During the late Qing Dynasty and the early period of the Republic of China(1870-1930),the social classes in Yangzhou were basically dominated by officials,businessmen,and scholars.In the building number,scale,and func...During the late Qing Dynasty and the early period of the Republic of China(1870-1930),the social classes in Yangzhou were basically dominated by officials,businessmen,and scholars.In the building number,scale,and functional evolution of their home gardens,these three classes were different,reflecting abundant connotation of characteristic of the time and regional culture,revealing the inheritance path of Yangzhou culture,as well as the richness and diversity of home gardens in Yangzhou during the late Qing Dynasty and the early period of the Republic of China.展开更多
Different arguments on the relationship between railway construction and economic development exist in literature. As the railway construction of Henan in the period of late Qing Dynasty(1644-1911) and early Republic ...Different arguments on the relationship between railway construction and economic development exist in literature. As the railway construction of Henan in the period of late Qing Dynasty(1644-1911) and early Republic of China(1912-1949) provides a nearly natural experiment to throw new light on this topic, this paper creates county-level panel data for this period and conducts a further test with a difference-in-difference strategy. While the effect of railway is demonstrated to be positive in some literature yet negative in others, this paper identifies some major intergroup differences: railway lines put into service after the 1910 s and connecting central cities promoted population growth in regions along the railway lines, enhanced their capacity to cope with external market shocks, yet they did not improve integration with the intra-provincial market. By contrast, the railway lines put into operation in the 1930 s and connecting hinterland areas not only improved regional market integration but contributed to higher living standards as well. The implication is that the effects of railway are subject to the economic relations of various localities along the railway lines and the economic attributes of various sectors. thus railways cannot be generally defined to be positive or negative. This conclusion helps explain the disagreements in empirical studies and highlight the impact of railways on the regional economic structure.展开更多
基金Sponsored by Philosophical and Social Science Research Project in Colleges and Universities of Jiangsu Province in 2015(2015sjd751)
文摘During the late Qing Dynasty and the early period of the Republic of China(1870-1930),the social classes in Yangzhou were basically dominated by officials,businessmen,and scholars.In the building number,scale,and functional evolution of their home gardens,these three classes were different,reflecting abundant connotation of characteristic of the time and regional culture,revealing the inheritance path of Yangzhou culture,as well as the richness and diversity of home gardens in Yangzhou during the late Qing Dynasty and the early period of the Republic of China.
文摘Different arguments on the relationship between railway construction and economic development exist in literature. As the railway construction of Henan in the period of late Qing Dynasty(1644-1911) and early Republic of China(1912-1949) provides a nearly natural experiment to throw new light on this topic, this paper creates county-level panel data for this period and conducts a further test with a difference-in-difference strategy. While the effect of railway is demonstrated to be positive in some literature yet negative in others, this paper identifies some major intergroup differences: railway lines put into service after the 1910 s and connecting central cities promoted population growth in regions along the railway lines, enhanced their capacity to cope with external market shocks, yet they did not improve integration with the intra-provincial market. By contrast, the railway lines put into operation in the 1930 s and connecting hinterland areas not only improved regional market integration but contributed to higher living standards as well. The implication is that the effects of railway are subject to the economic relations of various localities along the railway lines and the economic attributes of various sectors. thus railways cannot be generally defined to be positive or negative. This conclusion helps explain the disagreements in empirical studies and highlight the impact of railways on the regional economic structure.
