Impact Of Transport Infrastructure Research Articles

Transportation infrastructure, economic agglomeration and non-linearities of green total factor productivity growth in China: Evidence from partially linear functional coefficient model

Previous studies have not clarified how transportation infrastructure will affect green total factor productivity. In this paper, we examine the impact of transportation infrastructure on green total factor productivity in Chinese cities with varying levels of economic agglomeration. We find that when the degree of economic agglomeration is relatively low, the effect of transportation infrastructure on green total factor productivity change is not obvious, but with a higher degree of agglomeration, this effect becomes evident. We thus recommend that the construction of transportation infrastructure may help the government achieve its goal of green and sustainable transformation, but the degree of economic agglomeration should be increased to beyond the critical level in order to make the impact of transportation infrastructure beneficial.

Investigating the Impact of Transportation Infrastructure and Tourism on Carbon Dioxide Emissions in China.

In order to effectively address or eliminate the impact of CO2 emissions, it is essential to investigate the analysis of CO2 emissions under transport infrastructure and tourism. Transportation infrastructure helps to achieve carbon dioxide emission limitation, which is crucial for resource distribution, effectively summarizing the regularity and innovation in the process of carbon dioxide emission limitation. In the case of fully grasping the principles of low-carbon tourism development and related policy protection, a suitable low-carbon tourism development model is found. By constructing a data analysis model, this paper analyzes the impact of transportation infrastructure and ecotourism on carbon dioxide emission limitation. In terms of methods and systems, effective measures are given to the role of Chinese traffic settings in tourism, and the carbon emission system of the entire life cycle of traffic settings is analyzed, and the boundary of the impact of traffic carbon emissions on tourism is determined. In response to this problem, it is necessary to reform and optimize the transportation facility of the carbon emission accounting method, which has a positive effect on the green development and low-carbon development of the Chinese economy for ecotourism and transportation infrastructure.

Assessing the Impact of Transportation Infrastructure on Rural Residents' Income: Using the Quantile Regression Approach

The impact of transportation infrastructure on farmers’ income has been the focus of attention by government managers and related scholars in recent years. Based on the panel data from 2000 to 2018, this paper uses the quantile regression model to explore the effect of highway and railway transportation infrastructures on wage income and operating income. The findings show that the highway transportation infrastructure makes a minimal contribution to the wage income in Shanghai, Beijing and Zhejiang provinces, because the highway mileage and highway passenger turnover in these provinces are small. However, the operating income in the upper 90th quantile provinces such as Jilin, Heilongjiang, and Zhejiang, receives the biggest impact from the highway transportation infrastructure, because the construction of rural roads in these provinces is growing faster. The impact of railway transportation infrastructure on the wage income in the 10th-25th, 25th-50th and 50th-75th quantile provinces is small, since their railway passenger turnover is less. The railway transportation infrastructure has not played a role in boosting the operating income in these provinces such as Guizhou, Shaanxi, Gansu, Shanxi, Qinghai, and Ningxia. Therefore, each quantile province should formulate specific policies to promote the construction of transportation infrastructure.

Surge in Economic Growth of Pakistan: A Case Study of China Pakistan Economic Corridor.

China Pakistan Economic Corridor (CPEC) is considered a massive investment that can change the economic scenario of Pakistan. The purpose of the study is to examine the contribution to the economic growth of the sectors where CPEC is investing. This research uses time-series data for 31 years to investigate the impact of macro-economic variables like foreign direct investment (FDI), human capital investment (HCI), transport investment, and information communication technology (ICT) on the economic growth of Pakistan. The results of Fully Modified Ordinary Least Square Regression Specification (FMOLS) show a positive nexus between FDI, HCI, and economic growth while economic growth and ICT show a negative relationship. The results for the impact of transportation infrastructure on economic growth are statistically insignificant. This research suggests that an increased focus on building knowledge, expertise, and skillset of human resources will help in reaping the benefits of CPEC’s investment. Future researchers can increase the period of the study to ascertain the implicit or explicit impact of CPEC on economic growth. The results also suggest that policymakers and researchers should focus on developing human capital to reap the investment benefits of CPEC.

Impact of Transport Infrastructure on Living Standards: Evidence from the Chinese Provinces Directly Affected by the "One Belt, One Road" Initiative

Purpose: This paper discusses the impact of transport infrastructure on living standards in the Chinese provinces directly affected by the “One Belt, One Road” initiative. Methods: The impact of transport infrastructures such as railways and highways on people’s living standards, more specifically, the household consumption level in the Chinese provinces directly affected by the "One Belt, One Road" was analyzed based on data from 2008 to 2017 from National Bureau of Statistics of China and some databases related to the "One Belt, One Road". Descriptive statistics, correlation, and regression were applied for analysis. Results: a)The living standards are not improved in proportion to the development level of railways and highways due to influences of various factors on living standards, b) the development level of transport infrastructure does not have enough impact on reducing the gap in living standards between urban and rural areas in the Chinese provinces under study, c) the development level of transport infrastructure has a relatively more significant impact on living standards in coastal provinces than inland provinces under study, and d) in the future, the measures to develop the transport infrastructure may provably contribute to achieving targets for enhancing the living standards under the realization of the “One Belt, One Road” initiative. Implications: To enhance the living standard, the management of investment in transport infrastructure as well as other factors, such as employment, income distribution, supply of goods and services, price level, etc. affecting people’s living standard ought to be improved in line with the features of a given region.

Spatiotemporal Regularity and Socioeconomic Drivers of the AQI in the Yangtze River Delta of China.

Air pollution has caused adverse effects on the climate, the ecological environment and human health, and it has become a major challenge facing the world today. The Yangtze River Delta (YRD) is the region with the most developed economy and the most concentrated population in China. Identifying and quantifying the spatiotemporal characteristics and impact mechanism of air quality in this region would help in formulating effective mitigation policies. Using annual data on the air quality index (AQI) of 39 cities in the YRD from 2015 to 2018, the spatiotemporal regularity of the AQI is meticulously uncovered. Furthermore, a geographically weighted regression (GWR) model is used to qualify the geographical heterogeneity of the effect of different socioeconomic variables on the AQI level. The empirical results show that (1) the urban agglomeration in the YRD presents an air pollution pattern of being low in the northwest and high in the southeast. The spatial correlation of the distribution of the AQI level is verified. The spatiotemporal regularity of the “high clustering club” and the “low clustering club” is obvious. (2) Different socioeconomic factors show obvious geographically heterogeneous effects on the AQI level. Among them, the impact intensity of transportation infrastructure is the largest, and the impact intensity of the openness level is the smallest. (3) The upgrading of the industrial structure improves the air quality status in the northwest more than it does in the southeast. The impact of transportation infrastructure on the air pollution of cities in Zhejiang Province is significantly higher than the impact on the air pollution of other cities. The air quality improvement brought by technological innovation decreases from north to south. With the expansion of urban size, there is a law according to which air quality first deteriorates and then improves. Finally, the government should promote the upgrading of key industries, reasonably control the scale of new construction land, and increase the cultivation of local green innovative enterprises.

The Impact of Transport Infrastructure on Rural Industrial Integration: Spatial Spillover Effects and Spatio-Temporal Heterogeneity

Industry convergence is the future trend of industrial development in rural areas and is conducive to high-quality agriculture development. To explore the development dynamics of industry convergence. This paper selects data from 31 provincial administrative regions in China from 2009 to 2019. It uses the entropy power method to measure the development quality of rural industrial integration in China and empirically studies the impact of transportation infrastructure on rural industrial integration using a spatial panel autoregressive model. The study found that: (1) from 2009–2019, the development quality of rural industrial integration is on the rise, but the development is uneven between regions; (2) transport infrastructure strongly promotes the development of rural industrial integration; (3) with the help of transport infrastructure, rural industrial integration in this region will improve the quality of rural industrial integration in the surrounding areas; and (4) the impact of transportation facilities varies in different regions and at different stages of development of rural industrial integration. The results of this paper are beneficial to improving transportation infrastructure planning and exploring the driving force of high-quality agriculture development, enriching the research of spatial land use, and providing valuable insights for developing industry convergence in other countries and regions.

The Impact of the Transport Industry on the Economic and Technological Capacity of the Territories

The activities of economic entities operating in a specific territory depends to the highest degree on the action of transport factors comprising the existing economic links and resource provision of those territories. At the same time, it is necessary to highlight a special role of the economic and technological capacity in sustenance of the territorial economy. The economic and technological capacity is an indicator of its material basis as well as of the success of development of the material and innovative base of a particular territory. At the same time there exists a certain cognitive gap in understanding the impact of transport infrastructure on the potential of the territory that makes relevant the continuation of the research to theoretically understand that impact. The objective of this work is to theoretically substantiate the influence of the transport industry on the activities of economic entities of the territories considering the economic and technological capacity of a territory. The integrated approach and empirical and theoretical method used in the work have allowed to conduct the research based on aggregated characteristics of transport industry and open statistical data and to describe the impact there-of on the economic and technological capacity of a territory. To achieve comparable results within the framework of the single national economic and transport system that helps to level the influence of country’s specific features, the analysis referred to the main indices of the activity of territorial districts of the Russian Federation including rates of development of the transport system, general dynamics of the changes in the length of routes and roads and the role of investment in the activity of the transport industry. Results and prospects of the activity of the transport industry were determined regarding territorial interactions of economic entities. The suggested approach to the analysis of the relationship between economic and technological capacity of the territories and transport systems is offered as a basis for further research since being sufficiently universal and once further developed and adapted to relevant conditions it can be decomposed or scaled up regarding study of smaller territorial entities or, on the contrary, of selected countries.

Unveiling the effect of transport infrastructure and technological innovation on economic growth, energy consumption and CO2 emissions

This study investigates the impact of transport infrastructure and technological innovation on economic growth (GDP), energy consumption (EC) and carbon emissions (CO2e) in the European Union (EU) using the dynamic system-generalised method of moment and data from 1995 to 2019. The results indicate that EC unidirectionally increases GDP, while GDP and EC reduce and increase CO2e, respectively. The results also demonstrate that innovation directly increases GDP and EC; however, freight transport infrastructure increases GDP and CO2e while reducing EC. The nonlinear analysis reveals that innovation has a U-shaped relationship with GDP and an inverted U-shaped relationship with EC. Furthermore, our results demonstrate that freight and rail infrastructure have an inverted U-shaped relationship with CO2e and no nonlinear relationship with GDP. Again, the rail infrastructure has a U-shaped relationship with EC. The conditional effect analysis reveals that freight and rail infrastructure interact with innovation to raise GDP. The findings indicate that freight transport infrastructure interacts with innovation to reduce EC and CO2e. Finally, rail and freight infrastructure interact with trade and foreign direct investment to influence GDP, EC and CO2e. Subsequently, EU countries must emphasise and enhance technological innovation to achieve energy efficiency.

Air transport and tourism flows to islands: A panel analysis for southern European countries

AbstractAir transport is an essential component of the tourism industry, and the number, frequency, and capacity of flight connections may influence the level of tourism demand, especially for island destinations. This paper evaluates the influence of air transport on tourism arrivals to selected islands in seven southern European Union countries to determine the nature of the relationship between tourist arrivals and air transport, specifically, whether air transport services generate tourism demand or merely enable touristic flows. The paper uses panel data and applies an econometric model with justifications for endogeneity and dynamic issues. Results show a moderate impact of transport infrastructures on generating additional tourist arrivals; however, the model shows that air transport is a prerequisite to developing tourism demand and is not the only determinant in increasing tourist arrivals. Tourist arrivals appear more a determinant than a consequence of changes in‐flight connections.

How transportation infrastructure affects firm Productivity?Evidence from China

The national trunk highway system (NTHS), consisting of five vertical and seven horizontal national trunk highways, is taken as a natural experiment to study the impact of transportation infrastructure on firm productivity. It is found that the NTHS has led to the agglomeration of production resources of county-level enterprises along the system to large cities, and the degree of agglomeration has industry-level heterogeneity. Although the NTHS has promoted the division of labor among county-level enterprises, it is difficult for these enterprises to compete with those in big cities and share efficiency and economic benefits from the deepening of the division of labor.

Measuring the impact of transport infrastructure endowment on firms’ performances: the case of Italian agrifood sector

Infrastructures play a relevant role in promoting the socio-economic development of a country, region or area. In particular, transport infrastructure endowment is important for the agrifood supply chains, which have some specifics characteristics that contribute to raising the complexity of external logistics. Italy is leader in the agrifood supply chain, but the Italian transport infrastructure endowment is more backward than its main European competitors. Given the need to pursue the resilience of agri-food systems after having experienced several adverse events, such as COVID-19 pandemic or Xylella disease in the Southern Apulia region, the present study aims at estimating the impact of transport infrastructure on the agri-food firm performances. The research was carried out using a composite set of indicators for measuring the regional endowment of transport infrastructures. Results demonstrate a positive relationship between transport infrastructure and firm performance, and strong territorial differences across Italy. Based on the findings, investment in transport infrastructure needs to be sustained in order to enhance growth in many economic sectors, including the agrifood one, which is closely related to food security. Given the significant role played by transport infrastructures towards the firms’ economic performance improvements and the development of regional economies, the present study could represent a useful tool for government, policymakers and managers to activate the proper drivers of transition.

Transport infrastructure: current status and development

The purpose of the article is to identify approaches to understanding transport infrastructure and the level of human development, to determine the mechanisms of the impact of transport infrastructure on human development, to determine the mechanisms of the impact of human development on the state of transport infrastructure. The state of transport infrastructure of Ukraine is considered in detail in the article. According to the results of the study, the directions of the development of countries in terms of transport infrastructure and the level of welfare of the population are determined. The relationship between transport infrastructure and human development through the pricing mechanism has been studied. The study found out that the relationship is characterized by micro- ("transport infrastructure - pricing - human development") and macroeconomic ("pricing - transport infrastructure - human development") effects, which allowed to link this vector with the political sphere of society. Methodology: The theoretical and methodological basis of the study is represented by the scientific works of leading scientists in the field of human development, as well as the author's concept of structural and infrastructural socio-economic development. The research used such methods as analysis and synthesis, the method of historical and logical modeling. The method of formalization, the method "from the abstract to the concrete", as well as the historical method, the method of economic interpretation are used as theoretical methods in the work. From a practical point of view, the study also included the method of grouping statistical data, statistical and econometric analysis. The results of the study can be used in the field of economic policy adjustment, in the courses of economic policy, state regulation, as well as in practice for the development of socio-economic and transport policy of the state. JEL Classification: G1, L9.

Investments in transport infrastructure as a factor of stimulation of economic development

The view that transport infrastructure projects have a significant impact on the development of the economy is often used to justify the allocation of resources. Faced with increasing difficulties in financing transport infrastructure, many countries are seeking to allocate their resources in such a way as to maximize net returns. In order to facilitate such distribution, it is necessary to fully understand all the large–scale consequences of infrastructure investments. Transport infrastructure can be defined as a factor that guarantees growth and economic development, thanks to the functions of crossing space in terms of the movement of people and the exchange of goods. The effect of the impact of transport infrastructure on the economy largely depends on how society uses the services offered by infrastructure facilities (Mottaeva & Nechaeva, 2021). Infrastructure, as a factor that activates socio–economic progress, is also one of the important factors determining the living conditions of the population. It is widely believed that improper planning and implementation of an infrastructure project can have a negative impact on the economy and environment of the region. In some cases, infrastructure investments may pose a threat to communities that will be directly affected by this project.

Assessing the spillover effects of investment in transport infrastructure in the subjects of the Russian Federation

Subject. We consider economic relations and problems within the framework of spatial development of settlements and constituent entities of the Russian Federation. Objectives. We focus on the development of a methodology for assessing the spacial spillover effects of investments in transport infrastructure and their monetization, considering the network and spillover effects, socio-economic characteristics, geographical location, and the level of connectivity of territories. Methods. The study employs methods of economic, statistical analysis and synthesis, and comparison. The works of economists on the problems of transport accessibility, spatial development and the impact of transport infrastructure on the dynamics of economic growth serve as the theoretical basis of the study. Results. We tested the proposed methodological toolkit, presented the results of assessing the spillover effects of investments in transport infrastructure based on the materials of the Central Federal District according to data for 2020. We determined the secondary effects of infrastructure investments, assessed the size of ‘exports’, ‘imports’ and the real size of investments in transport infrastructure, considering the secondary effects for the subjects of the Central Federal District. Conclusions. The numerical estimates of the spillover effects of investments in transport infrastructure for the subjects of the Central Federal District obtained in the work can be used in practice, when planning the development of territories and assessing the socio-economic effects of regional and interregional transport projects.

Can transportation infrastructure reduce haze pollution in China?

Traffic emission is one of the main sources of haze pollution, but few studies have evaluated the dynamic impact and mechanism of transportation infrastructure on haze pollution based on a spatial perspective. This study selects the annual data of 30 provinces in China from 2000 to 2017 and uses a dynamic spatial Durbin model to study the dynamic impact of transportation infrastructure on haze pollution. The results show that transportation infrastructure has a significant spatial spillover effect on haze pollution, and the spatial spillover effect has regional heterogeneity. Specifically, whether long term or short term, highway traffic has a boosting effect on haze pollution, while railway traffic has an inhibitory effect on haze pollution. In addition, transportation infrastructure can affect haze pollution through three paths: expanding economic scale, promoting transformation of industrial structure, and promoting technological progress. At the regional level, the improvement of highway traffic density in eastern, central, and western regions will significantly increase haze pollution. The enhancement of railway traffic density has a significant inhibitory and boosting effect on haze pollution in central and western regions, respectively. For the eastern region, railway traffic construction can only restrain local haze pollution, but cannot exert the spatial spillover effect of railway traffic to reduce haze. The conclusions of this paper provide policy inspirations for giving full play to the haze reduction effect of transportation infrastructure and the development of green transportation.

Does transportation infrastructure impact economic growth in India?

PurposeThis paper aims to show a long run and causal association between economic growth and transport infrastructure.Design/methodology/approachIn this study, the authors use ARDL models through the period 1990 – 2020 to investigate the relationship between transport infrastructure and economic growth in India.FindingsThe infrastructure has a positive impact on economic growth in India for the long run. Moreover, Granger causality test demonstrates a unidirectional relationship between transport infrastructure to economic development. Stimulatingly, the paper highlights the effect of air infrastructure statistically insignificant on economic growth in the long and short-run period.Originality/valueThe original outcome from the study delivers an inclusive depiction of determinants of economic growth from transport infrastructure in India, and these findings will help the policymakers to frame policies to improve the transport infrastructure. Hence, it is proposed that the government of Indian should focus more to upsurge the transport infrastructure for higher economic development.

Environmental life cycle impact assessment of transportation infrastructure: A multi-case study in international perspective

Although transportation infrastructure promotes the continuous development of the world economy, it is also responsible for serious pollution problems. These are studied in the analysis of five transportation infrastructure projects from Bosnia, Pakistan, and China, and their environmental emissions and impacts using an environmental impact assessment model of transportation infrastructure based on life cycle analysis. This shows that: (a) the main reason for the negative environmental impact of transportation infrastructure is the use of energy and complex materials, of which the use of lime soils has the biggest influence on global warming; and (b) frequent overhaul maintenance has a greater impact on the environment compared to daily maintenance. Our findings provide governments from all countries with a scientific basis for formulating policies for energy conservation and reduction in transportation infrastructure emissions.

Assessing the state and level of development of transportation infrastructure in the subjects of the Russian Federation

Subject. The article investigates a set of qualitative and quantitative indicators of the transport infrastructure development in the constituent entities of the Russian Federation. Objectives. We aim to assess the state and the level of transport infrastructure development in the constituent entities of the Russian Federation, which includes the analysis of qualitative and quantitative indicators of transport infrastructure, and the calculation of composite indices. Methods. The study employs methods of economic, statistical analysis and synthesis, comparison, the Ward’s method. The theoretical basis rests on the works by economists on the problems of transport security, spatial development, and the impact of transport infrastructure on the dynamics of economic growth. Results. We present the criteria, assessment methodology and results of assessing the index of the level of transport infrastructure development in the context of the constituent entities of the Russian Federation. The offered methodological toolkit was tested on materials of the Russian Federation, based on data for 2014–2019, namely, the assessment and ranking of the subjects of the Russian Federation by the level of transport infrastructure development. As a result of clustering the constituent entities of the Russian Federation, using the Ward’s method, four groups of regions have been identified in terms of the level of transport infrastructure development. Conclusions. The practical use of our approach will enable to form a basis for making management decisions, aimed at increasing the efficiency of activities in planning the development of territories and assessing the socio-economic effects of infrastructure projects.

Transport infrastructure and CO2 emissions in the OECD over the long run

• We examine the impact of transport infrastructure on CO2 emissions across. • Our time period spans almost 150 years for OECD nations. • We utilise a newly developed nonparametric estimator. • A time-varying link is found between transport infrastructure and CO2 emissions. • The effect is most distinct between 1940 and 1960. A gap in the transportation-environment literature is the absence of studies analysing the effect of transport infrastructure on carbon dioxide (CO 2 ) emissions, controlling for other factors correlated with CO 2 emissions. We address this gap by providing parametric and non-parametric estimates of the effect of transport infrastructure on CO 2 emissions for a panel of OECD countries over a period of almost 150 years. We also examine economic growth and population as channels through which transport infrastructure influences CO 2 emissions. Our point estimates suggest that a 1% increase in transport infrastructure is associated with an increase in CO 2 emissions of about 0.4%, although dependent on the long-run estimator used. Our non-parametric estimates suggest a time-varying relationship between transport infrastructure and CO 2 emissions, which was positive during the first wave of globalisation, World War II and for most of the period since 1950. We find that economic growth and population mediate the transport infrastructure CO 2 emissions relationship.