Suchergebnisse

Western countries have traditionally managed and imposed their model, values and interests to the rest of the international community (they are used to calling and representing themselves as the international community as a whole). They usually are the privileged of the system, well adapted and confident. The international liberal order is institutionalized in a series of organisms, most of them born in the postwar period and enlarged and fortified after the cold war. Regional alliances like NATO and universal economic intergovernmental organizations like the International Monetary Fund are victorious and embody the western establishment. However, last years are characterized by the decay and crisis of the political values defended by Europe and the USA. ; Los países occidentales han gestionado e impuesto tradicionalmente su modelo, valores e intereses para el resto de la comunidad internacional (se utilizan a llamarse y representarse a sí mismos como la comunidad internacional como un en su totalidad). Suelen ser los privilegiados del sistema, bien adaptados y seguros de sí mismos. El orden liberal internacional está institucionalizado en una serie de organismos, la mayoría de ellos nacidos en la posguerra y ampliados y fortificados después de la guerra fría. Alianzas regionales como la OTAN y las alianzas económicas universales las organizaciones intergubernamentales como el Fondo Monetario Internacional son victorioso y encarnar el establecimiento occidental. Sin embargo, los últimos años se han caracterizado por la decadencia y la crisis de la política. valores defendidos por Europa y los Estados Unidos.

Transport costs are a crucial element of any spatial economic model. Surprisingly, good transport cost estimates at a detailed spatial level for the EU are not readily available. In this paper we address this issue by estimating a novel dataset of road freight transport costs for goods for the EU regions at the NUTS 2 level. In the spirit of the generalized transport cost (GTC) concept, we calculate the composite cost related to distance and time for the optimal route of a representative truck. We consider routes between large random samples of centroids drawn from a 1kmx1km population density grid. These transport costs are averaged to obtain an origin-destination cost matrix (in euros) at the region-pair level. The sampling approach also allows calculating the average transport cost within the regions. We separately report the corresponding iceberg transport costs for each pair of European regions, since this is the form of input required by many economic models. We also consider the effect of changes in the components of the GTC in order to evaluate transport policies. We set up a transport policy tool to assess the impact of road-transport infrastructure investment in a region by considering upgrading roads to highways. We apply this tool to study transport infrastructure investment through the European Cohesion Policy program 2014-2020.

We contribute to the literature on the assessment of innovation systems by relating the amount of inputs available to the system and its performance through the concept of returns to scale (increasing, constant or decreasing). We study to what extent the size or scale of innovation systems relates to their performance, which is estimated through frontier Data Envelopment Analysis-TOPSIS methods, which overcome several limitations of the standard DEA approach. Using the same data provided by the European Innovation Scoreboard (EIS) for years 2010, 2013 and 2016, our results indicate that countries with a high innovation scale tend to overinvest in innovation inputs. This results into scale inefficiencies stemming from decreasing returns, leading to lower productivity levels. Thanks to DEA-TOPSIS we identify the best and worst performing innovation systems. This provides helpful information by setting suitable reference benchmarks for policy analysis and decision-making. Our results question the current allocation of resources and call for a reconsideration of how innovation policies are designed in many European countries. We conclude that for the EIS to become a useful instrument for the definition of innovation policies, it should consider the nature of returns to scale. This would allow policymakers to identify problems and limitations related to the size of their respective innovation systems, and hence, design holistic innovation policies to act upon them ; The authors acknowledge financial support from the Comunidad de Madrid Government, under grant H2019/HUM-5761 (INNJOBMAD-CM). Prof. Jos´e L. Zofío acknowledges financial support from the Spanish Ministry of Science and Innovation and the State Research Agency under grants EIN 2020- 112260/AEI/10.13039/501100011033 and PID2019-105952GB-I00/ AEI/10.13039/501100011033. Assoc. Prof. Jon Mikel Zabala- Iturriagagoitia acknowledges financial support from the Basque Government, Department of Education, Language Policy and Culture, under grant IT 885–16