The trade reducing effects of restrictions on liner shipping

The costs of shipping containerized cargo on liner vessels play a pivotal role in determining a country's integration into international trade. We examine how policy governing the liner shipping sector affects maritime transport costs and seaborne trade flows. Using a novel dataset of services trade policy information, we find that restrictions, particularly on foreign investment, significantly increase maritime transport costs. The cost-inflating effect ranges from 26% to 68%, and the resultant reduction in trade flows from 48% to 77%, depending on the level of restrictiveness. We estimate the elasticity of seaborne trade flows with respect to distance to be nearly unity, and are able to disentangle the direct effect of distance from the one that is operating indirectly through higher maritime transport costs. Since the bulk of global merchandise goods trade is seaborne, the magnitude of frictions identified in this paper and their spatial distribution have ramifications for connectivity and growth.     

Factors affecting trade in services: evidence from panel data

In the course of economic development, nations have typically progressed through stages in which agriculture, then manufacturing and, finally, services predominate. Concerns around the sustainability of manufacturing and goods export-led growth raise the importance of trade in services. In the context of a panel model, controlling for the factors that determine trade in general, we examine the determinants of trade in services in a sample of 46 countries over the decade 2004–2015. We find an ambiguous pattern of effects from institutional quality but strong evidence of the importance of trade in goods for trade in services.     

Free trade: what are the terms-of-trade effects?

Changes in trade policy affect a nation’s economic welfare through terms-of-trade and volume-of-trade effects. A move to global free trade would imply higher world economic welfare equal to the sum of all nations’ volume-of-trade, or efficiency, effects. Since the sum of the terms-of-trade effects across all nations is zero, terms-of-trade effects are contentious. Konishi, Kowalczyk and Sjöström (2003) have shown that if customs unions do not affect trade with non-member countries, immediate global free could be achieved if free trade were proposed together with international sidepayments equal to the terms of trade effects. How large would these terms of trade effects, and hence transfers, be? This paper presents estimates from a simple computable general equilibrium model of a world economy of perfect competition. We show that, in some cases, terms-of-trade effects are small compared to efficiency gains, and transfers are not necessary for free trade. In other cases, terms-of-trade gains may account for more than 50% of a country’s gains from free trade and transfers could be large.     

Moving beyond the iceberg model: The role of trade relations in endogenizing transportation costs in computable general equilibrium models

Modeling trade and transportation costs is an essential part of multiregional or spatial computable general equilibrium models where interregional trade plays an important rolein shaping economic activity. The majority of such models use the iceberg trade cost approach where part of the produced output (representing the material costs of transportation) is assumed to melt away during transportation. There are a few models which employ a more refined approach with an explicit transportation sector providing transportation services which are then used to ship goods between locations. In this paper we show that this approach, although much more convenient than the iceberg approach, still lacks full usability due to the fact that markets, hence prices are defined at the regional level and as a result, transportation costs can not be endogenous at the trade relation level. Moreover, under regional level market clearing the iceberg and the more detailed approach are equivalent. We propose to refine the definition of market equilibrium and move it to the trade relation level. Using this approach we can gain full advantage of the explicit transport sector in the model with respect to trade cost evolution. We show through simulations that refining the way trade costs are modelled indeed gains new insights, and that moving the market definition to the trade relational level leads to qualitative changes in the effect of labor supply shocks on main model variables. The paper also presents a method to estimate a SAM by reallocating data from standard industries to a transportation sector which is then consistent with the model setup. This SAM can be used to calibrate the refined model with a detailed transportation sector.     

Services liberalization and global value chain participation: New evidence for heterogeneous effects by income level and provisions

Participation in global value chains (GVCs) is a key element in the industrialization strategies of many developing nations. This paper investigates the role of services liberalization in promoting participation in GVCs. Using the gravity framework, I examine the impact of services trade agreements on gross trade and GVC trade (backward and forward participation) in goods. I find that services trade agreements promote both, but especially GVC trade, although the effects are heterogeneous: the impact is bigger for developing nation exporters. Moreover, services agreements that allow the export of services without local presence (nonestablishment rights) are particularly important in fostering GVC participation.     

CROSS‐BORDER INTEGRATION IN NORTHEAST ASIAN AIR TRANSPORT MARKET

This study highlights the recent global trends of the air transport market and develops a simulation model to assess the welfare impacts of tripartite liberalization in the Northeast Asian air transport market. First, in the global air transport market, routes between 1000 and 2000 km are identified as the fastest growing segment. Gravity model analysis reveals that there is potentially significant room for further growth from cross‐border liberalization. Second, in the impact assessment of market liberalization in Northeast Asia, the effect of tripartite market liberalization of triangular routes that connect major cities in each of the three nations, Japan, South Korea and Mainland China, is analyzed. Simulation using a Cournot model with product differentiation shows that overall welfare gains would be achieved from tripartite liberalization. Air carriers' losses are overridden by an increase in consumer surplus. Such an arrangement by the three nations might eventually lead to an integrated environment in which airlines could evolve into a true multi‐hub Northeast Asian air carriers.     

Climate and Scale in Economic Growth

This paper introduces new data on climatic conditions to empirical tests of growth theories. We find that, since 1960, temperate countries have converged towards high levels of income while tropical nations have converged towards various income levels associated with economic scale and the extent of the market. These results hold for a wide range of tests. A plausible explanation is that temperate regions' growth was assisted by their climate, perhaps historically for their transition out of agriculture into sectors whose productivity converges across countries, while tropical countries' growth is relatively more dependent on gains from specialization and trade.     

Domestic Trade and Transport Costs in International Trade Theory

This paper examines the effects that domestic trade and transport margins have on international trade and the consequences for the central trade theorems. Specifically, the Heckscher-Ohlin-Samuelson model is expanded to include a third industry that produces the nontraded domestic services in transportation, warehousing, wholesaling and retailing required to market goods to final purchasers. It is found that the domestic margins probably impose substantial natural trade barriers and that they can cause the central trade theorems (factor-price equalization, Stolper-Samuelson, and Rybczynski) to fail. [F11]     

What drives trade in services? Lessons from the Nordics

This article makes an empirical assessment of the relative importance of non-actionable institutional and cultural factors and actionable policy measures for services market integration, using the Nordic countries as a case study. The Nordics are an ideal case as they are perceived to be a cluster of similar countries, but they have chosen different relations to the European Union (EU) and the rest of the world. First, comparing actionable and non-actionable determinants of services trade, I find that policy-determined free trade agreements (FTAs) boost services trade by 75% and a single market by an additional 45%, while the accumulated effect of all standard non-actionable shared geographical, institutional and cultural features (sharing a land border, language, colonial past and legal origin) almost triples services trade. Having controlled for all these determinants, intra-Nordic trade in services is more than three times the predicted value. An unexplained Nordic bias of this magnitude indicates that full integration of services markets may rely on deeper institutional and cultural factors.     

International Provision of Trade Services, Trade, and Fragmentation

This paper examines the special role that trade liberalization in service industries can play in stimulating not only trade in services but also in goods. International trade in goods requires inputs from several services industries (trade services, such as transportation, insurance, and finance) in order to complete and facilitate international transactions. Restriction on the ability of national service providers to provide these services across borders and within foreign countries creates additional costs and barriers to international trade above those that would arise in otherwise comparable intranational exchange. As a result, trade liberalization in services can yield benefits, by facilitating trade in goods, that are larger than one might expect from analysis of the services trade alone. This paper explores this idea using simple theoretical models to specify the relationships between services trade and goods trade. The paper also notes the role of services trade in a model of international industrial fragmentation, where production processes can be separated across locations but at some cost in terms of additional service inputs. The incentives for such fragmentation can be larger across countries than within countries, owing to the greater differences in factor prices and technologies available. However, the service costs of international fragmentation can also be larger, especially if regulations and restrictions impede the international provision of services. As a result, trade liberalization in services can also stimulate fragmentation of production of both goods and services, thus increasing international trade and the gains from trade even further.     

Trade and product market policies in upstream sectors and productivity in downstream sectors: Firm-level evidence from China

This paper explores the heterogeneous productivity impact of trade, product market and financial market policies over the last decade in China. The paper makes a critical distinction between downstream and upstream industries, focusing on the indirect effects of regulation in upstream industries on firm performance in downstream manufacturing industries. We identify the differential effect of these policies on firm productivity growth depending on how far incumbents are relative to the technological frontier. Trade and product market reforms are found to deliver stronger gains for firms that are closer to the industry-level technological frontier, while the reverse holds for financial market reforms. The key conclusion that can be derived from the empirical analysis is that further product, trade and financial market reforms would bring substantial gains in China and could therefore speed up the convergence process. Taken at face value, the empirical estimates would imply that aligning product, trade and financial market regulation to the average level observed in OECD countries would bring aggregate manufacturing productivity gains of respectively 9%, 3% and 6.5% after 5 years.     

How Costly is Modern Maritime Piracy to the International Community?

This paper focuses on the impact of maritime piracy on international trade. Piracy increases the cost of international maritime transport through an increase in insecurity regarding goods deliveries. Bilateral trade flows between the main European and Asian countries over the 1999 to 2008 period are used to estimate an augmented gravity model that includes various measures of piracy acts. We found robust evidence indicating that maritime piracy reduces the volume of trade; the effect of 10 additional vessels hijacked being associated to an 11% decrease in exports. Consequently, the current cost of piracy in terms of international trade destruction is estimated at 24.5 billion dollars.     

Fundraising and Optimal Policy Rules

This paper develops a simple spatial model of fundraising, in which charities select a target population to solicit donations. First, we show that in a competitive charity market without any intervention, the number of charities in the market and/or the overall net funds raised by charities may be suboptimal. Next, we analyze whether a social planner can prevent such shortcomings and show that a regulatory mechanism can be designed to achieve socially desirable outcomes. In contrast to the previous literature, our model does not necessarily produce monopoly as the optimal market structure. We show that if fixed costs associated with establishing charities are sufficiently low, then the optimal market structure is not a monopoly. Given the importance of the trade‐off between the volume and variety of charitable services, we argue that this result may be of particular interest to policy makers.     

Institutionalism and New Trade Theory: Rethinking Comparative Advantage and Trade Policy

Gomory and Baumol (2000), and Samuelson (2004) have raised concerns about international trade’s future impact on U.S. national income. The focus is how globalization may affect the size and distribution across countries of gains from trade. Though their analysis is developed using a pure trade theoretical framework, it has strands in common with institutionalist thinking. Their findings spotlight the need for a new U.S. trade policy agenda aimed at maximizing the U.S. share of gains from trade, and complementing conventional Keynesian open economy macroeconomic analysis.     

Liberalizing Services Trade In APEC: A General Equilibrium Analysis with Imperfect Competition

The paper studies services-sector trade liberalization in the Asia–Pacific Economic Co-operation (APEC) Forum using a global, multicountry, multisector applied general equilibrium model with an imperfectly competitive service sector. Reducing the service sector's nontariff barriers is modeled by eliminating the possibility for oligopolistic firms to price-discriminate between client countries within APEC and lowering the fixed costs of the firms doing service exporting business. The results suggest that services trade liberalization reinforces existing sectoral trade balances. Increase in demand for intermediate services tends to reinforce rather than counteract the role of primary factors in determining sectoral comparative advantage. The western APEC members received the greatest welfare gains from services trade liberalization, while the developing economies gained more if only tariffs were eliminated.     

Random competitive exchange: Price distributions and gains from trade

This paper studies the behavior of a competitive exchange under uncertain preferences and random indivisible endowments. We obtain explicit closed-form results for the price distribution and expected gains from trade, both for case where the market is “thin” and the number of traders is low, and for the asymptotic case where the number of traders tends to infinity. We demonstrate that increasing the number of traders reduces price variability and increases the expected gains from trade, and that increasing the variability of traders' reservation prices increases price variability as well as the expected asymptotic gains from trade.     

INCREASING COSTS IN PRODUCT DIVERSIFICATION AND GAINS FROM TRADE*

The purpose of this paper is to extend a monopolistically competitive trade model with symmetric costs to one with asymmetric costs in product diversification. Both the trade pattern and the effects of the opening of trade on welfare are examined. It is shown that: (1)the larger country will be a net importer of differentiated products, which contradicts the result of Krugman (1980); (2)the greater the size of the country, the smaller is the share of the intra-industry trade, and (3)the larger the trading partner of a country, the larger are the gains from trade of the country. Some of these results duplicate those from recent studies. However, our results are based on asymmetric costs. In particular, (3) suggests that the presence of increasing-returns-to-scale technology does not always imply that the large country gains from its large market.     

Foreign Direct Investment and the Unionization Rate

Technological innovations improve the welfare of a country facing fixed terms of trade, but may lead to immiserization when the terms of terms of trade are adversely affected. This paper establishes that transport innovation can be immiserizing for a small country when the transport sector exhibits variable returns to scale. The release of resources from the transport sector triggers Rybczynski-like effects, and the resulting expansion (contraction) in the volume of trade and in the demand for transport services raises unit costs of these services, and may reduce welfare in the presence of decreasing (increasing) returns to scale. [411]     

Do transport costs have a differential effect on trade at the sectoral level?

This article aims to analyse the determinants of transport costs and to investigate their influence in international trade with a sample of disaggregate trade data. First, we estimate a transport-cost function using cross-section data on maritime and overland transport for four sectors: agro-industry, ceramic tiles, motor vehicle parts and accessories, and electrical and mechanical household appliances, obtained from interviews held with Spanish exporters and logistics operators in 2001. Second, we study the relationship between transport costs and trade and estimate the elasticity of trade with respect to transport costs for each sector. Important differences for high value- and low value-added sectors are observed. The trade-equation estimation shows that higher transport costs significantly deter trade, especially in high value-added sectors.     

Structural Estimation of Variety Gains from Trade Integration in Asia

This article studies the variety gains of trade integration in Asia. Adopting a heterogeneous firm model of trade of monopolistic competition allowed us to estimate not only the welfare gains because of country specialisation, but also the variety gains arising from trade integration. The underlying structural parameters were estimated econometrically, based on a large panel of firm‐level data for the Asian economies (ORIANA). Our empirical findings suggest that, when relaxing the assumption of firm homogeneity and accounting for export market entry costs, the gains from trade integration are higher than in conventional models with representative firms.