Impact Of Transport Infrastructure Research Articles

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

[This retracts the article DOI: 10.1155/2022/8421756.].

Digital infrastructure construction drives green economic transformation: evidence from Chinese cities

Existing studies mostly discussed the impact of transportation infrastructure on the economy and society. However, the environmental performance of digital infrastructure has been discussed less. This study explores the effect of digital infrastructure construction on green economic transformation based on theoretical analysis. Using the Broadband China policy as a quasi-natural experiment, the authors construct a staggered difference-in-difference (DID) model and empirically assess the effect of digital infrastructure on green economic development with panel data of Chinese 271 cities from 2003 to 2019. First, the main results indicate that digital infrastructure can enable green economic performance in Chinese cities. The results remain robust after considering the heterogeneous treatment effects, placebo test, and excluding the effect of other policies. Second, the heterogeneity results indicate that green economic performance in eastern and economically developed cities benefits more from digital infrastructure construction. Finally, by enhancing energy efficiency, fostering digital industrialization, and stimulating green technology innovation, the digital infrastructure indirectly contributes to the urban green economy development. This study put forward some constructive policy suggestions to promote green economic transformation from the digital infrastructure construction perspective.

Examining the Relationship between Transportation Infrastructure, Urbanization Level and Rural-Urban Income Gap in China

The development of transportation infrastructure plays a pivotal role in the regional economy from multiple dimensions. The aim of this paper is to examine the relationship between transportation infrastructure development and income inequality in urban and rural areas of China. The study utilizes panel data from 30 provinces, spanning the years 2010 to 2020, and employs the spatial Dubin model to measure and test the impact of transportation infrastructure on the urban-rural income gap. Furthermore, an intermediary effect test method is used to investigate the potential mediating effect of urbanization in this relationship. The results indicate that transportation infrastructure has a significantly negative direct, indirect, and total effect on the urban-rural income gap, with the indirect effect being greater than the direct effect. This suggests that transportation infrastructure can effectively reduce income disparities, with a noticeable spatial spillover effect. The level of urbanization plays a significant intermediary effect on the effect of transportation infrastructure on the urban-rural income gap, highlighting the role of transportation infrastructure in improving urbanization and narrowing income disparities. These findings underscore the importance of enhancing both the level of urbanization and cooperation between neighbouring regions in order to maximize the benefits of transportation infrastructure development for reducing income disparities and promoting regional balance in China.

Assessing the Combined Effects of Transportation Infrastructure on Regional Tourism Development in China Using a Spatial Econometric Model (GWPR)

Transportation infrastructure plays an important role in tourism, and the spatial econometric model (GWPR) can offer quantitative support for regionalized development policies in transportation infrastructure. Panel data from 30 provinces were collected for a decade before the COVID-19 pandemic. We show that the GWPR model is a superior tool for assessing the combined impact of transportation infrastructure on tourism and its spatial heterogeneity. The effects of transportation infrastructure on tourism have historically been overwhelmingly positive, with the positive effect of high-speed rail expanding over the decade, while the positive effect of air travel contracted. The combined effects of transportation infrastructure vary across space and time. Additionally, the evolution of the effects exhibits spatial heterogeneity. The 30 provinces in this study are categorized into five types, and targeted implementation strategies for transportation infrastructure are formulated.

МЕТОДИКА ОЦЕНКИ УРОВНЯ РАЗВИТИЯ ТРАНСПОРТНОЙ ИНФРАСТРУКТУРЫ РЕГИОНА

The methodology has been developed that allows assessing the level of the transport infrastructure of the region and predicting the needs of the territory in the development of transport. Based on the linear convolution method, the comprehensive evaluation indicator has been developed, which includes characteristics of the volume and quality of the track infrastructure of land transport modes, as well as the terminal system. The approach to determining the weighting coefficients of the integrated assessment system parameters is proposed, which makes it possible to establish the closest correlation between the transport infrastructure assessment indicator and the volume of traffic in the region. A comparative analysis of the developed indicator with the Engel and Goltz coefficients is performed according to the criterion of the closeness of relationship between the assessment of transport infrastructure and volume of traffic in the region. The regression model has been formed that makes it possible to predict the impact of transport infrastructure on meeting the current transportation needs of the region. Based on the comparison of the estimates obtained, the study was conducted to determine insufficiency or redundancy of the development of transport infrastructure in certain regions.

Economic Impact of Transport Infrastructure in Ethiopia: The Role of Foreign Direct Investment

This article examines the relevant relationship between transport infrastructure and foreign direct investment (FDI) in explaining economic growth from the road and air transport perspectives in Ethiopia over the period 1981 to 2017. To determine the economic effect of transport infrastructure, first, we assess the co-integration between transport infrastructure and economic growth using the autoregressive distributed lag bound test model. Once co-integration is established, the elasticity of economic growth is estimated using Ordinary Least Square estimation techniques. Second, we perform the hierarchical multiple regression to estimate the mediation impact of FDI in the association between transport infrastructure and economic growth. Initially, we have standardized all variables. Then, we estimate the mediating effect of FDI. To validate the consistency of our method, we check the robustness of our model. The obtained result shows that transport infrastructure has a significant long-term economic effect, and the short-run dynamics show the speed of adjustment is corrected by 81% each year toward the long-run path, and thereby transport infrastructure attracts FDI in Ethiopia. Moreover, FDI plays a significant mediating role, thereby increasing the economic growth performance of the country in Ethiopia. The study extends previous research and increases the validity of the findings by investigating the economic impact of transport infrastructure in the Ethiopian context. Moreover, this study is the first research study that explores the mediating role of FDI in the relationship between transport infrastructure and economic growth in Ethiopia.

The impact of transport infrastructure on firms’ location decision: A meta-analysis based on a systematic literature review

This paper proposes to explore the existing literature on the impact of transportation infrastructure on firms’ location decision. Using three distinct databases (EconLit, International Bibliography of the Social Sciences and Web of Science), the research identifies 338 potential papers, with 52 of them retained for the analysis. The paper presents a complete descriptive analysis of the selected papers, as well as a meta-analysis based on all the reported statistics. From a quantitative perspective, the meta-analysis results suggest a more positive and significant impact of transport infrastructure on finance, insurance, and real estate activities (FIRE). The meta-analysis also highlights the importance of taking into account the spatial and temporal dimensions of location activities when evaluating the impact of transport infrastructure. The omission of one of those dimensions might lead to overestimation of the effect, and therefore bias in the observed results.

The impact of natural resource endowment and transportation infrastructure on China's regional green economic performance in the context of COP26

In the context of the 26th UN Climate Change Conference of the Parties (COP26), this paper proposes at COP26 that to address climate change and promote world economic recovery, it is necessary to maintain a multilateral consensus, focus on pragmatic actions and accelerate green transformation. Therefore, the improvement in green economic performance has become the focus of academic attention, but existing research mainly measures its value, there are few studies carried out in the context of COP26, and this study is a supplement and extension to the existing research field. This paper explores the impact of transportation infrastructure and natural resource endowment on the green economic performance (GEP). The study selects the slacks-based measure (SBM) model to measure China's regional green economic performance from 2007 to 2020, analyze the temporal and spatial differences in the GEP in each region, and then uses the system Gaussian mixture model (GMM) to verify the relationship among the three. The conclusions are as follows: (1) The annual overall average of the national green economic performance was 0.538, the overall level was not high, and there were significant differences between regions, showing a gradually decreasing trend from east to west. (2) Natural resource endowment had a negative impact on the GEP of the whole country and the central and western regions; the eastern region showed significant positive characteristics on the “U”-shaped features of the transportation infrastructure on the GEP across the country and the west. The impact on the green economic performance in the eastern region had an obvious inhibitory effect and negative impact on the GEP in the central region. (3) The first-order coefficients of the intensity of the environmental regulations at the national level and in the three regions were significantly negative and showed U-shaped characteristics; foreign direct investment can improve GEP at the national level and have the same effect in eastern and western China but will not be significant in the central region. Industrial structure's impacts on GEP at the national level and in the three regions were all negative, which hindered the improvement of green economic performance. Urbanization had an obvious inhibitory effect on GEP at the national level and in central and western China, but urbanization promote eastern GEP. The research in this paper has important significance as a reference for improving the performance of China's regional green economic performance and achieving the Sustainable Development and COP26 goals.

Impact of Transport Infrastructure on Gross Regional Products

Purpose: This study examines the impact of transport infrastructure on the Gross Regional Products in Chinese economic regions. Methods: The study analyzes the impact of transport infrastructure on the Gross Regional Products according to the eight economic regions in China by using descriptive statistics and regression analysis methods. Results: The findings are that a) densities of railways and highways have strong impacts on Gross Regional Products per capita according to Chinese economic regions, b) impacts of densities of railways and highways on Gross Regional Products per capita differ among Chinese economic regions and c) construction of new transport infrastructure has a more positive impact on Gross Regional Products per capita compared to regions with already developed transport infrastructure. Implications: Region-specific features ought to be considered in making and implementing the economic development policy according to economic regions.

The Significance of Urban Rail Transit Systems in Mitigating Air Pollution Effects: The Case of China

Air pollution is a global problem and the transportation industry is one of its major causes, yet the impact of transportation infrastructure on air quality is little understood. It is vital to know about evaluating the effects of transportation infrastructure on air quality. The urban road has a role in defining air pollution and automobiles significantly contribute to the air quality in urban areas. The issues are a result of the automobile’s impact on air quality. China put substantial investments in its metropolitan subway networks. The information on air quality on an hourly basis, daily metrological data, and demographic profiles of various cities with significant subways from the year 2013 to the year 2014 used. This study examines the effect of substantial investment on urban air quality. The Discontinuity Based Ordinary Least Squares (DB-OLS) on data for further analysis with results are incorporated in the study. The researchers witnessed a 14% reduction in air pollution during the daytime in those not rushed cities. Researchers discovered that the impacts are less severe in urban areas with a lower population density and a higher income. The results will be less dangerous if more subways affect the air quality.

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.

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.