability of these new delivery methods. The seminar presents results analyzing the performance in the early stages of operation of crowdshipping. Based on real operational data from 2 years across the US the performance is examined with an emphasis on the specificity of crowdshipping, namely related to delivery variability and the temporal matching dynamics. Based on additional survey experiments the behavior of the main agents in the system is modeled with an emphasis on revealing acceptance and priorities of both occasional drivers and senders. The research derives from a Partnership-for-Innovation (PFI) project funded by the NSF where a Chicago based research team (NU, UIC) is evaluating the capabilities of CROwd-sourced Urban Delivery (CROUD) in collaboration with a crowd-shipper technology firm.
About Amanda: Amanda’s research focuses on developing new methodologies to collect data and specify mathematical models to account for broad and realistic choice behaviour in the transport setting (for instance social determinants, environmental concern, user experience, simplified decision rules). These richer layers of user motivations is an area of primary relevance in improving understanding and prediction of travel behavior. For a range of current transportation challenges such as promoting transit ridership growth, moving towards alternative fuels, or getting companies to adopt better practices in delivering goods, there is increasing recognition of the need to build adequate tools to account for decision complexity on the user side to match with effective decision support.
More from Institute for Transport Studies (ITS) (20)
how to sell pi coins on Bitmart crypto exchangeDOT TECH
Yes. Pi network coins can be exchanged but not on bitmart exchange. Because pi network is still in the enclosed mainnet. The only way pioneers are able to trade pi coins is by reselling the pi coins to pi verified merchants.
A verified merchant is someone who buys pi network coins and resell it to exchanges looking forward to hold till mainnet launch.
I will leave the telegram contact of my personal pi merchant to trade with.
@Pi_vendor_247
how to swap pi coins to foreign currency withdrawable.DOT TECH
As of my last update, Pi is still in the testing phase and is not tradable on any exchanges.
However, Pi Network has announced plans to launch its Testnet and Mainnet in the future, which may include listing Pi on exchanges.
The current method for selling pi coins involves exchanging them with a pi vendor who purchases pi coins for investment reasons.
If you want to sell your pi coins, reach out to a pi vendor and sell them to anyone looking to sell pi coins from any country around the globe.
Below is the contact information for my personal pi vendor.
Telegram: @Pi_vendor_247
how can I sell pi coins after successfully completing KYCDOT TECH
Pi coins is not launched yet in any exchange 💱 this means it's not swappable, the current pi displaying on coin market cap is the iou version of pi. And you can learn all about that on my previous post.
RIGHT NOW THE ONLY WAY you can sell pi coins is through verified pi merchants. A pi merchant is someone who buys pi coins and resell them to exchanges and crypto whales. Looking forward to hold massive quantities of pi coins before the mainnet launch.
This is because pi network is not doing any pre-sale or ico offerings, the only way to get my coins is from buying from miners. So a merchant facilitates the transactions between the miners and these exchanges holding pi.
I and my friends has sold more than 6000 pi coins successfully with this method. I will be happy to share the contact of my personal pi merchant. The one i trade with, if you have your own merchant you can trade with them. For those who are new.
Message: @Pi_vendor_247 on telegram.
I wouldn't advise you selling all percentage of the pi coins. Leave at least a before so its a win win during open mainnet. Have a nice day pioneers ♥️
#kyc #mainnet #picoins #pi #sellpi #piwallet
#pinetwork
how to sell pi coins in all Africa Countries.DOT TECH
Yes. You can sell your pi network for other cryptocurrencies like Bitcoin, usdt , Ethereum and other currencies And this is done easily with the help from a pi merchant.
What is a pi merchant ?
Since pi is not launched yet in any exchange. The only way you can sell right now is through merchants.
A verified Pi merchant is someone who buys pi network coins from miners and resell them to investors looking forward to hold massive quantities of pi coins before mainnet launch in 2026.
I will leave the telegram contact of my personal pi merchant to trade with.
@Pi_vendor_247
how can i use my minded pi coins I need some funds.DOT TECH
If you are interested in selling your pi coins, i have a verified pi merchant, who buys pi coins and resell them to exchanges looking forward to hold till mainnet launch.
Because the core team has announced that pi network will not be doing any pre-sale. The only way exchanges like huobi, bitmart and hotbit can get pi is by buying from miners.
Now a merchant stands in between these exchanges and the miners. As a link to make transactions smooth. Because right now in the enclosed mainnet you can't sell pi coins your self. You need the help of a merchant,
i will leave the telegram contact of my personal pi merchant below. 👇 I and my friends has traded more than 3000pi coins with him successfully.
@Pi_vendor_247
Falcon stands out as a top-tier P2P Invoice Discounting platform in India, bridging esteemed blue-chip companies and eager investors. Our goal is to transform the investment landscape in India by establishing a comprehensive destination for borrowers and investors with diverse profiles and needs, all while minimizing risk. What sets Falcon apart is the elimination of intermediaries such as commercial banks and depository institutions, allowing investors to enjoy higher yields.
Latino Buying Power - May 2024 Presentation for Latino CaucusDanay Escanaverino
Unlock the potential of Latino Buying Power with this in-depth SlideShare presentation. Explore how the Latino consumer market is transforming the American economy, driven by their significant buying power, entrepreneurial contributions, and growing influence across various sectors.
**Key Sections Covered:**
1. **Economic Impact:** Understand the profound economic impact of Latino consumers on the U.S. economy. Discover how their increasing purchasing power is fueling growth in key industries and contributing to national economic prosperity.
2. **Buying Power:** Dive into detailed analyses of Latino buying power, including its growth trends, key drivers, and projections for the future. Learn how this influential group’s spending habits are shaping market dynamics and creating opportunities for businesses.
3. **Entrepreneurial Contributions:** Explore the entrepreneurial spirit within the Latino community. Examine how Latino-owned businesses are thriving and contributing to job creation, innovation, and economic diversification.
4. **Workforce Statistics:** Gain insights into the role of Latino workers in the American labor market. Review statistics on employment rates, occupational distribution, and the economic contributions of Latino professionals across various industries.
5. **Media Consumption:** Understand the media consumption habits of Latino audiences. Discover their preferences for digital platforms, television, radio, and social media. Learn how these consumption patterns are influencing advertising strategies and media content.
6. **Education:** Examine the educational achievements and challenges within the Latino community. Review statistics on enrollment, graduation rates, and fields of study. Understand the implications of education on economic mobility and workforce readiness.
7. **Home Ownership:** Explore trends in Latino home ownership. Understand the factors driving home buying decisions, the challenges faced by Latino homeowners, and the impact of home ownership on community stability and economic growth.
This SlideShare provides valuable insights for marketers, business owners, policymakers, and anyone interested in the economic influence of the Latino community. By understanding the various facets of Latino buying power, you can effectively engage with this dynamic and growing market segment.
Equip yourself with the knowledge to leverage Latino buying power, tap into their entrepreneurial spirit, and connect with their unique cultural and consumer preferences. Drive your business success by embracing the economic potential of Latino consumers.
**Keywords:** Latino buying power, economic impact, entrepreneurial contributions, workforce statistics, media consumption, education, home ownership, Latino market, Hispanic buying power, Latino purchasing power.
Falcon stands out as a top-tier P2P Invoice Discounting platform in India, bridging esteemed blue-chip companies and eager investors. Our goal is to transform the investment landscape in India by establishing a comprehensive destination for borrowers and investors with diverse profiles and needs, all while minimizing risk. What sets Falcon apart is the elimination of intermediaries such as commercial banks and depository institutions, allowing investors to enjoy higher yields.
when will pi network coin be available on crypto exchange.DOT TECH
There is no set date for when Pi coins will enter the market.
However, the developers are working hard to get them released as soon as possible.
Once they are available, users will be able to exchange other cryptocurrencies for Pi coins on designated exchanges.
But for now the only way to sell your pi coins is through verified pi vendor.
Here is the telegram contact of my personal pi vendor
@Pi_vendor_247
Empowering the Unbanked: The Vital Role of NBFCs in Promoting Financial Inclu...Vighnesh Shashtri
In India, financial inclusion remains a critical challenge, with a significant portion of the population still unbanked. Non-Banking Financial Companies (NBFCs) have emerged as key players in bridging this gap by providing financial services to those often overlooked by traditional banking institutions. This article delves into how NBFCs are fostering financial inclusion and empowering the unbanked.
Introduction to Indian Financial System ()Avanish Goel
The financial system of a country is an important tool for economic development of the country, as it helps in creation of wealth by linking savings with investments.
It facilitates the flow of funds form the households (savers) to business firms (investors) to aid in wealth creation and development of both the parties
1. Institute for Transport Studies
FACULTY OF ENVIRONMENT
The economic basis of major transport
decisions
Beesley Lecture 17th November 2016
Tom Worsley
Visiting Fellow, ITS
2. Outline
• The development of the current policy position
• Some statistics – travel demand and investment
• DfT’s investment appraisal framework:
• the core method
• developments to appraisal and decision-making
• Reasons for the focus on transport investment
• Future prospects and challenges
3. Transport policy 2005-2015 –
Eddington Report
Eddington Transport Study (2005) – HMT and DfT
• Analysed links between transport and growth , growth and carbon
Recommended:
• Improvements to the existing network, targeted on urban areas, inter-
urban corridors and international gateways
• Policy mix, including pricing for congestion and emissions– demand
management
• Systematic approach – policy priorities, options, full cost benefit appraisal
No substitute for careful cost benefit analysis
Noted that: ‘Step change measures’ ...’likely to result in modest returns
relative to smaller scale options.’ Connectivity of the UK network was good.
4. Transport policy 2005-2010
3 White Papers – 2 all modes, 1 rail – implementation of
Eddington
Strong emphasis on sustainability – carbon, incremental
schemes, making better use, urban road pricing schemes
Focus on rail investment in response to:
• Continuing demand growth and capacity constraints
• The increasing importance of cities in the economy
• Political support
Exceptions:
• Proposals for HS2 emerging
• Case for Crossrail developed
5. Transport policy 2010-2015 -
Recent policy statements
Roads Investment Strategy 2015
These changes are underpinned by a step-change in investment in our strategic
roads, worth over £15 billion to 2021. Taken together, this scale of reform and
investment has allowed us to dramatically increase our ambitions for the SRN
Northern Transport Strategy March 2016
Central to all our plans is enhancing our transport connectivity – this Government is
spending £13bn on transport for the Northern Powerhouse over this Parliament,
including dramatic improvements to our roads and railways in the North.
DFT Business Plan 2015
We will increase the level of investment in transport by 50% by 2020
Other major schemes include:
• Completion of Crossrail and Thameslink, other London schemes, HS2,
airport expansion, Intercity Express, rail electrification
6. Has the nature of transport
problems changed?
A shift from the Eddington paradigm:
• From the incremental to the transformational
• Perception that transport can change the economy at a more than local
level
• Continuing growth in rail patronage, road traffic growth resumed in 2013
• Growth in the economies of cities – high cost rail solutions
• Carbon has been ‘put back in the box’
• Pricing and demand management now off the policy agenda
To return to this theme
12. Transport investment and the
decision-making process
Most decisions made directly by government – central or local
A set of rules for promoters of publicly funded transport
schemes to establish:
• Accountability
• Transparency
• Openness to challenge
• Public interest
Limited role of regulation – ORR responsible for setting
performance targets and monitoring investment
programmes, for rail open access and safety
13. Why does Government have a
dominant role?
Market Failures
• Roads - absence of user pricing.
• Rail - regulation by government of commuter and some other fares
Monopoly/network effects
Externalities:
• Interaction with land use planning, with urban agglomeration
• Environmental impacts
Politics
14. Government’s investment
appraisal methods
• HM Treasury Green Book
• DfT’s WebTAG – transport economic appraisal guidance
• WebTAG evolved from methods derived in late 1960s applied to trunk
road schemes and from 1998 ‘New Approach To Appraisal’
Periodically reviewed: updated, extended incrementally in scale and
scope and in improved presentation
• Based on the theory of consumer behaviour with empirical support
from observations and surveys of travel behaviour and other impacts.
• Economic appraisal is one part of the framework for
decision-makers
15. The DfT’s WebTAG
Provides transport modelling and transport appraisal guidance for scheme
sponsors. Mandatory for government funded schemes
• Model serves to estimate volume of demand for a transport scheme and
other impacts and provide a comparison with ‘no scheme’
• WebTAG advises on modelling methods
• Appraisal – used to value the changes made by the scheme, usually
based on willingness to pay (because of absence of an adequate direct
payments process)
• WebTAG specifies appraisal methods and provides a databook of
values
16. The essentials of a transport
model
A spatial representation of the supply of transport and of the
demand to travel
• A matrix of trips between the origins and destinations in the model,
assigned to the transport network and allocated to the modes
represented, based on users minimising their disutility of travel
• A process which allows for testing options, with accessibility measured
through travel times and costs, the market for those changes and a new
equilibrium between demand and supply
• A transport model is invariably augmented by a forecasting model –
future year demand drivers and responses to the changes in future
years
• Output – changes in the quantity and quality of travel
17. Measuring and valuing the
costs and benefits
Valuing of the benefits/costs of an option in terms of;
• Time savings, including crowding, reliability
• Other journey quality – stations, interchange
• Physical activity (cycle and walk schemes)
• Safety
• Environment – noise, air quality, carbon, land/townscape, heritage,
water quality, biodiversity
• Changes in costs, including infrastructure and taxes – transport user,
operators and government
• Categorised by the economy (business), social (commute, leisure),
environment, public accounts
Compared with ‘do-minimum’ and with other options
18. Valuing the costs and benefits-
value of time savings
Measure of willingness to pay for a change
Evidence from market research type surveys and from
behaviour
Universal currency – almost all projects influence travel times
Time savings proxy for accessibility change – converted into
new choices of where to live, work etc
People could always have taken the savings as time
Predictable, an output from the design and an iteration on
design (eg HS2)
New study completed 2015 – DfT updated values.
19. Process of Appraisal
Costs and benefits forecast for every year from model and
interpolation
60 year appraisal period, HMT discount rate 3.5% falling to
3.0%
Demand cap after year 20
Discounted to provide a PVB and a PVC = BCR(initial BCR)
Appraisal Summary Table – presents decision-makers with
overview of each significant impact, quantified and valued
where possible and a BCR
20. Developments in appraisal
2005-2016
The codification of the decision-making process – the
Transport Business Case
The Value for Money Business Plan input indicator
Wider economic benefits – strengthening links between
investment and the economy
Devolution of decision-making away from Whitehall
Reduction in discount rate from 8% to 3.5%/3.0% and 60 year
appraisal period (2003)
Valuation of the major environmental impacts
21. The Transport Business Case
Model
Financial: affordability, funding, financial risks, contributions
Management: governance, risk management, stakeholders
Commercial: procurement, capability, risk allocation
Economic: Green Book/WebTAG Cost benefit analysis
Strategic Case: Fit with policy, need for the scheme, timing
Financial, management and commercial cases largely a set of
yes/no decisions
Economic case both yes/no (BCR>1.0) and ranking with
constrained budget
Strategic case – contribution to local/national GVA and other
objectives
22. BCR and VfM
Not all benefits or costs are monetised – eg landscape
So decision-makers review the BCR in the light of
unquantifiables and determine a Value for Money category
for each scheme
From the BCR to a Value for Money category – BCR +/-
judgement on unquantifiables = VfM
VfM Categories:
• Poor <1, low 1.0 -1.5, medium 1.5 -2.0, high 2.0 - 4.0 and very high >4.0
Most high and above schemes are approved, some in lower
categories.
23. Effectiveness of Appraisal : DfT
Business Plan Input Indicator
• DfT Value for Money annual reporting - Percentage of DfT’s
appraised project spending by VfM category
• The ‘go/no go’ decision is strongly influenced by need to
avoid a ‘poor’ VfM outcome
poor low medium high v.high
2014 3 <1 7 41 48
2013 6 80 14
2012 42 58
2011 68 37
24. Additional Costs and Benefits
Wider impacts:
• Transport investment increases economic mass/agglomeration benefits
through better urban accessibility;
• Raises productivity directly through better connectivity
• Business response to intensify/relocate and increase number of
employees/firms in the now more productive city
• More output per person and hence more tax revenues – a benefit in the
economic case – extra GVA from relocation not itself a benefit
• Estimates of increase in productivity depend on the transport model and
associated land use model for relocation effects
Strengthens the economic case for urban schemes – part of
the ‘adjusted’ BCR – and provides link to GDP
25. Transport and GDP
Transport investment can increase GDP by:
• Reducing business transport costs – business user benefits
• Increasing the economic mass of cities, raising productivity
• Inducing people and firms to shift to more productive locations
• Increasing labour force participation
The GDP effect can be derived from models which include:
• Business time savings, agglomeration benefits and extra GVA from
relocation/intensification
Time savings provides a means of measuring the changes in
accessibility which link transport with GDP effects
26. Transport and GDP
Models have been developed– LUTI, reduced form and SCGE
– to estimate the changes to local and in some cases
national GDP
Different models produce very different estimates – responses
very context specific, especially for ‘transformational’
projects
Establishing the counterfactual is unclear – opportunity cost of
the transport and complementary investment?
Interpreting such models is a challenge - yet the demand for a
national or local ‘GDP effect’ is strong
27. CBA and ‘real economy’:
which metric(s)?
Economic Case – the BCR (a ratio) and DfT’s VfM (high,
medium, low, poor) metric provides for:
• Go/no-go decision
• Ranking
• Documented, accountable evidence
Strategic Case - GDP metric has strengthened the Case
despite uncertainty about size of effect:
• Evidence of spatial distribution of tangible business benefits – hence
source for funding
• Impressive number, though largely divorced from Chancellor’s strategy
28. Why the focus on investment in
transport? External effects
Growth in rail patronage since mid 1990s – likely causes:
• Economic growth, though rail continued to grow during recession
• Urbanisation and structural change – in location of jobs and households
• Mode shift – car business users, car costs and young people
• Quality of service
• Yield management fares
Forecasts of continuing but slower growth in rail and road
traffic – population growth, income growth, some limited
improvements in journey times
29. Why the focus on investment in transport?
Technical reasons
Changes to appraisal values and methods over past decade
have increased the BCR:
• Discount rate and appraisal period
• Formalisation of Transport Business Case
• Wider benefits, strengthen economic case and provide evidence of GDP
effect for the strategic case
• Greater quantification of environmental impacts leaves less room for
judgement
• Optimistic demand growth forecasts based on OBR 2%pa per capita
GDP and ONS population projections –but impact of BREXIT?
30. Why the apparent increase in transport
investment? Policy influences
Policy influences:
• With fiscal and monetary policy largely ineffective, transport spending
remains an active central government initiative
• The link between transport and growth can be used to justify an
ambitious programme
• Influence of London - investment has been very London focused until
the Northern Transport Strategy and remains big city centred
• Government’s ability to promote non-infrastructure solutions is limited by
separation of responsibilities for operations and infrastructure
• National Infrastructure Commission
• Mega-projects have a separate budget.
• The desire for big announcements
31. Challenges and Prospects -
Devolution of delivery
Roles of Highways England and of Network Rail
Aim- to incentivise efficient delivery of investment and
management of infrastructure.
Creation of triangular relationship between central
government, infrastructure provider and local authorities.
Whose objectives come out top – strategic traffic or
commuters?
Have we got the right mix of projects and policies? Balance
between cities and interurban?
32. Challenges and Prospects -
Devolution of delivery
Trade-offs between targets and cost benefit analysis
Targets incentivise – simple, widely understood through
organisation – eg rail reliability
CBA’s multiple objectives and trade-offs ‘too complex’
But simple targets put good solutions at risk
The Economic Case ensures acceptable VfM but targets drive
option selection – ‘no longer chasing the BCR’.
Who owns the Business Case? Sponsor or Government?
33. How might local transport
policies develop?
Does the Northern Transport Strategy provide a model? TfN
prioritises national schemes, but cities still compete for local
funding.
Sources of local funding very limited:
• Some scope, mainly in London, through increases in local taxation and
developer contributions
• Estimates of GVA attributable to the scheme rarely explain displacement
and counterfactual: is the transport/GVA model robust?
• Other policies – training, skills, land assembly, public realm creation
need to accompany the transport intervention
What role for places outside London and the city regions?
34. How might policy develop?
Roads
Scope for capacity increases through managed motorways and other
increments close to exhaustion
New alignments – are major new routes a feasible option? History
suggests that often they are not
Will technology and societal change reduce the demand to travel?
Will automated vehicles make much better use of the existing network,
reducing case for capacity and reduce harmful emissions?
Separation of responsibility for local and trunk roads doesn’t encourage
coherent planning- have we got the division right?
What role for charging at point of use to replace the new National Roads
Fund and so managing demand?
35. Roads, funding and charging
Push factors
• Technology – easy to identify location of vehicle for targeted charging
and a requirement for automated vehicles
• Reducing amounts of fuel duty – need for a new funding stream
• Infrastructure options less attractive – cost and environment
Negative factors
• Public acceptability
• Significant gainers and losers - fuel duty already falling – it will soon be
too late.
• Setting the correct charge.
36. How might policy develop?
Rail
Two policy priorities- cost control and capacity – revenue
should be a third
• Growing demand, infrastructure constraints: increasing long run
marginal costs
• Technology – digital railway – a lower cost solution?
• Are the causes of demand growth set to continue?
• Will conurbations remain a policy priority?
• Long term financial plan needed – how will new capacity be funded?
What will rail cost and what will rail users contribute?
• Might institutional changes influence costs? Vertical integration?
37. The High Level Challenge
Ambitious places have a ‘vision’ – how might transport realise
that transformation?
What else is needed to deliver the vision?
What about non-core ‘less visionary’ places?
Are the institutions right – responsibilities between national
and local, private and public? Are there new sources of
funding?
What evidence is required to support decisions? How do we
move from the narrow transport BCR to a more holistic
understanding of what ‘good’ means?
But -Public acceptability – Wolfson Prize recently announced for a paper which suggests how pricing might be made more acceptable. big distributional impacts inevitably if it is to influence demand – many ‘hard cases’. Fuel duty has already fallen from its peak so case perhaps less pressing. Getting the charge right is an unresolved question – not the SRMSC per km that economists armed with a highway speed flow function are so good at estimating. But better than a flat £11.50 to enter and drive within a zone.
Will the growth in demand – the doubling or rail journeys over the past 20 years – continue, or might the dominant role of big cities in the economy change, going back to the 1970s when out of town development was seen as the future and cities – even London -were dying?
The trade-off between providing capacity to accommodate demand and raising fares is, at present, not considered as a policy option. It would be interesting to see the ministerial veto lifted, but with full account taken in setting fares of the external benefits of many rail journeys.
The question of whether vertical integration of the railway might help to reduce costs does not go away, but imposing institutional change on an organisation that faces a number of existing delivery challenges is not without very real risks