On the emergence of scale-free production networks

We propose a simple dynamical model for the formation of production networks among monopolistically competitive firms. The model subsumes the standard general equilibrium approach à la Arrow–Debreu but displays a wide set of potential dynamic behaviors. It robustly reproduces key stylized facts of firms׳ demographics. Our main result is that competition between intermediate good producers generically leads to the emergence of scale-free production networks.     

营业税改征增值税试点方案对港口企业的影响研究

2012年国家在上海等11个省市开展了交通运输业和部分现代服务业营业税改征增值税的试点工作,这一改革给港口企业一般纳税人的税负带来了影响,通过两种税负的比较分析,其因素包括税率偏高、可抵扣成本低等多个方面,应当采取扩大改革范围、给予企业过渡期补贴扶持、择机统一下调税率等措施。     

Energy balance climate models and general equilibrium optimal mitigation policies

In a general equilibrium model of the world economy, we develop a two-dimensional energy balance climate model featuring heat diffusion and anthropogenic forcing driven by global fossil fuel use across the sphere of the Earth. This introduces an endogenous location dependent temperature function, driving spatial characteristics, in terms of location dependent damages resulting from local temperature anomalies into the standard climate-economy framework. We solve the social planner's problem and characterize the competitive equilibrium for two polar cases differentiated by the degree of market integration. We define optimal taxes on fossil fuel use and how they may implement the planning solution. Our results suggest that if the implementation of international transfers across latitudes is not possible then optimal taxes are in general spatially non-homogeneous and may be lower at poorer latitudes. The degree of spatial differentiation of optimal taxes depends on heat transportation. By employing the properties of the spatial model, we show by numerical simulations how the impact of thermal transport across latitudes on welfare can be studied.     

Equilibrium in a reinsurance market with short sale constraints

Summary. This paper deals with the existence of equilibrium in a dynamic reinsurance market with short sale constraints, driven by a marked point process, as studied in Bernis and Jouini (2001). We use the set of reinsurance treaties as consumption set, which is the positive orthant of some Banach lattice that can be identified to a space of martingales, . The properness of preferences is a key assumption for us to prove the existence of an equilibrium. We provide a sufficient condition for the preferences to be proper in term of loading factor of the reinsurance premium. Received: June 15, 2000; revised version: May 17, 2001     

Sraffa's legacy

This review essay of Critical Essays on Piero Sraffa's Legacyin economics situates Sraffa's work in relation to the Marshalliantradition and neo-Walrasian general equilibrium theory, andreviews the current state of debate between adherents of thesetraditions on the role of demand, returns to scale, capitaltheory and policy analysis. Other issues considered includethe corn model, Sraffa's critique of Hayek, and the extensionof the capital theory critique to the intertemporal equilibriummodel.     

完善我国政府非税收入预算管理的思考

本文介绍了我国政府非税收入预算管理的沿革,总结了我国政府非税收入预算管理的现状,分析了我国政府非税收入预算管理存在的问题,研究提出了完善我国政府非税收入预算管理的建议。     

从战略角度分析造成通用汽车公司现状的原因

通用汽车公司拥有百年历史,雄踞汽车霸主地位长达77年,然而,今天不得不求助于美国政府以维持经营。本文通过纵观通用汽车的发展历史,将从公司总战略和差异化战略角度来分析为何其走到了今天这一步。     

How do trust and property security influence household contributions to public goods?: The case of the sloping land conversion program in China

Trust and property rights are generally considered to influence farmers' behavior regarding resource use and environmental management. Previous studies show that higher trust levels may enhance contributions to public goods. This paper investigates how trust and (land) property rights security influence the provision of one concrete public good: land protection through the Sloping Land Conservation Program in China. The analysis is based on household survey data from Ningxia Autonomous Region in China. From our questionnaire two trust factors are derived and distinguished, using factor analysis: general trust and kinship trust. Farm households are less likely to contribute to public goods when they perceive more secure land rights, but trust has mixed effects on public goods. The results show that general trust and kinship trust may rely on two opposite effects for influencing public goods provision. On the one hand, high levels of general trust may directly enhance people's willingness to provide contributions to public goods (by reduced likelihood to reconvert forest land) when farmers are aware of the positive environmental effects of the program, that's the public goods effect. On the other hand, general trust may also make it more likely that people invest more in their own private goods to pursue their own welfare (a more likely reconversion of forest land to arable land), that's the private goods effect. The final outcome depends on the size and direction of both effects. Compared to general trust, kinship trust is more inward-looking and self- or group-interested compared to more reciprocal general trust. Thus, unlike general trust, kinship trust may have no significant public goods effect on the provisioning of public goods.     

The broader economic consequences of transport infrastructure investments

A major question in Economic Geography relates to the scale and nature of transport infrastructure’s contribution to the broader economy. While Cost-Benefit Analysis (CBA) is the most widely used of the three potential approaches, the recent interest in the wider economic benefits of transport infrastructure has spawned a variety of macroeconomic models. However, the estimates of magnitudes and direction of economic impacts of infrastructure by various macroeconomic models are sharply different, and these models shed little light on causal mechanisms linking transport and the economy. This paper has two aims: first, to highlight the wider economic benefits of transport infrastructure from the observed role of railroads and waterways in economic development, and two by reviewing recent theoretical developments to identify the multiple causal mechanisms which link transport and economic growth such as : market expansion, gains from trade, technological shifts, processes of spatial agglomeration and processes of innovation and commercialization of new knowledge in urban clusters (made possible by transport improvements). Hence the need for developing general equilibrium analyses of transport-economy linkages.