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WFRF:(Nilsson Jan Eric 1952 )
 

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LIBRIS Formathandbok  (Information om MARC21)
FältnamnIndikatorerMetadata
00004078naa a2200481 4500
001oai:DiVA.org:vti-13047
003SwePub
008180620s2018 | |||||||||||000 ||eng|
009oai:DiVA.org:oru-66992
0247 a https://urn.kb.se/resolve?urn=urn:nbn:se:vti:diva-130472 URI
0247 a https://doi.org/10.1017/bca.2018.32 DOI
0247 a https://urn.kb.se/resolve?urn=urn:nbn:se:oru:diva-669922 URI
040 a (SwePub)vtid (SwePub)oru
041 a engb eng
042 9 SwePub
072 7a ref2 swepub-contenttype
072 7a art2 swepub-publicationtype
1001 a Andersson, Henriku Toulouse School of Economics, University of Toulouse Capitole, Toulouse, France4 aut0 (Swepub:vti)henrik.andersson@vti.se
2451 0a Economic Analysis and Investment Priorities in Sweden's Transport Sector
264 c 2018-03-22
264 1b Cambridge University Press,c 2018
338 a print2 rdacarrier
500 a Funding Agencies:VTI  Centre for Transport Studies, Stockholm 
520 a Beginning as a planning tool within Sweden's national road administration some 50 years ago, benefit-cost analysis (BCA) has come to be a pillar of the national transport policy because of subsequent strategic choices made by the national parliament. These choices made it necessary to widen the analysis of costs to include also externalities and a foregone conclusion was that efficient investment priorities should be made based on BCA. But no one asked whether the political decision makers or the BCA models were up to that task. This paper reviews the institutional framework and practice of BCA in Sweden for transport infrastructure investment, and considers design issues that have been and still are debated, such as whether the discount rate should include a risk term and how to account for the marginal cost of public funds. A main concern with BCA results is the underestimation of construction costs, making transport sector projects look better than they are. Several ex post analyses have established that a higher NPV ratio increases the probability of being included in the investment program proposal prepared by the agency. The requirement to let projects undergo BCA seems to make planners trim project proposals by trying to reduce investment costs without significantly reducing benefits. This relationship is weaker among profitable projects. Moreover, there is no correlation between rate of return and the probability of being included in the final program, which is established on political grounds.
650 7a SAMHÄLLSVETENSKAPx Ekonomi och näringslivx Nationalekonomi0 (SwePub)502012 hsv//swe
650 7a SOCIAL SCIENCESx Economics and Businessx Economics0 (SwePub)502012 hsv//eng
653 a Cost benefit analysis
653 a Transport infrastructure
653 a Government (national)
653 a Decision process
653 a Investment
653 a Evaluation (assessment)
653 a 02 Road: Economics
653 a 02 Road: Economics
7001 a Hultkrantz, Lars,d 1952-u Örebro universitet,Handelshögskolan vid Örebro Universitet,Örebro Universitet4 aut0 (Swepub:oru)lhz
7001 a Lindberg, Gunnaru The Institute of Transport Economics, Oslo, Norway4 aut
7001 a Nilsson, Jan-Eric,d 1952-u Statens väg- och transportforskningsinstitut,Transportekonomi, TEK,Swedish National Road and Transport Research Institute (VTI), Stockholm, Sweden; Centre for Transport Studies, KTH, Sweden4 aut0 (Swepub:vti)jan-eric.nilsson@vti.se
7102 a Toulouse School of Economics, University of Toulouse Capitole, Toulouse, Franceb Handelshögskolan vid Örebro Universitet4 org
7730 t Journal of Benefit-Cost Analysisd : Cambridge University Pressg 9:1, s. 120-146q 9:1<120-146x 2194-5888x 2152-2812
8564 u http://publications.ut-capitole.fr/26015/1/sweden_transport.pdf
8564 8u https://urn.kb.se/resolve?urn=urn:nbn:se:vti:diva-13047
8564 8u https://doi.org/10.1017/bca.2018.3
8564 8u https://urn.kb.se/resolve?urn=urn:nbn:se:oru:diva-66992

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