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The purpose of this paper is to review the historical background for broad-based ownership in the USA, the development of forms of employee ownership and profit sharing in the USA, the research literature on employee ownership and profit sharing and related employee participation, the development of policy and options for new policies.

It is a literature review.

There are four reasons to be interested in employee stock ownership and profit sharing today: first, employee share ownership and profit sharing can increase worker pay and wealth and broaden the overall distribution of income and wealth, a key ingredient for a successful democracy. To be a tool for reducing inequality, employee stock ownership and profit sharing must be spread more widely and meaningfully than it is today. Second, employee share ownership and profit sharing provide incentives for more effort, cooperation, information sharing and innovation that can improve workplace performance and company productivity. Third, employee share ownership and profit sharing can save jobs by enhancing firm survival and employment stability, with wider economic benefits that come from decreasing unemployment. Fourth, employee share ownership and profit sharing can create more harmonious workplaces with greater corporate transparency and increased worker involvement in their work lives through access to information and participation in workplace decisions.

Growth has been extraordinarily sluggish in the recovery from the Great Recession and has weakened in advanced countries over a longer period, leading some analysts to believe that the authors have entered a new economic era of small to modest growth. This may turn out to be true, which will increase the importance of growth-enhancing policies. The evidence that firms with employee stock ownership and/or profit-sharing perform better than others suggests that policies that extend ownership would boost the country’s lagging growth rate. The evidence that employee share ownership firms preserve jobs and survive recessions better than others suggests that policies that extend ownership could help stabilize the economy when the next recession comes down the pike.

Because there may be informational or institutional barriers about the benefits of ownership and sharing and the ways firms can introduce such programs that government can help overcome. Government has often played a role in promoting performance-enhancing work practices to enhance overall economy-wide outcomes from higher productivity and innovation, such as the long history of agricultural extension services (since 1887) to spread information on best practices in farming, and employer education on safety practices conducted by the Occupational Safety and Health Administration.

Because of the “externalities” – effects that extend beyond the firm and its members – that greater ownership/profit sharing can bring us. If employee ownership and profit sharing lead to fewer layoffs and firm closures, this can reduce recession-created drops in consumer purchasing power and aggregate demand; government expenditures on unemployment compensation and other forms of support; decreased tax base for supporting schools and infrastructure; and potentially harmful social and personal effects, such as marital breakups and alcohol abuse. Apart from unemployment, more broadly shared prosperity and lower inequality may also have wider benefits for macroeconomic growth, stability and societal outcomes, as described by a number of social scientists. To the extent the ownership and profit sharing is a public good, a nudge in policy to consider the idea makes sense.

Because it is hard to find policy options that are as bipartisan as the shares policy. In The Citizens’ Share, and in other articles and venues, the authors lay out the areas in which there is evidence or logic for in-depth development of, and experimentation with, several broad policy directions, with the details to be worked out by members of Congress based on their deliberations.

This paper critically reviews economic impact assessment methods adopted in construction-related projects, to develop and present a novel bottom-up approach suitable to estimate regional economic impacts of building maintenance projects.

A thorough literature review of economic impact assessment in construction projects is carried out to identify the most relevant approach to estimate wider economic impacts of building maintenance projects. Based on these findings, a model based on the bottom-up approach to estimate wider economic impacts is developed. The applicability and face validity of the developed model is demonstrated through a case of cladding replacement program in Australia.

The literature review revealed that bottom-up models are better suited for estimating regional economic impacts of maintenance projects, given the challenges of obtaining micro-level economic data in the maintenance sector. In relation to the total economic impacts (direct and indirect), the results show that for every $1 of government spending on similar projects the Gross State Product would increase by $1.34. In terms of employment impact, over 70% of the direct economic value addition is driven by the increase in labour, where close to 3 FTE jobs will be required for each $1 million of spending on cladding replacement projects.

This paper presents a model to estimate the wider economic impacts of building maintenance projects, which is typically overlooked in the construction management field. The proposed model is developed to incorporate the variability of different building maintenance projects so that the economic impact resulting from these projects could be estimated more accurately. This model can be used by local government decision-makers to justify and prioritise maintenance projects in a similar manner to new construction projects.

The fact that per capita energy consumption in non-OECD (The Organisation for Economic Co-operation and Development) countries makes up only 30% of average consumption in OECD countries, as well as the fact that highly efficient technologies and equipment have been available for many years in developed countries where energy efficiency is one of the top priorities, has often been cited as an argument in favour of the claim that energy efficiency is relevant only for highly developed countries. In this chapter, we attempt to establish if and why this opinion is wrong in the case of Western Balkans (WB6). Evident lack of interest in this area which we identified through analysis of available literature was an important motive for the consideration of the issue of energy efficiency in WB6 countries.

Analysing the basic macroeconomic and energy indicators for WB6 countries and their comparison with indicators for European Union (EU) member countries, we found that all countries have the potential benefit from implementation of energy efficiency and conservation projects. Besides the possible energy savings, wider socio-economic benefits in WB6 countries include harmonization with EU regulations, reduced dependence on import and thus reduced risk of price shocks and potential reduction of trade deficit, creation of jobs, health benefits, better productivity and improved competitiveness.

However, realizing the full potential of energy efficiency requires removal of many financial, institutional, technical and behavioural barriers, whereby WB6 countries can use the help of institutions which provide technical assistance and funds, beside measures which fall under jurisdiction of governments.

High-speed rail, as a distinct subset of rail systems, has been in operation since 1964, first introduced in Japan and subsequently adopted widely in heavily populated countries across Europe and Asia with plans in place to extend to America and Australia. Development of technologies has been continuous such that maximum speed in service operation has safely increased from 210 to 350 km/h with further advances to come in the next decade. Its economic and social effect through reducing journey time between cities while also offering very high capacity, reliability and safety with a low-carbon footprint means it is no longer considered by sponsoring governments on its merits as a transport system but rather as part of a wider set of strategic policies around housing settlement and employment. Analysis techniques continue to be developed to estimate true benefits alongside construction, environmental impact and operational costs.

The purpose of this study was to, using a case study research design informed by organizational economics theory, to examine the prospects for micro-insurance in promoting micro-credit in a low-income Anglophone country in sub-Saharan Africa – The Gambia. Two main research questions are addressed: first, what is the most appropriate micro-finance institution (MFI) organizational structure to maximize the economic benefits of micro-insurance? Second, what are the financial management and wider economic benefits of the use of micro-insurance by MFIs?

To address our two research questions, we used a semi-structured interview protocol, informed by the organizational economics literature, to interpret the data collected from our field cases. We believe that these intrinsic qualities of case study methodology are particularly apt in the present study, given the complex and emergent nature of micro-finance and micro-insurance in low-income countries such The Gambia. By focusing on case studies in a single country, we also to some extent help control for variations in business environment that could confound interpretations of field data obtained from different jurisdictions.

The results of our study suggest that the mutual (cooperative) structure of credit unions is likely to be the most cost-efficient and effective organizational form for reducing information asymmetries, agency problems and transaction costs. We also observe that micro-insurance can help reduce the risk of loan defaults, thereby increasing returns on savings and lowering the costs of debt. As such, micro-insurance stimulates the demand–supply of financial intermediation in less developed countries and so helps promote economic development. In addition to contributing new insights, our findings have potentially important commercial and public policy implications.

We acknowledge that our research is subject to inherent limitations such as the focus on three interviews in three different types of MFI organization while excluding other structural forms of organization such as government-owned/sponsored organizations. Nonetheless, the organizational characteristics of the cases examined in the present study are representative of most MFIs in developing countries. Given the prevalent hierarchical nature of corporate systems in sub-Saharan Africa, the views of the interviewees are also deemed to reflect those of other board members. Nonetheless, we acknowledge that the conclusions from our research may need to be tempered in line with these inherent limitations with the research approach adopted.

The insights obtained from our Gambia-based research could be generalized to developing countries elsewhere in sub-Saharan Africa, and indeed, other parts of the developing world. Consequently, the study could be of interest and relevance to international financiers (e.g. the World Bank), aid agencies, governments and other development organizations.

Despite its evident business and development potential, academic management research on micro-insurance, and in particular, its role in supporting micro-finance initiatives, is still very much at an embryonic stage. Our study thus seeks to fill this knowledge gap.

This paper examines the hidden financial benefits that non-elite events are capable of delivering for host cities. The paper provides examples of how mass participation (and other non-elite) events can generate substantial economic impacts comparable to and, in some cases greater than, those associated with elite events. Cost-effectiveness of mass participation events, relative to major elite sports events, is discussed.

The purpose of this paper was to examine the direct economic and social benefits accruing from the Birdsville Races. The paper also explores how strategic place marketing has been used to shape the image of the destination, and how this has provided a boost to tourism visitation to periods outside of the event.

This study was based around a textual analysis of online discourse, interviews with local residents and business owners and a survey of visitors.

The data indicate that the Races make a solid contribution to the local, regional and state economy; however the local economic benefits are relatively limited due to the high level of leakages. It is also clear that the Races provide important social benefits by generating a strong sense of history, togetherness and engagement among the local community. Another important benefit is the national and international exposure the event receives, enabling the generation of additional economic benefits.

The practical implications of this study are that regardless of its size and/or location, the staging of a high-quality event or festival can help a destination to market itself effectively, both nationally and internationally. This exposure will generate additional benefits to the destination, region, state and nation. A successful event can also enable a destination attract substantial government funding that can further enhance the event experience.

This paper illustrates that an event hosted in a very remote destination in outback Australia can provide direct benefits as well as indirect benefits. Place marketing can also allow the generation of an “iconic” image for a destination.

The TUC is opposed to the decision by the British Government to abolish wages councils, which if successful will worsen the pay and conditions of the 2.6 million workers covered by them, and many other low paid workers who use the rates set as reference points. Drawing on theoretical literature and empirical research, explores the arguments for and against abolition and discusses the case for a statutory national minimum wage. Concludes by arguing that the case for abolition is far from proven on economic and social grounds, and that the introduction of a statutory national minimum wage, combined with other active labour market intervention by the Government, is needed to overcome the problem of low pay.

Purpose – To examine the cost-effectiveness of UK government policy with respect to the mitigation of carbon emissions from the transport sector.

Methodology/approach – Existing policy as set out by the Department for Transport in Low Carbon Transport: A Greener Future is examined. This document elaborates a Low Carbon Transport Strategy intended to achieve annual emissions savings of 17.7 MtCO2 by 2020. A wide range of policy areas where further action could be taken to reduce carbon emissions are examined and their cost-effectiveness considered.

Findings – Measures that influence behaviour including smarter choices, eco-driving across modes, freight best practice and modest price increases are highly cost-effective. More cost-effective routes to saving 17.7 MtCO2 are identified, as are further cost-effective savings.

Originality/value – It appears that government targets could be delivered and indeed exceeded at lower cost than the Low Carbon Transport Strategy. However, policy development is influenced by a wide range of factors which help to explain why cost-effective measures are not always fully exploited.

Transport infrastructure is fundamental for economic development and for enabling cities to shift away from unsustainable automobile dependence. These agendas are coming together but the tools and processes to create less automobile-dependent cities are not well developed. The purpose of this paper is to suggest how the planning and assessment process can help to achieve this goal of integration.

Understanding how cities are shaped by transport priorities through urban fabric theory creates an approach to the planning and assessment process in transport and town planning that can help achieve the purpose.

Four tools are developed from this theory: first, a strategic framework that includes the kind of urban fabric that any project is located within; second, benefit cost ratios that include wider economic benefits, especially agglomeration economies in each fabric; third, avoidable costs that assess lost opportunities from the kind of urban development facilitated by the infrastructure chosen; and finally, value capture opportunities that can help finance the infrastructure if they are used to create walking and transit fabric.

Detailed application to the standard transport and town planning tools should now proceed to see how they can be adapted to each urban fabric, not just automobile city fabric.

Recognising, respecting and rejuvenating each fabric can be implemented immediately.

Urban lifestyle choices are best understood by estimating the potential demand for each market and building to these.

The urban fabric tools outlined provide the best way of integrating sustainable development goals into how cities are planned and transport projects are assessed.