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A navegação consulta e descarregamento dos títulos inseridos nas Bibliotecas Digitais UC Digitalis, UC Pombalina e UC Impactum, pressupõem a aceitação plena e sem reservas dos Termos e Condições de Uso destas Bibliotecas Digitais, disponíveis em https://digitalis.uc.pt/pt-pt/termos.Conforme exposto nos referidos Termos e Condições de Uso, o descarregamento de títulos de acesso restrito requer uma licença válida de autorização devendo o utilizador aceder ao(s) documento(s) a partir de um endereço de IP da instituição detentora da supramencionada licença.Ao utilizador é apenas permitido o descarregamento para uso pessoal, pelo que o emprego do(s) título(s) descarregado(s) para outro fim, designadamente comercial, carece de autorização do respetivo autor ou editor da obra.Na medida em que todas as obras da UC Digitalis se encontram protegidas pelo Código do Direito de Autor e Direitos Conexos e demais legislação aplicável, toda a cópia, parcial ou total, deste documento, nos casos em que é legalmente admitida, deverá conter ou fazer-se acompanhar por este aviso.A bi-regional (rectangular) Input-Output model for Portugal: centro and rest of the country Autor(es):Ramos, Pedro; Cruz, Luís; Barata, Eduardo; Parreiral, André; Ferreira, João-Pedro This modelling framework may be closed with respect to the consumption of different household's types, but this paper considers as endogenous the labour earnings type. Besides the model structure and the methodological choices for its construction, this work focuses on estimating interregional trade.

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Purpose The purpose of this paper is to offer an insight into the fundamental changes taking place in Port wine production value chains. Specifically, the authors examine two distinct production regimes: when Port is aged and sold in the Greater Oporto and, alternatively, when it is produced, aged and sold in Douro. Design/methodology/approach The authors apply a tri-regional input–output model (Douro, Greater Oporto and rest of the country) for Portugal’s economy. This framework comprises a significant level of detail, with 431 products and 136 industries, the corresponding supply and demand for the products, by industry (for intermediate consumption) and final demand. Findings This study shows that the two regimes generate noteworthy, but quite heterogeneous, regional impacts. In both cases, the distribution of value added generates international and interregional trade flows. Moreover, the study reveals a greater capacity to capture national value added by getting the supply chain more intensive in localised services and by using state-of-the-art production techniques. Originality/value Using detailed regional data, the authors use disaggregated information, both for industries as well for territories, overcoming a common limitation in similar works that are grounded in international databases. Additionally, the approach integrates the trade interactions among industries and regions, which proves essential to uncovering spillovers resulting from the (direct and indirect) use of inputs from other regions and other countries.

Public health measures enacted to mitigate the spread of coronavirus disease 2019 (COVID-19) have dampened economic activity by shuttering businesses that provide 'nonessential' goods and services. Not surprisingly, these actions

At the urban scale, tourism activities can compete for spaces formerly used by housing and rendering opposing structured economic consequences. As tourism can generate jobs, there is the idea among urban residents that they can become victim of tourism increase. In this work, we apply a multiregional input–output model to assess the economic impacts of guesthouse boom in Lisbon city according to three scenarios and a hypothetical distribution of residential choices between the center and the periphery. This is particularly poignant because the supply of guesthouse units has risen from 100 in 2010 to more than 10,000 units in 2018. We find that Lisbon guesthouses were responsible by creating a total of more than 29,400 jobs nationwide and by increasing the national gross domestic product by 0.5%. At the regional level, only about 50% of the positive economic impacts of tourism were retained by Lisbon—the rest is split between the city’s suburbs and the rest of the country. Also, we conclude that the regional distribution of gains becomes even more unbalanced if the city center observes a large exodus of its residents to the periphery.

This paper provides an insight into the magnitude of opportunity costs of commuting. Input-output modeling is valuable to assess changes in final consumption patterns. About 25% of household's fuel consumption is due to inter-municipality commuting. Inter-municipality commuting has net negative effects on GDP, GVA and employment. The main opportunity costs come from metropolitan and long distance commuting. a b s t r a c tCommuting is one of the main contributors to the high energy consumption patterns in modern economies. The need to reduce the energy spent in commuting has attracted the attention of academics and policy makers. The main goal of this research is to improve knowledge of the economic, social, energy and environmental opportunity costs of inter-municipality commuting and to support policyoriented strategies that explicitly take them into account. For this, we use hypothetical assumptions based on the baseline scenario that Portuguese households do not travel between municipalities for commuting purposes coupled with the expected changes in private final consumption. Accordingly, the direct, indirect and induced opportunity costs of inter-municipality commuting are assessed using an input-output model. The significance of the estimated virtual net benefits of commuting is analyzed according to their macroeconomic (GVA, taxes, international imports and employment), energy (primary energy consumption) and environmental (CO 2 emissions) dimensions. The results obtained empirically indicate that inter-municipality commuting has significant opportunity costs in the GVA and GDP as well as in primary energy consumption and CO 2 emissions. The results also indicate that commuters in metropolitan regions and long-distance commuters are responsible for a major share of these opportunity costs.