Infraestrutura de transporte e desenvolvimento regional: uma abordagem de equilíbrio geral inter-regional

Abstract

Transport infrastructure and regional development: an approach of general equilibrium model This work analyses the impacts of the implementation of a transportation infrastructure project over the regional and national economic growth and its contribution to the decrease of the regional disparities in Brazil, as far as accessibility is concerned. The methodological framework consists on the integration of a transportation model with the MIBRA model, an interregional applied general equilibrium model of the Brazilian economy. While the transportation model gives the spatial interaction among regions, the general equilibrium model specifies the behavior of supply and demand of producers, household, and government in a real economy, determining prices and quantities simultaneously. In this work, the transportation model is recognized as an accessibility index. The hypothesis assumed is that when the condition of the road is improved the accessibility among regions becomes higher and the users can consume less transportation margin services. The benchmark year is 1999. The model was constructed for six Brazilian regions, North, Northeast, Center-West, São Paulo, Rest of Southeast, and South and has details for twenty nine industries. The simulations are conducted to access the impacts on the national and regional economies due to the duplication of the federal highways BR-116 and BR-153. In both simulations, the results were as expected; the decrease in the demand for transportation margin due to the improvement of the accessibility among regions causes a reduction in the level of activity in the transportation road sector. With this, at first, there is a decrease in the price level and, consequently an increase in the level of production. The results for the BR-116, one of the most important transportation networks between the regions Northeast, Southeastern and South of the country, point to the difficult situation of the Northeast region in relation to the rest of the Brazilian regions. The results in the long run show a relative loss of the Northeast region in relation to the most dynamic regions of the country, considering the changes in the regional GDP. Otherwise, the improvement of the infrastructure in an interregional context implies that more dynamic regions attract for themselves the benefits of a better trade flow. In this sense, the Northeast dependence to the intraregional trade is exacerbated with the improvement of the accessibility among the regions. The results for the BR-153 strengthen in some way, the results found for the BR-116. Despite that the BR-153 also links a poor region (North) to the most dynamic regions, in regional terms, the results of the partial duplication of this highway are more favorable than for the BR-116. This can be explained by the fact that most of the duplicated stretches in the simulation with the BR-153 are located in the most developed regions of the country. The results indicate that the decision about to the investments must take into account not only the effect on ...

Impactos de melhorias tecnológicas, organizacionais e de transporte sobre a competitividade da fruticultura irrigada no Ceará

“…Os modelos aplicados de equilíbrio geral com dimensão regional acrescidos de um tratamento explícito dos custos de transportes originaram os modelos aplicados de equilíbrio geral espaciais (Almeida, 2003). Segundo Araújo (2006), a utilização desses modelos é adequada quando o enfoque do estudo é a infraestrutura de transporte e sua influência na questão das desigualdades regionais, com o intuito de possibilitar uma análise do relacionamento entre as regiões de estudo. Desta forma, como se pretende mensurar os efeitos das diferenças dos custos de transferência entre as diversas áreas irrigadas cearenses, empregou-se tal modelagem nesse trabalho.…”

Exploring the Relationship between Transportation Infrastructure and Regional Economic Growth Using Losch’s Location Theory

“…The impacts of transportation infrastructure should not be overlooked or neglected because they affect the economy directly, if you consider changes in accessibility and, indirectly, when you consider their multiplying effects (ESCAP, 2001;Araújo, 2006;Eberts, 2000). In the first case, accessibility reveals a region's potential in terms of flow capacity to convey goods and people.…”

“…As Brazil is a country of continental dimensions, the transportation sector is especially important because it is responsible for conveying both raw materials (inputs) and final goods (outputs) across great distances before they reach their destination (Araújo, 2006). Furthermore, when transportation infrastructure makes use of the natural resources available, the cost of conveying goods is greatly reduced.…”

“…Such analyses show that the State's financial inability, added to the government's change of agenda increased the tendency to fall of investments in infrastructure. Investments were as high as 12% of the country's GDP in 1982, but only 1.1% in 1998 (Araújo, 2006).…”

“…Those factors influence where companies choose to make investments as well as their production and consumption decisions. Thus, they influence trade flows and the costs of trade relationships (Araújo, 2006).…”