Publisher's Synopsis
The economic contribution of road transportation policy can be assessed from various perspectives. These include: ⦁Effects on aggregate economic welfare (e.g. the sum of consumer and which is the times of cost benefit analysis, as linking to transportation productivity effect.⦁Micro economic, for example, enterprise or household level productivity effects.⦁Macro economics, for example, contributions to GDP investment or employment and the spatial patterns of economic activity. One key characteristics of road transportation is split between infrastructure and operations. Infrastructure refers to the right of way on which vehicles operate, which may include ancillary facilities to ensure efficient and effective operations ( for example, traffic signals, railway stations). In developed countries, are in most transportation is operated by the private cars, road trucks, the majority of bus and coach services. In long term, overall purpose, to ensure transportation system helps to develop that maximizes the economic and social benefits and minimizes harm. Hence, governments need to concern who are their main target users to use every road. Such as the road is used to near to park and leisure, or local and national economic conditions, keep clean natural environment etc. facilities to provide different benefits to different target users to enjoy to use. It seems that good transportation networks designing can influence economic activities, shopping convenience or business convenience etc. activities to cause whether the country's economic behavior to achieve close relationship successfully. Possible relationship between road networks, location attribute, demand and supply and accessibility and commercial property values of these factors which will influence different countries' concerning to choose where to build main roads and sub minor roads in different cities and rural locations. However, I shall suppose hypotheses how governments to find the most suitable places to build main roads and sub minor roads to whose cities and rural. There is no significant relationship between commercial property values and individual contributions of explanatory variables to variability in commercial property values in whose countries.