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Table-4. Percent of changes in the macroeconomic variables after the shock in infrastructure of road transport 6. CONCLUDING REMARKS In this study, we tried to design a computable general equilibrium model that is applicable in a In this study, we tried to design a computable general equilibrium mode! that 1s applicable. intry's scale and be able to determine priority of investment in the transport infrastructure am ferent modes. In the model that designed in this study, transport infrastructure affects momy of a country through two canals. First, in the congested modes of transport, increas stock of infrastructure will reduce travel time and thus increase the disposable time stock of ‘iety. Second, in all modes of transport, congested or uncongested, development of infrastruc ise increase in efficiency of capital transport but this effect in the congested modes is gree ler designing of the model, we tried to examine the scenario of 1.5 billion dollars increase in ck of infrastructure of different modes of transport by the designed model and according to ults, priorities of investment in the transport infrastructure of Iran are determined. Result: wulations show that increase in the rail transport infrastructure in Iran could have the grea

Table 4 -4. Percent of changes in the macroeconomic variables after the shock in infrastructure of road transport 6. CONCLUDING REMARKS In this study, we tried to design a computable general equilibrium model that is applicable in a In this study, we tried to design a computable general equilibrium mode! that 1s applicable. intry's scale and be able to determine priority of investment in the transport infrastructure am ferent modes. In the model that designed in this study, transport infrastructure affects momy of a country through two canals. First, in the congested modes of transport, increas stock of infrastructure will reduce travel time and thus increase the disposable time stock of ‘iety. Second, in all modes of transport, congested or uncongested, development of infrastruc ise increase in efficiency of capital transport but this effect in the congested modes is gree ler designing of the model, we tried to examine the scenario of 1.5 billion dollars increase in ck of infrastructure of different modes of transport by the designed model and according to ults, priorities of investment in the transport infrastructure of Iran are determined. Result: wulations show that increase in the rail transport infrastructure in Iran could have the grea

Related Figures (3)

Table-1. Percent of changes in the macroeconomic variables after the shock in infrastructure of water transport reduction the consumer prices level of all goods and services in the model (especially the price of than what change that occurred by water transport infrastructure expansion. Again, it is observec
Table-1. Percent of changes in the macroeconomic variables after the shock in infrastructure of water transport reduction the consumer prices level of all goods and services in the model (especially the price of than what change that occurred by water transport infrastructure expansion. Again, it is observec
Table-2. Percent of changes in the macroeconomic variables after the shock in infrastructure of air transport
Table-2. Percent of changes in the macroeconomic variables after the shock in infrastructure of air transport
Table-3. Percent of changes in the macroeconomic variables after the shock in infrastructure of rail transport has the greatest impact on economic growth and employment.
Table-3. Percent of changes in the macroeconomic variables after the shock in infrastructure of rail transport has the greatest impact on economic growth and employment.
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EconomicsComputable General Equilibrium
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