Highways and industrial development in the peripheral regions of China

Xu, Hangtian; Nakajima, Kenichi

doi:10.1111/pirs.12198

Cited by 40 publications

(24 citation statements)

References 27 publications

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“…As suggested by Holl (2004) (see also Ghani et al, 2015;Xu and Nakajima, 2015), regions close to new motorways benefit in terms of plant density, employment, output, and productivity. On the basis of the sample selection presented in Section 3, we set our baseline estimations by comparing manufacturing employment in groups 1 and 2 before and after the expressway treatment in 2001-2005. We are concerned that the potential self-selection problem might make the estimations biased; thus, comparison between groups 1 and 2 partially addresses this problem.…”

Section: Baseline Estimations and Robustness Checksmentioning

confidence: 94%

“…Therefore, some previous studies, even those focusing on nonnodal units, have adopted instruments (e.g., hypothetical transportation networks based on least cost; Faber, 2014) to provide robust estimates. Furthermore, controlling for the pretreatment parallel trend between the treated and untreated counties in the explained indicators allows us to estimate the treatment effects by using DID regressions (e.g., Datta, 2012;Tang, 2014;Ghani et al, 2015) or matching approaches (e.g., Rephann and Isserman, 1994;Xu and Nakajima, 2015), and carrying out suitable placebo tests.…”

Section: Methodsmentioning

confidence: 99%

“…Holl (2004) examines the location choices of new firms in Portugal and finds a significant locational advantage in areas along new roads for both the manufacturing and the service sectors. Xu and Nakajima (2015) state that industrial output and investment are promoted in China's counties after receiving new highways, whereas Ghani, Goswami, and Kerr (2015) find in India that road infrastructure has positive impacts on manufacturing firm entry and productivity for nonnodal districts close to highways. Jiwattanakulpaisarn et al (2009), by contrast, find that highway infrastructure has no discernible effect on the private sector employment at the county level after controlling for the dynamic adjustment of employment and a series of endogenous factors.…”

Section: Impact Of Transport Projects On Nonnodal Areasmentioning

confidence: 96%

“…County-level cities and counties are classified as in Xu and Nakajima (2015). The related geographical description is shown in Figure 1.…”

Section: Data Sourcesmentioning

confidence: 99%

“…First, expressway toll station data are from the Public Travel Information Service System of related provinces (as used in Xu and Nakajima, 2015). Access to all expressways in China is subject to payment; thus, a toll station can be seen as an approximation of expressway location and accessibility.…”

Section: Data Sourcesmentioning

confidence: 99%

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The Locational Dynamics of Manufacturing in China's Counties: Influence of Expressway Investment

Zhou

Liang

2016

Journal of Regional Science

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This study investigates the impact of expressway investment in China's counties. By identifying expressway accessibility through toll station locations, we estimate the manufacturing distribution along expressways for 2001-2005. We find that expressway accessibility promotes manufacturing employment for inland counties by around 41 percent; however, for coastal counties that already have high road density and dense manufacturing layouts, the returns from new expressways are small. Furthermore, counties close to large cities benefit more from expressway accessibility than do counties that are far from them. The gap first increases in the period of expressway construction and then decreases as expressway effects are smoothed.

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Section: Baseline Estimations and Robustness Checksmentioning

confidence: 94%

Section: Methodsmentioning

confidence: 99%

Section: Impact Of Transport Projects On Nonnodal Areasmentioning

confidence: 96%

“…County-level cities and counties are classified as in Xu and Nakajima (2015). The related geographical description is shown in Figure 1.…”

Section: Data Sourcesmentioning

confidence: 99%

Section: Data Sourcesmentioning

confidence: 99%

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The Locational Dynamics of Manufacturing in China's Counties: Influence of Expressway Investment

Zhou

Liang

2016

Journal of Regional Science

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PROTOCOL: Effectiveness of road safety interventions: An evidence and gap map

Mohan¹,

Tiwari²,

Varghese

et al. 2020

Campbell Systematic Reviews

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The Decade of Action for Road Safety 2011–2020, officially proclaimed by the UN General Assembly in March 2010, sought to reduce morbidity and mortality due to road traffic injuries (RTI) significantly. While there is reasonable agreement internationally on safer designs of motor vehicles (except locally produced vehicles like three‐wheeled scooter taxis, tuk‐tuks, jeepneys, etc.), there is a lack of evidence based interventions in road and infrastructure design, police enforcement and post‐crash care. Researchers in the field of traffic safety have been aware of the existence of counterintuitive results in their area of work for more than four decades. The fact that many interventions do not result in reductions in RTI is mainly because a large number of studies only measure intermediate outcomes like change in behaviour or knowledge and not the actual results in the field. The scope of this evidence and gap map (EGM) is to cover relevant studies in road safety sector from all countries and present the effectiveness of interventions in terms of mainly traffic crash injuries as its outcome. The interventions adopted in this EGM are classified into five broad categories: Human factors, vehicle factors and protective devices, road design, infrastructure and traffic control, post‐crash pre‐hospital care and legal and institutional framework. In order to come closer to accomplishing targets for road safety, it is important to allocate resources to promote interventions that are effective in achieving outcomes in the context of road safety. A mapping will provide a comprehensive overview of existing knowledge in the area of road safety and its effectiveness across the world. The map will guide programme managers to high quality evidence and inform targeted commissioning of future research.

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Effectiveness of road safety interventions: An evidence and gap map

Goel,

Tiwari,

Varghese

et al. 2024

Campbell Systematic Reviews

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BackgroundRoad Traffic injuries (RTI) are among the top ten leading causes of death in the world resulting in 1.35 million deaths every year, about 93% of which occur in low‐ and middle‐income countries (LMICs). Despite several global resolutions to reduce traffic injuries, they have continued to grow in many countries. Many high‐income countries have successfully reduced RTI by using a public health approach and implementing evidence‐based interventions. As many LMICs develop their highway infrastructure, adopting a similar scientific approach towards road safety is crucial. The evidence also needs to be evaluated to assess external validity because measures that have worked in high‐income countries may not translate equally well to other contexts. An evidence gap map for RTI is the first step towards understanding what evidence is available, from where, and the key gaps in knowledge.ObjectivesThe objective of this evidence gap map (EGM) is to identify existing evidence from all effectiveness studies and systematic reviews related to road safety interventions. In addition, the EGM identifies gaps in evidence where new primary studies and systematic reviews could add value. This will help direct future research and discussions based on systematic evidence towards the approaches and interventions which are most effective in the road safety sector. This could enable the generation of evidence for informing policy at global, regional or national levels.Search MethodsThe EGM includes systematic reviews and impact evaluations assessing the effect of interventions for RTI reported in academic databases, organization websites, and grey literature sources. The studies were searched up to December 2019.Selection CriteriaThe interventions were divided into five broad categories: (a) human factors (e.g., enforcement or road user education), (b) road design, infrastructure and traffic control, (c) legal and institutional framework, (d) post‐crash pre‐hospital care, and (e) vehicle factors (except car design for occupant protection) and protective devices. Included studies reported two primary outcomes: fatal crashes and non‐fatal injury crashes; and four intermediate outcomes: change in use of seat belts, change in use of helmets, change in speed, and change in alcohol/drug use. Studies were excluded if they did not report injury or fatality as one of the outcomes.Data Collection and AnalysisThe EGM is presented in the form of a matrix with two primary dimensions: interventions (rows) and outcomes (columns). Additional dimensions are country income groups, region, quality level for systematic reviews, type of study design used (e.g., case‐control), type of road user studied (e.g., pedestrian, cyclists), age groups, and road type. The EGM is available online where the matrix of interventions and outcomes can be filtered by one or more dimensions. The webpage includes a bibliography of the selected studies and titles and abstracts available for preview. Quality appraisal for systematic reviews was conducted using a critical appraisal tool for systematic reviews, AMSTAR 2.Main ResultsThe EGM identified 1859 studies of which 322 were systematic reviews, 7 were protocol studies and 1530 were impact evaluations. Some studies included more than one intervention, outcome, study method, or study region. The studies were distributed among intervention categories as: human factors (n = 771), road design, infrastructure and traffic control (n = 661), legal and institutional framework (n = 424), post‐crash pre‐hospital care (n = 118) and vehicle factors and protective devices (n = 111). Fatal crashes as outcomes were reported in 1414 records and non‐fatal injury crashes in 1252 records. Among the four intermediate outcomes, speed was most commonly reported (n = 298) followed by alcohol (n = 206), use of seatbelts (n = 167), and use of helmets (n = 66). Ninety‐six percent of the studies were reported from high‐income countries (HIC), 4.5% from upper‐middle‐income countries, and only 1.4% from lower‐middle and low‐income countries. There were 25 systematic reviews of high quality, 4 of moderate quality, and 293 of low quality.Authors' ConclusionsThe EGM shows that the distribution of available road safety evidence is skewed across the world. A vast majority of the literature is from HICs. In contrast, only a small fraction of the literature reports on the many LMICs that are fast expanding their road infrastructure, experiencing rapid changes in traffic patterns, and witnessing growth in road injuries. This bias in literature explains why many interventions that are of high importance in the context of LMICs remain poorly studied. Besides, many interventions that have been tested only in HICs may not work equally effectively in LMICs. Another important finding was that a large majority of systematic reviews are of low quality. The scarcity of evidence on many important interventions and lack of good quality evidence‐synthesis have significant implications for future road safety research and practice in LMICs. The EGM presented here will help identify priority areas for researchers, while directing practitioners and policy makers towards proven interventions.

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Highways and industrial development in the peripheral regions of China

Cited by 40 publications

References 27 publications

The Locational Dynamics of Manufacturing in China's Counties: Influence of Expressway Investment

The Locational Dynamics of Manufacturing in China's Counties: Influence of Expressway Investment

PROTOCOL: Effectiveness of road safety interventions: An evidence and gap map

Effectiveness of road safety interventions: An evidence and gap map

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