Transport infrastructure and long-run economic growth in OECD countries

Farhadi, Minoo

doi:10.1016/j.tra.2015.02.006

Cited by 91 publications

(80 citation statements)

References 53 publications

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“…There is a longstanding recognition that investments in public infrastructure can help to stimulate economic growth (Farhadi, 2015;Holmgren & Markel, 2017) with improvements to accessibility, connectivity and capacity providing prospects for productivity improvements (Rokicki & Stępniak, 2018). Better road infrastructure can bring direct time and cost savings for workers and businesses (Linneker & Spence, 1996), as well as creating direct and indirect employment opportunities, sparking new investment, opening up national and international trading opportunities and strengthening supply chains.…”

Section: The Wider Economic Benefits Of Local Spending On Transport Imentioning

confidence: 99%

“…Additional economic effects post-construction include improving productivity (Farhadi, 2015), agglomeration benefits (Melo et al, 2013), market expansion, and stimulation of further development (Pugh & Fairburn, 2008). Others have questioned the extent that transportation infrastructure benefits local and regional economies given the propensities of benefits to spill over into other industries and economies (Chandra & Thompson, 2000).…”

Section: The Wider Economic Benefits Of Local Spending On Transport Imentioning

confidence: 99%

See 1 more Smart Citation

A road for regional recovery? The socio-economic impacts of local spending on the A465 road improvement scheme in South Wales

Munday

Reynolds

Roberts

2020

Welsh Economic Review

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Section: The Wider Economic Benefits Of Local Spending On Transport Imentioning

confidence: 99%

Section: The Wider Economic Benefits Of Local Spending On Transport Imentioning

confidence: 99%

A road for regional recovery? The socio-economic impacts of local spending on the A465 road improvement scheme in South Wales

Munday

Reynolds

Roberts

2020

Welsh Economic Review

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“…Transport is an important enabler of economic growth and society's development [1][2][3]. Strategic transport along road and rail corridors presents several challenges from a cost, subsidy, and pricing perspective.…”

Section: Introductionmentioning

confidence: 99%

Lowering Transport Costs and Prices by Competition: Regulatory and Institutional Reforms in Low Income Countries

et al. 2019

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High passenger and freight transport costs are a barrier to economic growth and social mobility, particularly in Low Income Countries (LICs). This paper considers the current state of knowledge regarding the barriers to achieving lower generalised transport costs. It considers both the road and railway modes across passenger and freight transport. These issues include a reform on the regulations for driver hours (preventing the road infrastructure from overloading), structuring rail concessions, increasing competition, and tackling corruption. Such reforms aim to deliver efficiency gains and service quality improvements at lower costs for users. This paper identifies the knowledge gap in previous research and concludes by setting out a research agenda that builds the evidence base for how the best practices from around the world can best be applied to the specific circumstances in Low Income Countries, with a particular focus on Sub-Saharan Africa and South Asia. road transport is dominant, but rail still has a non-trivial mode share in both the passenger and freight market. In LICs, experience varies. In Sub-Sharan Africa, the lack of railway infrastructure means that, for passenger flows outside of the long distance segment (which is small in any case), the road mode is dominant. As such, the rail transport that exists is biased towards freight. In South Asia, however, LICs can have substantive railway transport focused on passenger flows (for example in Bangladesh and Myanmar).More broadly, road and rail services are different because roads are open to private users whilst rails have much stronger access restrictions. Studies on the regulation, concession design, and institutional skills requirements for planning, designing, and monitoring transport services have been reviewed. Given the access restrictions in rail, these issues are more applicable to the rail sector. The situation for roads is different, where the state usually provides the infrastructure either directly or indirectly via letting tenders, but private users are also free to use the infrastructure. The issues with respect roads are more focused on regulations on driver hours, road safety, and preventing the over loading of vehicles and tackling corruption. Such reforms aim to deliver efficiency gains and service quality improvements at lower costs for users.Common to both road and rail are the long and costly clearance times at border crossings. Arvis [4] shows that the cost in the bottom three quintile LICs is three times higher, and its paperwork twice as high as that for the top two quintiles LICs. The literature also indicates that transit time and the reliability of transit impact freight choices and that cross-border delays significantly increase freight tariffs. Existing evidence on alternative technologies that can help improve cross border crossing is also considered. In many LICs, it is clear that the opportunities presented by strategic roads and rails are not being fully realised for a variety of reasons.Specific experiences in LICs...

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“…Urban infrastructure economic benefit is the positive influence of infrastructure on urban economic development via external effect and spillover effect [9,10]. The construction of urban infrastructure promotes the development of other industries and increases urban GDP [11][12][13] which is helpful to raise the levels of fiscal revenue of urban government [13,14] and consumption expenditure of urban inhabitants [15,16]. The well-conditioned urban infrastructure attracts the investment by reducing production and transportation cost [17,18].…”

Section: Introductionmentioning

confidence: 99%

Analyzing the Coupling Coordination among Economic, Social, and Environmental Benefits of Urban Infrastructure: Case Study of Four Chinese Autonomous Municipalities

Sun

Cui

2018

Mathematical Problems in Engineering

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Urban infrastructure is a necessary condition for urban development. Its use generates three benefits which are economic, social, and environmental benefits of urban infrastructure. They are the positive impacts on urban economy, society, and environment generated by the use of urban infrastructure, respectively. This paper evaluates the coupling coordination among these three benefits taking four Chinese autonomous municipalities as examples. These four cities have large-scale urban infrastructure but its basic function has not been fully fulfilled. Whether three benefits of urban infrastructure have been developed in harmony or not was unclear. We analyzed the coordinated development among three benefits by constructing coupling coordination degree model and studied the impacts of three benefits on their coupling coordination degree using panel regression model. The results showed that the levels of coordinated development among three benefits of urban infrastructure were low in these four cities and the impact of social benefit on their coordinated development was largest. Therefore, urban infrastructure social benefit needs to be improved mainly in these four cities.

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Transport infrastructure and long-run economic growth in OECD countries

Cited by 91 publications

References 53 publications

A road for regional recovery? The socio-economic impacts of local spending on the A465 road improvement scheme in South Wales

A road for regional recovery? The socio-economic impacts of local spending on the A465 road improvement scheme in South Wales

Lowering Transport Costs and Prices by Competition: Regulatory and Institutional Reforms in Low Income Countries

Analyzing the Coupling Coordination among Economic, Social, and Environmental Benefits of Urban Infrastructure: Case Study of Four Chinese Autonomous Municipalities

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