Our paper aims to analyse the hypothesis that locations with a higher Human Development Index (HDI) present lower rates of motorcycle use. For this we use an econometric model for 117 countries on five continents for the years 2013, 2015 and 2018. We assume that when a country reaches a higher level of development, its population is more likely to experience improvements in the quality of life, which also affects the quality of individual transportation, public transport and roads. Increases in income discourage the use of motorcycles, mainly due to their low safety and comfort features. Our results indicate that rates of motorcycle use in countries increase as HDI rises, before reaching a maximum point and then declining. Therefore, this evidence suggests that a certain degree of development discourages the use of this means of transport in favour of others.
This paper proposes a contemporary assessment of Aristotle’s discussion of ethics and happiness for 11 large cultural groups. Our study adopts the division of cultural regions proposed by Fellmann et al. (1997) and World Value Survey’s subjective well-being and virtues data of 60.000 individuals for 55 countries between 2010 to 2014. The binary response model (probit) has life satisfaction as the dependent variable and as explanatory variables a group of ethical virtues. Such ethical virtues explore the perception that individuals have on issues related to humanitarianism, race, religion, and tax behavior; while intellectual virtues look at art, music, and education. Our results show that jointly (globally), countries presenting the virtues proposed by Aristotle is positively correlated with happiness. Additionally, our regional estimates suggest that cultural factors may influence which ethical values and behaviors are relevant to our level of life satisfaction in each macroregion.
This article evaluates the evolution of motorcycle adoption in Brazil. More specifically, we aim to empirically understand the relationship between the number of two-wheeled vehicles and the country's level of development, as well as some of the factors that reinforce vehicle adoption in determined areas. The work uses data for 5565 Brazilian municipalities from 2010 to 2016 and implements a fixed-effects panel model. The results indicate an inverse relationship between income and number of motorcycles, corroborating the hypothesis of a Kuznets curve for motorcycles and income level in Brazil. In addition to the validation of the increase in the number of motorcycles observed in the country in recent years, we also find evidence that the increase in the number of motorcycles in municipalities may be related to the drop in formal employment, and big municipalities have the lowest per capita motorcycle ratio.
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