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LIBRIS Formathandbok  (Information om MARC21)

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Fältnamn	Indikatorer	Metadata
000		05202cam a22007933a 4500
001		4dlqn356204mcgtg
003		SE-LIBR
005		20181124140329.0
007		cr ||| |||||
008		181124s2013 sw |||||o|||||000 ||eng|c
024	7	a http://urn.kb.se/resolve?urn=urn:nbn:se:vti:diva-3002 uri
024	7	a urn:nbn:se:vti:diva-3002 urn
024	7	a 10.1787/5k46l8wpzf7b-en2 doi
040		a MimerProde a
041	0	a eng
042		9 EPLK
100	1	a Mellin, Anna4 aut
245	1 0	a Internalisation of External Effects in European Freight Corridorsh [Elektronisk resurs]
264	1	c 2013
300		a 53
338		b rb o2 rdacarrier2 rdacarrier
490	1	a OECD/ITF Discussion Paper,x 2223-439Xx 2223-439X
506	0	a gratis
520		a External effects or externalities “consist of the costs and benefits felt beyond or ‘external to’ those causing the effect” (Anderson, 2006). In the case of transportation, the negative externalities (costs) can take the form of air pollution, noise and accidents. Since external effects do not have a market price, external effects are a form of market failure.Wear and tear of the infrastructure isexternal to individual drivers andoperators,and thus also includedin the analysis. External costs can be internalised in various ways e.g. through regulatory measures, technological development or taxes and charges. Some forms of taxation are more effective than others in internalising costs. For example, fuel tax is effective in reducing CO2emissions as it will tend to promote technological change to reduce emissions per kilometre travelled as well as reducing the kilometres driven. A fixed, undifferentiated annual tax on owning a vehicle will, on the other hand, be ineffective in relation to reducing CO2emissions. While it will have some impact on reducing vehicle ownership (and thus indirectly vehicle use), it will not affect kilometres driven by individual vehicles. In this paper the focus is on the “rate of internalisation”. This term is used to describe to what extent the marginal external costs, based on existing regulations and technology (e.g. the European Emission Trading Scheme and emissions classes for road vehicles), are compensated for through charges or taxes. Internalisation at a certain time is thus expressed as the ratio between average charges and taxes on the one hand, and marginal external costs on the other. In this case, a full rate of internalisation would imply that the transport companies are fully charged for the marginal negative effects caused by their transport. If the ratio is below 1, the taxes and charges levied are lower than the existing marginal external costs to society, i.e. there is an under-internalisation. The aim of this project is to study the rate of internalisation of external effects through taxes and charges in two European freight corridors during 2012; for road, rail, and sea transport, respectively.The study is based on two presumed freight corridors, between Norway (Narvik) and Italy(Naples), and between Norway (Oslo) and the Netherlands (Rotterdam). The analysis is further differentiated on a national level, where each country constitutes one segment of the transport.
650	7	a Social Sciences2 hsv
650	7	a Economics and Business2 hsv
650	7	a Economics2 hsv
650	7	a Samhällsvetenskap2 hsv
650	7	a Ekonomi och näringsliv2 hsv
650	7	a Nationalekonomi2 hsv
650	7	a Road: Economics2 vti
650	7	a Road: Economics2 vti
650	7	a Railway: Economics2 vti
650	7	a Railway: Economics2 vti
650	7	a Ships and shipping2 vti
650	7	a Ships and shipping2 vti
653	0	a Freight transport
653	0	a Transport mode
653	0	a External effect
653	0	a Cost
653	0	a Corridor (transp)
653	0	a Europe
653	0	a Air pollution
653	0	a Carbon dioxide
653	0	a Noise
653	0	a Accident
653	0	a Congestion (traffic)
653	0	a Wear
653	0	a Tax
653	0	a Road transport
653	0	a Rail bound transport
653	0	a Maritime transport
700	1	a Wikberg, Åsa4 aut
700	1	a Vierth, Inge4 aut
700	1	a Karlsson, Rune4 aut
710	2	a Transportekonomi Stockholm, TEK-S4 pbl
710	2	a Transportekonomi Borlänge, TEK-B4 pbl
710	2	a Trafikanalys och logistik, TAL4 pbl
772	1	i channel recordw 8slxtq5l0rmknhg
830	0	a OECD/ITF Discussion Paper,x 2223-439Xx 2223-439X
856	4 0	u http://urn.kb.se/resolve?urn=urn:nbn:se:vti:diva-300
856	4 0	u http://dx.doi.org/10.1787/5k46l8wpzf7b-en
856	4 0	u http://vti.diva-portal.org/smash/get/diva2:663861/FULLTEXT01
887		a {"@id":"4dlqn356204mcgtg","modified":"2018-11-24T14:03:29.843+01:00","checksum":"63831152354"}2 librisxl
841		5 APISa x ab 181124||0000|||||001||||||000000e 1
024	7	5 APISa urn:nbn:se:vti:diva-3002 urn
852		5 APISb APIS
856	4 0	5 APISu http://urn.kb.se/resolve?urn=urn:nbn:se:vti:diva-300
887		5 APISa {"@id":"gqx20fhldrs30jts","modified":"2018-11-24T14:03:29.897+01:00","checksum":"65160821587"}2 librisxl

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