Abstract
I cannot, by all means, cast my lot with the transfer theory that all of what is called to be indirect effects is nothing but having transferred from the direct effects (the user himself forms those (a) by himself, (b) on the expressway, and (c) instantaneously), although I consent to the ordinary transfer phenomena of course (see the foregoing chapter).
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Notes
- 1.
As to these effects, I was talking to Professor M. Nakamura, two or three times, by the telephone. I have so far supposed that these effects, in reality, will be far bigger than the usual saving effects of running costs, saving effects of the time required, etc. which are listed first at the heading in the school textbook (Table 1.1 of Chap. 1).
- 2.
Then, why have we included the item such as the “capacity upper-limit constraint easing effects of transport lot” into the category of the direct effects?
It is because we are more or less affected by the perfect transfer theory of the indirect effects which means the equalization both of the transferred indirect effects and the indirect effects in total.
That is, it may be founded based on the thought that such effects also ought to exist in order to make up the direct effects in generation base equal to the whole amount of the bigger indirect effects.
But, it is true that “the independently existent indirect effects” indeed exist. That is, the transferred direct effects need not be equal to the whole of indirect effects.
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Kohno, H. (2016). Independent Existence Theory Forming Indirect Effects and Its Three Examples: Congestion Easing, Scale Enlargement of Factory·Warehouse, and Marshallian External Economies. In: Economic Effects of Public Investment. New Frontiers in Regional Science: Asian Perspectives, vol 1. Springer, Tokyo. https://doi.org/10.1007/978-4-431-55224-6_4
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