Environmental agreements represent voluntary coalitions which mostly regulate emissions and the exhaustion of natural resources. The analysis of why and under which conditions countries (or policy makers) may be inclined toward ratifying such agreements or not has been the focus of a body of theoretical work at the interface of environmental economics and the economics of coalition games. Traditional theoretical work predicted that environmental agreements are hard to sustain due to the lacking enforceability of associated contracts and the incentive to free-ride. This hypothesis is at odds with the enormous surge of such agreements in reality over the last few decades. Recent work by Rose and Spiegel (J. Money, Credit Bank. 41:337-363, 2009) suggests that environmental agreements will be signed and are stable, because they work as a signal and help economies to get access to export (and possibly other) credits. Hence, the reason for a ratification of such agreements is their interdependence with other policies, especially ones that are related to international business. This paper sheds light on the determinants of multilateral environmental agreement (MEA) participation. In particular, we pay attention to the role of a country's international openness by means of chosen trade and investment policies for such participation. The results support the view that wealthier countries with a strong inclination towards trade and investment liberalization are more in favor of commit-P. Egger ( )
Many countries align their environmental policy and environmental regulation by way of multilateral environmental agreements (MEAs). Previous work in economics provided insights in the economic and political determinants of MEAs at large. This paper distinguishes MEAs by the main issues covered and classifies them in five clusters: biodiversity; atmosphere; land; chemicals and hazardous wastes; and seas. Then the role of environmental, economic, and political factors and of dynamic and cross‐cluster effects is studied at the level of MEA clusters. Two findings stand out from this empirical analysis. First, economic size and multilateral trade liberalisation of countries are found to be the most important drivers of MEA participation across all clusters. Second, adjustment costs turn out to deter and, in particular, cross‐cluster spillovers turn out to stimulate MEA participation across countries and clusters.
Purpose-The paper aims to assess the potential of aircraft operation from city centres to achieve shortened travel times and the involved aircraft design process. Design/methodology/approach-The paper describes the methodical approach and iterative procedure of the design process. An assessment of potential technologies is conducted to provide the required enhancements to fulfil the constraints following an inner-city operation. Operational procedures were analysed to reduce the noise propagation through flight path optimization. Furthermore a ground based assisted takeoff system was conceived to lower required takeoff field length and to prevent engine sizing just for the takeoff case. Cabin design optimization for a fast turnaround has been conducted to ensure a wide utilization spectrum. The results prove the feasibility of an aircraft developed for inner-city operation. Findings-A detailed concept for a 60 passenger single aisle aircraft is proposed for an Entry-Into-Service year 2040 with a design range of 1,500 nautical miles for a load factor of 90 %. Although the design for STOL and low noise operation had to be traded partly with cruise efficiency, a noteworthy reduction in fuel burn per passenger and nautical mile was achieved against current aircraft. Practical implications-The findings will contribute to the evaluation of the feasibility and impact of the Flightpath 2050 goal of a four hour door-to-door by providing a feasible but ambitious example. Furthermore, it highlights possible bottlenecks and problems faced, when realizing this goal. Originality/value-The paper draws its value from the consideration of the overall sizing effects at aircraft level and from a holistic view on an inner-city airport/aircraft concept.
Standard-Nutzungsbedingungen:Die Dokumente auf EconStor dürfen zu eigenen wissenschaftlichen Zwecken und zum Privatgebrauch gespeichert und kopiert werden.Sie dürfen die Dokumente nicht für öffentliche oder kommerzielle Zwecke vervielfältigen, öffentlich ausstellen, öffentlich zugänglich machen, vertreiben oder anderweitig nutzen.Sofern die Verfasser die Dokumente unter Open-Content-Lizenzen (insbesondere CC-Lizenzen) zur Verfügung gestellt haben sollten, gelten abweichend von diesen Nutzungsbedingungen die in der dort genannten Lizenz gewährten Nutzungsrechte. Terms of use: Documents in EconStor may
scite is a Brooklyn-based organization that helps researchers better discover and understand research articles through Smart Citations–citations that display the context of the citation and describe whether the article provides supporting or contrasting evidence. scite is used by students and researchers from around the world and is funded in part by the National Science Foundation and the National Institute on Drug Abuse of the National Institutes of Health.
hi@scite.ai
10624 S. Eastern Ave., Ste. A-614
Henderson, NV 89052, USA
Copyright © 2024 scite LLC. All rights reserved.
Made with 💙 for researchers
Part of the Research Solutions Family.