The world economy needs a growth-lifting strategy, and infrastructure financing seems to hold the key. Based on the New Structural Economics (Lin, 2010; 2012) we discuss the heterogeneity of capital focusing on the long-term versus short-term orientation (STO). Traditional neoliberalism assumes that capital is homogenous, complete capital account liberalization is “beneficial”. However, previous studies have found evidence of long-term orientation (LTO) in the culture of many Asian economies (Hofstede, 1991). In this exploratory paper, we suggest that the LTO can be considered a special endowment which, under certain circumstances, can be developed into a comparative advantage (CA) in patient capital. If these countries can turn their latent CA into a revealed CA in patient capital, and develop the ability to “package” profitable and non-profitable projects in meaningful ways, they would have a “revealed” competitive advantage in infrastructure financing. The ability to “package” public infrastructure and private services is one of the key institutional factors for success in overseas cooperation.

The whole world is in a fuel crisis nearly approaching exhaustion, with climate change knocking at our doorsteps. In the fight against global warming, one of the principle components that demands technocratic attention is Transportation, not just as a significant contributor to atmospheric emissions but from a much broader perspective of environmental sustainability. 

From the traditional technocratic aspect of transport planning, our epiphany comes in the form of Land Use integrated sustainable transport policy in which Singapore has been a pioneer, and has led the way for both developed and developing nations in terms of mobility management. We intend to investigate Singapore’s Transport policy timeline delving into the past, present and future, with a case by case analysis for varying dimensions in the present scenario through selective benchmarking against contemporary cities like Hong Kong, London and New York. The discussions will include themes of modal split, land use policy, vehicular ownership, emission policy, parking policy, safety and road traffic management to name a few. A visualization of Singapore’s future in transportation particularly from the perspective of automated vehicles in conjunction with last mile solutions is also detailed. 

This paper considers the problems surrounding the implementation of road infrastructure plans in a policy perspective. As the main pillar of regional connectivity, road networks provide the link across national markets, foster strong and sustainable economic growth, help meeting people’s basic needs, and promote trade and competiveness. It is argued that planning, implementing, and managing good transportation infrastructures poses a series of challenges that require competence, good governance, and the availability of funds. Such problems become more complex when road projects encompass different states and become transnational. The regional dimension of connectivity involves both opportunities and risks; a cooperative attitude by all parties is viewed as the best ingredient to achieve a positive balance. Since most countries cannot still rely on domestic resources, the paper stresses the role of virtuous policies in directing capital flows from abroad towards the infrastructural projects of Southeast Asia.

Intra-regional trade serves as a key growth engine for East Asian economies. Accompanying the rapid growth of bilateral and intra-regional trade ties, the East Asian economies are becoming increasingly connected and interdependent. Infrastructure connectivity plays a crucial role in bridging different areas of the East Asian region and enabling them to reap the full socioeconomic benefits of economic cooperation and integration. Nevertheless, further improvement of infrastructure in the region faces major challenges due to the lack of effective mechanisms for coordination and dialogue on regional integration through funding infrastructure projects, as well as the serious trust deficit among member states that has arisen from the on-going territorial and historical disputes.

This study uses the opening of the new Mass Rapid Transit (MRT) in stages between 2010 and 2012 in Singapore as the exogenous event to empirically test the impact of the new Circle Line (CL) on housing wealth. Applying a "differences-in-differences" approach to the non-landed private housing transaction data covering the period from 2009 to 2013, we find that the average housing prices increase by 1.6% in the post-opening of the CL. We find significant capitalization of the new CL into housing prices, especially households living within a 400-meter radius (the treatment zone) from the closest MRT stations on the CL. The treatment effects that are measured by the "marginal willingness to pay" for houses located within the treatment zone is 13.2% relative to houses located outside the treatment zone. The new CL opening creates an estimated S$1.23 billion housing wealth effects for households living in close proximity to the CL MRT stations. However, we do not find significant "anticipative" effects on house prices in the six-month window prior to the opening of CL. The strongest treatment effect is found after the opening of the phase 1 of CL, and the treatment intensity declines in phases 2 and 3 of the CL opening.