The long-run relationships between transport energy consumption, transport infrastructure, and economic growth in MENA countries

Saidi, Samir; Shahbaz, Muhammad; Akhtar, Pervaiz

doi:10.1016/j.tra.2018.03.013

Cited by 114 publications

(91 citation statements)

References 96 publications

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“…(3) The most sustainable scenario is, however, to decrease or even reverse global mobility rates of humans and other carriers and vectors, especially if it is part and parcel of a much larger movement towards global sustainability by reducing humanity's environmental footprint and replacing unsustainable economic growth with sustainable economic degrowth (Schneider et al, 2010;Daly and Farley, 2011;Alexander, 2012;Czech, 2013;Galaz, 2014;Cosme et al, 2017;Weiss and Cattaneo, 2017;Chiengkul, 2018;Sandberg et al, 2019;Schmid, 2019). Such a general, comprehensive and global slowdown of mobility of both uninfected and infected people and vectors would be opposed for many reasons and by many interest groups, mainly based on economic arguments based around the need for continuous economic growth which has so far almost always been positively linked with increased mobility (e.g., Arvin et al, 2015;Hakim and Merkert, 2016;UNWTO, 2017;Saidi et al, 2018;Nasreen et al, 2020). It is to some extent possible to decouple mobility from economic growth (Loo and Banister, 2016;Lane, 2019), but even if such a decoupling was achieved, it would not sufficiently reduce mobility to significantly decrease infectious disease risks.…”

Section: General Discussion and Future Implicationsmentioning

confidence: 99%

The accelerated infectious disease risk in the Anthropocene: more outbreaks and wider global spread

Morand

Walther

2020

Preprint

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The greatly accelerated economic growth during the Anthropocene has resulted in astonishing improvements in many aspects of human well-being, but has also caused the acceleration of risks, such as the interlinked biodiversity and climate crisis. Here, we report on another risk: the accelerated infectious disease risk associated with the number and geographic spread of human infectious disease outbreaks. Using the most complete, reliable, and up-to-date database on human infectious disease outbreaks (GIDEON), we show that the number of disease outbreaks, the number of diseases involved in these outbreaks, and the number of countries affected have increased during the entire Anthropocene. Furthermore, the spatial distribution of these outbreaks is becoming more globalized in the sense that the overall modularity of the disease networks across the globe has decreased, meaning disease outbreaks have become increasingly pandemic in their nature. This decrease in modularity is correlated with the increase in air traffic. We finally show that those countries and regions which are most central within these disease networks tend to be countries with higher GDPs. Therefore, one cost of increased global mobility and greater economic growth is the increased risk of disease outbreaks and their faster and wider spread. We briefly discuss three different scenarios which decision-makers might follow in light of our results.

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Section: General Discussion and Future Implicationsmentioning

confidence: 99%

The accelerated infectious disease risk in the Anthropocene: more outbreaks and wider global spread

Morand

Walther

2020

Preprint

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“…With the purpose of analyzing the long-run connection between the variables, for the robust of the results, several tests of cointegration were employed [5,38,44,50,59,62,64,65,77,93,101,105]: Pedroni [109,110], Kao [111], and Johansen [112]. The series of transport infrastructure, related investments, carbon dioxide emissions from transport, and economic growth were defined as cointegrated when all of the series are established to be integrated with the same order [62].…”

Section: Quantitative Frameworkmentioning

confidence: 99%

“…Table 13 shows the results of the Pedroni test [109,110]. There are two sets covering tests for homogeneous and heterogeneous panels: the tests of the first set average the results of single state test statistics, whereas tests of the second set pool the statistics along the within-dimension [38]. Thereby, several statistics provide support for the cointegration connection among the variables from the five models.…”

Section: Cointegration and Causality Examinationmentioning

confidence: 99%

“…Amongst the multifarious kinds of infrastructure, the policy makers regard transport infrastructure as one of the most essential, since related cost is critical in setting the location for firms, and hence the economic development of a region [2]. Li and Li [3] reported that one dollar of road investment in China cut input inventory by about 2 cents each year over 1998-2007. minimizing negative externalities [38]. Therefore, Kumari and Sharma [39] noticed a strong association between physical and social infrastructure, and economic development.…”

Section: Introductionmentioning

confidence: 99%

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Empirical Evidence from EU-28 Countries on Resilient Transport Infrastructure Systems and Sustainable Economic Growth

et al. 2018

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This paper examines the nexus between the main forms of transport, related investments, specific air pollutants, and sustainable economic growth. The research is important since transport may act as a facilitator of social, economic, and environmental development. Based on data retrieved from Eurostat, Organisation for Economic Co-operation and Development (OECD), and World Bank, the output of fixed-effects regressions for EU-28 countries over 1990-2016 reveals that road, inland waterways, maritime, and air transport infrastructure positively influence gross domestic product per capita (GDPC), though a negative link occurred in the case of railway transport. As concerning investments in transport infrastructure, the empirical results exhibit a positive impact on economic growth for every type of transport, except inland waterways. Besides, emissions of CO 2 from all kind of transport, alongside other specific air pollutants, negatively influence GDPC. The fully modified and dynamic ordinary least squares panel estimation results reinforce the findings. Further, in the short-run, Granger causality based on panel vector error correction model pointed out a unidirectional causal link running from sustainable economic growth to inland waterways and maritime transport of goods, albeit a one-way causal link running from the volume of goods transported by air to GDPC. As well, the empirical results provide support one-way short-run links running from GDPC to investments in road and inland waterway transport infrastructure. In addition, a bidirectional short-run link occurred between carbon dioxide emissions from railway transport and GDPC, whereas unidirectional relations with economic growth were identified in the case of carbon dioxide emissions from road and domestic aviation. In the long-run, a bidirectional causal relation was noticed between the length of the railways lines, investments in railway transport infrastructure, and GDPC, as well as a two-way causal link between the gross weight of seaborne goods handled in ports and GDPC.

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“…Recent studies such as Somma and Rubino (2016) and Saidi and Shahbaz (2018) concern with this area. Somma and Rubino (2016) finds that investment in infrastructure, although historically dominated by public intervention, is experiencing a growing role for public and private partnership.…”

Section: Literature Reviewmentioning

confidence: 99%

Public-Private Investment and Macroeconomic Determinants: Evidence from MENA Countries

Alber¹,

Kheir²

2018

IJEF

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This paper attempts to demonstrate the relationship between macroeconomic factors and each of Private Investment in Energy (PIE) and Private Investment in Telecoms (PIT) from 1990 to 2016 in 21 MENA countries (Algeria, Bahrain, Djibouti, Egypt, Iran, Iraq, Israel, Jordan, Kuwait, Lebanon, Libya, Malta, Morocco, Oman, Qatar, Saudi Arabia, Syria, Tunisia, United Arab Emirates, Palestine and Yemen). Results reveal that both PIE and PIT are Granger caused by GDP, Real Interest Rate, Gross fixed capital formation, private sector, stocks traded are Granger causing PIE. Also, Inflation, Exports of goods and services and Commercial bank branches are Granger causing PIT. All of the ten macroeconomic variables taken up in study are cointegrated with Investment in energy and telecoms with private participation in the long run. Besides, shocks to all of GDP, gross fixed capital formation, private sector to GDP, general government final consumption expenditure, stocks traded and commercial bank branches (as a proxy of financial inclusion) have a positive and statistically significant effect on the private investment in energy and telecoms.

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The long-run relationships between transport energy consumption, transport infrastructure, and economic growth in MENA countries

Abstract: The version in the Kent Academic Repository may differ from the final published version. Users are advised to check http://kar.kent.ac.uk for the status of the paper. Users should always cite the published version of record.

Cited by 114 publications

References 96 publications

The accelerated infectious disease risk in the Anthropocene: more outbreaks and wider global spread

The accelerated infectious disease risk in the Anthropocene: more outbreaks and wider global spread

Empirical Evidence from EU-28 Countries on Resilient Transport Infrastructure Systems and Sustainable Economic Growth

Public-Private Investment and Macroeconomic Determinants: Evidence from MENA Countries

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