农村普惠性金融发展对中国农户收入的影响——来自1877个县(市)面板数据的实证分析

本文使用来自中国2006—2009年1877个县(市)的面板数据,实证分析了中国农村普惠性金融发展及其各个维度对农户收入的影响。研究结果表明:中国农村普惠性金融发展对农户收入具有显著的正效应,组成农村普惠性金融的地理渗透性和产品接触性与农户收入正相关,使用效用性和农户收入负相关;从区域层面看,东部地区农村普惠性金融发展和农户收入正相关,而中、西部地区农村普惠性金融发展和农户收入负相关。针对以上的结论,本文就农村普惠性金融发展促进农户收入增长提出了简要的政策建议。     

Continuity and Change in Public Policy: Redistribution,Exclusion and State Rescaling in Turkey

This article discusses potential reasons for the continuities in the broader policy agendas of capitalist states, despite radical shifts in economic policies, by employing the state‐rescaling framework. Its main thrust is that, even though centrally designed policy programs mainly aim to give direction to the dynamics of the market economy, the institutional (re)structuring needed to operationalize such policy measures has been shaped around a politics of redistribution, a product both of the exclusionary results of past policies and the negative results of the newly introduced policy programs. This dialectical tension turns state rescaling into a political exercise in solving, and reproducing, ‘systemic crises’. The article examines the history of state rescaling in Turkey to develop these arguments.     

液压系统油温过高的分析及排除

从一般液压系统的实际出发,通过分析液压系统温度过高的常见原因,提出排除液压系统温度过高的措施。     

教育公平与社会排斥现象研究

公平是相对于不公平存在的。对弱势群体来说是不公平的情况,不能指望强势群体主动来改变,而这正是政府的责任所在。在市场有限介入教育领域的情况下,政府如何调节教育机构和受教育者之间的关系?教育政策的角色和作用就显得至关重要了。     

“Big Man” politics in the social economy: a case study of microfinance in Kingston,Jamaica

Microfinance and its “reinvention as bankers-for-the-poor” to create financial inclusion has not been effective everywhere. The literature seems to suggest that the social economy and microfinance help marginalized business people; yet no one considers that political bias interferes with the social economy, making it hard for it to be just. The promise of micro-credit was to achieve a double bottom line: first, the financial sustainability of the lending institution itself, and second, the social benefit of providing loans to low-income business people. Yet, alternative pitches of a social economy to “help people” fail to analyze the embedded power dynamics within the social economy. In this case study in downtown Kingston, Jamaica, 233 small-business people who depend on development finance because of social exclusion now find that these targeted programs are intertwined in partisan, sometimes dangerous, politics. As a result, oppressed people opt out of micro-banking programs to resist “Big Man” politics – the politicians or gangsters attempting to control them. In this study of 307 interviews, I analyze the informal politics of Dons and politicians who misuse micro-credit for their own ends. I find that the coupling of class biases and clientelist practices in the social economy discourages eligible business people from taking micro-loans, and argue that the microfinance industry needs to pay close attention to this issue if it is to continue to help marginalized business people.     

Making the connections between transport disadvantage and the social exclusion of low income populations in the Tshwane Region of South Africa

To date, the majority of studies which consider transport from a social exclusion perspective have been conducted in the context of the developed world where both income poverty and lack of transport are relative rather absolute states. In a unique departure from these previous studies, this paper explores the relationship between transport and social disadvantage in the development context, the key difference being that income poverty is absolute and where there is much lower access to both private and public transportation generally. Thus, it seeks to explore whether the concept of social exclusion remains valid, when it is the majority of the population that is experiencing transport and income poverty compared with the minority who do so in advanced economies.The paper is based on a scoping study for the Republic of South Africa Department of Transport (RSA DOT), which primarily involved focus group discussions with a range of socially deprived urban and peri-urban population groups living in the Tshwane region of South Africa. In a second departure from previous studies which consider transport and social disadvantage in the development context, the study takes a primarily urban focus. The rationale for this is that theoretically low income urban settlements do not suffer from the lack of transport infrastructure and motorised transport services in the way that more remote rural areas do. The policy issue is therefore less a question of addressing a deficit in supply and more one of addressing particular aspects of public transit service failure, which are more readily amenable to relatively low cost, manageable, small-scale national and local policy interventions.A primary aim for the study was to reinvigorate cross-government debate of these issues in the hope of breaking South African government’s long-standing and persistent policy inertia in the delivery of equitable and socially sustainable urban transport systems.     

Transport problems that matter - social and psychological links to transport disadvantage

This paper presents an analysis exploring self-reported measures of transport disadvantage and how these relate to social exclusion and well-being in Melbourne, Australia. A sample of 535 individuals sourced from a household survey explores ratings of 18 types of transport problems. The questionnaire also measured social exclusion represented in five dimensions including income, unemployment, political engagement, participation in activities and social support networks. Well-being was also measured adopting standard psychological measures of ‘Satisfaction with Life’, ‘Personal Well-being Index,’ ‘Positive Affect’ and ‘Negative Affect’.A factor analysis of self-reported transport difficulties identified four statistically significant sub-scales (‘transport disadvantage’, ‘transit disadvantage’, ‘Vulnerable/Impaired’ and ‘rely on others’) which together account for 57% of the variance in the responses.Analysis established that those with high self-reported transport problems were more likely to be located in fringe and remote parts of the city and lived in areas where it was not possible to walk to a local shop. However all groups made an average number of trips per day (except the ‘Vulnerable/Impaired’ group which make fewer trips) suggesting that self-reported transport disadvantage is unrelated to realised mobility. Analysis further established that only the ‘Vulnerable/Impaired’ group was associated with social exclusion and that they also had the lowest values of well-being compared to other groups.Overall findings confirm the methodological concerns associated with the use of self-reported measures of transport problems as a basis for defining transport disadvantage. The majority of those with high self-reported transport problems did not travel less than the survey sample as a whole and they were not associated with social exclusion. However the ‘Vulnerable/Impaired’ group was the exception, displaying a significantly higher association with social exclusion and lower well-being.The findings suggest which aspects of transport disadvantage are likely to be of greater concern for social policy. A concentration of research and policy on issues and social groups associated with the ‘Vulnerable/Impaired’ factor would be more effective in reducing social exclusion. Transport problems associated with this group including physical access to transport, knowing where to go and feeling safe from theft or attack when travelling may deserve higher priorities for attention. In addition those associated with the ‘Vulnerable/Impaired’ factor including older retired females and those who are more likely to be looking after someone with an illness or disability are clearly a high risk group and should warrant positive discrimination in transport and social policy.     

An innovative transit system and its impact on low income users: the case of the Metrocable in Medellín

The Metrocable in Medellín, Colombia, is an innovative system to improve access to deprived areas located in hilly zones. The idea to use cable cars as feeders to the metro was integrated into an ambitious urban project that, to date, has improved accessibility dramatically for some low-income residents. Using data before and after the project’s implementation, we evaluate the impact on social equity for the population in the zone of influence, considering changes in accessibility to employment and in housing-related costs. The access provided by the project to the main high-employment centres has doubled the number of opportunities that can be reached by the “target population,” even though travel-time savings and costs have seen only small changes. In fact, prior access to the CBD was poor and expensive, but time and costs were reduced with the Metrocable, although this reduction was not equal for all locations in the metropolitan area. In general, we argue that the main benefits, in terms of accessibility that differentiates the areas analysed from those used for comparison, are related to a localised ease of access to specific centres of activity according to the centralised development of the city’s job market along the mass transit lines. In terms of housing costs, we developed a set of difference-in-difference models that considered rent, transport, and public utilities costs; however, none of them have allowed us to conclude that there was a statistically valid relationship between the Metrocable and the changes in costs between the two analysed populations.