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Low-carbon innovation policy with the use of biorenewables in the transport sector until 2030
45-52Views:182The 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
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European cycle tourism: a tool for sustainable regional rural development
115-119Views:289We present an economic impacts model based on direct expenditures for European cycle routes, originally designed in 2009 as part of a study commissioned by the European Parliament. At its request, the study was updated in 2012, including a refined version of our model which takes some limitations of the former model into account. Our main findings are that cycle tourists’ daily spending is comparable to that of other tourists, and that cycle tourism can contribute significantly in particular to rural economies that have not previously enjoyed mainstream tourism development. (European) cycle tourism thus proves to be useful as an (additional) tool for regional rural development. We arrived at a total estimated direct expenditures in Europe of almost €44 billion (€35 billion from day trips and €8.94 billion from overnight trips). We applied the model to the routes of EuroVelo, the European cycle route network which is currently being developed, showing their considerable economic potential of over €7 billion in direct expenditures. Furthermore, cycle tourism has a far lower negative impact on the environment (in terms of carbon dioxide emissions) than other forms of tourism. Cycle tourism is therefore a good example of a low carbon tourism product which could be developed as a major slow travel opportunity across (rural) Europe.
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Cross-sector analysis of the Hungarian sectors covered by the Effort Sharing Decision – Climate policy perspectives for the Hungarian agriculture within the 2021-2030 EU programming period
17-24Views:191Ever since 2012, the EU ETS (European Union’s Emission Trading Scheme), which is the EU’s climate policy was extended to include the ESD (Effort Sharing Decision) sectors’ (agriculture, transport, building) regulations. As its name implies, this mechanism is based off of shared interests and efforts, all in order to reach the climate goals. Therefore, analysing the agriculture sector from an environmental viewpoint requires the analysis of related sectors as well, since their performances will have an impact on determining the requirements to be met by the agriculture. Seeing that those primarily present in said sectors are not various firms, but people and public utility management institutions instead, the level of regulations draws from the economic state of the various countries in question (GDP per capita). Therefore, member states like ours did not receive difficult goals until 2020, due to our performance being lower than the average of the EU. However, during the program phase between 2021 and 2030, all nations are to lower their GHG (greenhouse gases) emission, and have to make developments to restrict GHG emission level growth within the ESD, which means we already have to estimate our future possibilities. During the analyses, we will see that analysing agriculture from an environmental viewpoint, without doing the same to their related sectors and their various related influences is impossible. The GHG emission goals determined by the EU have to be cleared by the agriculture sector, but the inputs from transport, waste management and building are required nonetheless.
JEL classification: Q58
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Reasons for and obstacles to cycling in opinions of residents of Debrecen, Hungary
53-59Views:198It is a basic aim of the European Union that due to the developments in 2014-2020 the bicycle would become one of the most often used transportation, touristic, and sports equipment. We were interested to see to what extent is bicycling present in the transportation system of Debrecen and what are the most important reasons for its residents to use the bicycles. The dedication of Debrecen to promote cycling is clearly proven by the number of newly built or resurfaced bike paths and by the fact that the University of Debrecen has introduced – alone in the region – UniBike which is a bicycle renting system brought forth by the need of its students. Here we present the developments that took place in the North Plain Region in the past few years. We have also analyzed the national and European strategies and reports on bicycling. A survey was conducted among the youth of Debrecen to explore their cycling habits. The data were evaluated using the EvaSys program. Until the end of 2011 with the help of different funds 862 km of bike paths had been built in Hungary. In the North Plain Region due to funds totaling 777 million HUF 15.7 km long bike paths had been constructed until 2015. The development of tourism in this direction is promoted by the web-pages and brochures offering bicycle-tours around Debrecen. Nevertheless, bicycling in the neighboring townships is present not as an instrument for sports and/or tourism, rather as a mean of transportation. It is a clear goal in Europe and thus in Hungary to have bike paths that can provide the means of safe cycling. In parallel, it is also important to promote the benefits of bicycling, including positive physiological effects, cost-effectiveness, and environment-friendliness to increase the proportion of those who select bicycling as an alternative.
JEL Code: I15
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Bicycle tourism in Hungary
67-71Views:577Side by side with the revaluation of a health-oriented lifestyle various kinds of axtive leisure activities and active tourism in particular have been gaining ground. Cycling, which is popular not only as a leisure time tourism activity but mainly within settlements, also as an environmentally-friendly and up to a certain extent, a highly practicable means of transport mainly in towns and cities in WesternEurope, has a privileged position within active tourism (SALAMIN, 2010). This article wishes to present the situation of bicycle tourism, the factors influencing the demand for it and the opportunities for and possibilities of improving it within Hungary by providing an evaluative analysis of the relevant sources of the technical literature. The most important finding of this secondary research-based study is that there is an increasing contention both internationally and within certain regions of tourist interest within Hungary although there is no detailed information available as regards the latter. Success on the market can only be achieved by following the good practices of internationally developed tourist destinations and by a concerted development and improvement of the infrastructure, services and target-group oriented marketing activities as well as attractions.
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The problems of regional development in Montenegro
85-88Views:124Economic development is a continuous, stochastic process considering that development depends on a multitude of historical, political, economic, cultural, ethnic and other factors. In the process of development, each country puts effort into strengthening their manufacturing potential, increasing the competitiveness of their economy by modernizing technology, and raising the level of education, culture etc. Owing to the accentuated actions of these factors, and different social, economic and other circumstances, there has been emerging polarizations in regional development, urbanization and so on. Proof of a country’s level of economic development can be found in various indicators such as capital equipment; the share of manufacturing, agriculture, and foreign trade; the share of the private sector in total ownership; the development of financial institutions and capital markets; the development and stability of the legal system; the development of transport, telecommunication and other infrastructure; the realized standard of living; the development of democracy and human rights protection; preserved environment etc. Economies of developing countries, including Montenegro, are usually characterized by a low capital equipment and low labor productivity, expensive manufacturing and insufficient share of world trade, high import dependence, uncompetitiveness, high unemployment, undeveloped entrepreneurship, and an undeveloped financial institutions. Polarized countries in an economic and development sense, are therefore those which are unevenly developed, and are constantly faced with highly pronounced problems of disparity in regional development and demographic problems. Solving these problems is a long-term process and necessitates. The design of a regional policy that is more efficient than the previous ones, as well, as building a different procedure for fulfilling the adopted regional policies.
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Tests of differential diesel fuels in engine testing room
59-65Views:175The portion of oil could be estimated 33 % of global primary energy consumption in 2012 (BP, 2012) and its average price – beside the products produced from it as well - significantly increased, unlike the demand for transport which has been reduced. This tendency is expected to remain unchanged in the long run, therefore, there is a great importance for the variety of diesel fuel distributors, in comparison of the ratio value for each of them, and replacing them with biodiesel can be used in the comparison. We executed 3 dynamometer measurements performed to determine three different dealers purchased diesel oil, some economical examinations of the diesel oil retail price, and the use of biodiesel all based on the expected economic studies in the literature studies of extra fuel consumption values. The results of these tests indicate that the differences of consumption between diesel oils can be up to 5 %, the conclusion is that distinctions of diesel oil consumptions are almost the same when we tested the differences between diesel oil and biodiesel. This means we can reach the same result with a high quality biodiesel as with poor quality diesel oil. This also means that– below 20% of mixing ratio we can easily choose by prices alone. Between these prices and products ( D1, D2, D3), we can save 4.8% diesel oil by using D2, 6.2% diesel oil by using D3 compared to D1. There could be a little revolution variance (D2: 2.9-6%, D3: 4.9- 7.1%), but this variance is under 1% so it is negligible.
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THE PROFIT EFFICIENCY OF MORINGA OLEIFERA PRODUCTION IN OSUN STATE, NIGERIA
Views:226This study examined the profit efficiency of Moringa oleifera production by farmers in Osun State, Nigeria. Primary data were obtained from 150 respondents. Multistage sampling procedure was used for selecting respondents. The data were analyzed with the aid of descriptive statistics, budgetary analysis and stochastic frontier production function. The findings revealed that male predominate moringa enterprise with about 55.3% male, most producers fall between the age bracket 41-50years with a mean age of 44.92 (± 13.168) years and the average farm size is 0.3 hectares whilst indicating that most producers had less than 0.1 hectares of land. Moringa production had a benefit cost ratio of ₦5.852, profit margin of ₦0.182, expense structure ratio of ₦0.107, net return on investment ₦4.857, rate of return of ₦5.482 and profitability ratio of ₦0.981. The average profit efficiency of moringa producers was 18.73% on the profit frontier. Family labour, hired labour and transport cost were significant and had positive coefficient while the seed cost, pesticide cost, level of education and farm size are also significant but bears negative coefficient. The level of education and farm size are amongst the inefficiency variables considered. This study concludes that Moringa oleifera production is highly profitable but producers have not been able to maximize profit efficiency. It therefore recommends that producers improve on adding value to moringa products and extend their channels of distribution considering the cost incurred on transportation.
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Food waste in EU countries
Views:452The biggest challenges of our time include meeting the demand growth resulting from the explosion in population growth and achieving sustainable management. In terms of food, the most significant problem is, on the one hand, that a large part of the population is hungry and, on the other hand, excessive food waste, which results not only in wasted food but also in wasted resources used for its production, transport, packaging and storage. Do to this the unconsumed food has a profoundly negative impact on the environment and the economy. There is a pressing need to prevent and reduce food waste to transition to a resource-efficient Europe. In this study, we would like to show how food waste changes in different countries, focusing on Europe. Our results show a significant discrepancy between Member States' data and where waste is generated. We find no significant correlation between GDP per capita and total food waste, but we find a moderately strong correlation between GDP per capita and restaurant waste at the point of generation.
JEL code: M21
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The role of chamber system in development of agricommerce in Serbia
79-82Views:124This research is carried out in order to be determined the role of Chamber system in development of agricommerce along with successful preparation of Serbia for EU accession. On February 28, 1857 Prince Aleksandar Karaðorðeviæ signed the Decree, called THE CONSTITUTION OF THE TRADE. By this Decree, the first BusinessAssociation in Serbia was constituted. Under the Law on retail stores passed in June 1910, the first chambers were established. Those were the following:
• The Chamber of TRADE
• The Chamber of CRAFTS
• The Chamber of INDUSTRY
• The Chamber ofWORKERSToday, in conditions of economic and social reforms and transfer toward market oriented economy, chambers in Serbia chose to reconsider their role, by using experiences of chambers in countries with developed market economy.The chamber strives to be organized as independent, business oriented and expert association of economic operators. The structure of economy, from the aspect of important economic indicators (total revenue, profit), shows dominant share of manufacturing andagro-industry, trade, financial and other services sectors, transport, telecommunication, and construction industries. By generating over 30% of GDP and employment, Belgrade plays vital role in the economy of the whole Serbia. That is an advantage, but also the responsibility to constantly stimulate faster development and higher living standards by inciting the positive changes in economic and overall environment.
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