Contribution of transportation investments to county output

Özbay, Kaan; Ozmen-Ertekin, Dilruba; Berechman, Joseph

doi:10.1016/j.tranpol.2007.03.004

Cited by 94 publications

(52 citation statements)

References 26 publications

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“…However, the magnitude of impact is much smaller than that have been found in many previous studies (Boarnet, 1998;Holtz-Eakin & Schwartz, 1995;Kelejian & Robinson, 1997;Ozbay et al, 2007;Cohen & Morrison, 2003;2004;Cohen, 2007). There are two causes of this.…”

Section: Resultscontrasting

confidence: 55%

“…Reviews of the existing literature regarding the spatial impacts of transportation infrastructure (Boarnet, 1998;Holtz-Eakin & Schwartz, 1995;Kelejian & Robinson, 1997;Ozbay et al, 2007;Moreno & López-Bazo, 2007;Cohen & Morrison, 2003;2004;Cohen, 2007;Mohammad, 2009) show that the conclusions are not consistent given the fact that different data, methods, regions and periods were used. Despite the development of spatial econometric techniques enabling scholars to investigate spillover effects of infrastructures, most studies only considered a certain types of spatial dependence alone as either spatial lag or spatial error.…”

Section: Spatial Perspectivementioning

confidence: 99%

“…Some focus on public capital or transportation infrastructure in general (Duffy-Deno & Eberts, 1991;Berndt & Hansson, 1992;Kelejian and Robinson, 1997) while others only focus on a specific mode such as highways, airports or ports (Holtz-Eakin & Schwartz, 1995;Cohen &Morrison Paul, 2003;2004;Cohen 2007;Ozbay et al, 2007). Very few studies investigate the issue from a comparative and multimodal perspective (Addersson et al, 1990;Blum, 1982;Cantos et al, 2005).…”

Section: Unimodal Vs Multimodalmentioning

confidence: 99%

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Spatial Impact of Transportation Infrastructure: A Spatial Econometric CGE Approach

Chen

Haynes

2013

SSRN Journal

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Standard-Nutzungsbedingungen:Die Dokumente auf EconStor dürfen zu eigenen wissenschaftlichen Zwecken und zum Privatgebrauch gespeichert und kopiert werden.Sie dürfen die Dokumente nicht für öffentliche oder kommerzielle Zwecke vervielfältigen, öffentlich ausstellen, öffentlich zugänglich machen, vertreiben oder anderweitig nutzen.Sofern die Verfasser die Dokumente unter Open-Content-Lizenzen (insbesondere CC-Lizenzen) zur Verfügung gestellt haben sollten, gelten abweichend von diesen Nutzungsbedingungen die in der dort genannten Lizenz gewährten Nutzungsrechte. zchen7@gmu.edu Abstract Transportation infrastructure plays an important role in regional economic development both in the stimulation of growth and as a response to output expansion. However, measuring these effects quantitatively has been a challenge due to the complicated impact mechanisms of transportation infrastructure. This complication is due to two reasons: first, regional impacts of transportation infrastructure are achieved through a mechanism that involves both a demand influence through the variation of transportation price and a supply influence implemented through the variation of transportation cost; second, impacts of transportation are usually evaluated in a regional context where the presence of unobserved local or regional variables may give rise to spatial autocorrelation. As a result, impact analysis may become biased and spurious. This study develops a new method called Spatial Econometric Computable General Equilibrium (SECGE) model, which integrates both spatial econometrics with equilibrium modeling techniques to improve the effectiveness of impact analysis on transportation infrastructure. This study differs from previous studies in the following three aspects: First, through a spatial autocorrelation test, the presence of spatial dependence is observed and confirmed among the elasticities of factor substitution in the US. To deal with spatial dependence, spatial panel econometric techniques are introduced to estimate the elasticity of factor substitution of different sectors for the Constant Elasticity of Substitution (CES) production function with consideration of spatial direct and indirect effects. Terms of use: Documents inSecond, transportation impact analysis is conducted under different scenarios of general equilibrium frameworks. Unlike partial equilibrium analysis, general equilibrium analysis allows researchers to obtain much comprehensive understanding of transportation infrastructure's impacts given its consideration of interactions between the demand and the supply. The study validates the method by comparing traditional equilibrium simulation without controlling for spatial dependence and the new equilibrium simulation with consideration of spatial dependence. The comparison allows researchers to justify spatial impacts of transportation infrastructure.Third, the study is conducted with a focus on multiple modes of transportation that includes road, rail, air, transit, pipeline and water transportation. Unlike a u...

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Section: Resultscontrasting

confidence: 55%

Section: Spatial Perspectivementioning

confidence: 99%

Section: Unimodal Vs Multimodalmentioning

confidence: 99%

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Spatial Impact of Transportation Infrastructure: A Spatial Econometric CGE Approach

Chen

Haynes

2013

SSRN Journal

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“…The range of the methods measuring the effects of infrastructure investment on economic growth varies widely among studies (see Table 1). The most common approach is to develop a production function type model in which transportation infrastructure is treated as an important input to production (Aschauer, 1989;Evans, 1994;Gillen, 1996;Berechman et al, 2006;Ozbay et al, 2007;Liu, 2010;Tong, 2013). Since Aschauer (1989) found the evidence that the transportation stock reduced the costs of transportation and contributed to economic growth as well as that of private labor and capital inputs.…”

Section: The Hsr and Regional Economiesmentioning

confidence: 99%

Impact of high-speed railroad on regional income inequalities in China and Korea

Jiang

Kim

2016

International Journal of Urban Sciences

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The purpose of this study is to analyze the impact of opening high speed railroad (HSR) on the regional income inequalities in China and Korea. The convergence models are applied to test the effect of the HSR on regional growth in terms of GRDP per capita across 455 cities and counties along the Beijing-Shanghai HSR corridor and 112 cities and counties along the Seoul-Busan HSR corridor respectively. The results indicate that at national level, a trend of convergence emerges during the three-year period of analysis in both China and Korea. The results indicate that at national level, a trend of convergence emerges during the ii three-year period of analysis in both China and Korea. At the HSR passing area level, HSR contributes to accelerate regional economic convergence and reduce the regional income disparities in China and Korea. However, HSR has different impacts on reducing the regional income inequalities in China and Korea considering the HSR station cities; in Korea, the regional inequality is rather wider among the cities where HSR station located.

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“…While road transport contributes significantly to the growth and development of economies (Fernald 1999;Ozbay et al 2007), this positive impact, simultaneously comes at an environmental cost. Externalities in relation to particulate matter (PM) emissions are currently one of the main concerns.…”

Section: Introductionmentioning

confidence: 99%

The impact of Low Emission Zones on particulate matter concentration and public health

Malina¹,

Scheffler²

2015

Transportation Research Part A: Policy and Practice

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Contribution of transportation investments to county output

Cited by 94 publications

References 26 publications

Spatial Impact of Transportation Infrastructure: A Spatial Econometric CGE Approach

Spatial Impact of Transportation Infrastructure: A Spatial Econometric CGE Approach

Impact of high-speed railroad on regional income inequalities in China and Korea

The impact of Low Emission Zones on particulate matter concentration and public health

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