Coordination of public expenditure in transport infrastructure: analysis and policy perspectives for Latin America

Includes bibliography

Third ordinary meeting of the conference of South American ministers of transport, communications and public works

The third ordinary meeting of the Conference of South American Ministers of Transport, Communications and Public Works was held from 6 to 8 November 1996 in Montevideo, Uruguay. Representatives of Argentina, Bolivia, Brazil, Chile, Colombia, Ecuador, Paraguay, Peru, Uruguay and Venezuela took part. Representatives of the following organizations were present as observers: the Latin American and Caribbean Federation of National Associations of Cargo Agents, the Latin American Railways Association, the Latin American Association for Automated Highway Transport, the Inter-American Development Bank, the Economic Commission for Latin America and the Caribbean (ECLAC), the United Nations Conference on Trade and Development (UNCTAD), the International Road Federation/German Agency for Technical Cooperation (IRF/GTZ); and other representatives from both the private and public sectors.

Hydrogeology, Chemical Characteristics, and Transport Processes in the Zone of Contribution of a Public-Supply Well in York, Nebraska

In 2001, the U.S. Geological Survey, as part of the National Water Quality Assessment (NAWQA) Program, initiated a topical study of Transport of Anthropogenic and Natural Contaminants (TANC) to PSW (public-supply wells). Local-scale and regional-scale TANC study areas were delineated within selected NAWQA study units for intensive study of processes effecting transport of contaminants to PSWs. This report describes results from a local-scale TANC study area at York, Nebraska, within the High Plains aquifer, including the hydrogeology and geochemistry of a 108-square-kilometer study area that contains the zone of contribution to a PSW selected for study (study PSW), and describes factors controlling the transport of selected anthropogenic and natural contaminants to PSWs.

Simulations of Ground-Water Flow, Transport, Age, and Particle Tracking near York, Nebraska, for a Study of Transport of Anthropogenic and Natural Contaminants (TANC) to Public-Supply Wells

The U.S. Geological Survey (USGS) is committed to providing the Nation with credible scientific information that helps to enhance and protect the overall quality of life and that facilitates effective management of water, biological, energy, and mineral resources (http://www.usgs.gov/). Information on the Nation’s water resources is critical to ensuring long-term availability of water that is safe for drinking and recreation and is suitable for industry, irrigation, and fish and wildlife. Population growth and increasing demands for water make the availability of that water, now measured in terms of quantity and quality, even more essential to the long-term sustainability of our communities and ecosystems. The USGS implemented the National Water-Quality Assessment (NAWQA) Program in 1991 to support national, regional, State, and local information needs and decisions related to water-quality management and policy (http://water.usgs.gov/nawqa). The NAWQA Program is designed to answer: What is the condition of our Nation’s streams and ground water? How are conditions changing over time? How do natural features and human activities affect the quality of streams and ground water, and where are those effects most pronounced? By combining information on water chemistry, physical characteristics, stream habitat, and aquatic life, the NAWQA Program aims to provide science-based insights for current and emerging water issues and priorities. From 1991-2001, the NAWQA Program completed interdisciplinary assessments and established a baseline understanding of water-quality conditions in 51 of the Nation’s river basins and aquifers, referred to as Study Units (http://water.usgs.gov/nawqa/studyu.html).

Effects of congressional modernization laws on public access to innovative medical device technologies

The Federal Food and Drug Administration (FDA) and the Centers for Medicare and Medicaid (CMS) play key roles in making Class III, medical devices available to the public, and they are required by law to meet statutory deadlines for applications under review. Historically, both agencies have failed to meet their respective statutory requirements. Since these failures affect patient access and may adversely impact public health, Congress has enacted several “modernization” laws. However, the effectiveness of these modernization laws has not been adequately studied or established for Class III medical devices. ^ The aim of this research study was, therefore, to analyze how these modernization laws may have affected public access to medical devices. Two questions were addressed: (1) How have the FDA modernization laws affected the time to approval for medical device premarket approval applications (PMAs)? (2) How has the CMS modernization law affected the time to approval for national coverage decisions (NCDs)? The data for this research study were collected from publicly available databases for the period January 1, 1995, through December 31, 2008. These dates were selected to ensure that a sufficient period of time was captured to measure pre- and post-modernization effects on time to approval. All records containing original PMAs were obtained from the FDA database, and all records containing NCDs were obtained from the CMS database. Source documents, including FDA premarket approval letters and CMS national coverage decision memoranda, were reviewed to obtain additional data not found in the search results. Analyses were conducted to determine the effects of the pre- and post-modernization laws on time to approval. Secondary analyses of FDA subcategories were conducted to uncover any causal factors that might explain differences in time to approval and to compare with the primary trends. The primary analysis showed that the FDA modernization laws of 1997 and 2002 initially reduced PMA time to approval; after the 2002 modernization law, the time to approval began increasing and continued to increase through December 2008. The non-combined, subcategory approval trends were similar to the primary analysis trends. The combined, subcategory analysis showed no clear trends with the exception of non-implantable devices, for which time to approval trended down after 1997. The CMS modernization law of 2003 reduced NCD time to approval, a trend that continued through December 2008. This study also showed that approximately 86% of PMA devices do not receive NCDs. ^ As a result of this research study, recommendations are offered to help resolve statutory non-compliance and access issues, as follows: (1) Authorities should examine underlying causal factors for the observed trends; (2) Process improvements should be made to better coordinate FDA and CMS activities to include sharing data, reducing duplication, and establishing clear criteria for “safe and effective” and “reasonable and necessary”; (3) A common identifier should be established to allow tracking and trending of applications between FDA and CMS databases; (4) Statutory requirements may need to be revised; and (5) An investigation should be undertaken to determine why NCDs are not issued for the majority of PMAs. Any process improvements should be made without creating additional safety risks and adversely impacting public health. Finally, additional studies are needed to fully characterize and better understand the trends identified in this research study.^

EU support mechanisms to promote public private partnerships for financing Trans-European transport infrastructure

Since the mid 80ies the Trans ‐European Transport Network (TEN‐T) policy has been setting the framework for the development of infrastructure for the smooth functioning of the internal market within the European Union (EU). Public Private Partnerships (PPPs) have always been regarded by the EU as a key instrument to promote the TEN‐T.

Understanding how to reduce road transport emissions : modelling the impact of eco-driving

Entre los problemas medioambientales más trascendentales para la sociedad, se encuentra el del cambio climático así como el de la calidad del aire en nuestras áreas metropolitanas. El transporte por carretera es uno de los principales causantes, y como tal, las administraciones públicas se enfrentan a estos problemas desde varios ángulos: Cambios a modos de transporte más limpios, nuevas tecnologías y combustibles en los vehículos, gestión de la demanda y el uso de tecnologías de la información y la comunicación (ICT) aplicadas al transporte. En esta tesis doctoral se plantea como primer objetivo el profundizar en la comprensión de cómo ciertas medidas ICT afectan al tráfico, las emisiones y la propia dinámica de los vehículos. El estudio se basa en una campaña de recogida de datos con vehículos flotantes para evaluar los impactos de cuatro medidas concretas: Control de velocidad por tramo, límites variables de velocidad, limitador de velocidad (control de crucero) y conducción eficiente (eco‐driving). Como segundo objetivo, el estudio se centra en la conducción eficiente, ya que es una de las medidas que más ahorros de combustible presenta a nivel individual. Aunque estas reducciones están suficientemente documentadas en la literatura, muy pocos estudios se centran en estudiar el efecto que los conductores eficientes pueden tener en el flujo de tráfico, y cuál sería el impacto si se fuera aumentando el porcentaje de este tipo de conductores. A través de una herramienta de microsimulación de tráfico, se han construido cuatro modelos de vías urbanas que se corresponden con una autopista urbana, una arteria, un colector y una vía local. Gracias a los datos recogidos en la campaña de vehículos flotantes, se ha calibrado el modelo, tanto el escenario base como el ajuste de parámetros de conducción para simular la conducción eficiente. En total se han simulado 72 escenarios, variando el tipo de vía, la demanda de tráfico y el porcentaje de conductores eficientes. A continuación se han calculado las emisiones de CO2 and NOx mediante un modelo de emisiones a nivel microscópico. Los resultados muestran que en escenarios con alto porcentaje de conductores eficientes y altas demandas de tráfico las emisiones aumentan. Esto se debe a que las mayores distancias de seguridad y las aceleraciones y frenadas suaves hacen que aumente la congestión, produciendo así mayores emisiones a nivel global. Climate change and the reduced air quality in our metropolitan areas are two of the main environmental problems that the society is addressing currently. Being road transportation one of the main contributors, public administrations are facing these problems from different points of view: shift to cleaner modes, new fuels and vehicle technologies, demand management and the use of information and communication technologies (ICT) applied to transportation. The first objective of this thesis is to understand how certain ICT measures affect traffic, emissions and vehicle dynamics. The study is based on a data collection campaign with floating vehicles to evaluate the impact of four specific measures: section speed control, variable speed limits, cruise control and eco‐driving. The second objective of the study focuses on eco‐driving, as it is one of the measures that present the largest fuel savings at an individual level. Although these savings are well documented in the literature, few studies focus on how ecodrivers affect the surrounding vehicles and the traffic, and what would be the impact in case of different eco‐drivers percentage. Using a traffic micro‐simulation tool, four models in urban context have been built, corresponding to urban motorway, urban arterial, urban collector and a local street. Both the base‐case and the parameters setting to simulate eco‐driving have been calibrated with the data collected through floating vehicles. In total 72 scenarios were simulated, varying the type of road, traffic demand and the percentage of eco‐drivers. Then, the CO2 and NOx emissions have been estimated through the use of an emission model at microscopic level. The results show that in scenarios with high percentage of co‐drivers and high traffic demand the emissions rise. Higher headways and smooth acceleration and decelerations increase congestion, producing higher emissions globally.