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Artículos de revistas sobre el tema "Infrastructure (economics)"

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Autor: Grafiati

Publicado: 4 de junio de 2021

Última modificación: 6 de septiembre de 2023

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1

Luu, Hiep Ngoc, Ngoc Minh Nguyen, Hai Hong Ho y Dao Ngoc Tien. "Infrastructure and economic development in developing economies". International Journal of Social Economics 46, n.º 4 (8 de abril de 2019): 581–94. http://dx.doi.org/10.1108/ijse-05-2018-0252.

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Purpose The purpose of this paper is to empirically investigate the impact of infrastructure on economic development in developing economies. Design/methodology/approach A panel data analysis approach is utilised to evaluate the influence of various types of infrastructure on economic development in Vietnam over the period 2003–2013. Specifically, this study uses spatial night-light data taken from NASA’s satellite as an alternative proxy for economic development. Findings The analyses indicate that infrastructure enhancement consistently exerts a positive effect on the economy. Upon further investigations of the channels through which infrastructure could affect economic development, the empirical results reveal, in addition, that the developmental impact of infrastructure tends to be stronger if more rigorous government supervision and oversight of the construction and delivery of infrastructure projects are in place to ensure the efficiency and effectiveness of the private sector’s investment in infrastructure facilities. Finally, the interaction of infrastructure with human capital appears to exert an especially important influence upon economic development. Originality/value This study contributes to the debate over whether infrastructure has a real developmental effect in developing countries. Some important policy implications are then drawn from the empirical analysis. As a result, this paper will be of value to other researchers, economists, business leaders and policy-makers attempting to understand the economic benefit of infrastructure development.

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2

Greenstein, Shane. "The Basic Economics of Internet Infrastructure". Journal of Economic Perspectives 34, n.º 2 (1 de mayo de 2020): 192–214. http://dx.doi.org/10.1257/jep.34.2.192.

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The internet’s structure and operations remain invisible to most economists. What determines the economic value of internet infrastructure and the incentives to improve it? What are the open research questions for the most salient policy issues? This article reviews the basic economics of internet infrastructure, focusing attention on the economic questions motivated by public aspirations for ubiquitous availability and widespread adoption of internet protocols.

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KAMGAING, Serge, Jean Claude SAHA y Yves André ABESSOLO. "Road infrastructure and intra-community trade in the Central African Economic and Monetary Community". International Journal of Scientific Research and Management 10, n.º 01 (12 de enero de 2022): 2905–13. http://dx.doi.org/10.18535/ijsrm/v10i1.em8.

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We examine the contribution of domestic and interstates road infrastructures to trade flow between member countries of the Central African Economic and Monetary Community (CEMAC). Theories of international economics as well as those of the new economic geography suggest a positive contribution of both road infrastructures to intraregional trade. A gravity model of international trade is estimated to evaluate this theoretical prediction in the CEMAC zone. Results confirm a positive contribution of interstate road infrastructure to intra-Community trade, but show no evidence of a positive contribution of domestic road infrastructure to intra- CEMAC trade.

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Bañares, José Ángel y Jörn Altmann. "Economics behind ICT infrastructure management". Electronic Markets 28, n.º 1 (febrero de 2018): 7–9. http://dx.doi.org/10.1007/s12525-018-0288-3.

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5

Brown, R. E. y H. L. Willis. "The economics of aging infrastructure". IEEE Power and Energy Magazine 4, n.º 3 (mayo de 2006): 36–43. http://dx.doi.org/10.1109/mpae.2006.1632452.

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6

AJIDE, FOLORUNSHO M. "INFRASTRUCTURE AND ENTREPRENEURSHIP: EVIDENCE FROM AFRICA". Journal of Developmental Entrepreneurship 25, n.º 03 (septiembre de 2020): 2050015. http://dx.doi.org/10.1142/s1084946720500156.

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Closing the infrastructural gaps and fostering the entrepreneurial processes are considered the key to reduce African unemployment and boost productivity to achieve inclusive development. Therefore, investment in infrastructure is crucial for creating a conducive entrepreneurial environment. In this paper, we provide a contribution for this purpose, by evaluating the impact of infrastructure on entrepreneurship in a panel of twenty African countries for a period of 2006–2018. Consistent with previous studies, we find that infrastructures play a significant role in improving entrepreneurial development. In specific, we show that transport, electricity, water and sanitation facilities, ICT and broadband infrastructures have a positive and significant effect on entrepreneurial startups in Africa. Our reports show clearly there is a positive association between infrastructures and entrepreneurial startups at a one percent significance level. These findings are robust to alternative estimation. It points out that physical infrastructure is more relevant in the case of less developed countries in promoting entrepreneurial development.

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7

Goffe, William L. y Robert P. Parks. "The Future Information Infrastructure in Economics". Journal of Economic Perspectives 11, n.º 3 (1 de agosto de 1997): 75–94. http://dx.doi.org/10.1257/jep.11.3.75.

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This paper is a first look at how the information infrastructure for economists will change with the arrival of the Internet. While paper has long been used for the flow of information in the profession, computer networks are starting to supplement it and, in the not-to-distant future, will replace paper. The authors examine the myriad ways in which a networked world will benefit the profession. The most exciting is the easy access to the material that lies at the heart of their profession: journals, working papers, data, and teaching.

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8

Trubitsina, T. I. "Infrastructure as a Category of Economics". Izvestiya of Saratov University. Economics. Management. Law 12, n.º 2 (2012): 3–7. http://dx.doi.org/10.18500/1994-2540-2012-12-2-3-7.

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The article deals with theoretical aspects of the research infrastructure as an economic category and it shows the contents of this category, the possible ways of development of infrastructure as a phenomenon of the real economy. Forms of interaction are presented in the regional infrastructure management, including innovative and inertial form.

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9

Wong, Mei Chi y Tsz Leung Yip. "Influence of transportation infrastructure on the relationship between institutions and economic performance". Maritime Business Review 4, n.º 4 (18 de noviembre de 2019): 395–412. http://dx.doi.org/10.1108/mabr-09-2019-0038.

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Purpose This study aims to analyse the observation that the economics of many countries have boomed after the input of substantial investments into physical and social infrastructures. Design/methodology/approach A structural equation model is formulated to examine the effect of transportation infrastructure on the relationship between institutions and gross domestic product per capita (GDPPC). This study further differentiates between developed and developing economies. Findings The study identifies the different roles of transportation infrastructure in mediating the relationship between institutions and average income in these two types of economy. Institutions and transportation infrastructure positively influence GDPPC, whereas institutions positively influence transportation infrastructure. In addition, the results found indirect influence of institutions on GDPPC via transportation infrastructure. Originality/value This study provides new insights into international business studies based on institutional theory and factor-mobility theory.

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10

Meidayati, Anis Wahyu. "Impact of Telecommunication Infrastructure, Market Size, Trade Openness and Labor Force on Foreign Direct Investment in ASEAN". Journal of Developing Economies 2, n.º 2 (20 de diciembre de 2017): 17. http://dx.doi.org/10.20473/jde.v2i2.6677.

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AbstractForeign Direct Investment (FDI) in recent years has created a positive impact for ASEAN countries. FDI give spillover effects that directly contribute capital improvements, technological developments, and global market access, also skills and managerial transfers. In order to attract FDI inflow into country, ASEAN member countries need to know what factors which attract investment related to the needs of infrastructure types and other factors. The purpose of this study is examine the determinant of FDI in ASEAN countries. This research method used is panel data regression period 2005-2015 from 10 countries in ASEAN. The results showed simultaneously and partially telecommunication infrastructure, market size, trade openness, and labor force variable have significant relationship with FDI inflows in ASEAN countries.Keywords: panel data regression, telecommunication infrastructure, market size, trade openness, labor force, FDI.ReferencesAppleyard, DR. Field, JF. and Cobb, SL. 2008. International Economics. New York: McGraw-Hill.Azam, Muhammad. 2010. “Economic Determinants of Foreign Direct Investment in Armenia, Kyrgyz Republic and Turkmenistan: Theory and Evidence”, Eurasian Journal of Business and Economics. 3 (6), 27-40.Botric, Valerija. 2006. “Main Determinants of Foreign Direct Investment in the Southeast European Countries”, Transition Studies Review. Vol. 13(2): 359–377.Calderon, C., and Serven, L., 2010. “Infrastructure and Economic Development in Sub-Saharan Africa”, Journal of African Economies. Vol.19(4): 13-87.Carbaugh, Robert J. 2008. International Economics. Edisi Kedelapan. South Western: Thomson Learning.Chakrabarti, A. 2001. “The Determinant of Foreign Direct Investment: Sensivity Analysses of Cross-Country Regression”, International Symposium on Sustainable Development. Vol 54 (1):89-114.Demirhan, E., & Masca, M. 2008. Determinants of Foreign Direct Investment Flows. Prague Economic Papers.Dutt, Pushan, et all. 2007. “International trade and unemployment: Theory and cross-national evidence”, Journal of International Economics. Volume 78(1): 32-44.Gharaibeh, A. M. 2015. “The Determinants of Foreign Direct Investment-Empirical Evidence from Bahrain”, International Journal of Business and Social Science. Vol. 6(8): 94-106.Grigg, N. 2000. Infrastructure System Management & Optimazation. Working Paper of Internasional Civil Engineering Departement Diponegoro University.Hirsch, Caitlin E. 1976. Macroeconomics, Politics and Policy: The Determinants of Capital Flows to Latin America. Texas Tech University.Hymer, Stephen Herbert. 1976. The International Operations of National Firms: A Study of Direct Foreign Investment (MIT Press, Cambridge, MA), MIT Department of Economics PhD thesis originally presented 1960.Kaliappan, Shivee Ranjanee et all. 2013. “Foreign Direct Investments (FDI) and Economic Growth: Empirical Evidence from Southern Africa Customs Union (SACU) Countries”, International Journal of Economics and Management. Vol 7(1): 136 – 149.Kurniati, Y., A. et al. 2007. Determinan FDI (Faktor-faktor yang Menentukan Investasi Asing Langsung). Jakarta: Bank Indonesia.Mughal, M.M., & Akram, M. 2011. “Does Market Size Affect FDI? The Case of Pakistan”, Interdisciplinary Journal of Contemporary Research in Business. Vol. 2(9): 237-247.Nasir, S. 2016. “FDI in India’s Retail Sector: Opportunities and Challenges”, Middle-East Journal of Scientific Research. Vol: 23(3): 155-125.Novianti, Tanti et all. 2014. “The Infrastructure’s Influence on the Asean Countries’ Economic Growth”, Journal of Economics and Development Studies. Vol. 2(4):243-254.Rehman, C. A., Ilyas, M., Alam, H. M., & Akram. M., (2011). “The impact of Infrastructure on Foreign Direct Investment: The case of Pakistan”, International Journal of Business and Management. Vol.6(5): 184-197.Salvatore, D. 2007. International Economics. United States: John Wiley & Sons, Inc.Sarna, Ritash. 2005. The impact of core labour standards on Foreign Direct Investment in East Asia. Working Paper of the Japan Institute No. 1789.Shah, Mumtaz Hussain. 2014. The Significance of Infrastructure for Fdi Inflow in Developing Countries. Journal of Life Economics. Vol. 3(5):1-16.Shah, Mumtaz Hussain., and Khan, Yahya. 2016. Trade Liberalisation and FDI Inflow in Emerging Economies. Business & Economic Review. Vol 2(1): 35-52.Todaro, Michael P. and Smith, Stephen C. 2011. Economic Development. Ninth Edition. United States: Addison Wesley.Umoru, D. & Yaqub, J.O. 2013. “Labour productivity and Human capital in Nigeria: The empirical evidence”, International Journal of Humanities and Social Sciences. Vol. 3(4). 199-221.Vernon, R. (1966). “The product cycle hypothesis in a new international environment”, Oxford bulletin of economics and statistics. Vol 41(4), 255-267.World Bank. 2015. World Development Indicator 2015.Zeb, Nayyra et all. 2015. “Telecommunication Infrastructure and Foreign Direct Investment in Pakistan: An Empirical Study”, Global Journal of Management and Business Research. Vol. 14(4): 117-128.

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11

Hashimzade, Nigar y Gareth D. Myles. "GROWTH AND PUBLIC INFRASTRUCTURE". Macroeconomic Dynamics 14, S2 (noviembre de 2010): 258–74. http://dx.doi.org/10.1017/s1365100510000374.

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The paper analyzes a multicountry extension of the Barro model of productive public expenditure. In the presence of positive infrastructural externalities between countries, the provision of infrastructure will be inefficiently low if countries do not coordinate. This provides a role for a supranational body, such as the European Union, to coordinate the policies of the individual governments. It is shown how intervention by a supranational body can raise welfare by internalizing the infrastructural externality. Infrastructural externalities increase the importance of tax policy in the growth process and distribute the benefits of taxation across countries.

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12

Assavavipapan, Krirkchai y Sathaporn Opasanon. "Thailand transportation infrastructure performance and the economics". Asia Pacific Journal of Marketing and Logistics 28, n.º 5 (14 de noviembre de 2016): 923–38. http://dx.doi.org/10.1108/apjml-09-2015-0145.

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Purpose The purpose of this paper is to study the performance of transportation infrastructure of Thailand. A set of performance indicators of Thailand’s transportation infrastructure is proposed and gathered. The relationship between existing transportation infrastructure performance and Thailand’s economy is investigated. Design/methodology/approach The framework for determining Transportation Infrastructure Performance Index (TPI), proposed by the US Chamber of Commerce, is adapted for assessing the efficiency of Thailand’s transportation infrastructure. The analytical hierarchy process is employed in the process of constructing Thailand TPI. The relationship between TPI and Thailand’s economic growth is examined using multiple regression analysis. Findings The performance of Thailand’s transportation infrastructure had been continuously increased from 19.69 in 2005 to 61.52 in 2010. Great emphasis on improvement of the transportation infrastructure system should be placed as an increase in one unit of TPI results in the improvement by Baht449.420 of Thailand’s GDP per capita. Research limitations/implications The most critical issue arisen in the data collection process is the unavailability of data for some indicators in the TPI framework. Consequently, some indicators that contain insufficient data were excluded. Practical implications The proposed set of indicators is practical and instrumental in assessing the transportation infrastructure performance of Thailand, and investigating its relationship with the economy. Originality/value This research proposes a framework for quantifying the performance of transportation infrastructure, and develops the first national composite index to account for the overall performance.

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13

Harnani, Sri. "Carbon Dioxide and Agricultural Economics in the Sphere of Sustainable Economic Development". Tamansiswa Accounting Journal International 3, n.º 1 (21 de octubre de 2021): 4–11. http://dx.doi.org/10.54204/taji/vol312021002.

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This study uses annual time series data with a time period of 1985 to 2020. The data consists of various sources. The data is secondary data collected from the Global Footprint Network, Penn World, and World Bank. This research utilized the following two time-series models for the period from 1985 to 2020 for the following variables. The dependent variable in this study is the ecological footprint and CO2 as an indicator of environmental damage. The independent variables in this study are the human capital index (HC), economic growth (EG), infrastructure (Gx), and natural resource depletion (NR) as indicators of economic activity and environmental changes as a result of economic activity. We found that Indonesia is a country with a large enough open green space, especially on islands outside Java, so it is very important to preserve Indonesia's nature as a supplier of world oxygen. On the other hand, infrastructure development is quite massive in 2019-2021 in Indonesia to encourage economic growth. Therefore, this study examines how Natural Resources Depletion (NR), human capital (HC), Economic Growth (EG), and Infrastructure Investment (GX) affect environmental degradation from the perspective of two important indicators, namely, Ecological footprint (EF) and CO2 from 1985 to 2020. The results of the analysis using the ARDL approach show that in the long term human capital and natural resources have a negative relationship with CO2, while Economic Growth and infrastructure development have a positive relationship with CO2. Based on the ARDL results, it can be concluded that the role of human capital is very important in preserving nature and infrastructure development needs to be carried out while preserving nature or trying to minimize environmental damage

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14

Bhusal, Bidhya, Dhundi Raj Dahal y Kheta Raj Dahal. "Problems in Road Construction at Local Level". Nepal Journal of Multidisciplinary Research 6, n.º 1 (24 de abril de 2023): 147–57. http://dx.doi.org/10.3126/njmr.v6i1.54360.

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Any nation's infrastructure development encompasses social infrastructure as well as economic infrastructure, or the growth of diverse sectors. Simultaneously created social infrastructure can lead the economic infrastructure in total development at the appropriate level. The capabilities and technical advancement of social infrastructures like retail centers, restaurants, medical facility zones, and schools are well defined, as are the evolving requirements of economic infrastructures like roads, sewage, electricity, open spaces, and gardens. To maintain effective social infrastructure, it is necessary to develop sectors such as education, health, social security, water supply, housing, and sanitation. The study would like to suggest that adequate budget allocation should be conducted during planning process; proper road design, implementation and effective procurement system should be carried out, and management of enough construction materials, suitable equipment, and coordination with local people should be performed. Furthermore, provision of drain while constructing rural road must be included during preparation of DPR along with the watershed management is necessary and establishment of laboratory for material test is necessary in Municipality to assure quality construction along with provision of training for the user committee to provide technical knowledge is necessary.

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15

Link, Heike y Jan-Eric Nilsson. "Infrastructure". Research in Transportation Economics 14 (enero de 2005): 49–83. http://dx.doi.org/10.1016/s0739-8859(05)14003-7.

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16

Bocharova, Yu H., O. B. Chernega, T. V. Kozhukhova y O. V. Ishchenko. "STRATEGIC MODEL OF TRANSFORMATION OF INNOVATIVE INFRASTRUCTURE OF THE DONETSK ECONOMIC REGION IN THE RUNNING REINTEGRATION PERIODS". TRADE AND MARKET OF UKRAINE, n.º 2 (50) 2021 (2021): 7–17. http://dx.doi.org/10.33274/2079-4762-2021-50-2-7-17.

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Objective. The objective of the present article is to analyze the current, pre-reintegration models of transformations of innovation infrastructure in the region, to determine a promising strategic model of transformation of innovation infrastructure of Donetsk economic region in the reintegration period according to the tried and tested author’s approach to understanding. Methods. The following general scientific methods and techniques of cognition were used in the research process: theoretical generalization and comparison, analysis and synthesis, induction and deduction, grouping. Results. According to the results of the study it is substantiated that the development of innovation infrastructures is a process of permanent successive multidimensional (spatial, temporal, material and structural) transformations of innovation infrastructures, resulting in static and dynamic effects, quantitative and qualitative changes in innovation infrastructures and / or national economies. It is established that the most effective model of innovation infrastructure development is the model of managed development, which provides for the definition and justification of the most promising strategic model for the transformation of innovation infrastructure. The strategic model of innovation infrastructure transformation is proposed to be understood as a long-term plan of transformations, changes in all dimensions of innovation infrastructure, aimed at improving the efficiency of its functioning, increasing the level of innovation of the country and its national economy.Based on the study of regulatory and legal support for the development of innovation and innovation infrastructure of Ukraine and Donetsk economic region, it is established that both current and pre-reintegration model of transformation of innovation infrastructure of Donetsk economic region and Ukraine as a whole are fragmentary and unsystematic. countries. It is substantiated that the perspective strategic model of transformation of innovation infrastructure of Donetsk economic region in reintegration period should be based on Quadruple Helix Model, be directed on: deployment, reconfiguration (the main priority should be development of providing functional component of innovation infrastructure Priority should be given to the development of spin-off companies, spin-out companies, living laboratories, centers of excellence, coworking centers, competence centers, including digital competences, technopolises and other innovation ecosystems) and improving the efficiency and development of existing structural elements of innovation infrastructure of Donetsk economic region. The practical significance of the obtained results lies in the possibility of their use in the development strategy and increase the competitiveness of the Donetsk economic region.

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17

Dolphin, G. "Book Review: The Economics of Infrastructure Provisioning". Competition and Regulation in Network Industries 16, n.º 4 (diciembre de 2015): 404–8. http://dx.doi.org/10.1177/178359171501600405.

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18

Lecocq, Franck y Zmarak Shalizi. "The economics of targeted mitigation in infrastructure". Climate Policy 14, n.º 2 (20 de diciembre de 2013): 187–208. http://dx.doi.org/10.1080/14693062.2014.861657.

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19

Lin, Justin Yifu y Yan Wang. "New Structural Economics and Resource Financed Infrastructure". Pacific Economic Review 21, n.º 1 (febrero de 2016): 102–17. http://dx.doi.org/10.1111/1468-0106.12154.

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20

Chotia, Varun y Nvm Rao. "Examining the interlinkages between regional infrastructure disparities, economic growth, and poverty: A case of Indian states". Ekonomski anali 60, n.º 205 (2015): 53–71. http://dx.doi.org/10.2298/eka1505053c.

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This paper investigates the interlinkages between regional infrastructure disparities, economic growth, and poverty in the 21 major Indian States. An overall comprehensive index of infrastructure, the Composite Infrastructure Index (CII), is calculated for each Indian state using the Principal Component Analysis technique. In order to analyse the regional disparities between states in terms of infrastructure, they are ranked based on the calculated CII. We extend our analysis by evaluating the inter-relationship between the Composite Infrastructure Index, Per Capita Net State Domestic Product (PCNSDP), and poverty. The empirical analysis also proves that composite infrastructural growth and economic growth go hand in hand.

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Rindzevičiūtė, Eglė. "Systems Analysis as Infrastructural Knowledge". History of Political Economy 51, S1 (1 de diciembre de 2019): 204–27. http://dx.doi.org/10.1215/00182702-7903300.

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This article explores the political effects of the development of systems analysis as a form of “infrastructural knowledge”—that is, as a form of knowledge concerned with infrastructure, and an infrastructure of knowledge—that contributed to internal dissensus among scientific experts in the Soviet Union. Systems expertise is largely missing from existing work on the history of Soviet infrastructure. The article analyzes the development of governmental, managerial, and industrial applications of systems analysis in the Soviet context, as well as the transfer of Soviet systems expertise to developing countries. It argues that systems analysis constitutes a form of infrastructural knowledge that enabled Soviet scientists to criticize governmental policies, particularly largescale, top-down infrastructure projects. This critique is interpreted as an expression of a new normativity about what constitutes good governance; it became particularly salient when Soviet scientists were facing infrastructural projects in the global South. Systems analysis, in this way, constituted an important intellectual resource for endogenous liberalization of the authoritarian regime.

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Ehizuelen, Michael Mitchell Omoruyi. "China's Infrastructure Financing and the Role of Infrastructure in Awakening African Economies". Journal of Comparative Asian Development 18, n.º 2 (julio de 2021): 1–25. http://dx.doi.org/10.4018/jcad.20210701.oa2.

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African economies, through Agenda 2063, recognize that developing infrastructure – transport, electricity, energy, water, and e-connectivity – will be critical for the region to assume a lasting place in the global economic system. As a result, this paper addresses the continent’s infrastructure gap and provides an important insight into the rapidly growing presence of China’s official infrastructure financing in Africa as well as the distinctive character of its involvement. In addition, the paper provides an empirical evaluation of the role of infrastructure in awakening African economies. The generalized-method-of-moments (GMM) estimator for dynamic models of panel data developed by Arellano and Bond (1991), and Arellano and Bover (1995) was employed to estimate an infrastructure-increased growth model.

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Czernich, Nina, Oliver Falck, Tobias Kretschmer y Ludger Woessmann. "Broadband Infrastructure and Economic Growth". Economic Journal 121, n.º 552 (1 de mayo de 2011): 505–32. http://dx.doi.org/10.1111/j.1468-0297.2011.02420.x.

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Kondrat’ev, V. "Infrastructure and Economic Growth". World Economy and International Relations, n.º 11 (2011): 18–24. http://dx.doi.org/10.20542/0131-2227-2011-11-18-24.

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Theoretical research and empirical calculations provide a persuasive evidence of close relationship between infrastructure and economic growth. Infrastructure costs can directly or indirectly affect the GDP by stimulating private-sector investment and contributing to growth of employment, productivity and exports. Currently, the most dynamically developing infrastructure is in China. Russia significantly lags behind in this process.

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Moskow, Michael. "Financial Infrastructure in Emerging Economies". Journal of Financial Intermediation 11, n.º 4 (octubre de 2002): 354–61. http://dx.doi.org/10.1006/jfin.2002.0347.

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Goodman, Allen C. y Michael Barker. "Rebuilding America's Infrastructure". Southern Economic Journal 51, n.º 3 (enero de 1985): 952. http://dx.doi.org/10.2307/1057914.

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Byrne, Martin, Helen Sipsas y Tess Thompson. "Financing port infrastructure". International Advances in Economic Research 2, n.º 4 (noviembre de 1996): 471–76. http://dx.doi.org/10.1007/bf02295471.

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Esfahani, Hadi Salehi y Marı́a Teresa Ramı́rez. "Institutions, infrastructure, and economic growth". Journal of Development Economics 70, n.º 2 (abril de 2003): 443–77. http://dx.doi.org/10.1016/s0304-3878(02)00105-0.

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Jones, Russell y John Llewellyn. "Improving Infrastructure". National Institute Economic Review 250 (noviembre de 2019): R61—R68. http://dx.doi.org/10.1177/002795011925000119.

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Executive SummaryInfrastructure investment can substantially increase a nation's capital stock and thereby boost productive, or supply-side, potential. It can also be useful as a tool in macroeconomic stabilisation, while public spending on quality infrastructure projects has been shown to have significantly greater multiplier effects than tax cuts – so the case for an increasing spend is not undermined by a country's overall debt level.These arguments are especially apposite for post-Brexit UK. Britain's investment performance in general has been especially poor since the 2016 EU referendum. Fixed capital formation as a proportion of GDP is low by international standards, while the government's share of fixed capital formation, at 2.5 per cent, is also below average. It would make sense to target an increase in public and private infrastructure spend to 3.5 per cent of GDP which is the OECD's recommended level.While major infrastructure projects continue to generate controversy on grounds of cost overruns and other issues, UK policy-makers have recently taken a more constructive approach to infrastructure development, notably with the creation of an independent National Infrastructure Commission.But the UK's infrastructure remains unsatisfactory, with significant parts of its energy, water, transport and communications networks in need of renewal or replacement, and infrastructure project delivery remains poor. In summary, much of Britain continues to operate well into the 21st century largely with 20th century, sometimes 19th century, infrastructure assets that are creating bottlenecks, crimping productivity, putting off potential foreign investors, undermining the economy's competitiveness, increasing inequality, and leaving the economy ill-equipped to face future challenges such as Brexit and climate change.The government needs to be bolder, setting out a more ambitious set of priorities including energy projects, regional spending, and fostering capital recycling and private sector investment. A still more ambitious, but eminently feasible, proposal would be to establish a National Investment Bank to offer project guarantees, recommend user fees, lend to projects with the proceeds of National Investment Bonds and simplify planning among other tasks. In a serious downturn, with monetary policy exhausted, the NIB could also help to co-ordinate and finance a response.

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Brooks, Leah y Zachary Liscow. "Infrastructure Costs". American Economic Journal: Applied Economics 15, n.º 2 (1 de abril de 2023): 1–30. http://dx.doi.org/10.1257/app.20200398.

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Despite infrastructure's importance to the US economy, evidence on its cost trajectory over time is sparse. We document real spending per new mile over the history of the Interstate Highway System. We find that spending per mile increased more than threefold from the 1960s to the 1980s. This increase persists even conditional on pre-existing observable geographic cost determinants. We then provide suggestive evidence on why. Input prices explain little of the increase. Statistically, changes in income and housing prices explain about half of the increase. We find suggestive evidence that the rise of “citizen voice” in government decision-making increased spending per mile. (JEL D72, H54, N42, N72, R31, R42)

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31

Niroomand, Farhang y Edward Nissan. "Relating economic infrastructure indexes to investor protection for selected emerging economies". Journal of Economics and Finance 36, n.º 1 (11 de agosto de 2011): 249–60. http://dx.doi.org/10.1007/s12197-011-9200-0.

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32

Netirith, Narthsirinth y Mingjun Ji. "Analysis of the Efficiency of Transport Infrastructure Connectivity and Trade". Sustainability 14, n.º 15 (4 de agosto de 2022): 9613. http://dx.doi.org/10.3390/su14159613.

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Analyzing the efficiency of transport infrastructure connectivity and trade in the Regional Comprehensive Economic Partnership (RCEP) is very important for regional integration for international trade in the RCEP. This study aims to significantly measure the efficiency of the connectivity of infrastructure in the RCEP for improving the performance of infrastructure connection and suggest the way to improve the connection of infrastructure. Therefore, the input and output variables of infrastructure connectivity have been inserted to achieve this objective. The inputs are: the number of ports, rail range, and road networks, the number of land borders, the number of maritime borders, number of cross border points, railway linkage with other countries, number of ports connected with railways, and the number of ports connected with road base on the “intermodal and multimodal concept”. On the other hand, the output factors most related to trade and economics are GDP, transport, import, and export volume. The paper applied DEA (Data Envelopment Analysis) model by using DEAP software to analyze the data. The result reveals that the efficiency of infrastructures connectivity and international trade in 10 countries were efficient and 5 countries were inefficient. The research study presents ways of development to improve the connectivity by investing in the basic infrastructures, such as increasing the logistics connection points and driving forward for international trade in the RCEP.

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33

Mlambo, Courage. "China in Africa: An Examination of the Impact of China’s Loans on Growth in Selected African States". Economies 10, n.º 7 (27 de junio de 2022): 154. http://dx.doi.org/10.3390/economies10070154.

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This study sought to test the impact of China’s infrastructure investment on economic growth in selected African states. Many comparative studies have shown the positive role that infrastructural loans plays in supporting economic growth. However, for Africa, the role of China’s infrastructure projects has mixed views with regards to its contribution to growth and development. A survey of the literature showed that the central question about Chinese infrastructural loans is whether the infrastructural projects are beneficial or detrimental to Africa. Currently, there is no settled opinion as to whether (or not) Africa is benefiting from the Chinese economic relations. This study was quantitative, and we used panel data to achieve our objectives. The study employed annual panel data for 15 African countries covering the period of 2000–2017. The Pooled Mean Group, Mean Group, Fully Modified Ordinary Least Squares, and Dynamic Ordinary Least Squares panel techniques were used for estimation purposes. The main conclusion from the quantitative analysis of China’s infrastructural loans in Africa is that China’s efforts in developing infrastructure are translating into economic growth. This study provides evidence that China’s engagement in Africa could be beneficial, given the positive relationship between loans and economic growth.

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34

Djanggo, Romualdus Turu Putra Maro. "SOCIAL OVERHEAD CAPITAL DAN KESEJAHTERAAN MASYARAKAT DI WILAYAH PENGEMBANGAN PROVINSI PAPUA BAGIAN SELATAN". Musamus Journal of Economics Development 1, n.º 1 (11 de marzo de 2019): 1–11. http://dx.doi.org/10.35724/feb.v1i1.1226.

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Social Overhead Capital and Society Prosperity in Development Region of South Part of Papua Province. This Research aim to explain the development of road infrastructure, air and sea transportation infrastructure, economic infrastructure, agriculture infrastructure, education infrastructure, and health infrastructure which have shown the vary pictures to improve society prosperity and economic growth. This research use quantitative approach within descriptive analysis method. The analysed data is the secondary of time series data by the year 2005-2014. The source of seconcary data is the infrastructure development data within their indicators in BPS of four regency of Papua Province. Result of research indicate that road infrastructure, air and sea transportation infrastructure, agriculture infrastructure with irrigation channel indicator, economic infrastructure within traditional market indicator, and education infrastructure have shown positive effect to society prosperity, but do not show the positive effect to economics growth. Health infrastructure have shown the positive effect to society prosperity. Economic growth do not show the positive effect to society prosperity. Keywords: social overhead capital, infrastructure, society prosperity

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35

Frias, Zoraida y Volker Stocker. "The Economics of Shared Infrastructure in 5G Networks". IEEE Technology Policy and Ethics 5, n.º 4 (julio de 2020): 1–5. http://dx.doi.org/10.1109/ntpe.2020.9778168.

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36

Babones, Salvatore. "Austerity Economics and the Threat to Human Infrastructure". Peace Review 25, n.º 4 (octubre de 2013): 576–83. http://dx.doi.org/10.1080/10402659.2013.846661.

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37

Cave, M. "The Economics of the Internet: Infrastructure and Regulation". Oxford Review of Economic Policy 17, n.º 2 (1 de junio de 2001): 188–201. http://dx.doi.org/10.1093/oxrep/17.2.188.

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38

Conrad, Klaus y Helmut Seitz. "The economic benefits of public infrastructure". Applied Economics 26, n.º 4 (abril de 1994): 303–11. http://dx.doi.org/10.1080/00036849400000077.

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39

Ashraf, Nava, Edward L. Glaeser y Giacomo A. M. Ponzetto. "Infrastructure, Incentives, and Institutions". American Economic Review 106, n.º 5 (1 de mayo de 2016): 77–82. http://dx.doi.org/10.1257/aer.p20161095.

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Expensive infrastructure is ineffective if it doesn't travel the last mile. In nineteenth-century New York and modern Africa, disease has spread when urbanites chose not to use newly built sanitation infrastructure to save money. Either subsidies or Pigouvian fines can internalize the externalities that occur when people don't use sanitation infrastructure, but with weak institutions subsidies generate waste and fines lead to extortion. Our model illustrates the complementarity between infrastructure and institutions and shows how institutional weaknesses determine whether fines, subsidies, both or neither are optimal. Contrary to Becker (1968), the optimal fine is often mild to reduce extortion.

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40

Davis, Kevin. "PPPs and Infrastructure Investment". Australian Economic Review 38, n.º 4 (diciembre de 2005): 439–44. http://dx.doi.org/10.1111/j.1467-8462.2005.00387.x.

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41

Winston, Clifford. "Efficient Transportation Infrastructure Policy". Journal of Economic Perspectives 5, n.º 1 (1 de febrero de 1991): 113–27. http://dx.doi.org/10.1257/jep.5.1.113.

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This paper offers a perspective on paying for and investing in the transportation infrastructure. The following example illustrates the need to move away from the current national mind set. Pick any pothole-laden, congested two-lane road in an urban area. Suppose public funds are used to widen the road to four lanes and to repave it. Benefits will immediately flow from this investment in the form of lower travel time and less vehicle damage, but before long, the road will again fill to capacity and deteriorates. This cycle can be broken only if infrastructure is priced and invested in more efficiently. If the pothole-laden road is kept to two lanes when it is repaved but vehicles are required to pay efficient tolls based on congestion and pavement wear, then the road's capacity is far less likely to be exceeded during peak periods and its pavement will remain in good condition. Making efficient use of current transportation capacity will reduce the need for massive public investment in airports and roads and will prevent the recurrence of infrastructure problems.

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42

Subiyanto, Effnu. "Assessing Total Logistics Costs". International Journal of Applied Logistics 10, n.º 2 (julio de 2020): 45–61. http://dx.doi.org/10.4018/ijal.2020070103.

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Logistics infrastructure is widely known as the most significant economics hurdle in Indonesia over recent decades due to the limited logistics infrastructure. This study aims to examine total logistics costs during the execution of several cement projects in Indonesia within the period 2010-2018. The panel data method of eight cement projects in Indonesia has been developed, analysed, and measured. Due to the limited logistics infrastructures, the logistics cost rose to 27.129% of the Gross National Product (GNP) in Indonesia. Further, this paper provides suggestions for Indonesia's government to develop logistics infrastructure.

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43

Zhang, Liying, Chengliang Wu y Yan Hao. "How to Improve the Supply of Quasi-Public Forest Infrastructure When Government Is the Leader: Evidence from Experimental Economics". Forests 14, n.º 2 (31 de enero de 2023): 275. http://dx.doi.org/10.3390/f14020275.

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Forest infrastructure is an important material basis for healthy forests. According to public goods theory, most forest infrastructures are quasi-public goods, with demand exceeding supply, more than one supplier, unclear responsibilities between suppliers, and a resultant free-rider problem. This study explored ways to improve the supply of goods for forest infrastructure when the government—as leader—cooperates with foresters—as followers. Experimental economics were used to explain the factors that influence the behaviour of forest infrastructure quasi-public goods suppliers; to design twelve policy scenarios by communication, information feedback, rewards and punishments, and leadership styles; and to simulate the changes in foresters’ supply behaviour in different scenarios to analyse which policies were conducive to improving the supply of quasi-public forest infrastructures. The results were as follows: communication, rewards and punishments, information feedback, and leadership style reduce foresters’ free-riding behaviour; communication, rewards, and punishment increase supply, and, furthermore, the supply of the scenario with rewards and punishment is 1.792–4.616 times that of the situation without rewards and punishment; without the constraints of rewards and punishment, only feedback information reduces the supply; and the p values of the Mann–Whitney U test for the influence of leadership style on the supply level of forest infrastructure were all greater than 0.05, which indicates that no significant difference exists between leading by words and leading by example in supply improvement. When foresters are able to communicate with each other, reward and punishment exist, and information feedback is provided; hence, the supply of foresters is higher regardless of whether the government leads by words or by example. This study provided policy suggestions on how to improve the supply of quasi-public goods for forestry infrastructure, namely, that the organizer should organize foresters to fully negotiate before raising funds for infrastructure construction; publish, when appropriate, the supply and income of foresters; and formulate appropriate reward and punishment measures.

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44

Miłek, Dorota. "Disparities in the level of regional technical infrastructure development in Poland: multicriteria analysis". Equilibrium 17, n.º 4 (30 de diciembre de 2022): 1087–113. http://dx.doi.org/10.24136/eq.2022.036.

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Research background: The development policy currently promoted by the European Union is focused on the use of the territory?s internal resources. Among the factors affecting regional development, by building its potential, infrastructure, being a basic necessity for developing activity in a given area, is of significant importance. Hence, investment in infrastructure is critical to stimulating economic dynamism, as it is the basis for supporting a variety of measures aimed at economic growth. Purpose of the article: This paper aims to evaluate the level of development of technical infrastructure and changes taking place in this field in Polish voivodeships in 2008 and 2020. Methods: The study was carried out using the Hellwig development pattern method and a comparative analysis of the technical infrastructure of Polish regions. The above approach makes it possible to measure the diversity of the state and availability of infrastructure for the communities of the regions. Findings & value added: While implementing the study aim, particular attention was paid to the spatial differences in the level of development of the technical infrastructure of Polish voivodeships. The analysis enabled to distinguish groups of voivodeships with the highest, high, low, and very low level of technical infrastructure development. From a long-term perspective, the conducted research can be seen as a contribution to existing research and serve to further compare the impact of technical infrastructure on the economic development of countries. The strength of the study is the adequately long time span of the analysis (2008 ? the period of the financial crisis and 2020 ? the COVID 2019 pandemic), which provides a basis for the formation of the infrastructure in question. The added value of the article is also a regional perspective on the level of development of technical infrastructure using multidimensional methods of statistical analysis. The results of the study can be used to make decisions at the national level regarding the retrofitting of infrastructure in regions with a low level of infrastructure development. For the European Union's decision-makers they can be a source of knowledge of where to direct EU funds the purpose of which is the infrastructural development of regions.

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Thiombiano, Dramane y Ahmet Yiğitalp TULGA. "A Sentiment Based Text Analysis of the Perception of Chinese Infrastructure Development in Africa: Cases from Nigeria and Ethiopia". International Journal of Social Science Studies 10, n.º 1 (5 de noviembre de 2021): 11. http://dx.doi.org/10.11114/ijsss.v10i1.5359.

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This paper investigates the perceptions of Africans on Chinese infrastructure development in Nigeria and Ethiopia. Using a sentiment-based text analysis methodology, this paper attempts to understand the perceptions and sentiments of Nigerians and Ethiopians on Chinese infrastructure projects. For this purpose, we choose Nigeria and Ethiopia as important destinations of Chinese investment in Africa. Africa is not only rich in natural resources; it also possesses a young population that makes the bulk of the working force. Despite its rapid GDP growth and growing urbanization, the continent is still entangled in the midst of underdevelopment, poverty and an acute lack of infrastructure to stimulate and sustain this economic development. China’s investment in the continent is trying to tackle this infrastructure bottleneck by investing in the building of infrastructures such as roads, railways, ports and highways. The results show some overall positive popular sentiments towards Chinese infrastructure projects from both countries. To conclude, we argue for a need of more scrutiny from the parts of the leadership in Africa given the potential issues related to Chinese infrastructure projects in Africa.

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46

Yakovleva, Elena y Alexander Miller. "Technological sustainability of industrial enterprises in intellectual infrastructure theory framework". E3S Web of Conferences 258 (2021): 06012. http://dx.doi.org/10.1051/e3sconf/202125806012.

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The paper presents research findings in the field of the intellectual infrastructure theory for technological development of industrial enterprises. The main scientific result is the development of the content and structure on the concept of intellectual infrastructure for technological development in the system of global innovation and scientific and technological management at the enterprises of the national industry in order to accelerate the transition to intellectual production technologies. A structure and production approach acts as the main theoretical and methodological tools of the forming concept on intellectual infrastructure of technological development. The original features of this approach relate to some aspects. The first one is target orientation to resource requirements of technological development at industrial enterprises, namely, effective intellectual and infrastructural support of all development stages. The stages are aimed at achieving the required level of industrialization. The next is universality in relation to industrial enterprises of different economic sectors. Another aspect is predetermination by the conditions of modern technological evolution. The criterion for effectiveness of the intellectual infrastructure in technological development in the form of technological stability of industrial enterprises is developed and proved. This criterion is considered as a conceptual element in the theory of intellectual infrastructure of technological development and supplementation for the infrastructure based on interdisciplinary links between management (personnel management) and economics, organization and management of enterprises, industries, and complexes of industry. Intellectual infrastructure of technological development provide conditions for the development of sustainable economic links between participants in the process of production.

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47

Chin, Martin S. y Yuan K. Chou. "Modelling Social Infrastructure and Economic Growth". Australian Economic Papers 43, n.º 2 (junio de 2004): 136–57. http://dx.doi.org/10.1111/j.1467-8454.2004.00221.x.

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48

Xu, Bin. "Assessing the Impact of Transportation Infrastructure on Rural Residents' Income: Using the Quantile Regression Approach". Journal of Reviews on Global Economics 11 (23 de agosto de 2022): 7–21. http://dx.doi.org/10.6000/1929-7092.2022.11.02.

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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.

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49

Crain, W. Mark y Lisa K. Oakley. "The Politics of Infrastructure". Journal of Law and Economics 38, n.º 1 (abril de 1995): 1–17. http://dx.doi.org/10.1086/467323.

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50

Varnavskii, V. "World Crisis and Market of Infrastructural Projects". World Economy and International Relations, n.º 1 (2010): 38–46. http://dx.doi.org/10.20542/0131-2227-2010-1-38-46.

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World financial and economic crisis had a serious impact on the production infrastructure functioning owing to the insufficient suitability of its branches to the market. The author considers details and main trends of infrastructure projects development in a down economy. Investment projects in production infrastructure, implemented as per public-private partnership flowchart, are most vulnerable during a crisis, which is determined by a complicated nature of this economic phenomenon and high risks. Pursuing such fiscal policy, the government suppresses reproduction processes in the infrastructural complex rather than increases them as it is practiced in most countries of the world.

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