Beyond cost-benefit analysis: the search for a comprehensive evaluation of transport investment

Vickerman, Roger

doi:10.1016/j.retrec.2017.04.003

Cited by 36 publications

(37 citation statements)

References 25 publications

Supporting

Mentioning

Contrasting

Unclassified

Order By: Relevance

“…A key goal for many public policy's is to increase the competitiveness for local industries and make the areas more attractive for firm location and development (Deparment for Business Energy & Industrial Strategy, 2019;Vickerman, 2016). Transport investments is seen as a policy that can make areas more attractive and are often proposed on that basis.…”

Section: Policy Implicationsmentioning

confidence: 99%

Where and why do firms choose to move? Empirical evidence from Norway

Nilsen¹,

Díez-Gutiérrez²,

Andersen³

et al. 2020

JTLU

View full text Add to dashboard Cite

A key goal for many public policies is to increase the competitiveness of local industries and make areas more attractive for firm location and development. However, little is known about firm relocations even though they are of crucial importance in understanding economic development within a region and the effectiveness of the policies proposed. This paper contributes to filling this gap by looking further into the firm relocation process by estimating models for the decision to relocate and to where. The studied area consists of four counties on the western coast of Norway that generate about half of Norway’s traditional exports. Changes in firm relocations for approximately 16,500 firms within this study area are analyzed. In addition, interviews with firms that relocated are also carried out to support the findings from the model. The results indicate that the decision to relocate is influenced by a firm’s internal and external characteristics such as agglomeration. The results are relevant for regional planning and development as firms seem to have different preferences regarding what makes a location attractive or not. The results might serve as input in land-use interaction models, where changes in firm location patterns from transport investments are estimated.

show abstract

Section: Policy Implicationsmentioning

confidence: 99%

Where and why do firms choose to move? Empirical evidence from Norway

Nilsen¹,

Díez-Gutiérrez²,

Andersen³

et al. 2020

JTLU

View full text Add to dashboard Cite

show abstract

“…It should also be noted that the travel time for the private transport is determined by multiple factors, including the weather, unforeseen road incidents (e.g., accidents), and the drivers' personality characteristics, and that daily, weekly, and annual fluctuations have also been observed [24]. Different activities may use transport very differently, and hence a given improvement in accessibility may have very different impacts under different circumstances [25]. Analyses that take into account the relationships between the condition of a society and the travel frequency of community members may rely on factors such as low income, limited mobility, young age (non-driving age), old age (over age 62), and ethnic minorities [26].…”

Section: Literature Overviewmentioning

confidence: 99%

Towards Sustainable Development and Preventing Exclusions—Determining Road Accessibility at the Sub-Regional and Local Level in Rural Areas of Poland

2019

View full text Add to dashboard Cite

The improvement in a regions’ accessibility that accounts for various means of inter-regional transport and inter-regional communication is one of the main determinants of sustainable regional development. This study focuses on road accessibility in rural areas where an insufficient number and scope of international and domestic investments can lead to an imbalance in the transport infrastructure. Therefore, the aim of this study was to evaluate road accessibility at the level of the NUTS4 units in view of their sustainable development and their divergence from rural units that are less distant from the main transport routes. The studied area—a province—is situated in the northeast of Poland. Data concerning the travel time, condition, and density of the road network were analysed to develop and compare the measures of road accessibility in individual units and to perform an overall assessment of the NUTS4 units. Partial indices were calculated with the support of the QGIS and ArcGIS software. Peripheral regions in post-socialist countries appear to be particularly underinvested in terms of the transport, including at the local and regional level. The applied methodology supported the presentation of problem peripheral areas that are underinvested and threatened with exclusion.

show abstract

“…Countless stated choice studies have estimated how much people would be willing to pay for such things (see Bates et al, 2001;Hensher, 2001;McFadden, 1998), although these are by no means flawless and in any event fail to address the crucial point that the relationship between travel time saved and empirically verifiable economic growth in a given area is much less clear-cut than often portrayed (see, e.g. Mullen and Marsden, 2015;Vickerman, 2017;Wenban-Smith, 2010). Although CBA retains influential supporters (see, e.g.…”

Section: Project Delivery and Appraisalmentioning

confidence: 99%

“…Although CBA retains influential supporters (see, e.g. Worsley and Mackie, 2015) and there have been advances in moving beyond a narrow focus on user benefits (Vickerman, 2017), it is no surprise that CBA's reliance upon monetisation as a means of appraising the characteristics of a scheme or policy has been heavily critiqued (Ackerman and Heizerling, 2004;Hickman and Dean, 2017;Mokhtarian and Handy, 2009). Indeed, critiques have sharpened further as concepts such as journey quality and utility -it is easier than ever in the Information and Communications Technology (ICT) age to spend time 'on the move' productively (Lyons, 2015) -and the impacts of commuting stress on health and wellbeing gain more attention (Lyons, 2016).…”

Section: Project Delivery and Appraisalmentioning

confidence: 99%

The curious death – and life? – of British transport policy

Docherty

Shaw

Marsden

et al. 2018

Environment and Planning C: Politics and Space

View full text Add to dashboard Cite

This article analyses the transport policy record of the 2010-2015 ConservativeLiberal Democrat Coalition and 2015-16 Conservative majority UK governments. We argue that the style of policy making under these administrations departed significantly from that of previous decades, which had been characterised by the ascendancy of specific technical disciplines and decision making norms about how transport planning should be carried out. Our key contention is that despite abandoning the idea of a single, overall narrative for transport policy, these governments (perhaps unwittingly) gave new life to broader debates about what transport investment is actually for and how investment decisions should be made. We interpret this as a shift away from the longstanding idea of a 'deliberate' strategy of intervention to a more 'emergent' approach, which raises important new questions about the future of transport policy both in terms of the objectives it seeks to realise and the relative influence of professional/technical and political actors in the policy process. 2 IntroductionFor more than 50 years, UK governments of all political persuasions have published a succession of documents heralding a brave new age of transport policy. Highlights include Buchanan's Traffic in Towns in the 1960s (Ministry of Transport, 1963), which correctly predicted how the insatiable demands for more road space arising from mass car ownership would impact upon historic towns and cities; Roads for Prosperity's 'biggest road building programme since the Romans' in the heady days of the 1980s economic boom (Department of Transport, 1989); and the immodestly titled A New Deal for Transport, which promised a transformation that would "give transport the highest possible priority" (Department of the Environment, Transport and the Regions (DETR), 1998) such that its accompanying £180bn Ten Year Plan would "deliver radical improvements for passengers, motorists, business -and all of us as citizens concerned about congestion, safety and a better environment" (DETR, 2000).The contradiction in all of this is that despite a plethora of highly ambitious policy statements, Britain's transport system remains underdeveloped compared with those of other major European economies because Ministers of whichever party have all-too-often been unable to turn policy rhetoric into action (Table 1). The collapse of the Blair government's New Deal for Transport demonstrates this especially well. Despite deliberately referencing Roosevelt's massive public works programmes of the 1930s, the New Deal and its ambitious delivery programme actually failed to deliver very much at all on the ground. Instead of light rail in 25 cities across the country, only one new system 3 and the extension of one other were actually achieved; congestion charging failed to move beyond London despite ambitions to have systems operating in eight cities by the end of the Ten Year Plan period; the domestic rail network had to be rescued from a maintenance crisis rather than expanded and ...

show abstract

Beyond cost-benefit analysis: the search for a comprehensive evaluation of transport investment

Cited by 36 publications

References 25 publications

Where and why do firms choose to move? Empirical evidence from Norway

Where and why do firms choose to move? Empirical evidence from Norway

Towards Sustainable Development and Preventing Exclusions—Determining Road Accessibility at the Sub-Regional and Local Level in Rural Areas of Poland

The curious death – and life? – of British transport policy

Contact Info

Product

Resources

About