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• Impacts and externalities of agricultural modernization in Brazilian states

  53-61

  Caio César de Medeiros Costa

  Paulo Ricardo da Costa Reis

  Marco Aurélio Marques Ferreira

  Views:

  187

  This study aimed to analyze the relationship between the levels of agricultural modernization and socioeconomic indicators of the Brazilian federation units. A multivariate approach to data analysis led to the creation of the Index of Agricultural Modernization (IAM). The Spearman correlation test was used to verify the relationship between levels of agricultural modernization and a set of economic and social indicators. As a result of the survey, we obtained the Index of Agricultural Modernization (IAM) which allowed the ranking of Brazilian states in terms of level of modernization. The correlation analysis demonstrated the existence of significant and positive correlation between the agricultural modernization and the following indicators: per capita GDP, trade balance per capita and IFDM. This means that agricultural modernization contributes to increased production, exports and the levels of socioeconomic development of the states. For the variable urbanization rate, test results showed a negative correlation with the IAM, which suggests a contribution of agricultural modernization for fixing people in the countryside. Indicators of inequality in income distribution showed no significant correlation. In conclusion, it can be inferred that the positive relationship of the IAM with indicators of production, exports and socioeconomic development shows the presence of positive externalities and impacts of the agricultural modernization process
  for the Brazilian states.

• The political economy of agri-environmental measures: An empirical assessment at the eu regional level

  71-82

  Danilo Bertoni

  Alessandro Olper

  Views:

  194

  The paper deals with the political and economic determinants of EU agri-environmental measures (AEMs) applied by 59 regional/country units, during the 2001-2004 period. Five different groups of determinants, spanning from positive and negative externalities, to political institutions, are highlighted and tested using an econometric model. Main results show that AEMs implementation is mostly affected by the strength of the farm lobby, and the demand for positive externalities. At the same time it emerges a prominent role played by political institutions. On the contrary, AEMs do not seem implemented by the willingness to address negative externalities.

• Low-carbon innovation policy with the use of biorenewables in the transport sector until 2030

  45-52

  Csaba Fogarassy

  Bálint Horváth

  Linda Szőke

  Attila Kovács

  Views:

  184

  The topic of the present study deals with the changes and future trends of the European Union’s climate policy. In addition, it studies the manner in which Hungary’s transport sector contributes to the success of the above. The general opinion of Hungarian climate policy is that the country has no need of any substantial climate policy measures, since it will be able to reach its emission reduction targets anyway. This is mostly true, because the basis year for the long term goals is around the middle/end of the 1980’s, when Hungary’s pollution indices were entirely different than today due to former large-scale industrial production. With the termination of these inefficient energy systems, Hungary has basically been “performing well” since the change in political system without taking any specific steps in the interest of doing so. The analysis of the commitments for the 2020-2030 climate policy planning period, which defined emissions commitments compared to 2005 GHG emissions levels, has also garnered similar political reactions in recent years. Thus, it is not the issue of decreasing GHG emissions but the degree to which possible emissions can be increased stemming from the conditions and characteristics of economic growth that is important from the aspect of economic policy. In 2005, the Hungarian transport sector’s emissions amounted to 11 million tons, which is equal to 1.2% of total EU emissions, meaning it does not significantly influence total transport emissions. However, the stakes are still high for developing a low GHG emission transport system, since that will decide whether Hungary can avoid those negative development tendencies that have plagued the majority of Western European transport systems. Can Budapest avoid the scourge of perpetual smog and traffic jams? Can it avert the immeasurable accumulation of externalities on the capital city’s public bypass roads caused by having road transport conduct goods shipping?

  JEL classification: Q58