Efficiency Evaluation of Pakistan Railways Using Data Envelopment Analysis

Rails are one of the safe, reliable and profitable transportation system for any country. The Pakistan Railways carried only 47 million passengers and 1.6 million tonne freight in 2013-14, compared to 113 million passengers and 11 million tonnes freight in 1985-86. There is greater need for efficiency evaluation of Pakistan Railways.  In this report we are using Data Envelopment Analysis (DEA) method to evaluate and compare the efficiency of Pakistan Railways from the year 1950 to 2014. We have used super efficiency model to rank the efficient years and reference units were introduced for every inefficient year and determine the amount of input decrease and output increase to make them efficient. We found that the minimum and maximum efficiency is 0.518 and 1.151, respectively and only six years were identified as efficient years. The results show that the efficiency of railway in the year after 1980 are inefficient years, except 2006-07 and 2008-09 which represents the declining trend of railways. Taken together, these results suggest that the mismanagement and lack of professional expertise plague the railways as a fast shrinking public sector organization. Keywords: Data Envelopment Analysis, Railways, Efficiency

The global burden of cancer attributable to risk factors, 2010-19 : a systematic analysis for the Global Burden of Disease Study 2019

Background Understanding the magnitude of cancer burden attributable to potentially modifiable risk factors is crucial for development of effective prevention and mitigation strategies. We analysed results from the Global Burden of Diseases, Injuries, and Risk Factors Study (GBD) 2019 to inform cancer control planning efforts globally. Methods The GBD 2019 comparative risk assessment framework was used to estimate cancer burden attributable to behavioural, environmental and occupational, and metabolic risk factors. A total of 82 risk-outcome pairs were included on the basis of the World Cancer Research Fund criteria. Estimated cancer deaths and disability-adjusted life-years (DALYs) in 2019 and change in these measures between 2010 and 2019 are presented. Findings Globally, in 2019, the risk factors included in this analysis accounted for 4.45 million (95% uncertainty interval 4.01-4.94) deaths and 105 million (95.0-116) DALYs for both sexes combined, representing 44.4% (41.3-48.4) of all cancer deaths and 42.0% (39.1-45.6) of all DALYs. There were 2.88 million (2.60-3.18) risk-attributable cancer deaths in males (50.6% [47.8-54.1] of all male cancer deaths) and 1.58 million (1.36-1.84) risk-attributable cancer deaths in females (36.3% [32.5-41.3] of all female cancer deaths). The leading risk factors at the most detailed level globally for risk-attributable cancer deaths and DALYs in 2019 for both sexes combined were smoking, followed by alcohol use and high BMI. Risk-attributable cancer burden varied by world region and Socio-demographic Index (SDI), with smoking, unsafe sex, and alcohol use being the three leading risk factors for risk-attributable cancer DALYs in low SDI locations in 2019, whereas DALYs in high SDI locations mirrored the top three global risk factor rankings. From 2010 to 2019, global risk-attributable cancer deaths increased by 20.4% (12.6-28.4) and DALYs by 16.8% (8.8-25.0), with the greatest percentage increase in metabolic risks (34.7% [27.9-42.8] and 33.3% [25.8-42.0]). Interpretation The leading risk factors contributing to global cancer burden in 2019 were behavioural, whereas metabolic risk factors saw the largest increases between 2010 and 2019. Reducing exposure to these modifiable risk factors would decrease cancer mortality and DALY rates worldwide, and policies should be tailored appropriately to local cancer risk factor burden. Copyright (C) 2022 The Author(s). Published by Elsevier Ltd. This is an Open Access article under the CC BY 4.0 license.Peer reviewe

Political Capacity and Corruption Nexus: Re-Examining Evidence for Developing Countries

This article examines the question of whether developing countries with strong political capacity have lower levels of corruption. Despite the ubiquity of literature on corruption, the relationship between a state’s political capacity and corruption has not been addressed by the existing academic literature. To measure the political capacity of a country, the authors have used relative political capacity (RPC), an indicator that gauges the effectiveness of governance by its ability to meet or exceed their expected extractive capabilities and its ability to implement a set of policy choices. On the one hand, politically capable and stable governments are in a position to pursue their political and economic goals, such as reducing corruption. On the other hand, a strong political capacity provides them with the opportunity for rent-seeking and corruption. This implies that a state’s strong political capacity can be either a ‘boon’ or ‘bane’ to implement a set of desired policy goals. Based on this assertion, the authors test the hypothesis of whether a strong relative political capacity increases or reduces the level of corruption. The analysis uses the ordinary least-squares and two-stage least squares methods for 98 developing countries to test the hypothesis. The findings suggest that the explanatory power of political capacity is at least as important as conventionally accepted causes of corruption, such as economic development, and democracy

Trend Analysis of Pakistan Railways Based on Industry Life Cycle Theory

The core purpose of this paper was to analyze the trend analysis of Pakistan railways from the year 1950 to 2015, using the principal component analysis method and industrial life cycle theory. Industrial life cycle theory, the development trend analysis of Pakistan railway industry, entails four stages: introduction, growth, maturity, and decline. The results indicated that railway industry in Pakistan was at its pinnacle in the middle of the seventies and thereafter the decline of railway industry was observed. The main reasons behind the decline were underinvestment, political interference, and the rise of the same-sector competitor, the National Logistics Cell (NLC). From the year 2011, it experienced an upward trend of combined utility curve and showed a new round of industry life cycle. To revive its previous glory, the current government has proposed a development document for Pakistan railways, Vision 2025. It is envisaged that railways share in transportation will be increased from current 4% to 20% by the year 2025, which seems to be an onerous challenge for the organization

Impact of Transport Cost and Travel Time on Trade under China-Pakistan Economic Corridor (CPEC)

China is the second biggest economy in the world and almost 40% of its trade in 2016 is transported through the South China Sea. China needs a small, secure, and low-cost path to trade with Europe and the Middle East and China-Pakistan Economic Corridor (CPEC) is a feasible solution to this requirement. This research analyzes the effect of CPEC on trade in terms of transport cost and travel time. In addition, the study compares the existing routes and the new CPEC route. The research methodology consists of qualitative and descriptive statistical methods. The variables (transport cost and travel time) are calculated and compared for both the existing route and new CPEC route. The results show that transport cost for 40-foot container between Kashgar and destination ports in the Middle East is decreased by about $1450 dollars and for destination ports in Europe is decreased by$1350 dollars. Additionally, travel time is decreased by 21 to 24 days for destination ports in the Middle East and 21 days for destination ports in Europe. The distance from Kashgar to destination ports in the Middle East and Europe is decreased by 11,000 to 13,000 km

A Correlative Study of Modern Logistics Industry in Developing Economy and Carbon Emission Using ARDL: A Case of Pakistan

The modern logistics industry in relation to economic growth and carbon emission has opened new strategic perspectives. Recent research work have analyzed such complex interference from a broad perspective. However, analyzing this overlap needs comprehensive insight into the logistics industry while simultaneously estimating its short-run and long-run effects from regional aspects due to continue-evolving factors and their impact on it. This paper competently analyzes logistics industry components in connection with economic prosperity, energy consumption, trade development, and carbon emission from a more specific regional perspective of a developing country. Methodologically, an autoregressive distributive lag model (ARDL) is employed using correlative evaluation of the dynamic factors and their interactive impact in short and long run on this relation, based on time-series data of Pakistan from 1990 to 2019. The study results endorse the previous studies’ outcomes by recognizing that an increase in carbon emission depends on trade development, energy usage, economic development, and the logistics industry’s various components except for air logistics. However, study results show a unidirectional long-run causality directing from economic development, logistics industry, energy utilization, and trade development to carbon emission. Moreover, these results reveal that this emission is the leading factor to introduce stringent emission standards that further overlap with regional demographics trends, i.e., carbon emission implications. These findings imply that economic development applies a substantial demand-pull impact on national logistics, i.e., regional economic development directs to the growth of the logistics industry in the corresponding region. Consequently, high-income geographical regions have higher long-run risk concerning contemporary developmental activities of the logistics industry when adhering to carbon emission standards. Particularly, the influence of upcoming emission standards must be prioritized when planning the future returns of contemporary research and development activities of the logistics industry in a given geographic area, such as CPEC. Given Pakistan’s perspective, the proposed empirical analysis can be exampled to other developing countries. This analysis may facilitate the design and development of strategies for upcoming financial funding in the modern logistics industry to seek its sustainable development-goals in developing economies

A Correlative Analysis of Modern Logistics Industry to Developing Economy Using the VAR Model: A Case of Pakistan

The modern logistics industry has opened new strategic perspectives in establishing its interrelation with economic growth. In recent years, understanding such an overlap has become a policy issue considering ever-increasing factors and their influence on this relation. Most existing studies have explored this interaction from a general perspective, or for developed countries. This paper explores time-series analysis of the dynamic variables and their inter-related influence in both the short and long run on the relationship between modern logistic industry and economic growth—a more specific perspective, particularly for developing countries. Accordingly, we exemplify our analysis by employing the vector autoregression (VAR) model to the most updated time series data of investment in the logistics industry and the economic growth of Pakistan from 1990 to 2018. The empirical findings endorse the previous studies’ outcomes and recognize the importance of sustainable economic development concerning continuously improving the logistics industry. However, a unidirectional relation is observed that economic growth leads to developing the logistics industry—economic growth exerts a significant demand-pull effect on Pakistan’s logistics. It implies that logistic industrial development is comparatively quicker in the geographical areas where economic growth is higher than those areas where economic growth is low. To conclude this study’s findings, logistics industry reforms should prioritize the selected geographical areas in improving the economy that would lead to the modern logistics industry’s development. As the model adopts Pakistan’s context, the overall statistical analysis can be generalized to other developing economies. These results would be of particular interest to strategy makers working in developing countries and help them design and develop modern transportation and logistics, coupled with interlinked technological factors, which would attract investment in the logistics industry for sustainable economic development

A Correlative Study of Modern Logistics Industry in Developing Economy and Carbon Emission Using ARDL: A Case of Pakistan

The modern logistics industry in relation to economic growth and carbon emission has opened new strategic perspectives. Recent research work have analyzed such complex interference from a broad perspective. However, analyzing this overlap needs comprehensive insight into the logistics industry while simultaneously estimating its short-run and long-run effects from regional aspects due to continue-evolving factors and their impact on it. This paper competently analyzes logistics industry components in connection with economic prosperity, energy consumption, trade development, and carbon emission from a more specific regional perspective of a developing country. Methodologically, an autoregressive distributive lag model (ARDL) is employed using correlative evaluation of the dynamic factors and their interactive impact in short and long run on this relation, based on time-series data of Pakistan from 1990 to 2019. The study results endorse the previous studies’ outcomes by recognizing that an increase in carbon emission depends on trade development, energy usage, economic development, and the logistics industry’s various components except for air logistics. However, study results show a unidirectional long-run causality directing from economic development, logistics industry, energy utilization, and trade development to carbon emission. Moreover, these results reveal that this emission is the leading factor to introduce stringent emission standards that further overlap with regional demographics trends, i.e., carbon emission implications. These findings imply that economic development applies a substantial demand-pull impact on national logistics, i.e., regional economic development directs to the growth of the logistics industry in the corresponding region. Consequently, high-income geographical regions have higher long-run risk concerning contemporary developmental activities of the logistics industry when adhering to carbon emission standards. Particularly, the influence of upcoming emission standards must be prioritized when planning the future returns of contemporary research and development activities of the logistics industry in a given geographic area, such as CPEC. Given Pakistan’s perspective, the proposed empirical analysis can be exampled to other developing countries. This analysis may facilitate the design and development of strategies for upcoming financial funding in the modern logistics industry to seek its sustainable development-goals in developing economies

Is the China-Pakistan Economic Corridor an Opportunity or a Threat for Small and Micro-Entrepreneurs? Empirical Evidence from Northern Pakistan

Are the mega-projects an opportunity or threat for micro and small firms? This question has rarely been examined in the literature. Micro and Small Enterprises (MSEs) have always been at the forefront, playing an important role in the development of rural economies in developing countries like Pakistan. Since the China–Pakistan Economic Corridor (CPEC) project has been initiated, northern Pakistan (Gilgit-Baltistan) has witnessed a huge tourist inflow. As a result, the mushrooming of businesses along the CPEC route is a new phenomenon. The increasing trends in tourism inflow on one side offer new opportunities for MSEs while, on the other side, it increases the competition level among the firms. In the background, this research aims at contributing to existing academic scholarship on whether increasing competition is healthy for the growth and sustainability of MSEs or it might challenge their future progress. To examine this question, we carried out field surveys. Through questionnaires, we collected data for 280 micro and small firms operating in the tourism sector along the CPEC route. The study investigates current and future prospects of micro and small enterprises in the region, given that the CPEC is fostering tourism, which has its effects on the allied industries as well. The study relies on the Jovanovic (1982) model of firm growth and theory of market participation for its theoretical foundation and uses a logistic regression model as the estimation strategy. The findings suggest that the CPEC is not the only opportunity for tourism-related micro and small enterprises but also helpful for the growth of medium and large firms. The implications are that if MSEs could not prepare themselves to compete, there is a chance that medium and large firms would replace them. Growth of MSEs is conditional on easy access to finance and borrowings

INTERSECTING CULTURES: POST-COLONIAL PERSPECTIVE IN CONTEMPORARY ENGLISH LITERATURE

Through the prism of a post-colonial perspective, this research explores the dynamic interplay of cultures within modern English literature. It looks at how writers juggle a wide range of cultural elements to create stories that go over traditional boundaries. According to this investigation, literature is a powerful tool for recovering stories and contesting the prevailing discourse that dates back to the colonial past. Post-colonial voices become forces for transformation, upending past hierarchies of power and transforming the canon of English literature. The study looks at how these voices participate in an ongoing decolonization process, using language and narrative to promote a complex comprehension of cultural interconnections. This study seeks to clarify the intricacies of identity, power, and representation in modern English literature by presenting a wide range of tales. It also hopes to highlight the transformational potential of post-colonial ideas in creating a literary discourse that is more inclusive and equitable