02445oam 2200421zu 450 99620750570331620210806235838.01-5090-9541-1(CKB)1000000000278222(SSID)ssj0000454324(PQKBManifestationID)12173436(PQKBTitleCode)TC0000454324(PQKBWorkID)10397817(PQKB)10663687(NjHacI)991000000000278222(EXLCZ)99100000000027822220160829d2006 uy engur|||||||||||txtccr2006 IEEE Aerospace Conference[Place of publication not identified]I E E E20061 online resource illustrationsBibliographic Level Mode of Issuance: Monograph0-7803-9545-X In order to meet the future vision of robotic missions, engineers will face intricate mission concepts, new operational approaches, and technologies that have yet to be developed. The concept of smaller, model driven projects helps this transition by including life-cycle cost as part of the decision making process. For example, since planetary exploration missions have cost ceilings and short development periods, heritage flight hardware is utilized. However, conceptual designs that rely solely on heritage technology will result in estimates that may not be truly representative of the actual mission being designed and built. The Laboratory for Spacecraft and Mission Design (LSMD) at the California Institute of Technology is developing integrated concurrent models for mass and cost estimations. The purpose of this project is to quantify the infusion of specific technologies where the data would be useful in guiding technology developments leading up to a mission. This paper introduces the design-to-cost model to determine the implications of various technologies on the spacecraft system in a collaborative engineering environment. In addition, comparisons of the benefits of new or advanced technologies for future deep space missions are examined.AstrionicsCongressesImage processingCongressesAstrionicsImage processing629.1355PQKBPROCEEDING9962075057033162006 IEEE Aerospace Conference2504872UNISA07206oam 22007455 450 991096388070332120251117070931.01-4648-0757-410.1596/978-1-4648-0756-5(CKB)3710000000576679(EBL)4397397(SSID)ssj0001628136(PQKBManifestationID)16370963(PQKBTitleCode)TC0001628136(PQKBWorkID)14935181(PQKB)11701657(MiAaPQ)EBC4397397(Au-PeEL)EBL4397397(CaPaEBR)ebr11155707(CaONFJC)MIL889970(OCoLC)941695629(OCoLC)ocn934502926(US-djbf)19007249(BIP)55310887(BIP)54302590(EXLCZ)99371000000057667920160308h20162016 uy 0engurcn|||||||||txtrdacontentnrdamediancrdacarrierSustainable urban transport financing from the sidewalk to the subway capital, operations, and maintenance financing /Arturo Ardila-Gomez and Adriana Ortegon-Sanchez1st ed.Washington, DC :World Bank Group,[2016]20161 online resource (xv, 91 pages) illustrations ;26 cmA World Bank studyDescription based upon print version of record.1-4648-0756-6 Includes bibliographical references.Front Cover; Contents; Acknowledgments; About the Authors; Executive Summary; Abbreviations; Introduction; PART 1 Sustainable Urban Transport Financing; Chapter 1 Challenges for Urban Transport Financing and Cities' "Underfunding Trap"; Model Analysis of Urban Transport Finance Investments for Cities of Different Scale; Insufficiency of Revenue Sources and the Underfunding Trap; Impacts of Transport Underfinancing on Economic Development and Urban Poor; Partial Strategies in Current Literature; Notes; Chapter 2 Analytical Framework for Urban Transport Financing from the Sidewalk to the SubwayFramework Overview Who Benefits Pays; Wise Investments: Sustainable Financing and Sustainable Transport; Complementary Sources of Revenue and Addressing Periodicity; Notes; Chapter 3 Framework Analysis of Public and Private Financing Instruments; Overview; Measure of Benefits and Funding Periodicity; Revenue Levels and Financial and Transport Sustainability; Notes; Chapter 4 From the Sidewalk to the Subway: Comprehensive and Sustainable Urban Transport Financing; Combining Instruments to Finance Transport InvestmentsMoving Forward: Integrated Transport Planning, Wise Investments, and the Role for Public Subsidies Note; Chapter 5 Conclusion; PART 2 Financing Instruments; Chapter 6 General Benefit Instruments; Public Transport Subsidies, Property Taxes, and National and International Grants and Loans; Climate-Related Financing Instruments; Notes; Chapter 7 Direct Benefit Instruments; Chapter 8 Indirect Benefit Instruments; Advertising and Employer Contributions; Value Capture Strategies; Notes; Chapter 9 Public-Private Partnerships; Bibliography; Figures1.1 Typical Pattern of Capital, Operation, and Maintenance Expenditures for Transport 1.2 Total Estimated Costs (Capital, Operation, and Maintenance) for Medium, Large, and Mega Cities over 20 Years; 1.3 Infrastructure Needs (a) and Estimated Total Cost of Capital and Maintenance (b) for Bogota's Road Network over 20 Years; 1.4 Schematic Representation of a City's Underfunding Trap Based on Empirical Data for the Bogota Transport System; 1.5 Total Costs (Explicit and Implicit) and Benefits of Cars and Public Transport4.1 Use of Financing Instruments for Capital, Operations, and Maintenance Costs by Urban Transport Mode 4.2 Use of Financing Instruments for Different Elements of the Urban Transport System; 6.1 Overview of Climate Financing Instruments; 8.1 Value Capture Strategies and Spatial Distribution; 9.1 Types of Public-Private Partnerships; Tables; 1.1 City Sizes and Associated Transport Infrastructure; 1.2 Main Revenue Sources in Urban Transport; 2.1 Financing Instruments by Type of Beneficiary; 3.1 Summarized Analysis Framework for Evaluating Urban Transport Financing3.2 Financing of Capital, Operations, and Maintenance Using General Benefit InstrumentsUrban transport systems are essential for economic development and improving citizens' quality of life. To establish high-quality and affordable transport systems, cities must ensure their financial sustainability to fund new investments in infrastructure while also funding maintenance and operation of existing facilities and services. However, many cities in developing countries are stuck in an "underfunding trap" for urban transport, in which large up-front investments are needed for new transport infrastructure that will improve the still small-scale, and perhaps, poor-quality systems, but revenue is insufficient to cover maintenance and operation expenses, let alone new investment projects. The urban transport financing gap in these cities is further widened by the implicit subsidies for the use of private cars, which represent a minority of trips but contribute huge costs in terms of congestion, sprawl, accidents, and pollution. Using an analytical framework based on the concept of "Who Benefits Pays," 24 types of financing instruments are assessed in terms of their social, economic and environmental impacts and their ability to fund urban transport capital investments, operational expenses, and maintenance. Urban transport financing needs to be based on an appropriate mix of complementary financing instruments. In particular for capital investments, a combination of grants -from multiple levels of government- and loans together with investments through public private partnerships could finance large projects that benefit society. Moreover, the property tax emerges as a key financing instrument for capital, operation, and maintenance expenses. By choosing the most appropriate mix of financing instruments and focusing on wise investments, cities can design comprehensive financing for all types of urban transport projects, using multi-level innovative revenue sources that promote efficient pricing schemes, increase overall revenue, strengthen sustainable transport, and cover capital investments, operation, and maintenance for all parts of a public transport system, "from the sidewalk to the subway."World Bank e-Library.Urban transportationFinanceLocal transitFinanceUrban transportationFinance.Local transitFinance.388.4042Ardila-Gomez Arturo1865524Ortegon-Sanchez AdrianaBTCTABTCTAOCLCQJHEDLCBOOK9910963880703321Sustainable urban transport financing from the sidewalk to the subway4472648UNINA