Ports and regional development: A spatial analysis on a panel of European regions

Bottasso, Anna; Conti, Maurizio; Ferrari, Claudio; Tei, Alessio

doi:10.1016/j.tra.2014.04.006

Cited by 113 publications

(115 citation statements)

References 38 publications

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“…Recently, a major number of studies have been devoted to investigating the effect of seaport investment on national economic growth. The findings of these studies [1][2][3][7][8][9][10][11][12][13] showed that there is a positive relationship between seaport investment and economic growth. Most previous researchers used a production function approach to estimate the effects of seaport investment infrastructure on economic growth.…”

Section: Literature Reviewmentioning

confidence: 99%

“…They observed the existence of positive effects for industries with high intermediate input coefficients; for instance, manufacturing industries (the effect of the port sector was 0.97). For the European regions [10] have analysed the impact of ports activity on regional GDP (621 regions), focusing particularly on its spillover effects on the neighbouring regions. The authors indicate therefore that ports tend to increase GDP in the area where they are located (direct effect) and affect positively the GDP of nearby regions.…”

Section: Literature Reviewmentioning

confidence: 99%

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Impacts of Seaport Investment on the Economic Growth

Jouili

Allouche

2016

PROMET

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Section: Literature Reviewmentioning

confidence: 99%

Section: Literature Reviewmentioning

confidence: 99%

Impacts of Seaport Investment on the Economic Growth

Jouili

Allouche

2016

PROMET

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“…These papers use an aggregated concept of economic growth which, however, prevents them from investigating specific impacts of a port on each manufacturing industry, each establishment, and over different periods. Although Bottaso et al (2013Bottaso et al ( , 2014 analyse spillover effects of port throughput on the regional growth of a port city and other regions, they also neglect to test the impacts of a port at the industry and establishment levels. These aggregated approaches that almost always produce optimistic results are limited because they do not explain why a major port exists in the face of a shrinking city, along with the demise of specific manufacturing industries in that city and its hinterlands.…”

Section: Literature Reviewmentioning

confidence: 99%

“…As a transport infrastructure, a container port may shift production function (Bottaso et al, 2014;Shan et al, 2014). Production function as illustrated in equation (1) includes the value of outputs of, e.g., leather, bag and shoe manufacturing establishments, and inputs: labour, capital, intermediates, and port activity indicators including such inputs as port throughput or handling capacity of a port.…”

Section: Model and Datamentioning

confidence: 99%

Spatial effects of container ports on production of the leather, bag and shoe industry in Korea

Park¹,

Medda²

2018

IJSTL

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Container port operations are widely regarded as being beneficial to regional economies, particularly in aggregated terms. The present paper examines this common knowledge in the specific case of the leather, bag and shoe industry in Korea. The authors use two panel datasets of the industry, one dataset of 16 regions and the other dataset of enduring establishments from 1991 to 2011. In our analysis with panel data of the regions, the authors find that an increase of container throughput in ports affects production of the industry positively during the examined period. When dividing the examined period into two periods, the authors observe the negative effects during the period before 2003 and primarily in the groups of regions without large ports. The panel data model of enduring establishments presents a negative coefficient of port throughput on production. The contradictory results may be caused by the characteristics of the two different panels.

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“…Withal, transport is the crucial promoter of the four freedoms of displacement outlining the Single Market: citizens, merchandises, services, and funds [40]. Previous papers on European countries studied the impact of port activities on local employment [11], the influence of port activities on local development [41], the relationship between air transportation and regional growth [42], as well as the impact of infrastructure investments on national productivity [43]. To the best of our knowledge, this is the first study that analyzes the influence of transport infrastructure, related investments, and specific air pollutants on sustainable economic growth in EU-28.…”

Section: Introductionmentioning

confidence: 99%

Empirical Evidence from EU-28 Countries on Resilient Transport Infrastructure Systems and Sustainable Economic Growth

et al. 2018

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This paper examines the nexus between the main forms of transport, related investments, specific air pollutants, and sustainable economic growth. The research is important since transport may act as a facilitator of social, economic, and environmental development. Based on data retrieved from Eurostat, Organisation for Economic Co-operation and Development (OECD), and World Bank, the output of fixed-effects regressions for EU-28 countries over 1990-2016 reveals that road, inland waterways, maritime, and air transport infrastructure positively influence gross domestic product per capita (GDPC), though a negative link occurred in the case of railway transport. As concerning investments in transport infrastructure, the empirical results exhibit a positive impact on economic growth for every type of transport, except inland waterways. Besides, emissions of CO 2 from all kind of transport, alongside other specific air pollutants, negatively influence GDPC. The fully modified and dynamic ordinary least squares panel estimation results reinforce the findings. Further, in the short-run, Granger causality based on panel vector error correction model pointed out a unidirectional causal link running from sustainable economic growth to inland waterways and maritime transport of goods, albeit a one-way causal link running from the volume of goods transported by air to GDPC. As well, the empirical results provide support one-way short-run links running from GDPC to investments in road and inland waterway transport infrastructure. In addition, a bidirectional short-run link occurred between carbon dioxide emissions from railway transport and GDPC, whereas unidirectional relations with economic growth were identified in the case of carbon dioxide emissions from road and domestic aviation. In the long-run, a bidirectional causal relation was noticed between the length of the railways lines, investments in railway transport infrastructure, and GDPC, as well as a two-way causal link between the gross weight of seaborne goods handled in ports and GDPC.

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Ports and regional development: A spatial analysis on a panel of European regions

Cited by 113 publications

References 38 publications

Impacts of Seaport Investment on the Economic Growth

Impacts of Seaport Investment on the Economic Growth

Spatial effects of container ports on production of the leather, bag and shoe industry in Korea

Empirical Evidence from EU-28 Countries on Resilient Transport Infrastructure Systems and Sustainable Economic Growth

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