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Further publications: Gerhard Streicher (16 hits)

Zeitschrift für Sozialreform, 2022, 68, (2), pp.211-235, https://doi.org/10.1515/zsr-2022-0009
Commissioned by: Oesterreichische Nationalbank
Projections show sharp increases in public spending on long-term care (LTC) services across Europe. However, a purely cost-based focus on LTC services is economically misleading. Private and public expenditure on LTC services directly and indirectly generates income in the form of salaries, taxes, and social security contributions. The aim of this paper is to quantify the economic impact and multipliers of LTC services for Austria. Based on an econometric regional Input-Output model for Austria, we estimate the direct, indirect, and induced effects of public and private expenditures on value added, employment, taxes, and social security contributions. According to our results, each euro spent on LTC services is associated with domestic value added of 1.70 €; 70 cents per euro spent flows into public budgets in the form of taxes and social security contributions. The economic multipliers of the LTC services are comparatively high due to the high share of wages and salaries in direct expenditure and the associated high direct value added. Public expenditure on professional care services should therefore not be regarded merely as a cost factor in the public budget. Rather, this rapidly growing economic sector is also an increasingly important economic factor in a time of ageing societies. While the model does not provide information on the causal economic effect of the LTC sector, the findings are still highly important for planners of LTC reforms, as they provide information on the total value added associated with LTC expenditures and on the total number of jobs that these expenditures sustain.
Numerous negative external effects are associated with the transport of goods. Due to the lack of internalising them in transport prices, too many goods are transported over too long distances. Several approaches are taken to reduce external costs, such as bans, regulations, taxes, levies and tradable permits. In some areas, however, such interventions are impractical to implement or do not exist at all. At the EU level external costs associated with the transport of goods are only partially reflected in transport prices. Applying a quantitative model, the analysis investigates a scenario of a coordinated EU approach to internalise external transport costs of extra-EU trade activities. The results reveal a positive effect on real GDP and employment in the EU, provided that the revenues from these trade surcharges are recycled back into the economy. Policy options to achieve that transport prices reflect social costs are identified in the analysis.
Österreich weist einen bedeutenden Automobilsektor auf. Im Zuge der Dekarbonisierungsmaßnahmen zur Erreichung der Klimaziele werden konventionelle Kfz von zwei Seiten bedrängt: Sowohl ihre Herstellung wie auch ihr Betrieb sind mit beträchtlichen Emissionen verbunden. Alternative Antriebe könnten die Gesamtemissionen von Fahrzeugen senken helfen. Eine aktuelle WIFO-Studie geht der Frage nach, ob Österreich das Potential hat, auch bei alternativen Antriebssystemen eine Rolle zu spielen – und welche Probleme bei einem Technologiewechsel auftreten könnten.
Wir gehen der Frage nach, inwiefern die unterschiedlichen makroökonomischen Wachstumsraten in den EU-Ländern durch Nachfragemuster gespiegelt werden. Wir nutzen die Dichotomie von handelbaren und nicht handelbaren Gütern, um die Diskussion zu strukturieren. Es zeigt sich ein leichter Nachfragetrend hin zu nicht handelbaren Gütern. Innerhalb der Produktion von handelbaren Gütern ist eine Verlagerung von der inländischen Produktion hin zum internationalen Handel zu beobachten. Insbesondere unter den CEE-Ländern gewannen Handelspartner innerhalb der EU an Bedeutung, wodurch es zu einer tieferen Integration in den Binnenmarkt kam. In den EU-Kernländern erweitern die Unternehmen ihre geographische Reichweite und konzentrieren sich zunehmend auf Märkte außerhalb der EU. Die Volkswirtschaften an der Peripherie blieben konstant schlecht integriert. Für die EU insgesamt bedeutet das, dass sowohl die Intra- als auch die Extra-EU-Exporte zugenommen haben. Aus diesen Ergebnissen lassen sich schließlich einige grobe wirtschaftspolitische Schlussfolgerungen ableiten.
Klaus Friesenbichler, Christian Glocker, Werner Hölzl, Serguei Kaniovski, Andreas Reinstaller, Agnes Kügler, Gerhard Streicher, Robert Stehrer, Roman Stöllinger, Sandra Leitner, Doris Hanzl-Weiss, Oliver Reiter, Amat Adarov, Alexandra Bykova, Iulia Siedschlag, Mattia Di Ubaldo, Zuzanna Studnicka
SSRN Electronic Journal, 2017, 382 pages, https://doi.org/10.2139/ssrn.3351216
Linette de Swart, Johan Gille, Stefan Schönfelder, Frank Trosky, Gerhard Streicher
Danube+20: More Jobs Due to Better Inland Water Transport? (Danube +20: Beschäftigungswirkung von verbessertem Schiffstransport)
Transportation Research Procedia, 2016, 14, pp.163-172
The Danube region is an area of Europe that has wide variations in terms of economic development levels and integration. There is a common belief that raising economic performance levels across these countries will deliver welfare gains and promote cooperation across borders. As part of the European Union Strategy for the Danube Region (EUSDR), a range of actions and projects have been formulated to stimulate the development of inland waterway transport, ranging from waterway infrastructure projects to port & terminal development and from educational programs to promotional initiatives. The set of measures aims to develop a more attractive and more efficient inland transport system, resulting in more effective and extended use of the Danube as a transport corridor. This development should contribute to employment growth in the IWT sector itself, in the sectors associated to IWT (e.g. ports and terminals) and in the sectors using IWT as a transport mode. To assess the possible effects of the actions and projects defined in the EUSDR, the European Commission commissioned a study, with the aim to estimate the employments levels that would be achieved if transport volumes on the Danube would increase by 20% in 2020 compared to 2010.
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