User charges for the railway infrastructure in Bulgaria

Nikolova, Christina

doi:10.1016/j.tra.2008.01.015

Cited by 13 publications

(8 citation statements)

References 2 publications

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“…However, as rail grew to become the dominant mode of transport, by the end of the century, governments had imposed regulations to limit monopoly power. Between 1990 and 2005, the total length of rail infrastructure in Europe experienced a slight decline (Nikolova, 2009). The low volume of demand and subsequent accumulated losses in some sections of certain countries resulted in the inability to properly maintain the rail tracks.…”

Section: State Of Infrastructure In Sub-saharan Africamentioning

confidence: 99%

The impact of infrastructure development on economic growth in sub-Saharan Africa with special focus on Ghana

Owusu‐Manu

Jehuri

Edwards

et al. 2019

JFMPC

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Purpose This paper aims to assess the impact of infrastructure development on Ghana’s economic growth. Design/methodology/approach Using data obtained from the World Bank’s World Development Indicators, the United States’ (US) International Energy Statistics and the Central Intelligence Agency’s (CIA) Factbooks from 1980 to 2016, an autoregressive distributed lag (ARDL) framework is used to determine the long- and short-run impact of the selected infrastructure stock and quality indices on Ghana’s economic growth. Findings Findings indicate a statistically significant relationship between infrastructure development and economic growth. Additionally, electricity-generating capacity is identified as the infrastructure stock index that has the greatest positive impact on Ghana’s economic growth. The study reveals that electricity-distribution loss has a significant negative effect over both long- and short-run periods. Research limitations/implications Commercial petroleum export from Ghana since 2010 has been a key contributor to economic growth. Although its aggregate effect is included in the annual GDP figures adopted for the study, the authors would have wished to assess its impact on GDP as an independent standard growth determinant. However, because of a lack of available data over this study period, petroleum exports could not be adopted as an independent standard growth determinant. Additionally, an aggregated index of infrastructure stock and quality could not be derived because of the small size of data available. Hence, this study did not assess its impact on Ghana’s economic growth. Practical implications The research provides pragmatic guidance to policymakers to focus their efforts on expanding electricity-generating capacity while simultaneously taking steps to curb electricity transmission and distribution losses. These two related actions offer the greatest positive impact on infrastructure development and, as a consequence, Ghana’s economic growth. Originality/value This paper represents the first attempt to empirically study the relationship between infrastructure development and Ghana’s economic growth. A key contribution to the existing body of knowledge includes strong evidence of a positive effect of infrastructure development upon Ghana’s economic growth. Results also reveal that the greatest positive impact on economic growth is derived from electricity-generation capacity. However, the study also uncovers a negative, but statistically significant, relationship between road and economic growth.

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Section: State Of Infrastructure In Sub-saharan Africamentioning

confidence: 99%

The impact of infrastructure development on economic growth in sub-Saharan Africa with special focus on Ghana

Owusu‐Manu

Jehuri

Edwards

et al. 2019

JFMPC

View full text Add to dashboard Cite

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“…the United Kingdom [4], France [5], Netherlands [6], Sweden [7][8][9], Italy [10], Bulgaria [11] and Austria [12]. The common denominator for all the above studies is that they cover countries with large railway networks, large volumes of traffic, human resources and extensive experience in monitoring and modelling of infrastructure costs.…”

Section: Tac Structures In Practicementioning

confidence: 99%

How to Design Track Access Charges for Small Railways – A Montenegro Case Study

BOŠKOVIĆ¹,

BUGARINOVIĆ²,

BOJOVIĆ³

2022

PROMTT

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In 1991, the European Union decided on setting up a liberalized and single railway market. However, in the atomized European region, more than a half of railways can be designated as small railways. For the very reason of significant differences between the national railway systems, the EU legislation has laid broad grounds for track access charge (TAC) modelling, thus resulting in many different TAC models. Out of numerous papers in respect of TAC modelling, only a small number consider the specificities and the needs of small railways. The paper aims to answer the questions of how to design or set up an efficient TAC structure when it comes to small countries. Another objective is to answer how to develop a TAC structure allowing the infrastructure manager to manage its costs. The answers to these questions are provided through the case study of railway in Montenegro – small railways in the Western Balkans. The main contribution of this paper is on developing the TAC model based on the efficient ratio of the capacity and infrastructure wear and tear components.

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“…In the more than ten years of separation of European railways, many scholars have studied the railway infrastructure charges of Germany [5], the United Kingdom [6], France [7], Netherlands [8], Sweden [9], Italy [4], Bulgaria [10] and other countries. The International Union of Railways [11] also presents an overview of the structure of the European toll system and explores differences among the countries.…”

Section: Reformmentioning

confidence: 99%

New method for allocating high-speed railway infrastructure costs among train types

2021

E3S Web Conf.

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With the rapid development of China's high-speed railway (HSR), there are also many problems. For example, in the classification and calculation of HSR transportation costs, there is a lack of reasonable cost statistical methods. There are many types of high-speed train currently running on HSR (mainly G and D trains). There are differences in the speed, load and energy consumption of different types of trains. The resulting infrastructure usage costs also vary. However, all train costs are classified and calculated uniformly in practice. This paper proposes the expenditure rate method of the transport process allocating the infrastructure use costs among types of trains. Based on data from the Beijing-Shanghai high-speed railway, the cost of infrastructure is calculated, and the calculation results can reasonably reflect the cost allocation among types of trains. It makes the cost calculation of high-speed railway more accurate and lays a foundation for environmental cost calculation.

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User charges for the railway infrastructure in Bulgaria

Cited by 13 publications

References 2 publications

The impact of infrastructure development on economic growth in sub-Saharan Africa with special focus on Ghana

The impact of infrastructure development on economic growth in sub-Saharan Africa with special focus on Ghana

How to Design Track Access Charges for Small Railways – A Montenegro Case Study

New method for allocating high-speed railway infrastructure costs among train types

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