This book reveals how rural and urban gap can be reduced using transportation service as a stimulant with special reference to Ghana. The book focuses on traditional markets, institutions, agricultural production centers, spatial linkages and their interaction to produce maximum output for improved rural life's. This book therefore serves as a masterwork for stakeholders interested in rural development

Chapter 3Designing road transportation networkshow to assist economic growth I feel it is not all transport investments will be equally effective in enhancing economic growth. Designing road transport investment is a necessary, but on its own not sufficient requirement to earn significant economic growth at either a national or regional level. There are conditions under three categories: economic conditions, investment conditions and political conditions. In fact, although in some circumstances, transport investment may be a necessary condition for enhancing economic growth, it is rarely on its own a sufficient condition. Other factors including the broader policy environment, need to be present if the investment is going to be successful in addressing regional economic objectives. My some suggestions the following key aspects as being most relevant including: a.Scale economies for example, where these dominate, lower transportation costs through improved accessibility may encourage increased concentration of firms in core regions, until the point that diseconomies set in.b.Size of the local market.c.Local land and labor conditions.d.The nature and scale of transport improvements.e.The nature of backward and forward linkages in the country 's local economyl In any country, road transportation improvements don't guarantee increased economic development. To increase economic development, an improvement needs to assist any lorry drivers to drive in short trips to reduce transportation costs and shorten time driving on the road or to make transportation more reliable, e.g. reducing the numbers of traffic jams on any roads. A proper economic climate must also exist as well as other support services. With these factors to influence transportation improvements can become catalysts for economic expansion. However, road transportation improvement that intends to induce job creation, when employers need many lorry drivers to help them to transport products and to move products on the roads often. So, the employers need to employ many transportation workers and lorry drivers to help who to transport their products to send to clients, due to the transportation time is shorten and work efficiency is rasied, so the transportation times are also increasing every day when the road transportation roles are improved. On the other side, improving transportation can raise productivity when many customers need to buy many products and the lorry drivers may drive whose lorries to transport many products between factory and office or between factory to the client's home or between the shop and the client's on the road in the short time fast. I recommend one model links in an overall road transportation network includes these four modes.I.Maximizing use of the existing road highway system.II.Extending or improving the multi-lane divides system local roads and connectors.III.Continually improving the entire road highway network in response to business activities demand. The improvement of modern road transportation successful factors include:

Mobility is fundamental to economic and social activities such as commuting, manufacturing, or supplying energy. Each movement has an origin, a potential set of intermediate locations, a destination, and a nature which is linked with geographical attributes. Transport systems composed of infrastructures, modes and terminals are so embedded in the socio-economic life of individuals, institutions and corporations that they are often invisible to the consumer. This is paradoxical as the perceived invisibility of transportation is derived from its efficiency. Understanding how mobility is linked with geography is main the purpose of this book. The third edition of The Geography of Transport Systems has been revised and updated to provide an overview of the spatial aspects of transportation. This text provides greater discussion of security, energy, green logistics, as well as new and updated case studies, a revised content structure, and new figures. Each chapter covers a specific conceptual dimension including networks, modes, terminals, freight transportation, urban transportation and environmental impacts. A final chapter contains core methodologies linked with transport geography such as accessibility, spatial interactions, graph theory and Geographic Information Systems for transportation (GIS-T). This book provides a comprehensive and accessible introduction to the field, with a broad overview of its concepts, methods, and areas of application. The accompanying website for this text contains a useful additional material, including digital maps, PowerPoint slides, databases, and links to further reading and websites. The website can be accessed at: http://people.hofstra.edu/geotrans This text is an essential resource for undergraduates studying transport geography, as well as those interest in economic and urban geography, transport planning and engineering.

This report describes evaluation methods for transport infrastructure investments to ensure that scarce resources are allocated in a way that maximises their net return to society.

For more than three decades investment in the transport sector has been a priority for developing country governments. With a few exceptions, roads have accounted for the major part of these investments. The explicit, and often articulated, assumption upon which the decision to allocate such large sums of money to road transport has been made is that road transport and development are inextricably linked. The implicit, and rarely articulated assumption is that the provision of suitable roads will lead to the operation of an adequate level of road transport services. If roads do not actually produce economic development, it has been argued, they certainly play a major role. This belief in the ben-eficial effects of roads is not wholly unsubstantiated. Clearly the provision of some form of access is vital for the development of the rural economy. Nevertheless, the studies carried out over the last 10-15 years on the impact of highway investment have sounded a cautionary note. George W. Wilson, writing in the concluding chapter of the Brookings Institution studies on transport and development, suggested that* 'A much more sceptical attitude towards transport appears essential and far more attention needs to be devoted to the set of circumstances surrounding expansion of transport capacity'. 1 The suggestion of a more restrained attitude reflected a growing concern that transport, and in particular roads, was only one factor amongst a large number that needed to be integrated for effective development. The concern to see road transport in a wider context partly explains the move towards the evaluation of the social, as well as strictly economic, benefits of road construction.