Infrastructure, Geographical Disadvantage, Transport Costs, and Trade

Limão, Nuno; Venables, Anthony J.

doi:10.1093/wber/15.3.451

Cited by 1,386 publications

(1,131 citation statements)

References 22 publications

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“…In this regard, studies such as Limão and Venables (2001), Martínez-Zarzoso et al (2003), Sánchez et al (2003), Clark et al (2004), Micco and Serebrisky (2004), Wilson et al (2005), Coca-Castaño et al (2005) and Márquez-Ramos et al (2011) specifically focus on transport infrastructure indicators. Limão and Venables (2001) focus on the impact of a country's infrastructure and transport costs on bilateral trade. They construct an index that estimates the level of infrastructure in each country on the basis of four indicators, namely kilometres of roads, paved roads and railways, and the number of telephone lines.…”

Section: Logistics Performance and Tradementioning

confidence: 99%

Relationship between logistics infrastructure and trade: Evidence from Spanish regional exports

Bensassi

Márquez‐Ramos

Martínez‐Zarzoso

et al. 2015

Transportation Research Part A: Policy and Practice

121

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Geographical factors and transport infrastructure are two of the key determinants that influence international competitiveness. In this sense, the quality of such infrastructure and how widespread it is, the distribution and capacity of logistics facilities in a country, as well as the number of private operators and their degree of specialisation, all play an increasingly important role in the design of business strategies aimed at increasing a country's share of the international market. Until recently, however, availability and access to logistics services have been considered secondary factors when defining business competitiveness. This paper estimates an augmented gravity model of trade that specifically includes logistics and transport infrastructure indicators as explanatory variables. The model is estimated by using bilateral exports from 19 Spanish regions to 64 destinations (45 countries and 19 Spanish regions) with data for the period 2003 to 2007. The findings show that logistics is indeed important for the analysis of trade flows in goods and they highlight the importance of logistics measures at the regional level. In particular, the number, size and quality of logistics facilities positively influence export flows.

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Section: Logistics Performance and Tradementioning

confidence: 99%

Relationship between logistics infrastructure and trade: Evidence from Spanish regional exports

Bensassi

Márquez‐Ramos

Martínez‐Zarzoso

et al. 2015

Transportation Research Part A: Policy and Practice

121

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“…First, while we allow establishments to locate freely within the 3207 municipalities, we do not allow the formation of any clusters including municipalities in both Hokkaido and other major islands. 29 Second, e-containments for each industry are obtained as the union of the two convex solidified subsets of essential clusters within and without Hokkaido [see, e.g., the cases of "sliding doors and screens", "livestock products", and "manufactured ice" shown in Figures …”

Section: Basic Regionsmentioning

confidence: 99%

“…The travel distance between each pair of neighboring municipalities is computed as the length of the shortest route between their municipality offices along 29 In terms of our -neighborhood definition in Mori and Smith [37, §4.2.2], the distances between Hokkaido regions and those of the major islands are implicitly assumed to exceed . 30 There is of course a certain degree of interdependence between the size of economic areas and the presence of industries in those areas.…”

Section: Interregional Distancesmentioning

confidence: 99%

On the spatial scale of industrial agglomerations

Mori

Smith

2015

Journal of Urban Economics

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Standard-Nutzungsbedingungen:Die Dokumente auf EconStor dürfen zu eigenen wissenschaftlichen Zwecken und zum Privatgebrauch gespeichert und kopiert werden.Sie dürfen die Dokumente nicht für öffentliche oder kommerzielle Zwecke vervielfältigen, öffentlich ausstellen, öffentlich zugänglich machen, vertreiben oder anderweitig nutzen.Sofern die Verfasser die Dokumente unter Open-Content-Lizenzen (insbesondere CC-Lizenzen) zur Verfügung gestellt haben sollten, gelten abweichend von diesen Nutzungsbedingungen die in der dort genannten Lizenz gewährten Nutzungsrechte. Terms of use: Documents in January 2015 AbstractStandard approaches to studying industrial agglomeration have been in terms of scalar measures of agglomeration within each industry. But such measures often fail to distinguish spatial scales of agglomeration. In a previous paper, Mori and Smith [37] proposed a pair of quantitative measures for distinguishing both the scale and degree of industrial agglomeration based on an explicit method for detecting spatial clusters. The first, designated as the global extent of industrial clusters, measures the spatial spread of these clusters in terms of the areal size of their essential containment, defined to be the (convex-solid) region containing the most significant subset of these clusters. The second, designated as the local density of industrial clusters, measures the spatial extent of individual clusters within their essential containment in terms of the areal share of that containment occupied by clusters. The present paper applies this pair of measures to manufacturing industries in Japan, and the results obtained are systematically compared to those of the most prominent scalar measures currently in use. Finally, these measures are shown to support certain predictions of new economic geography models concerning the relationship between shipment distances and spatial scales of agglomeration for individual industries.JEL Classifications : C49, L60, R12, R14

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“…67 This increase corresponds to an annual increase in production costs of traded goods of US$ 5.6 billion to US$ 16.8 billion (Walkenhorst and Dihel 2002). Ultimately, with an estimated elasticity of trade flows (in volume terms) with respect to transport costs (ad valorem) of -2 to -3.5, Limao and Venables (2001) expect trade to reduce by this factor. 68 It is necessary to note that these impacts on trading costs and subsequently trading volumes will vary across goods as well as across trading countries: goods with a high value to weight ratio whose share of trading costs already before 9/11 had a lower proportion of the value (e.g., pharmaceuticals) are expected to be less affected than goods with a low value to weight ratio (Walkenhorst and Dihel 2002).…”

Section: Tradementioning

confidence: 99%

The Economics of Terrorism and Counter-Terrorism: A Survey (Part II)

2010

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Standard-Nutzungsbedingungen:Die Dokumente auf EconStor dürfen zu eigenen wissenschaftlichen Zwecken und zum Privatgebrauch gespeichert und kopiert werden.Sie dürfen die Dokumente nicht für öffentliche oder kommerzielle Zwecke vervielfältigen, öffentlich ausstellen, öffentlich zugänglich machen, vertreiben oder anderweitig nutzen.Sofern die Verfasser die Dokumente unter Open-Content-Lizenzen (insbesondere CC-Lizenzen) zur Verfügung gestellt haben sollten, gelten abweichend von diesen Nutzungsbedingungen die in der dort genannten Lizenz gewährten Nutzungsrechte. Terms of use: Documents in Economics of Security Working Paper SeriesEconomics of Security is an initiative managed by DIW Berlin AbstractThis survey provides an in-depth analysis of existing research on the economic analysis of terrorism and counter-terrorist measures. First the existing evidence on the causes of terrorism is analyzed, then we consider the evidence of the consequences of terrorism and we demonstrate why it is important to regarding of the issue of counter-terrorism policy. Moreover the survey presents the existing knowledge on the interrelation between the economy and the issue of security and it incorporates analysis the level of knowledge about the causal chains between security and the economy. Also it focuses on perspective and methodologies from the discipline of economics but also refers to research from related disciplines (sociology, political science). It also assembles the knowledge on the impact of terrorism on the economy as reflected in macro-economic variables and its impact on specific sectors. Furthermore it assesses how potential an actual terrorist event determine consumer and producer behaviour, public policy, as well as terrorist responses to these policies. Finally a European perspective on the terrorism security annexes is discussed and here we analyze the causes of terrorism in Europe.JEL-Code: K42, H56, O17.Keywords: risk, insecurity, survey, terrorism, counter-terrorism, security economics This paper consists of two parts. Part I comprises chapters 1 to 4 and part II comprises chapters 5 to 9 -including the references.

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Infrastructure, Geographical Disadvantage, Transport Costs, and Trade

Cited by 1,386 publications

References 22 publications

Relationship between logistics infrastructure and trade: Evidence from Spanish regional exports

Relationship between logistics infrastructure and trade: Evidence from Spanish regional exports

On the spatial scale of industrial agglomerations

The Economics of Terrorism and Counter-Terrorism: A Survey (Part II)

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