Can transport infrastructure change regions’ economic fortunes? Some evidence from Europe and China

Chen, Chia-Lin; Vickerman, Roger

doi:10.1080/00343404.2016.1262017

Cited by 112 publications

(32 citation statements)

References 39 publications

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“…Jiao et al (2014) believed that the initial increase in SI resulting from the launch of HSR services would likely smooth out as the HSR network expands over time. Chen and Vickerman (2017) found that intra-regional inequality increased in the Yangtze River Delta Area (YRDA) of China [42]. The study confirmed what Martinez and Givoni (2012) observed in Europe, that lack of administrative collaboration and poor connectivity with HSR contributed to HSR associated intra-regional inequality.…”

Section: Studies On Hsr and Sisupporting

confidence: 78%

Benchmark of the Trends of Spatial Inequality in World Megaregions

2021

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There have been growing concerns around the world over the rising spatial inequality (SI) amid fast and vast globalization. This paper presents an effort to benchmark the conditions and trends of spatial inequality in 37 megaregions in the United States, Europe, and China. Furthermore, the study selected three megaregion examples and analyzed the effect of developing high-speed rail (HSR) as an infrastructure investment strategy on reshaping the spatial pattern of job accessibility. The study measures spatial inequality with the Theil index of gross regional product and with the rank-size coefficient of polycentricity. Results show that spatial inequality exists and varies in magnitude within and between megaregions. On average, Chinese megaregions exhibited the level of spatial inequality about two times or more of those in the U.S. and European megaregions. The decade between 2006 and 2016 saw a decrease in the Theil index measure of megaregional inequality in China, but a slight increase in the United States and Europe. Fast growing megaregions exhibit high levels and rising trends of spatial inequality regardless of the country or continent setting. HSR helps improve mobility and accessibility; yet the extent to which HSR reduces spatial inequality is context dependent. This study presents a first attempt to assess and compare the spatial inequality conditions and trajectories in world megaregions aiming at promoting international learning.

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Section: Studies On Hsr and Sisupporting

confidence: 78%

Benchmark of the Trends of Spatial Inequality in World Megaregions

2021

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“…Generally, the purpose of developing HSR in many countries is to support broader economic projects (Guirao 2013, Vickerman 2017. For example, HSR in France was founded to support regional economic development policy (Ryder 2012).…”

Section: Literature Reviewmentioning

confidence: 99%

“…Additionally, it has advantages such as greater reliability and safety, lower energy consumption and carbon emission than other modes of transport (Levinson 2012, Cao andZhu 2017). The development of HSR services can change the pattern of regional accessibility resulting in time and space compression and spatial restructuring (Ureña, Menerault and Garmendia 2009, Gutiérrez 2001, Chen and Vickerman 2017. However, what matters is whether inter-city accessibility improvements due to HSR network development change the uneven landscape of accessibility at the regional scale (Ureña et al 2009).…”

Section: Introductionmentioning

confidence: 99%

High-speed rail network development and winner and loser cities in megaregions: The case study of Yangtze River Delta, China

Wang

Duan

2018

Cities

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Using a door-to-door approach to integrate inter-and intra-city travel times, this paper simulates the changes in regional territorial and population accessibility, spatial equity, as well as the winner and loser cities resulting from High-speed rail (HSR) network development in the Yangtze River Delta, China. HSR network development has a minimal effect on decreasing the disparity in overall territorial accessibility but leads to an obvious decrease in the disparity in population accessibility. Seven types of winner and loser cities are summarised according to their net winner population and stations locations. Poor access to the city centre from HSR stations is a common problem for many cities in the YRD, and more integrated development is needed for future HSR planning and construction.

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“…40-41) metaphorical language of 'local buzz and global pipelines': the local 'buzz' is ubiquitously accessible to all locally-present economic agents, but cities' participation in the 'global pipelines' requires some sort of conscious effort. This vantage point is discursively reinforced by the fact that many transportation system expansion or improvement projects are justified on their ability to enhance the economy x (Banister and Berechman, 2001;Acharya, 2007;Gilbert, andBanik, 2008, Hurlin, 2006;Kuroda et al, 2008;Cidell, 2014;Chen and Vickerman, 2017). Indeed, policymakers, government leaders and planners frequently cite economic growth as a key motivation and justification for major transportation investments, based on the real or perceived potential of investments in cyber-infrastructure, highways, rail tracks, airports, and intermodal facilities for developing inter-regional and international business markets or expanding labor and delivery markets.…”

Section: Policy Implications Of Bri Corridor Connectivitymentioning

confidence: 99%

Connectivity Along Overland Corridors of the Belt and Road Initiative

Derudder¹,

Liu²,

Kunaka³

2018

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This series is produced by the Macroeconomics, Trade, and Investment (MTI) Global Practice of the World Bank. The papers in this series aim to provide a vehicle for publishing preliminary results on MTI topics to encourage discussion and debate. The findings, interpretations, and conclusions expressed in this paper are entirely those of the author(s) and should not be attributed in any manner to the World Bank, to its affiliated organizations, or to members of its Board of Executive Directors or the countries they represent. Citation and the use of material presented in this series should take into account this provisional character.

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Can transport infrastructure change regions’ economic fortunes? Some evidence from Europe and China

Abstract: The version in the Kent Academic Repository may differ from the final published version. Users are advised to check http://kar.kent.ac.uk for the status of the paper. Users should always cite the published version of record.

Cited by 112 publications

References 39 publications

Benchmark of the Trends of Spatial Inequality in World Megaregions

Benchmark of the Trends of Spatial Inequality in World Megaregions

High-speed rail network development and winner and loser cities in megaregions: The case study of Yangtze River Delta, China

Connectivity Along Overland Corridors of the Belt and Road Initiative

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