new railroads of the raj dave donaldson, mit impact of...

Railroads of the Raj Dave Donaldson, MIT Impact of transportation on: Prices Welfare Use Eaton Kortum model to look at very cool data Background about RR in India

1860

1910

1890

1870

1880

1900

19301920

Figure 2: The evolution of India’s railroad network, 1860-1930: These figures

display the decadal evolution of the railroad network (railroads depicted with thick lines) in

colonial India (the outline of which is depicted with thin lines). The first railroad lines were laid

in 1853. This figure is based on a GIS database in which each 20 km railroad segment is coded

with a year of opening variable. Source: Author’s calculations based on official publications.

See Appendix A for details.

Figure 1: Meteorological stations in colonial India: Dots represent the 3914

meteorological stations with rain gauges collecting daily rainfall in the period from 1891-

1930. District borders are also shown. Source: Global Historical Climatological Network

and author’s calculations; see Appendix A for full details.

Table 1: Descriptive Statistics

Value of agricultural output per acre, all crops (current rupees) 14,340 27.3 111.3

(10.4) (40.8)

Agricultural prices (average over all crops, current rupees 14,340 2.37 5.07

per maund) (1.37) (2.35)

Real agricultural income per acre (1870 rupees) 14,340 27.3 38.0

(10.4) (13.8)

Real agricultural income per acre, coefficient of variation over 13,384 0.06 0.04

past 5 years (0.04) (0.03)

Price of salt, all sources (current rupees per maund) 7,329 5.19 3.45

(1.96) (0.465)

Total annual rainfall (meters) 14,340 1.011 1.145

(0.798) (1.302)

Crop-specific rainfall shock (meters) 73,000 0.638 0.662

(0.614) (0.602)

Crop-specific rainfall shock, coefficient of variation over past 68,821 0.520 0.541

5 years (0.417) (0.480)

Exports per trade block (millions of 1870 rupees) 6,581,327 0.711 3.581

(0.649) (2.444)

Beginning of

Available Data

End of

Available Data

Number of

Observations

Notes : Values are sample means over all observations for the year and question, with standard deviations in parentheses. Beginning and

end of available data are: 1870 and 1930 for agricultural output and real agricultural income; 1861 and 1930 for agricultural prices and salt

prices; 1867 and 1930 for all rainfall variables; and 1880 and 1920 for trade data. A 'maund' is equal to 37.3 kg and was the standardized unit

of weight in colonial India. Data sources and construction are described in full in Appendix A.

1. Interdistrict price differences equal to trade costs.

2. Bilateral flows follow gravity equation 3. RR reduce responsiveness of prices to local

productivity shocks 4. RR increase real income 5. RR decrease impact of productivity shocks on

income 6. Sufficient statistic from welfare gains from

railroads

Model (cheat and pull this right from paper!)

Production is straight Eaton Kortum, productivty zk

0(j) for good j

Iceberg transportation cost T is transportation cost (d in EK) A is productivity θ is same as before (use o for origin, d for dest)

Equilibrium Prices

Prob o gets sale at d

General Equilibrium

Prediction 1: Price Differences Measure Trade Costs

Empirically:

Where TC is either (1) bilaterally railroad dummy for route (2) Lowest-cost route Distance LCR(R,α)

Data on retail price of 8 kinds of salt. Where know the unique origin of the salt. (Depending here on no price discrimination)

Table 2: Railroads and Trade Costs (Step 1)

Dependent variable: Log salt price at destination (1) (2) (3) (4) (5)

Source connected to destination by railroad -0.112 0.023

(0.046)*** (0.342)

Log distance to source, along lowest-cost route 0.135

(at historical freight rates) (0.038)***

Log distance to source, along lowest-cost route 0.255 0.247 0.233

(at estimated mode costs) (0.059)*** (0.063)*** (0.074)***

Estimated mode costs:

Railroad (normalised to 1) 1 1 1

N/A N/A N/A

Road 7.341 7.880 7.711

(1.687)*** (1.913)*** (2.032)***

River 3.396 3.821 4.118

(0.760)*** (1.034)*** (1.381)***

Coast 3.213 3.942 3.612

(1.893)* (2.581) (2.674)

Salt type x Year fixed effects YES YES YES YES YES

Salt type x Destination district fixed effects YES YES YES YES YES

Salt type x Destination district trends YES YES NO YES YES

Observations 7329 7329 7329 7329 7329

R-squared 0.841 0.960 0.953 0.974 0.975

Notes : Regressions estimating equation (11) using data on 8 types of salt (listed in Appendix A), from 124 districts in 5 Northern Indian

provinces (listed in Appendix A), annually from 1861 to 1930. Columns 1 and 2 are OLS regressions, and columns 3-5 are NLS regressions

(with block-bootstrapped standard errors). 'Source connected to destination by railroad' is a dummy variable equal to one in all years when it

is possible to travel by railroad from any point in the district containing the salt source to any point in the destination district. The 'distance to

source, along lowest-cost route' variable is a measure of the railroad-equivalent kilometres (because railroad freight rate is normalized to 1)

between the salt source and the destination district, along the lowest-cost route given relative mode costs per unit distance. 'Historical freight

rates' used are 4.5, 3.0 and 2.25 respectively for road, river and coastal mode costs per unit distance, all relative to rail transport. Data

sources and construction are described in full in Appendix A. Heteroskedasticity-robust standard errors corrected for clustering at the

destination district level are reported in parentheses. *** indicates statistically significantly different from zero at the 1% level; ** indicates 5%

level; and * indicates 10% level.

Prediction 2: Bilateral Trade Flows take Gravity Form

or

So estimate

or

Next related productivity to Rain

Table 3: Railroads and Trade Flows (Step 2)

Dependent variable: Log value of exports (1) (2) (3)

Fraction of origin and destination districts connected by railroad 1.482

(0.395)***

Log distance beween origin and destination along lowest-cost route -1.303 -1.284

(0.210)*** (0.441)***

(Log distance beween origin and destination along lowest-cost route) -0.054

x (Weight per unit value of commodity in 1880) (0.048)

(Log distance beween origin and destination along lowest-cost route) 0.031

x (High-value railroad freight class of commodity in 1880) (0.056)

Origin trade block x Year x Commodity fixed effects YES YES YES

Destination trade block x Year x Commodity fixed effects YES YES YES

Origin trade block x Destination trade block x Commodity fixed effects YES YES YES

Origin trade block x Destination trade block x Commodity trends YES YES YES

Observations 6,581,327 6,581,327 6,581,327

R-squared 0.943 0.963 0.964

Notes : Regressions estimating equations (13) and (14), using data on 85 commodities, 45 trade blocks, and 23 foreign countries, annually

from 1880 to 1920. 'Fraction of origin and destination districts connected by railroad' is the share of the district pairs between trade block o

and traded block d that for which it is possible to travel entirely by railroad from any point in one district to any point in the other district. The

'distance between origin and destination along lowest-cost route' variable is a measure of the railroad-equivalent kilometres (due to the

normalized railroad freight rate to 1) between the centroid of the origin and destination trade blocks in question, along the lowest-cost route

given relative freight rates for each mode of transport (as estimated in table 2). 'Weight per unit value in 1880' is the weight (in maunds) per

rupee, as measured by 1880 prices. 'Railroad freight class in 1880' is an indicator variable for all commodities that were classified in the

higher (more expensive) freight class in 1880; salt was in the omitted category (low-value commodities). Data sources and construction are

described in full in Appendix A. Standard errors are reported in parentheses. In column 1 these are heteroskedasticity robust standard

errors adjusted for clustering at the exporting block level. In columns 2-3 these are bootstrapped standard errors (using a two-stage block

bootstrap at the exporting block level) to correct for the generated regressor. *** indicates statistically significantly different from zero at the

1% level; ** indicates 5% level; and * indicates 10% level.

Prediction 3: Take 3 location symmetric model

Table 4: Railroads and Price Responsiveness (Step 3)

Dependent variable: Log price (1) (2) (3) (4)

Local rainfall in sowing and growing periods -0.256 -0.428 -0.215 -0.402

(0.102)** (0.184)*** (0.105)** (0.125)***

(Local rainfall) x (Railroad in district) 0.414 0.375

(0.195)** (0.184)**

Rainfall in neighboring districts -0.051 -0.021

(0.023)** (0.018)

Average: (Rainfall in neighboring districts) x

(Connected to neighboring districts by railroad) -0.082

(0.036)***

Crop x Year fixed effects YES YES YES YES

Crop x District fixed effects YES YES YES YES

District x Year fixed effects YES YES YES YES

Observations 73,000 73,000 73,000 73,000

R-squared 0.891 0.892 0.894 0.899

Notes : OLS Regressions estimating equation (16) using data on 17 agricultural crops (listed in Appendix A), from 239 districts in India,

annualy from 1861 to 1930. 'Local rainfall in sowing and growing period' (abrev. 'local rainfall') refers to the amount of rainfall (measured in

meters) in the district in question that fell during crop- and district- specific sowing and harvesting dates. 'Railroad in district' is a dummy

variable whose value is one if any part of the district in question is penetrated by a railroad line. 'Rainfall in neighboring districts' is the

variable 'local rainfall' averaged over all districts within a 250 km radius of the district in question. 'Connected to neighboring district' is a

dummy variable that is equal to one if the district in question is connected by a railroad line to each neighboring district within 250 km. Data

sources and construction are described in full in Appendix A. Heteroskedasticity-robust standard errors corrected for clustering at the district

level are reported in parentheses. *** indicates statistically significantly different from zero at the 1% level; ** indicates 5% level; and *

indicates 10% level.

Prediction 4: Railroads Increase Real Income Levels

Table 5: Railroads and Real Income Levels (Step 4) - OLS Estimates

Dependent variable: Log real agricultural income per acre (1) (2)

Railroad in district 0.164 0.182

(0.056)*** (0.071)**

Railroad in neighboring district -0.042

(0.020)**

District fixed effects YES YES

Year fixed effects YES YES

Observations 14,340 14,340

R-squared 0.744 0.758

Notes : OLS Regressions estimating equation (18) using real income constructed from crop-level data on 17 principal agricultural crops

(listed in Appendix A), from 239 districts in India, annualy from 1870 to 1930. 'Railroad in district' is a dummy variable whose value is one if

any part of the district in question is penetrated by a railroad line. 'Railroad in neighboring districts' is the variable 'railroad in district'

averaged over all districts within a 250 km radius of the district of observation. Data sources and construction are described in full in

Appendix A. Heteroskedasticity-robust standard errors corrected for clustering at the district level are reported in parentheses. *** indicates

statistically significantly different from zero at the 1% level; ** indicates 5% level; and * indicates 10% level.

Table 6: Railroads and Real Income Levels (Step 4) - Placebo Specifications

Dependent variable: log real agricultural income per acre (1) (2) (3) (4)

Railroad in district 0.172 0.190 0.167 0.188

(0.099) (0.099)* (0.083)** (0.075)**

Railroad in neighboring district -0.031 -0.028 -0.058 -0.047

(0.039) (0.031) (0.029)** (0.034)

Unbuilt railroad in district, abandoned after proposal stage 0.008

(0.021)

Unbuilt railroad in district, abandoned after reconnoitering stage -0.002

(0.048)

Unbuilt railroad in district, abandoned after survey stage 0.014

(0.038)

Unbuilt railroad in district, abandoned after sanction stage 0.010

(0.082)

(Unbuilt railroad in district, included in Lawrence Plan 1869-1873) 0.010

x (post-1869 indicator) (0.056)

(Unbuilt railroad in district, included in Lawrence Plan 1874-1878) -0.054






(Unbuilt railroad in district, included in Lawrence Plan 1889-1893) -0.092




(Unbuilt railroad in district, in Bombay Chamber of Commerce plans) 0.003


(Unbuilt railroad in district, in Madras Chamber of Commerce plans) -0.063


(Unbuilt railroad in district, included in Kennedy plan, high-priority) 0.0005

x (year-1848) (0.038)

(Unbuilt railroad in district, included in Kennedy plan, low-priority) -0.001

x (year-1848) (0.026)

District fixed effects YES YES YES YES

Year fixed effects YES YES YES YES

Observations 14,340 14,340 14,340 14,340

R-squared 0.769 0.769 0.770 0.770

Notes : OLS regressions similar to those in Table 5. 'Railroad in district' and 'Railroad in neighboring districts' are defined in the notes to Table 5.

'Unbuilt railroad in district, abandoned after X stage' is a dummy variable whose value is one if a line that was abandoned after 'X' stage penetrates

a district, in all years after then line was first mentioned as reaching stage 'X' in official documents. Stages 'X' are: 'proposal', where line was

mentioned in official documents; 'reconnoitering', where line route was explored by surveyors in rough detail; 'survey', where the exact route of the

line and nature of all engineering works were decided on after detailed survey; and 'sanction', where the surveyed line was given official permission

to be built. 'Lawrence 1868 plan' was a proposal for significant railroad expansion by India's Governor General that was not implemented; the plan

detailed proposed dates of construction (in 5-year segments) over the next 30 years, which are used in the construction of this variable. 'Chambers

of Commerce plans' were invited expansion proposals by the Madras and Bombay Chambers of Commerce in 1883, which were never

implemented. 'Kennedy plan' was an early construction-cost minimizing routes plan drawn up by India's chief engineer in 1848 (divided into high-

and low-priorities), which was rejected in favor of Dalhousie's direct routes plan. Heteroskedasticity-robust standard errors corrected for clustering at

the district level are reported in parentheses.

Table 7: Railroads and Real Income Levels (Step 4) - IV Estimates

Dependent variable:

Railroad in

district

(First Stage)

Railroad in

district

(First Stage)

Log real ag.

income

(Second

Stage)

Log real ag.

income

(Second

Stage)

Estimation method: OLS OLS IV IV

(1) (2) (3) (4)

(Rainfall in 1876-78 ag. year minus long-run mean) -0.051 -0.047

x (Post-1884 indicator) (0.018)*** (0.019)**


(0.084)** (0.082)**

Railroad in neighboring district -0.056 -0.052

(0.034) (0.031)

Rainfall in district 0.013 1.123 1.118

(0.089) (0.518)** (0.429)**

Rainfall in district (lagged 1 year) -0.003 0.328

(0.048) (0.294)

Rainfall in district (lagged 2 years) 0.009 0.024

(0.064) (0.182)

Rainfall in district (lagged 3 years) -0.001 -0.043

(0.058) (0.195)

(Rainfall in severe famine ag. year minus long-run mean) 0.015 0.010

x (Indicator for 6 years after famine year) (0.034) (0.025)

(Rainfall in mild famine ag. year minus long-run mean) -0.003 0.006

x (Indicator for 6 years after famine year) (0.027) (0.021)

District fixed effects YES YES YES YES

Year fixed effects YES YES YES YES

Observations 14,340 14,340 14,340 14,340

R-squared 0.651 0.650 0.733 0.743

Notes : Regressions estimating equation (18) using real income constructed from crop-level data on 17 principal agricultural crops (listed in

Appendix A), from 239 districts in India, annualy from 1870 to 1930. 'Railroad in district' is a dummy variable whose value is one if any part of

the district in question is penetrated by a railroad line. 'Rainfall in 1876-78 agricultural year minus long-run mean' is the amount of rainfall (in

metres) in a district from 1 May 1876 to 31 April 1878, minus the district's average annual rainfall in agricultural years from 1870 to 1930.

'Railroad in neighboring districts' is the variable 'railroad in district' averaged over all districts within a 250 km radius of the district of

observation. 'Rainfall in district' is a measure (in meters) of the amount of crop-specific rainfall that fell in the district, averaged over all 17

crops using the appropriate weighting in equation (20) of the text. 'Rainfall in severe/mild famine agricultural year minus long-run mean' is

similar to the variable defined above for the 1876-78 famine, but for five other famines designated as either 'severe' or 'mild' as in the text.

Data sources and construction are described in full in Appendix A. Heteroskedasticity-robust standard errors corrected for clustering at the

district level are reported in parentheses. *** indicates statistically significantly different from zero at the 1% level; ** indicates 5% level; and *

indicates 10% level.

Table 8: Railroads and Real Income Levels (Step 4) - Bounds Check

Dependent variable: log real agricultural income per acre (1) (2)

Railroad in district 0.182

(0.071)***


(0.020)** (0.031)

Railroad in district, built pre-1883 or post-1904 0.174

(0.100)*

Railroad in district, line labelled as 'productive' 0.212

(0.119)

Railroad in district, line labelled as 'protective' 0.168

(0.144)

Railroad in district, line labelled as 'productive and protective' 0.173

(0.138)

Railroad in district, line labelled as 'military' 0.204

(0.197)




R-squared 0.758 0.760

Notes : OLS regressions estimating equation (18) using real income constructed from crop-level data on 17 principal agricultural crops (listed

in Appendix A), from 239 districts in India, annualy from 1870 to 1930. 'Railroad in district' is a dummy variable whose value is one if any part

of the district in question is penetrated by a railroad line (calculated over all years in the sample). 'Railroad in neighboring district' was defined

in Table 5. 'Railroad in district, built pre-1883 or post-1904' is a similar variable defined in these time periods only, because in these time

periods lines were not designated according to primary intended use. 'Railroad in district, line labelled as X' is a dummy variable whose value

is one if any part of the district in question is penetrated by a line that whose primary intended use was designated (between 1883 and 1904,

when all lines required such a designation) as 'X'. The intended primary uses 'X' are: 'productive', where line was expected to be

commercially remunerative; 'protective', where line was intended to be redistributive towards lagging regions; 'productive and protective',

where the line was intended to have both of the previous primary uses; and 'military' if the line was built for military/strategic reasons.

Heteroskedasticity-robust standard errors corrected for clustering at the district level are reported in parentheses. *** indicates statistically

significantly different from zero at the 1% level; ** indicates 5% level; and * indicates 10% level.

Prediction 5: Railroads reduce Real Income Volatility

Table 9: Railroads and Real Income Volatility (Step 5)



(0.085)** (0.132)*

Rainfall in district 1.248 2.434

(0.430)*** (0.741)***

(Railroad in district) x (Rainfall in district) -1.184

(0.482)**


(0.021)* (0.027)




R-squared 0.767 0.770

Notes : OLS Regressions estimating equation (19) using real income constructed from crop-level data on 17 principal agricultural crops (listed

in Appendix A), from 239 districts in India, annualy from 1870 to 1930. 'Railroad in district' is a dummy variable whose value is one if any part

of the district in question is penetrated by a railroad line. 'Rainfall in district' is a weighted sum of a district's crop-specific rainfall amounts (in

meters), summed over all 17 crops with weights as suggested by my model, as in equation (19). 'Railroad in neighboring districts' was

defined in the notes to Table 5. Data sources and construction are described in full in Appendix A. Heteroskedasticity-robust standard errors

corrected for clustering at the district level are reported in parentheses. *** indicates statistically significantly different from zero at the 1%

level; ** indicates 5% level; and * indicates 10% level.

Prediction 6: Sufficient Statistic for Welfare Gains

Table 10: A Sufficient Statistic for Railroad Impact (Step 6)



(0.132)* (.0096)

Rainfall in district 2.434 1.044

(0.741)*** (0.476)**

(Railroad in district) x (Rainfall in district) -1.184 0.042

(0.482)** (0.64)

Railroad in neighboring district -0.022 0.003

(0.027) (0.041)

"Openness", as computed in model -0.942

(0.152)***




R-squared 0.770 0.788

Notes : OLS Regressions estimating equation (19) in column 1 and equation (21) in column 2, using real income constructed from crop-

level data on 17 principal agricultural crops (listed in Appendix A), from 239 districts in India, annualy from 1870 to 1930. 'Railroad in

district' is a dummy variable whose value is one if any part of the district in question is penetrated by a railroad line. 'Rainfall in district' is a

weighted sum of a district's crop-specific rainfall amounts (in meters), summed over all 17 crops with weights as suggested by my model,

as in equation (20) (where for reasons explained in the text, the weights sum to 4.6). 'Railroad in neighboring districts' was defined in the

notes to Table 5. 'Openness' is the share of a district's expenditure that it buys from itself; this varible is computed in the equilibrium of the

model, where the model parameters are set to those estimated in Steps 1 and 2, and the exogenous variables (the transportation network,

rainfall, and district land sizes) are as observed. Data sources and construction are described in full in Appendix A. Heteroskedasticity-

robust standard errors corrected for clustering at the district level are reported in parentheses. *** indicates statistically significantly

different from zero at the 1% level; ** indicates 5% level; and * indicates 10% level.

new railroads of the raj dave donaldson, mit impact of...

Documents