Abstract

China has used two main spatial policies to shape its geographic patterns of development: restricted labor mobility through the Hukou residential registration system and massive infrastructure investment, notably a 96,000 kilometer national expressway network. This paper develops a structural new economic geography model to examine the impacts of these policies. Fitting the model to available data allows simulating counterfactual scenarios comparing each policy’s respective impact on regional economic development and urbanization patterns across China. The results suggest large overall economic benefits from constructing the national expressway network and abolishing the Hukou system. Yet, the spatial impacts of the two policies are very different. The construction of the national expressway network reinforced existing urbanization patterns. The initially lagging regions not connected to the network have not benefitted much from its construction. By contrast, removal of the Hukou restrictions, which Chinese policy makers are considering, would result in much more widespread welfare gains, allowing everyone to gain by moving to where he or she is most productive. Removal of the Hukou restrictions would also promote urbanization in currently lagging (inland) regions, mostly by stimulating rural to urban migration. Document type: Preprint

Abstract

In Croatia, initial steps to reform the railway sector date back to the middle of the first decade of the 2000s, with the formation of Croatian railways as a holding company. To help with further reforms of the Croatian railway sector, over the period 2011-2013, the World Bank was engaged in dialogue with the Croatian Government and the Croatian railway companies which resulted in a Croatian railway policy note. The poverty and social impact analysis (PSIA) is an analysis of the intended and unintended consequences of policy reforms on the wellbeing or welfare of different social groups, with particular focus on the poor and vulnerable. PSIA offers a set of analytical and process tools that: (a) determine distributional impacts to improve the analytical underpinnings of policy making; and (b) engage appropriate stakeholders in the policy-making process. The report is divided into following sections: first section gives executive summary. The introduction provides information on the economic situation in Croatia, including unemployment rates and pensions, the situation of the railway sector, and data on the restructuring process of the Croatian railways companies in second section. The third section contains the results obtained from the group discussions and in-depth interviews which are divided into four parts: the circumstances upon leaving the railway companies, after leaving, transferring to a new workplace, and the broader impacts on the community, including the impacts of closed and reduced lines. The last part of the section contains recommendations based on the obtained results.

Abstract

The objective of this study is to assess the impact of the East-West Highway improvement program on Georgia’s ability to access international markets. As highlighted extensively in the literature, improving transport infrastructure and the efficiency of the logistics sector can help countries gain competitiveness in international export markets, which can translate into faster economic growth and higher income. This study hypothesizes that investments in the EWH have reduced the cost of shipping Georgian goods to the rest of the world, and such reductions should be more significant for goods transported by road. To estimate the effect of cost reductions generated by improvements in the EWH, a gravity-type model in first-differences has been estimated. The results show that: (i) a 10 percent increase in the length of upgraded road network predicts a 1.1 percent increase in exports transported by road while no significant effect is estimated for exports on other transport modes (rail, sea, and air); (ii) the resulting increase in exports by road was reflected by a decrease in exports transported by sea; (iii) the effect is statistically and economically significant only for customs offices located along the EWH; (iv) only exports of time-sensitive products responded positively and significantly to improvements in the EWH during the 2006-2015 period; (v) upgrading the entire EWH is estimated to generate additional export revenues between USD 776 million and USD 1,466 million. It is important to note that the overall trade generating effect of the investment is expected to be somewhat lower as the results suggest some substitution between road and sea transport, but the overall impact is a significant boost to exports.

Abstract

Within the European Union (EU) rail transport is currently the least integrated transport mode. This leads to delays, extra costs, and insufficient use of rail freight, especially for time-sensitive cargo. This also represents a missed opportunity in terms of moving towards a greener transport modal split within the EU. Rail freight, for which international activity represents 50 percent of total activities, will not be able to develop fully if border crossing rail operations do not deliver a better service for shippers and freight operators who require seamless trans-national transport as is possible by road, air and sea. Observing that the modal split of rail in the EU is stagnating at around 16 percent after years of decline, the European Commission proposed a regulation on a European rail network for competitive freight to be based on a number of rail freight corridors which entered into force on November 9, 2010. Regulation No 913/2010 makes it mandatory to create a European rail network for competitive freight based on international freight corridors, recognizing that the need to strengthen the competitiveness of rail freight requires a corridor approach, involving corridors that cross national borders. TheEU adoption in 2010 of a corridor approach focusing on international rail freight has important implications for EU member states, accession and candidate countries, in terms of approaching rail freight investments and performance from an international corridor perspective with enhanced cross-border coordination, with the ultimate aim of increasing the attractiveness of rail to potential freight customers. The objective of this report is to address this recommendation by assessing whether it makes sense to introduce a pilot EDI in a rail border crossing point in South East Europe. It aims to make a preliminary assessment of the various technical options in terms of hardware, software, and communication requirements of such architecture, taking into account that any technical solution proposed needs to be adapted to the countries in question, given existing infrastructure and European regulations. The ultimate aim is to improve rail border crossing performance in South East Europe by the use of EDI to improve integration.

Abstract

Regional integration in sub-Saharan Africa (SSA) is crucial for its further economic development and, more importantly, its structural transformation away from agriculture towards higher value-added activities, such as manufacturing and services. Yet there are many paths towards greater integration, some of which are easier than others. In order to gain insights into how regional integration is occurring in SSA, determine impediments to it, and develop recommendations for how the World Bank and other development agencies can help further facilitate it, the World Bank commissioned a set of political economy of regional integration studies covering sector analyses of agriculture, financial services, professional services, trade facilitation, and transport. This report summarizes the findings from the sector studies and suggests recommendations for further efforts in these areas by the World Bank and other development agencies. In a comparative context, the findings of the studies suggest cautious optimism for regional integration efforts in sub-Saharan Africa. Economic integration is more likely to succeed when it occurs alongside regional attempts at improving political stability and or developing joint infrastructure.

Abstract

geing is associated with changes in cognitive functions that affect fitness to drive. However, little is known about age effects on traffic sign comprehension (TSC). In this study, we assessed 37 older and 29 younger healthy drivers with a standardised traffic sign test and a comprehensive neuropsychological test battery. Older drivers showed lower TSC speed and tended to interpret more recent traffic signs less accurately than younger drivers. Higher cognitive functioning was generally associated with better TSC performances in both groups. In older drivers, TSC speed was related to specific cognitive functions such as cognitive flexibility and inhibition. Our findings suggest that traffic signs should appear in time to meet age-related constraints in TSC processing speed and should put low demands on inhibitory skills and cognitive flexibility. However, our findings also suggest that cognitive abilities are important for TSC regardless of age. In addition, a periodic update of traffic sign knowledge appears to be necessary. (C) 2019 International Association of Traffic and Safety Sciences. Production and hosting by Elsevier Ltd.