Transportation intensity, urbanization, economic growth, and CO2 emissions in the G-20 countries

Arvin, Mak B.; Pradhan, Rudra P.; Norman, Neville R.

doi:10.1016/j.jup.2015.07.003

Cited by 150 publications

(85 citation statements)

References 61 publications

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“…Transport facilities contribute to economic growth by enhancing the whole productivity of production units, by stimulating technological spillovers across economies, as well as by increasing the profitability of transport-connected businesses [44]. Using provincial Chinese panel data from 1993 to 2009, Xuelian [45] indicated that the total output elasticity of transport infrastructure for regional economic growth fluctuates between 0.05 and 0.07.…”

Section: Transport Infrastructure and Economic Growthmentioning

confidence: 99%

“…Depending on availability, the data was gathered from Eurostat, OECD, and the World Bank. Gross domestic product per capita was employed as a proxy for sustainable economic growth [2,34,39,43,44,51,58,68,76,85,89,93,95], whereas several measures towards transport infrastructure [2,8,39,42,50,54,58,61,68,93], investment in transport infrastructure [8,43,73,81,82,97], transport pollution [34,50,58,89,95,106], and country-level controls [2,53,58,61,85,93,95,106] were considered, as exhibited in Table 4. Source: Authors' work.…”

Section: Sample and Variablesmentioning

confidence: 99%

“…Onward, the nexus between transport infrastructure, associated investments, emissions of carbon dioxide, and economic growth was explored through a panel vector autoregressive model [2,8,39,44,50,55,59,62,64,65,69,71,82,83,87,93,101,105]. Firstly, the unit root of each variable was examined, then the long-run cointegration link among the variables is investigated, and afterwards the panel vector error correction model (henceforth "PVECM") was estimated to infer the Granger causal associations [44]. A nonstationary panel process occurs if at least one of its moments (mean, variance, or covariance) is time-independent [93], whilst a stationary process occurs whether its statistical features persists constantly [62].…”

Section: Quantitative Frameworkmentioning

confidence: 99%

“…Provided that a non-stationary series is differenced d times to be converted stationary, then it is assumed to be integrated of order d: I(d) [64]. However, as long as none of the panel unit root tests were free from statistical weaknesses with respect to size and power properties, we applied several unit root tests to find out the order of integration of the variables [44], as follows: Levin, Lin and Chu (henceforth "LLC"), Im, Pesaran, and Shin (henceforth "IPS"), Augmented Dickey-Fuller (henceforth "ADF"), Phillips-Perron (henceforth "PP"), and Breitung. The autoregressive specification for panel data is formulated as below [62]:…”

Section: Quantitative Frameworkmentioning

confidence: 99%

“…The ADF test considers merely the existence of autocorrelation in the series, but the PP test furthermore takes into account the hypothesis of the occurrence of a heteroskedasticity extent in the series [93]. The LLC test examines the heterogeneity of intercepts across members of the panel, whereas the IPS test investigates the heterogeneity within the intercepts as well as in the slope coefficients [44]. The null hypothesis posits that all series are non-stationary, whilst the alternative one presumes the stationarity of all series [100].…”

Section: Quantitative Frameworkmentioning

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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Section: Transport Infrastructure and Economic Growthmentioning

confidence: 99%

Section: Sample and Variablesmentioning

confidence: 99%

Section: Quantitative Frameworkmentioning

confidence: 99%

Section: Quantitative Frameworkmentioning

confidence: 99%

Section: Quantitative Frameworkmentioning

confidence: 99%

See 3 more Smart Citations

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

et al. 2018

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Assessing the macroeconomic effects of China–Eastern African BRI transport infrastructure on Eastern African countries

et al. 2022

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The Belt and Road Initiative (BRI) intends to enhance China's international integration, strikingly by enhancing infrastructure and bolstering trade and investment links among the economies involved. Poor transport infrastructure and border restrictions are significant deterrents to trade expansion, economic growth, and bilateral trade. Using panel structural gravity model estimations, this study investigates the impact of Transportation infrastructure inheritances on bilateral trade across the Belt and Road member countries, particularly in Eastern Africa. The study considers the potential effect of the BRI roads, railways, and Information and Communication Technology (ICT) infrastructure network on the bilateral trade and economies of the Eastern African countries. The empirical analysis offers robust evidence that transport infrastructure promotes trade. The study found that transport infrastructure has a significant and positive effect on trade. These results imply that transport infrastructure exerts a strong effect on trade and growth in Eastern Africa. Policies for increasing access and affordability of transport infrastructure are highly recommended to promote trade and economic growth in the Eastern Africa sub‐region.

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Policy actions for developing the infrastructure sector: Learnings from the Indian experience

Singh

Prakash

2022

Journal of Public Affairs

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The infrastructure sector is one of the major pillars for economic growth and development of a country. The responsibility to develop this crucial sector is shifting away from the public to the private sector. After the economic liberalization in 1991, India opened the infrastructure sector, among many others, to private domestic and foreign investment. The shortage of electricity, the poor state of roads, and limited telecom access necessitated a stream of persistent reforms, which were expected to play a significant role in the infrastructure sector's growth. Although some subsectors witnessed success, others continued to face hurdles. The paper highlights the role of infrastructure in socio-economic development through global literature. It also presents a story of infrastructure development in India since the inception of economic liberalization. It highlights various challenges that discourage private sector investments, thus providing a rationale for policy initiatives by the government. The paper also presents critical issues highlighted by multiple government committees over nearly three decades and identifies residual issues that merit attention. The outcomes of the paper are relevant in the context of developing and emerging economies.

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Transportation intensity, urbanization, economic growth, and CO2 emissions in the G-20 countries

Cited by 150 publications

References 61 publications

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

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

Assessing the macroeconomic effects of China–Eastern African BRI transport infrastructure on Eastern African countries

Policy actions for developing the infrastructure sector: Learnings from the Indian experience

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