Highways and Hukou. The impact of China s spatial development policies on urbanization and regional inequality
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1 Highways and Hukou The impact of China s spatial development policies on urbanization and regional inequality Maarten Bosker a Uwe Deichmann b Mark Roberts b a Erasmus / CEPR; b The World Bank November 12, 2014 Maarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
2 China s economic geography Rapid economic growth and rapid urbanization But, big spatial differences in development across China: Maarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
3 China s economic geography to which (some) people respond with their feet Maarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
4 Policies shaping China s economic geography Restrictions on labor mobility (Hukou system) loss of public service entitlement when moving recently (partly) relaxed Large scale infrastructure investments within cities between cities: 96000km of highways connecting cities 500k inhabitants, the National Expressway Network (NEN) aarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
5 This paper Assess the (spatial) impact of these two different policies on: Using an NEG-based combination of Maarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
6 This paper Assess the (spatial) impact of these two different policies on: Real income per capita Population Urbanization Urban-rural income gap Using an NEG-based combination of Maarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
7 This paper Assess the (spatial) impact of these two different policies on: Real income per capita Population Urbanization Urban-rural income gap Using an NEG-based combination of Estimation Simulation of counterfactual scenarios aarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
8 Our contribution Earlier papers have already looked at the these two policies separately using a similar combination of estimation and simulation: NEN: Roberts et al. (RSUE 2012), Faber (REStud, 2014) Hukou: Bosker et al. (JUE, 2012), Whalley & Zhang (JDE, 2007) We consider them together, using the same underlying NEG model. aarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
9 Our contribution Earlier papers have already looked at the these two policies separately using a similar combination of estimation and simulation: NEN: Roberts et al. (RSUE 2012), Faber (REStud, 2014) Hukou: Bosker et al. (JUE, 2012), Whalley & Zhang (JDE, 2007) We consider them together, using the same underlying NEG model. Why interesting? aarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
10 Our contribution Earlier papers evaluating the (spatial) effects of the NEN assume labor completely immobile Maarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
11 Our contribution Earlier papers evaluating the (spatial) effects of the NEN assume labor completely immobile May lead to an over-/underestimate of these effects Maarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
12 Our contribution Earlier papers evaluating the (spatial) effects of the NEN assume labor completely immobile May lead to an over-/underestimate of these effects Unable to assess the impact on the spatial distribution of people across cities nor on urbanization aarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
13 Our contribution Earlier papers evaluating the (spatial) effects of the NEN assume labor completely immobile May lead to an over-/underestimate of these effects Unable to assess the impact on the spatial distribution of people across cities nor on urbanization We extend the model in Roberts et al. (2012) to incorporate labor mobility in response to aarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
14 Our contribution Earlier papers evaluating the (spatial) effects of the NEN assume labor completely immobile May lead to an over-/underestimate of these effects Unable to assess the impact on the spatial distribution of people across cities nor on urbanization We extend the model in Roberts et al. (2012) to incorporate labor mobility in response to changes in real wages induced by the lower trade costs as a result of the construction of the NEN differences in (dis-)amenities across cities aarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
15 Our contribution Earlier papers evaluating the (spatial) effects of the Hukou restrictions Maarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
16 Our contribution Earlier papers evaluating the (spatial) effects of the Hukou restrictions Assume more ad-hoc migration dynamics Maarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
17 Our contribution Earlier papers evaluating the (spatial) effects of the Hukou restrictions Assume more ad-hoc migration dynamics Abstract from / approximate connections between cities by great-circle distance Maarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
18 Our contribution Earlier papers evaluating the (spatial) effects of the Hukou restrictions Assume more ad-hoc migration dynamics Abstract from / approximate connections between cities by great-circle distance Only consider the effects on the distribution of people across Chinese cities aarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
19 Our contribution Earlier papers evaluating the (spatial) effects of the Hukou restrictions Assume more ad-hoc migration dynamics Abstract from / approximate connections between cities by great-circle distance Only consider the effects on the distribution of people across Chinese cities Our model: aarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
20 Our contribution Earlier papers evaluating the (spatial) effects of the Hukou restrictions Assume more ad-hoc migration dynamics Abstract from / approximate connections between cities by great-circle distance Only consider the effects on the distribution of people across Chinese cities Our model: Takes the large-scale investments in the NEN into account Models and estimates the migration dynamics Also considers the effects on real income and urbanization aarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
21 The model Roberts et al. (2012) extended to allow for labor mobility following e.g. Tabuchi and Thisse (JDE, 2002): Each individual j chooses to live in that location i that maximizes his/her expected utility: P(U ij > max k i U kj ) = P(W i + A i + ɛ ij > max k i W k + A k + ɛ kj ) Where: W i is real income in location i A i captures location i s (dis)amenities ɛ ij captures any individual-specific idiosyncratic preferences for living in location i aarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
22 The NEG - part Real income (wages) W i in each location s urban and rural area is determined as in the NEG model developed by Roberts et al. (RSUE, 2012): urban sector producing manufacturing varieties rural sector producing agricultural goods consumer preferences show love of variety in both manufacturing and in agricultural goods both goods face transport costs when shipping from one city to another it depends on a location s Market Access, that increases when facing lower trade costs (e.g. because of the NEN) aarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
23 The NEG - part Real income (wages) W i in each location s urban and rural area is determined as in the NEG model developed by Roberts et al. (RSUE, 2012): urban sector producing manufacturing varieties rural sector producing agricultural goods consumer preferences show love of variety in both manufacturing and in agricultural goods both goods face transport costs when shipping from one city to another it depends on a location s Market Access, that increases when facing lower trade costs (e.g. because of the NEN) upward pressure because of better access to demand downward pressure because of increased competition aarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
24 Spatial equilibrium A spatial equilibrium is reached when the likelihood of an individual choosing to live in location i equals the actual observed share of people living in that location. P(W i + A i + ɛ ij > max k i W k + A k + ɛ kj ) = L i / k L k Maarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
25 Spatial equilibrium A spatial equilibrium is reached when the likelihood of an individual choosing to live in location i equals the actual observed share of people living in that location. P(W i + A i + ɛ ij > max k i W k + A k + ɛ kj ) = L i / k L k Under a standard assumption on the distribution of ɛ ij (see McFadden, 1974), and normalizing by a reference location s likelihood, we can write this condition as: ln L i /L 1 = β 0 + β 1 W i + β 2 A obs i + ν i (1) where ν i captures any unobserved (dis)amenities of location i. aarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
26 Assessing the (spatial) effects of the NEN and the Hukou system Collect information for the urban and rural part of 331 prefectures on - incomes, population, travel times with(out) the NEN in place, etc (same as in Roberts et al., 2012) - stock of migrants and amenities (geographical, and man-made (access to toilet, tap water, natural gas)) aarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
27 Assessing the (spatial) effects of the NEN and the Hukou system Collect information for the urban and rural part of 331 prefectures on - incomes, population, travel times with(out) the NEN in place, etc (same as in Roberts et al., 2012) - stock of migrants and amenities (geographical, and man-made (access to toilet, tap water, natural gas)) Use the available estimates of our model s main parameters from Roberts et al. (2012) Complement them with estimates of the relative importance of real wages and (dis-)amenities in people s migration decision using (1) click here aarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
28 Assessing the (spatial) effects of the NEN and the Hukou system Collect information for the urban and rural part of 331 prefectures on - incomes, population, travel times with(out) the NEN in place, etc (same as in Roberts et al., 2012) - stock of migrants and amenities (geographical, and man-made (access to toilet, tap water, natural gas)) Use the available estimates of our model s main parameters from Roberts et al. (2012) Complement them with estimates of the relative importance of real wages and (dis-)amenities in people s migration decision using (1) click here Simulate counterfactuals of China s economic geography - using the pre- and post-nen travel times between cities - using restricted or unrestricted labor mobility aarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
29 Simulating our counterfactual scenarios We always start from the observed 2007 distribution of people/economic activity of the 662 locations we have data on (the urban and rural part of 331 Chinese prefectures) In terms of our model this is the spatial equilibrium with: Restricted labor mobility (Hukou restrictions in place) The NEN in place Maarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
30 Simulating our counterfactual scenarios We always start from the observed 2007 distribution of people/economic activity of the 662 locations we have data on (the urban and rural part of 331 Chinese prefectures) In terms of our model this is the spatial equilibrium with: Restricted labor mobility (Hukou restrictions in place) The NEN in place Starting from this situation, we simulate our main counterfactuals by: 1 Changing travel times back to the pre-nen situation keeping the Hukou restrictions in place: only observed migrants respond to the resulting changes in real wages 2 Allowing everybody instead of only observed migrants to respond to differences in real wages and/or amenities between locations (i.e. no Hukou restrictions) aarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
31 Simulating our counterfactuals Obtaining our no-nen scenario 1 change travel times back to the pre-nen situation 2 calculate the changed W i in each location 3 calculate the resulting change in each location s population using our estimates of (1): ln(m i /M 1 ) = ˆβ 0 + ˆβ 1 W i + ˆβ 2 A i + ˆν i (2) L i = L non migrant Mi /M1 i + M China k M k /M 1 (3) 4 this population movement may again result in changes in W i 5 reiterate steps [2]-[4] until convergence Maarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
32 Simulating our counterfactuals Obtaining our no-hukou scenario In the actual 2007 Hukou equilibrium the probability of a observed-migrant choosing location i equals the share of migrants in that location. In a no-hukou equilibrium, with everyone a potential migrant, this probability instead needs to equal the total population share in each location! Maarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
33 Simulating our counterfactuals Obtaining our no-hukou scenario If this is not the case: people start to move when Hukou is abandoned: 1 calculate the resulting change in each location s population using our estimates of (1): ln(m i /M 1 ) = ˆβ 0 + ˆβ 1 W i + ˆβ 2 A i + ˆν i (4) L Mi /M1 i = L China k M k /M 1 (5) 2 calculate the resulting changes in W i 3 reiterate steps [1]-[2] until convergence Maarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
34 Aggregate Results Maarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
35 Aggregate Results Compared to earlier papers assuming complete labor immobility: impact of the NEN under (more realistic) restricted labor mobility not that different only modest effect of the NEN effect on spatial reallocation / urbanization aarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
36 Aggregate Results Compared to earlier papers assuming complete labor immobility: impact of the NEN under (more realistic) restricted labor mobility not that different only modest effect of the NEN effect on spatial reallocation / urbanization Much bigger effects when completely abandoning the Hukou restrictions (note.. also extreme counterfactual ) Larger welfare gains More spatial inequality 35ppt increase in urbanization - 89% of prefectures see a rise in urbanization rate aarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
37 Spatial impacts: Maarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
38 Spatial impacts: Maarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
39 Spatial impacts: increasing inequality? Maarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
40 Spatial impacts: who gains? Maarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
41 Spatial impacts The construction of the NEN The abandonment of the Hukou Maarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
42 Spatial impacts The construction of the NEN Urbanized places become more urbanized Better connected places urbanize faster (and see fastest per capita income growth) The abandonment of the Hukou Maarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
43 Spatial impacts The construction of the NEN Urbanized places become more urbanized Better connected places urbanize faster (and see fastest per capita income growth) The abandonment of the Hukou Creates more spatial inequality, especially in population Coastal cities in SE grow fastest Smaller places see faster per capita income growth Urban catch-up of currently least urbanized places [but largely due to rural out-migration ] Maarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
44 Main findings The impact of the NEN when allowing for (restricted) labor mobility not that different from earlier papers assuming immobile labor only modest effect on spatial reallocation of people / urbanization places that get better connected gain most and become more urbanized Maarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
45 Main findings The impact of the NEN when allowing for (restricted) labor mobility not that different from earlier papers assuming immobile labor only modest effect on spatial reallocation of people / urbanization places that get better connected gain most and become more urbanized The impact of abandoning the Hukou restrictions stronger overall welfare effects, but also (much) more spatial inequality reinforces existing spatial inequality in real incomes but.. leads to urban catch-up of the periphery aarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
46 Possible extensions? add congestion force(s), e.g. house prices, public service provision, etc. partial Hukou relaxation - cities up to 500k... Maarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
47 THANK YOU Maarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
48 Evidence on the determinants of migration To estimate the relative importance of real wages and amenities in people s migration decision, we use our information on the migrant stock in the urban and rural part of each prefecture, i.e. we estimate: ln(m i /M 1 ) = β 0 + β 1 W i + β 2 A i + ν i (6) We use migration stocks instead of total population because: Most people do not make an active location choice of the type implied by our model, exactly because of the Hukou restrictions Difficult to infer willingness to move in response to real wage and/or amenity differences using total population as dependent variable hereby we do assume that these migrants preferences are representative of those of the entire Chinese population (in the absence of the Hukou restrictions)! aarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
49 Evidence on the determinants of migration Maarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
50 Evidence on the determinants of migration This provides us with estimates of: how migration decisions depend on real wages and observable amenities (i.e. the ˆβ s in (6)) each location s unobserved amenities (the residuals of (2), ˆν i ) We use them to, under the assumption that a location s amenity stock remains unchanged, assess how a location s (migrant) population changes as a result of changes in its real wages go back aarten Bosker a Uwe Deichmann b Mark Roberts b ( a Erasmus Highways / CEPR; and Hukou b The World Bank) November 12, / 28
DRAFT Not for citation
Hukou and highways The impact of China s spatial development policies on urbanization and regional inequality Maarten Bosker 1, Uwe Deichmann 2 and Mark Roberts 3 November, 2014 Abstract China has used
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