Macro data interactive
Macro data interactive This service provides time series from official publications (Statistisches Bundesamt [German Federal Statistical Office], Arbeitskreis Volkswirtschaftliche…
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Population and labour market
Population and labour market Inhabitants are all people (Germans and foreigners) with permanent residence in federal territory (or in a Land). That does not include members of…
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Innovation and Top Income Inequality
Philippe Aghion, Ufuk Akcigit, Antonin Bergeaud, Richard Blundell, David Hemous
Review of Economic Studies,
No. 1,
2019
Abstract
In this article, we use cross-state panel and cross-U.S. commuting-zone data to look at the relationship between innovation, top income inequality and social mobility. We find positive correlations between measures of innovation and top income inequality. We also show that the correlations between innovation and broad measures of inequality are not significant. Next, using instrumental variable analysis, we argue that these correlations at least partly reflect a causality from innovation to top income shares. Finally, we show that innovation, particularly by new entrants, is positively associated with social mobility, but less so in local areas with more intense lobbying activities.
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Is the 'Central German Metropolitan Region' Spatially Integrated? An Empirical Assessment of Commuting Relations
Albrecht Kauffmann
Urban Studies,
No. 9,
2016
Abstract
The 'Central German Metropolitan Region' is a network of cities and their surroundings, located in the three East-German states of Saxony, Saxony-Anhalt and Thuringia. It was founded to bring the bundled strengths of these cities into an inter-municipal cooperation, for making use of the possible advantages of a polycentric region. As theory claims, a precondition for gains from polycentricity is spatial integration of the region. In particular, markets for high skilled labour should be integrated. To assess how this precondition is fulfilled in Central Germany, in the framework of a doubly constrained gravity model the commuting relations between the functional regions of the (until 2013) 11 core cities of the network are analysed. In particular for higher educated employees, the results display that commuting relations are determined not only by distance, but also by the state borders that cross the area.
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Delineation of City Regions Based on Commuting Interrelations: The Example of Large Cities in Germany
Albrecht Kauffmann
IWH Discussion Papers,
No. 4,
2012
Abstract
The comparison of cities with regard to their economic or demographic development may yield misleading results, if solely the cities in their administrative borders are the object of consideration. Frequently, historical borders of cities neither conform to the contemporary settlement structures, nor do they consider the mutual dependencies between cities and parts of their hinterland. Therefore, it is often claimed to use city regions as objects of comparison or for the sake of urban planning. Commonly, the delineation of functional regions is based on commuting flows from the municipalities in the hinterland of the core cities directed to the cores. A municipality is regarded as belonging to a certain city region if the share of out-commuters from this municipality to the respective core in the total mass of those employees who reside in that municipality is the largest one, and if this share exceeds a certain threshold value. However, commuting flows in the opposite direction are not considered. The method presented here delineates city regions on the base of bidirectional commuting flows. Hereby, various modifications regarding the characteristics of the employment base, the possibility of overlaps of regions, the formation of polycentric city regions, and of the minimum threshold value of mutual connectivity are applied to the sample of 81 German cities with more than 100 000 inhabitants. Finally, the effects of different kinds of regionalisation on the coefficients of regional specialisation of these cities and city regions are demonstrated.
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Metropolitan Area „Central Germany“: How Strong are the Commuting Flows between the Cities?
Albrecht Kauffmann
Wirtschaft im Wandel,
No. 2,
2011
Abstract
Die Metropolregion Mitteldeutschland ist ein Bündnis zur Kooperation zwischen den großen Städten in den Ländern Sachsen, Sachsen-Anhalt und Thüringen. Angesichts der Vielzahl der beteiligten Städte sowie der großen Entfernungen zwischen den Städten an den Rändern und dem geographischen Zentrum der Region stellt sie einen Sonderfall innerhalb der derzeit elf in Deutschland existierenden Europäischen Metropolregionen dar. Eine Besonderheit ist auch der Umstand, dass bislang eine Festlegung des Umlands der Kernstädte fehlt. Der Beitrag untersucht die Vernetzung zwischen den beteiligten Städten anhand von Pendlerverflechtungen. Darüber hinaus werden erstmals mögliche Abgrenzungen des Umlands der Metropolregion Mitteldeutschland im Sinne einer funktionalen Stadtregion diskutiert. Es erweist sich, dass die Vernetzung innerhalb der vormaligen Metropolregion Halle/Leipzig-Sachsendreieck und der Thüringer Städtekette deutlich stärker in Erscheinung tritt als die Pendlerbeziehungen
zwischen diesen historisch gewachsenen Regionen. Als funktionale Stadtregion besäße die Metropolregion Mitteldeutschland ein weit gespanntes, jedoch eher dünn besiedeltes Umland, das nur mit den nahegelegenen Kernstädten enge Verflechtungen aufweist. Insgesamt zeigt sich, dass zwischen den traditionell einander näher stehenden Städten eine bessere Basis für Kooperationen vorhanden ist, deren verstärkte Nutzung dem Anliegen der Metropolregion Mitteldeutschland jedoch nicht zuwiderlaufen muss.
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The Gender Pay Gap under Duopsony: Joan Robinson meets Harold Hotelling
Boris Hirsch
Scottish Journal of Political Economy,
No. 5,
2009
Abstract
This paper presents an alternative explanation of the gender pay gap resting on a simple Hotelling-style duopsony model of the labour market. Since there are only two employers, equally productive women and men have to commute and face travel cost to do so. We assume that some women have higher travel cost, e.g., due to more domestic responsibilities. Employers exploit that women on average are less inclined to commute and offer lower wages to all women. Since women's firm-level labour supply is for this reason less wage-elastic, this model is in line with Robinson's explanation of wage discrimination.
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Current Trends: Thanks to commuters employment figures in the Länder converge
Hans-Ulrich Brautzsch
Wirtschaft im Wandel,
No. 11,
2004
Abstract
Die Beschäftigungsmöglichkeiten differieren zwischen den Bundesländern erheblich. Misst man sie an Hand der in einem Bundesland geleisteten Arbeitsstunden und bezieht diese auf die Erwerbsfähigen der Bevölkerung – das sind alle Personen im Alter von 15 bis 65 –, stehen in Hamburg über 1 280 Arbeitsstunden je Erwerbsfähigen zur Verfügung. Hingegen betragen sie beim „Schlusslicht“ Brandenburg nur 860 Arbeitsstunden. Damit bleiben sie dort um 33% hinter denen in Hamburg zurück.
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Current trends: reduction of standard tax allowance for commuters has serious effects on only every 6th employee
Hans-Ulrich Brautzsch
Wirtschaft im Wandel,
No. 1,
2004
Abstract
Der Abbau von Steuersubventionen im Rahmen des von Regierung und Opposition erzielten Reformkompromisses im Dezember 2003 sieht u. a. eine Senkung der Pendlerpauschale für den einfachen Weg zwischen Wohnung und Arbeitsstätte von bisher 36 Cent (40 Cent ab dem zehnten Kilometer) auf generell 30 Cent pro Kilometer vor. Diese rechtliche Änderung geht fast alle Arbeitnehmer an. Die Beschäftigten werden jedoch durch die Neuregelung unterschiedlich betroffen, da die Länge des individuellen Arbeitsweges erheblich differiert.
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Current Trends - High number of commuters takes pressure off East German labor market
Hans-Ulrich Brautzsch
Wirtschaft im Wandel,
No. 10,
2002
Abstract
Im Beitrag wird der Einfluss der Pendlerströme auf das Beschäftigungsniveau in Ostdeutschland diskutiert.
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