2010年上半年固定资产投资和工业投资情况发布

<正>据工信部和国家统计局,2010年上半年,全社会固定资产投资114187亿元,同比增长25%。其中城镇固定资产投资98047亿元,增长25.5%,比上年同期回落8.1个百分点,比一季度回落0.9个百分点。城镇固定资产投资中,第一产业投资1682亿元,同比增长17.8%;第二产业投资41518亿元,增长22.3%;第三产业投资54847亿元,增长28.4%。6月份,完成城镇固定资产投资同比增长24.6%,比上月回落0.8个百分点。工业投资增长保持平稳。上半年,完成工业投资40517亿元,同比增长22%(6月份增长21.3%),比上年同期回落6.7个百分点,比一季度回落0.7个百分点;     

西班牙铁路政策及其投资模式

结合西班牙铁路政策的变迁，分析西班牙铁路的经营及其财务状况，在较低成本回收率的线路接受了大量的公益性运输的补贴，尤其是市郊运输和地区运输。从西班牙铁路基础设施的投资来看，西班牙政府相继推出了“2000-2007年基础设施规划”、“2005-2020年运输基础设施发展战略规划”等，出于政治需要，加大铁路基础设施投资的力度，2003年铁路法还对铁路融资做出有关规定，为国民经济的发展提供了强大的驱动力。     

金融发展对交通基础设施投资效率影响的实证分析

交通基础设施投资效率对于交通基础设施发展的重要性越来越明显,金融发展对交通基础设施投资效率具有重要的影响。为了提高我国交通基础设施的投资效率,构建计量模型实证分析金融发展对交通基础设施投资效率的影响。通过计量方法的检验,选择随机效应模型估计方法对模型进行估计。结果表明,2006—2016年间我国金融深度水平每上升1个单位,交通基础设施投资效率提高0.024?8个单位;金融相关比率每上升1个单位,交通基础设施投资效率提高0.037?4个单位。计算结果显示,促进金融发展对交通基础设施投资效率提高具有极大作用。     

促进东亚地区基础设施私人投资的政策框架

促进东亚地区基础设施私人投资的政策框架哈林德·考利（Ｈａｒｉｎｄｅｒ·Ｋｏｈｌｉ）东亚地区的发展中国家都面临着一个共同的挑战，即迫切需要对其薄弱的基础设施进行大规模投资，以确保国民经济能够持续发展。这一迫切需求首先表现为该地区对基础设施的投资需求额巨...     

高可配置铁路固定资产投资统计分析系统的设计与开发

为进一步适应铁路基本建设投资的需要,加强固定资产投资管理,为推动《铁路固定资产投资统计规则》的实施,迫切需要开发一套全新的铁路固定资产投资统计分析系统。在对铁路固定资产投资统计进行详细需求调研的基础上,提出高可配置铁路固定资产投资统计分析系统总体结构和设计方案,以解决铁路固定资产投资问题,从而适应铁路固定资产投资建设的不断发展变化。     

国务院关于调整和完善固定资产投资项目资本金制度的通知

<正>国发〔2015〕51号2015年9月9日各省、自治区、直辖市人民政府,国务院各部委、各直属机构:为进一步解决当前重大民生和公共领域投资项目融资难、融资贵问题,增加公共产品和公共服务供给,补短板、增后劲,扩大有效投资需求,促进投资结构调整,保持经济平稳健康发展,国务院决定对固定资产投资项目资本金制度进行调整和完善。现就有关事项通知如下:一、各行业固定资产投资项目的最低资本金比例按以下规定执行。城市和交通基础设施项目:城市轨道交通项     

一季度物流运行数字解读

据本刊记者从中国物流信息中心了解的情况看,今年一季度,随着国民经济的快速发展,社会物流需求显著增加。信息中心测算的数字还显示,社会物流总成本占GDP的比例有所上升,物流业增加值稳步上升,物流用固定资产投资快速增长,但增速仍落后于需求。     

港口企业基本建设投资和融资政策的研究

长期以来,我国靠港口企业自身融资投资建设码头,使港口企业长期背上沉重包袱。本文回顾我国港口建设发展历史,分析和研究我国港口基础设施投资融资问题,为保证港口建设适应国民经济发展的需要,保证港口建设资金需求,进而提出港口建设投资融资国家应给予政策保障。     

1～5月全社会固定资产投资概况

<正>1～5月,我国全社会固定资产投资(不含农户)完成90255亿元,同比增长25.8%。第一、二、三产业分别完成投资1904亿元、39513亿元、48838亿元,同比分别增长15.6%、26.3%     

广东省基础设施行业市场投资研究

广东省是我国第一经济大省、第一贸易大省、第四大固定资产投资市场,并保持着良好的增长态势.近年来,国家及广东省出台的有关发展规划为广东省经贸发展提供了新的机遇.在国家和广东省政府的规划引导和支持下,凭借良好的发展基础,未来广东省基础设施行业市场仍然存在良好的市场发展机会.     

Inter-regional air transport accessibility and macro-economic performance in Japan

Although there have been various studies on macro-economic effect of public investment, not much attention has been paid to the impact of actual accessibility realized by transport industry and infrastructure. In this paper, we performed a cross-sectional analysis of 47 prefectures in Japan between 1995 and 2000 by Cobb–Douglas production function and growth regression approach. The results explain why deregulation and infrastructure development in air transport during 1990s manifest mixed results of inter-regional accessibility and per-capita GDP growth for core and peripheral areas in Japan.     

Spatio-temporal evolution of cities and regional economic development in Nepal: Does transport infrastructure matter?

The literature on the New Economic Geography (NEG) suggests that transport cost is a major driving factor for the emergence of core–periphery patterns within a country. However, very few studies have tested this theoretical explanation in the context of transport infrastructure networks in developing countries. This paper takes a closer look at Nepal and tests four expectations that are drawn from the NEG, which highlight different aspects of the formation of core–periphery dynamic as determined by infrastructure quality. The expectations are tested by relating spatial-temporal patterns of road development to the growth and distribution of cities and examining the transport infrastructure contribution to shaping the patterns of regional economic development. We used intercity travel time estimates, based on the design speed of roads, length of sections and pavement type (from 1961 onwards in 10-year segments) as an indicator for the quality of infrastructure (transportation cost). Next, we computed hubness and accessibility indices of cities, defined by means of a gravity model and as a function of transportation cost, to undertake a cross-city comparison. We applied GIS mapping, multiple regression and mediation analysis techniques to relate these transport and accessibility characteristics to spatio-temporal patterns in city size and GDP per capita. Our study broadly confirms the core expectation derived from the NEG that transport improvements facilitate urbanization and that higher urbanization leads to higher regional GDP per capita. Two independent effects were identified in qualification of these overall patterns – the impact of market potential on city primacy and the impact of highly localized, immobile resources on GDP.     

Impact of high-speed rail on regional economic disparity in China

This paper investigates a fundamental question related to the massive railway infrastructure development in China. What is the impact of high-speed rail (HSR) on regional economic disparity? The question is investigated from three perspectives. First, the influence of HSR on regional economic disparity is discussed theoretically from the perspective of New Economic Geography. Second, the variation in economic disparity at both the national and regional levels is investigated using three indexes: the weighted coefficient of variation, the Theil index and the Gini index. Third, the linkages between regional economic growth and HSR is measured empirically from a quantitative and qualitative perspective using an endogenous growth modelling framework with a panel data covering the period 2000–2014. The rail network density is adopted as a proxy to reflect the quantity change in rail investment. Three accessibility indicators (weighted average travel time, potential accessibility and daily accessibility) are introduced to capture the improvement of HSR transport quality. Our findings confirm that regional economic disparity has been decreased since the development of HSR. HSR has promoted regional economic convergence in China. Specifically, the positive effect of rail network density on regional economic growth is found to be significant in the East and North, whereas the positive effect of accessibility change is found to be more significant in the Middle Reaches of Yangtze River, the Southwest and the South China.     

Air accessibility and growth – The economic effects of a capacity expansion at Vienna International Airport

We use an econometric endogenous growth model to estimate the impact of air accessibility on GDP and investment growth. This is done in a dynamic panel system estimation framework for the EU-15 between 1993 and 2006. The results are then used to predict the economic effects of an increase in capacity at the Vienna International Airport using actual forecasts of the required information set. We find a GDP elasticity of air accessibility of 0.014 and an investment elasticity of 0.05 for our sample. Given the official passenger forecast this would lead to additional GDP growth in Austria of accumulated 0.81% based on the values of the restricted scenario (no third runway). In a more conservative forecast scenario of 3% annual passenger growth, a third runway is projected to increase GDP by 0.2% by 2040.     

A Panel Cointegration Analysis of the Impact of Tourism on Economic Growth: Evidence from the Middle East Region

This paper examines the contribution of tourism industry to the GDP of three selected destinations in the Middle East region: Bahrain, Jordan and Saudi Arabia. We introduce a quadratic functional form and apply the advanced panel cointegration dynamic model with robust estimation to test our hypothesis. Our analysis is based on a comprehensive set of panel data of tourism receipts, education investment, foreign direct investment and fixed capital formation over the period of 1981–2008. The results show a long‐run relationship between tourism growth and GDP. We also show that tourism has a stronger impact on the economy than other related sectors. Copyright © 2013 John Wiley & Sons, Ltd.     

Evaluation of wider economic impacts of light rail investment on cities

Transport plays a critical role in facilitating competitiveness in post-industrial economies. High quality transport services and infrastructure enhance internal and external connectivity. This research examines published and unpublished evidence of economic impacts of modern light rail (tram and light metro) systems in the United Kingdom and globally. Evidence is considered relating outcomes of investment in light rail systems to: unlocking previously hard to reach sites for development; triggering fresh growth through elimination of significant transport constraints; stimulation of inward investment; extension of labour market catchment areas; reorganisation or rationalisation of production, distribution and land use; and land and property value increase and capture. Urban light rail investment can help regenerate Central Business Districts and boost employment and property prices. Similar rail investments in different locations may not however have the same economic impacts — geography matters. Other conditions in addition to transport investment are required for positive externalities.     

Tourism planning requirements from a private sector perspective: the case of Hong Kong

Government’s role in tourism planning has shifted from control to consultation, and many governments have adopted economic planning that move the responsibility for investment in infrastructure from the public to the private sector. In Hong Kong, the government has not articulated a clear tourism policy to guide tourism development but continues to assume responsibility for significant tourism infrastructure investment. This paper considers the views of the private sector towards tourism planning in Hong Kong, which gravitate towards the need for a formalized planning. The tourism sector supports the interventionist policies that have been a characteristic of the government’s relationship to the tourism industry in the past, believes that the current approach to planning needs to be replaced by a formal planning process, and that there is a need to include community groups in the policy determination process. The insights gained from the case of Hong Kong may serve as a reference for other destinations.     

Demystifying Chinese overseas investment in infrastructure: Port development,the Belt and Road Initiative and regional development

China's outward investment has increased tremendously in recent years and it is currently a global leader in the construction of transportation infrastructure. While its signature ‘Belt and Road Initiative’ (BRI) is often portrayed as a threat by policy makers and media in the West, this article approaches the BRI from the perspective of Beijing. We review Chinese infrastructure investment and show that rather than a monolithic strategy aimed at world domination, the BRI is driven by a range of Chinese stakeholders situated at different scales whose motives vary from achieving strategic geopolitical advantage to profit-maximization. We focus on port investments to demonstrate that the BRI accelerated an ongoing trend of increasing Chinese investment in overseas ports that began in the early 2000s. We subsequently present mini-case studies of port projects Gwadar, Pakistan and Kuantan, Malaysia, which illustrate that large Central Government state-owned enterprises (SOEs) pursue strategic objectives while SOEs situated at the province and city levels are motivated by economic incentives. All Chinese investors embrace the ‘port-park-city’ model pioneered by Shenzhen, and we highlight its potential to foster regional development. We conclude that future research on Chinese infrastructure projects should be relational, multi-scalar and multi-sited.     

古老话题与现代功能:基础设施概念梳理

基础设施具备对我国现阶段经济发展很重要的功能。基础设施是经济与社会发展尤其是经济发展的关键因素。就内容泛度来讲,基础设施包括狭义基础设施与广义基础设施;就基础设施功能来讲,基础设施包括经济基础设施和社会基础设施。