An extension of Mohring's model for land rent distribution

In an early paper Herbert Mohring (J. Pol. Econ., 49 (1961)) presented a model for land rent distribution yielding the well-known result that the price of land must fall with the distance from the city center to offset transportation costs. Our paper is an extension of Mohring's model in which we relax some of his drastic simplifying assumptions. This extended model has been incorporated in a method for economic evaluation of city master plans which has been applied to a Swedish city. In this method the interdependence among housing, heating, and transportation, the durability of urban structures, and the uncertainty of future demand are explicitly considered within a cost-benefit approach. Some empirical results from this pilot study concerning land rent distributions are also presented here.     

THE TRANSPORT SECTOR AND REGIONAL PRICE DIFFERENTIALS: A SPATIAL CGE MODEL FOR CHINESE PROVINCES

With regression formulas replaced by equilibrium conditions, a spatial CGE (Computable General Equilibrium) model can substantially reduce data requirements. Detailed regional analyses are thus possible in countries where only limited regional statistics are available. Alhough regional price differentials play important roles in multiregional settings, transport does not receive much attention in existing models. This paper formulates a spatial CGE model that explicitly considers the transport sector and FOB/CIF prices. After describing the model, the performance of our model is evaluated by comparing the benchmark equilibrium for China with a survey-based interregional I-O table for 1987. The structure of Chinese economies is summarized using information obtained from the benchmark equilibrium computation. This includes regional and sectoral production distributions and price differentials. The equilibrium for 1997 facilitates discussion of changes in regional economic structures that China has experienced in the decade.     

京津冀地区物流体系建设与发展研究(下)

对京津冀区域经济合作与协作的战略背景与环境进行了简要论述,对其物流体系的建设与形成过程、大交通、大流通等方面做了分析,认为京津冀地区物流体系的发展取决于其大流通体系的建设和大北京交通体系的完善,需要多方协调,统筹规划。     

京津冀地区物流体系建设与发展研究(上)

对京津冀区域经济合作与协作的战略背景与环境进行了简要论述,对其物流体系的建设与形成过程、大交通、大流通等方面做了分析,认为京津冀地区物流体系的发展取决于其大流通体系的建设和大北京交通体系的完善,需要多方协调,统筹规划。     

REGIONAL AGRICULTURAL PRODUCTION SYSTEMS: ESTIMATES FOR WESTERN AUSTRALIA

A regional model, be it computable general equilibrium or partial equilibrium in construct, which is based on the national parameters would certainly provide misleading results if the regional economy or sector is significantly different from its national counterpart. For a credible and useful quantitative analysis of the regional impacts of changes in, say, government policies or international events, one thus needs an empirically based economic model that reflects the key features of the regional economy or sector concerned. This is the motivation for this paper, which estimates a disaggregated agricultural production system for Western Australia (WA): a key farming State of Australia. The paper uses a profit function approach that explicitly recognizes jointness in agricultural production and various climatic zones in WA, and an estimation procedure that involves the Diewert–Wales decomposition technique. It presents estimates of elasticities of supply responses and input demands in WA agriculture, and compares these with the national estimates.     

A multiregional planning and forecasting model with special regard to the public sector

Despite the magnitude of the public sector and its rapid growth most multiregional economic models are lacking public sector content. The present paper aims at incorporating some of the roles of the public sector in the regional development. It is done within the framework of a multiregional optimization model for the allocation of private and public investment, production, employment (and population) over economic sectors and regions. By choosing appropriate objective functions, the model may be used for either planning or forecasting purposes. In the model the focus is on the public sector as a service and provision body and as a provider of public infrastructure. Its role as an agent for transfer payments is not stressed. The capacities of the model are illustrated by means of an example concerning Swedish regional development 1977–1983.     

Entry and price dynamics in a perfect foresight model

This paper studies firms' entry and price dynamics in a model that combines the assumptions of free entry and perfect foresight with the hypothesis of consumer's loyalty postulated by Phelps and Winter. The analysis of the transition to long-run equilibrium reveals that, in such a model, the entry of firms is related to the difference between current prices and costs. In relation to the growth of the firms' output, it is shown that the model is consistent with Gibrat's Law. Finally, it is shown that the size distribution of firms approaches asymptotically a Pareto distribution.     

General equilibrium analysis of the benefits of large transportation improvements

This paper considers three benefit measures of a large transportation improvement in a general equilibrium framework, i.e., the Marshall-Dupuit consumer's surplus, the. compensating variation, and the compensating surplus. First, we examine whether or not the measures can be reduced to the area to the left of a suitably defined transportation demand curve. Second, the measures are expressed as functions of various price and income elasticities which can be empirically estimated and we analyze factors affecting the magnitudes of the general equilibrium benefit measures. Third, the general equilibrium measures are compared with the partial equilibrium measures.     

Supply chain finance schemes in the procurement of agricultural products

Product, information, and finance flows are all interrelated within the modern supply chain; thus, it is now more than ever of paramount importance for practitioners to integrate procurement and financial decisions. This challenge is exemplified in many agricultural supply chains, where operational risks are significant and access to capital differs sharply across firms. We study three management tactics that some large food/beverage manufacturers – situated downstream in these chains – have used to meet the challenge: ordinary fixed price contracts (or soft tolling) with direct suppliers, hard tolling and contract farming where the manufacturer intervenes upstream, providing capital, and coordinating procurement decisions. We place these upstream intervention schemes in the theoretical context of supply chain finance (SCF) and model their application to a three-echelon agricultural supply chain. We perform a numerical study in order to understand how the structure of capital constraints in the chain may influence the manufacturer's choice of SCF scheme. The numerical study is based on a business case that reflects the barley–malt supply chain of Heineken N.V. Despite greater coordination opportunities, we show that upstream intervention is not necessarily preferable for the manufacturer. Nevertheless, the preferred SCF scheme can be inferred on the basis of relatively simple characterization of the capital constraints in the supply chain.     

THE DEMAND FOR GASOLINE: EVIDENCE FROM HOUSEHOLD SURVEY DATA

In this paper we investigate the demand for gasoline in Canada using recent annual expenditure data from the Canadian Survey of Household Spending, over a 13‐year period from 1997 to 2009, on three expenditure categories in the transportation sector: gasoline, local transportation, and intercity transportation. In doing so, we use three of the most widely used locally flexible functional forms, the Almost Ideal Demand System (AIDS) of Deaton and Muellbauer (1980), the quadratic AIDS (QUAIDS) of Banks et al. (1997)—an extension of the simple AIDS model that can generate quadratic Engel curves—and the Minflex Laurent model of Barnett (1983), which can also generate quadratic Engel curves. We pay explicit attention to economic regularity, argue that unless regularity is attained by luck, flexible functional forms should always be estimated subject to regularity as suggested by Barnett (2002), and impose local curvature to produce inference consistent with neoclassical microeconomic theory. Our findings indicate that the curvature‐constrained Minflex Laurent model is the only model that is able to provide theoretically consistent estimates of the Canadian demand for gasoline. Our estimates show that the own‐price elasticity for gasoline demand in Canada is between ? 0.738 and ? 0.570 —less elastic than previously reported in the literature. Copyright © 2013 John Wiley & Sons, Ltd.     

An econometric study of the decisions of a town planning authority: complementary & substitute uses of industrial activities in Hong Kong

This is a contribution to the research on the interface between urban economics and urban planning at the micro level on the one hand and economic development at the macro level on the other hand by a study of the relationship between the performance of the development application mechanism and economic development. This study is conducted in the light that neither urban economics nor urban planning research has utilized useful development control information that can help better understand the spatial and linkage aspects of the industrial sector in economic development. A probit study of a relatively large population of statistics (with 1728 observations) concerning planning applications for uses in lands under industrial zoning in Hong Kong is conducted in terms of 5 refutable hypotheses about the role of the planning authority in respect of land uses that are neutral to, complementary to and substitutes of industrial uses in a local context where major structural changes are occurring in the economy. The hypotheses are derived from standard price theory. The test discovers that, consistent with the theory of substitute goods, that the probabilities of mixed industrial/office and pure office uses in industrial zones being approved were dependent on the rise and fall of the manufacturing sector (measured in terms of labor share). However, those for ancillary office use, a use that theoretically should be complementary to industrial activities, were independent of the state of the manufacturing sector. Copyright © 2002 John Wiley & Sons, Ltd.     

Multi-modal,multi-output,multiregional variable input-output model

A multi-modal, multi-output, multiregional variable input-output (MMMVIO) model is introduced to evaluate the economic impact of a transportation system. The MMVIO model differs from the conventional input-output models by being price and cost sensitive. The regional technical coefficients, trade coefficients, modal choice of shipment, input mix and output composition are determined by the price and cost variables, a property not shared by the conventional input-output models.The transportation system reduces shipping cost of delivering commodities between regions, thereby stimulating economy of trading regions. The MMMVIO model captures the development impact incident to the transportation system.     

Regional Unemployment in Transitional China: A Theoretical and Empirical Analysis

The purpose of this paper is to explain the pattern of regional unemployment in transitional China. A model is developed to explore how urban unemployment in the provinces is influenced by peasants' wages, formal sector wages, and the size of the formal sector. Evidence from panel data suggests that a significant indicator of high unemployment rates is greater Urban–Rural Income Inequality within the province. The hypothesis is that the urban–rural income gap produces migration, and more rural migrants substitute for urban workers, causing further urban unemployment.Since the economic reforms began in 1978, the non-state owned enterprises have been carrying an increasing weight in the economy, and they have contributed significantly to the rapid economic growth of China. Empirical evidence shows that economic reforms have reduced unemployment. The provinces that are still heavily dependent on the state sector are therefore more likely to experience higher unemployment.     

Some results on general assumptions about the existence of economic equilibrium

In the present paper we maximally use the possibilities provided by the Nash approach and the Kakutani fixed point theorem for proving the existence of an economic equilibrium. We obtain a general existence theorem which does not require a special form for income distribution functions and producer's objectives, independence of consumers' tastes, ordered preference and zero degree homogeneous price dependence. The role of the non-satiation assumption becomes more clear.     

Urban household behavior in a model of completely centralized employment

The following results are obtained from an urban residential model of completely centralized employment, first expounded by Richard Muth: Housing price falls at a decreasing numerical rate with distance from the CBD; the CBD-employed household's housing consumption and location (distance from the CBD) are positively related to preferences for housing, but negatively related to housing price (level and rate of decline with distance) and transportation costs (level, rate of increase with distance, and rate of increase with value-of-time). Some of these results are new and others are generalizations, corrections, or clarifications of Muth's original results.     

珠中江交通运输一体化存在的问题与对策研究

本文论述了珠中江区域交通一体化的现实意义,同时也指出了珠中江在城市规划不统一、区域内交通运输信息不能共享、交通网络不完善、缺少有效的三市协调机构与机制等问题,最后提出了要实现珠中江交通运输一体化必须在思想观念上、管理职能上、法规政策等方面首先实现一体化等对策。     

区域物流与区域经济协同发展研究

区域经济的快速发展对区域物流产生巨大的需求。同时促进了与现代物流相关的交通运输、仓储配送和邮电通信业等行业和部门的快速发展;区域物流业的发展也促进了地区经济的增长,两者之间呈现出一种相互促进的协同发展关系。     

Truncation and Spectrum of the Dynamic Inverse

The possibility of negative elements and perplexing computational problems hinder the widespread and universal use of this powerful instrument. A different solution for the truncation is proposed here that remedies some of the ills. It is also shown that— exploiting the skew-symmetric form, first suggested by Goodwin—we may obtain an interesting and important spectral decomposition of the system matrix. This decomposition, existing already for the simplest, one sector, totally aggregated model, describes those cycles that may disturb the path of a growing economy.     

A Theoretical Analysis of Liner Shipping Conferences and Strategic Alliances

We analyze the economic impacts of industrial organizational struggles on the international liner shipping market. Operating ratios of different markets are discussed by incorporating rate, service level, and other variables into a standard microeconomic model. If two different carriers agree on a shipping conference price and/or share a strategic alliance service level, and maximize consolidated profit, a member carrier finds it easier to make its operation profitable than the individual profit optimization case; other carriers are worse off in becoming profitable. If the carriers face inelastic demand, the price continues rising until demand becomes elastic enough for the equilibrium to be relevant. The conference is expected to play a coordination role so that the market does not become unsustainable in the adjustment process to reach equilibrium.     

Spatial competition under uniform delivered pricing

A Hotelling-type model of spatial competition is considered, in which two firms compete in uniform delivered prices. First, it is shown that there exists no uniform delivered price–location equilibrium when the product sold by the firms is perfectly homogeneous andwhen consumers buy from the firm quoting the lower delivered price. Second, when the product is heterogeneous and when preferences are identically, independently Weibull-distributed with standard deviation μ, we prove that there exists a single uniform delivered price–location equilibrium iff μ≧1/8 times the transportation rate times the size of the market. In equilibrium, firms are located at the center of the market and charge the same uniform delivered price, which equals their average transportation cost, plus a mark-up of 2μ. Finally, we discuss how our result extends to the case of n firms and proceed to a comparison of equilibria under uniform mill and delivered pricing.