 important factor in determining benefits (from time-savings) than are safety/environmental benefits. Typically, the first two (non-congestion) factors have played the largest roles in major national transport infrastructure development.4 44 ICT-inspired improvements in road capacity utilisation are anticipated (e.g. network management, accident response, driver information, automated INFRASTRUCTURE TO 2030: TELECOM, LAND TRANSPORT, WATER AND ELECTRICITY - ISBN 92-64-02398-4 © OECD 2006 4. KEY FACTORS DRIVING THE FUTURE DEMAND FOR SURFACE TRANSPORT INFRASTRUCTURE driving advances). However, such improvements will have only modest impacts on road infrastructure requirements because: In industrialised countries, most road infrastructure requirements are generated from replacement (maintenance of depreciation) needs. In many Big 5/developing countries, most road infrastructure requirements are generated from urban/land development and regional integration needs. Road pricing The policy of road pricing has two aspects: a) as a sustainable source of infrastructure pricing and funding (as part of an overall transport infrastructure management/governance approach); and b) as a means to influence mode-choice and properly incorporate externalities into consumer travel decisions. There is no doubt that own-price and cross-price elasticities for freight and passenger transport are positive; and that increased (relative) costs of road use will result in a marginal shift from road to rail (for freight/passenger) and other public modes (for passengers). The behavioural impact strength of such elasticities remains an empirical question, relative to: the overall income elasticity of road freight/passenger transport; the availability/capacity/service levels of the alternatives; and other factors (such as urban density/spatial distribution, vehicle ownership rates). There is no doubt that a combined (and concerted) policy involving land-use/spatial distribution/urban density; road-pricing; ICT-inspired improvements in road capacit