Does economic policy uncertainty raise corporate precautionary cash holdings? Evidence from China

Using China as the research setting, this paper investigates the relationship between economic policy uncertainty and corporate precautionary cash holdings. Empirical results show a U-shaped relation between economic policy uncertainty and corporate precautionary cash holdings. Empirical analysis, in terms of ownership structure, firm size, corporate competitiveness and geographical location, further shows that (i) the effects for economic policy uncertainty in both state-owned and non-state-owned enterprises are significant, but the effect is stronger for state-owned enterprises; (ii) such significant effect is also found more strongly in small and medium-sized enterprises and highly competitive enterprises; and (iii) the effects for eastern, central and western China are all statistically significant, but the effect is strongest for eastern China.     

智慧专业化视角下区域资源集聚与区域创新驱动发展

传统发展动力逐渐式微，创新驱动成为区域经济发展的新引擎。走创新驱动发展道路，需要新的经济理论解释、构建并指导各区域经济增长方式和发展模式转型。智慧专业化是一种新兴经济理论，能够较好解释区域创新驱动发展的内在动力。智慧专业化有效支撑区域资源集聚与区域创新驱动发展相关性研究，从资源内存性和外向性、资源技术和经济属性以及资源支持程度3个方面，论述区域创新驱动发展的动力来源与动力持续性，进而解释区域创新驱动发展资源集聚对区域创新驱动发展绩效的影响。     

Negotiating climate change responses: Regional and local perspectives on transport and coastal zone planning in South Sweden

Putting climate change policy-integration into practice is challenged by problems of institutional misfit, due to, inter alia, deficient vertical administrative interplay. While most focus within the field of climate change research has targeted the national–local interplay, less is known about the interface of regional and local perspectives. Here, the aim is to study that interface with a specific focus on the relation between regional and local spatial planning actors, through a case-study of transport and coastal zone management in a Swedish municipality. The article is based on interviews (focus group and single in-depth) and official planning documents. The material reveals a tricky planning situation, replete with conflict. In practice, various institutional frameworks, claims and ambitions collide. The attempts to steer the local spatial planning initiatives from the regional level led to conflicts, which in turn seems to have hampered the overall work for climate change management through spatial planning. Furthermore, there are few traces of prospects of a smooth vertical institutional interplay able to support the overall aims related to integrating climate change mitigation and adaptation in spatial planning.     

The effects of group composition in a strategic environment: Evidence from a field experiment

Recent theoretical and empirical studies have explored the effect of group membership and identity on individual decision-making. This line of research highlights that economic models focusing on the individual as the sole entity in the decision-making environment potentially miss critical features. This study takes this literature in a new direction by overlaying a field experiment onto a setting where groups have arisen naturally. Our experimental laboratory is large open air markets, where we are able to examine the effects of group membership on seller׳s collusive behavior as measured by prices and surplus allocations. This permits us to explore strategic implications of group composition. Empirical results illustrate the importance of group composition on pricing decisions, and show that deviations from Nash equilibrium are crucially related to group membership.     

Did APEC's Trade Facilitation Action Plans deliver the goods?

This paper uses new data to examine whether APEC achieved its aim of reducing trade transaction costs by 10% over the 2002–2010 period. An inversion of the familiar gravity model makes it possible to infer trade costs based on the observed pattern of trade and production across economies. Analysis of trade costs calculated in this way shows that although intra- and extra-APEC trade costs fell during the sample period, they did not do so substantially more quickly than elsewhere in the world. Indeed, the region taken as a whole did not meet the 10% reduction goal. However, a considerable number of individual economies not only met the goal, they greatly exceeded it. Consistent with their outward oriented development strategies and leverage of global and regional value chains, some APEC economies saw very rapid falls in their trade costs over the 2002–2010 period, Viet Nam being a standout performer. Overall, about one third of the forum's membership for which consistent data are available met or exceeded the 10% reduction goal. APEC's two Trade Facilitation Action Plans can therefore be seen as having had mixed records of success.     

High-speed rail and regional development: the case of intermediate stations

High-speed rail has developed both nationally and internationally in Europe as a successful alternative to both air and road over distances of 400–600 km. Inter-city traffic, especially between the major metropolitan areas in North-west Europe has benefitted greatly from the investment in this network. This paper explores two issues: the impact on the intermediate areas between these major metropolitan areas and the creation of potential cross-border inter-regional services. The evidence shows how both levels of service and potential economic impacts have been much less pronounced in these intermediate areas. Such areas have been affected both by a failure to see greatly improved direct access to major cities other than within their own countries and a lack of new cross-border inter-regional services. The paper argues that the creation of the high-speed rail TEN-T has not met the primary objectives of reducing regional disparities in accessibility or reducing the effect of national borders on regional integration. To achieve this requires not just infrastructure provision but an appropriate regulatory framework for service provision and accompanying measures at the local level.     

The economics and geography of regional airline services in six countries

Do the determinants of service and pricing on “regional” routes – linking towns and smaller cities to main trunk routes and/or to each other – differ from the established results from the literature? We study all flights (about 3000) on all regional routes (about 250) with scheduled airline service from one of about 130 regional towns or cities, in regional airline markets in six countries: Australia, Canada, New Zealand, Norway, Sweden, and a sample of three U.S. states which closely resemble the other regions studied. For each flight we have observations on up to five prices offered at different times before flight date. We also have equipment type and social-economic data. Overall, our results give qualified support to the standard gravity model of the extent of service between city pairs, though with two interesting differences: operators on regional routes have greater flexibility in the size of aircraft they can deploy, which results in a finer-grained variability of service offerings and, the presence of competition on regional routes has a large effect on the total supply of seats. We are able to successfully estimate a well-specified airfare model, which shows strong effects of competition on prices, quite substantial intertemporal price discrimination, and interesting differences between regional and main trunk route pricing.     

Blocking,attracting, imposing,and aligning: The utility of ASEAN forest and environmental regime policies for strong member states

International institutions, including ‘global regimes’ and ‘regional regimes’, address an increasing number of environmental issues. While in the past much attention was given to global regimes, a plethora of regional institutions and organizations (regional regimes) and their environmental policies have recently gained more momentum in political practice and attention in scholarship. The Association of Southeast Asian Nations (ASEAN) is one such regime, and is actively developing its own policies relating to (e.g.) forests and the environment. These policies necessarily have to be useful for the regime’s member states; however, we further argue, that within the member states the regime’s policies especially have to be useful for specific member states’ bureaucracies, because it is they who actually develop the policies on behalf of the member states. Further, this paper aims to analyse the utility of ASEAN’s forest and environmental policy for specific member states and their responsible bureaucracies. Our analytical framework builds on regional regime theory, bureaucratic politics, and concepts of actor’s utility and interests. It differentiates the utility of the regional regime policies into several functions: (i) blocking unpleasant international initiatives, (ii) attracting international political or financial support, (iii) imposing rules on other member states, and (iv) aligning the interests of member states against external political opponents. Our results indicate that ASEAN’s environmental and forest policies serve all four functions. For instance, through ASEAN structures, Indonesia is blocking strict CITES (Convention on International Trade in Endangered Species of Wild Fauna and Flora) regulation of ramin wood to maintain existing ramin protections and business, and the ASEAN Biodiversity Centre is found to be instrumental in blocking ambitious claims towards biodiversity from international actors. In addition, Malaysia and Singapore have imposed an ASEAN wildfire haze pollution agreement onto other member states in order to protect their directly affected interests in air quality and air traffic. ASEAN is also attracting to its members various international environmental funds in areas including climate change, community-based forestry, and sustainable peatland management. Last, member states under ASEAN actively align their positions in international climate negotiations as well as global forest deliberations to enhance their influence. We conclude that policies developed within regional regimes such as ASEAN are aligned with the interests of stronger member states, and their bureaucracies in particular. It remains unclear, however, how powerful these actors need to be in order to make this customization of regime policies valid for them. The results suggest that not only a potential hegemon, but also second or third powers may have this option. At the same time, member states’ activities do not seem to be conducted by states as unitary actors; instead, issue-specific actions are based on the interests of issue-relevant bureaucracies, which are in charge of representing a given member state in a given field of a regime’s policy.     

Economic convergence: Policy implications from a heterogeneous agent model

In this paper we study the effectiveness of different types of cohesion policies with respect to convergence of regions. A two-region agent-based macroeconomic model is used to analyze short-, medium- and long-term effects of policies improving human capital and fostering adoption of technologies in lagging regions. With fully integrated labor markets the human capital policy positively affects the economically stronger region but reduces production in the targeted weaker region. Subsidies for high technology investment in the weaker region have a positive local output effect and a negative effect on the neighboring region, thereby fostering convergence. When labor markets are not integrated both policies support convergence.     

The role of London airports in providing connectivity for the UK: regional dependence on foreign hubs

In a context of ongoing debate about the future UK aviation policy and its implications for regional economic development, this paper discusses the role of London Heathrow and the South East airports in providing connectivity for the UK, with particular focus on the international markets that originate from regional UK airports. Using an MIDT dataset of worldwide passenger itineraries served by the European airport network during May 2013, we first establish whether London Heathrow can currently be considered the most important hub for the UK, in terms of traffic generation, connectivity, and centrality, while also measuring the dependence of UK regions on foreign airports and airlines to remain connected with the rest of the world. Results show that, despite the competition, London Heathrow benefits from its massive traffic generation to remain the most central gateway for overall UK air transport markets. However, when only regional markets are considered, significant dependence on foreign hubs appears in many destinations, particularly to Asia–Pacific or the BRIC countries where above 80% of passengers use transfer flights. These results fit nicely with the observed trends of seat de-concentration and hub-bypassing in the airline industry. While dependence on foreign hubs can be interpreted as a sign of vulnerability, there is also the argument that bypassing Heathrow allows regional airports to develop new markets and reduce the level of congestion in the London airport system.