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structure. Miyagi (
2006
) evaluated economic impact in relation to the accessibility
change using a spatial CGE (SCGE). In his model, economic impact was measured
through reduction of congestion due to the specialized infrastructure investment
(Miyagi
2006
). Haddad and Hewings (
2005
) assessed economic effects of changes
in Brazilian road transportation policy by applying a multiregional CGE model. By
introducing non-constant returns and non-iceberg transportation costs, their model
found asymmetric impacts of transportation investment on a spatial economy in
Brazil.
CGEurope
is another SCGE model developed by Br¨cker (
1998
). The
model is primarily used for spatial analysis on the distribution of welfare effects
linked to changes in accessibility within and between regions (Br¨cker et al.
2001
).
Pingo
is a static CGE model used to forecast regional and interregional freight
transportation (Ivanova
2004
). The model contains 19 regions with 10 economic
sectors. The
MONASH
model is a widely used multiregional and multi-sectoral
dynamic CGE model (Dixon and Rimmer
2000
). It allows for different choices in
the level of sectoral and regional disaggregation. Transportation sectors in this
model are treated as marginal sectors where the costs are imposed on the purchase
price of goods and tradables.
Unlike the multiregional CGE model,
IFPRI
(International Food Policy
Research Institute) is single regional CGE model which treats transportation cost
as a type of transaction costs in trade (L¨fgren et al.
2002
). The model allows for
assessing impacts through transaction cost variation. Transportation costs are
treated as a part of trade in this type of CGE model. Some model transportation
costs without an explicit representation of transportation sectors, such as
CGEurope
. In other models such as
Pingo
,
MONASH
and
IFPRI
, transportation
costs are explicitly included in the price of final goods and services. None of these
CGE models consider the issues of spatial dependence, despite most of them doing
analysis in a regional context.
10.2.4 Unimodal vs. Multimodal
Another common feature of infrastructure impact studies is that many of them
investigate transportation from a unimodal perspective. Some focus on public
capital or transportation infrastructure in general (Duffy-Deno and Eberts
1991
;
Berndt and Hansson
1992
; Kelejian and Robinson
1997
) while others only focus on
a specific mode such as highways, airports or ports (Holtz-Eakin and Schwartz
1995
; Cohen and Morrison Paul
2003
,
2004
; Cohen
2007
; Ozbay et al.
2007
). Very
few studies investigate the issue from a comparative and multimodal perspective
(Adersson et al.
1990
; Blum
1982
; Cantos et al.
2005
). It should be noted that these
multimodal assessments are conducted under partial equilibrium framework, none
of them were conducted from a general equilibrium perspective.
