Research 350 - NZ Transport Agency

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ECONOMIC DEVELOPMENT BENEFITS OF TRANSPORT INVESTMENT It was also suggested that temporary economic benefits could arise from construction induced regional economic activity, but the magnitude of this was seen as related to project funding issues. The paper also considered, and rejected, arguments for increases in longer term regional economic activity being included as a benefit. This was largely due to concerns over double counting and the fact that increased activity in Wellington might displace it elsewhere. AA.2 Comments The paper explores a number of interesting potential additional benefits within the Wellington region; however the case for many of these is unconvincing. For example, it is unclear why abnormal delays would not be captured by traffic data and the materiality of such delays is also questionable (precisely because they are abnormal). The ‘inefficiency’ of the alleged responses to such delays is also questionable from an economic point of view. While not quantified, the suggestion that employment impacts also be considered separately would not appear correct. These should be captured by generated demand. Generated traffic demand aside, the case for additional benefits above and beyond the traditional ones is questionable. 120
APPENDIX B Appendix B: Assessing the impact of investment in transport on regional development. (A. Ockwell, Paper to the 25th Australasian Transport Regional Forum, Canberra, Australia, October 2002) AB.1 Synopsis This paper summarises and reviews the results of a 2002 OECD study: Impact of Transport Infrastructure Investment on Regional Development. The OECD study was aimed at examining the relationship between investment in transport infrastructure and impacts on regional development. Given issues of geographical ambiguity, ‘regions’ were defined as ‘an area requiring specific policy initiatives to meet broader socio-economic objectives of government’. The paper considered the user benefits allowed for in the ‘traditional’ transport SCBA evaluation framework (travel time, vehicle operating costs and safety). In addition it suggested three other categories of benefit to be included as ‘complementary analysis’: • Transport network effects (induced travel, mode shift, reliability, quality of transport service) • Socio-economic spillovers (accessibility, employment, efficiency and output, social inclusion, land use effect) • Environment In addition, a number of ex-post studies of the regional impacts of transport projects were reviewed. These were drawn from countries such as Australia, France, Norway, the UK and the US. The paper concludes that there is a lack of information available from the case studies to form a clear quantitative basis for claims regarding the regional economies and regeneration. It also finds that investment in transport infrastructure alone is unlikely to generate the social benefits expected of such projects. AB.2 Comments Although inconclusive, the findings are similar to those of other researchers. The ‘complementary analysis’ categories form a useful framework for consideration of possible benefits omitted from traditional SCBA. However, some caution should be exercised regarding the possibility for overlap and double counting. E.g. increased accessibility is cited as having the advantage of access to a broader labour market, but this may already be captured in induced demand impacts. 121
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Research 350 - NZ Transport Agency

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