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The issue of the link between wars and economic cycles and the sense of the causality has given rise to many economic studies. The statistical works of N. D. Kondratiev11Kondratiev (1935). This paper is a synthetic presentation of Kondratiev's works during the 1920s. in the 1930s, showing the existence of long economic cycles regulating capitalism, have contributed much to the economic cycles' theory. This analysis based on the observation of long-term economic changes in GDP growth rates and/or price levels shows some rising and declining phases, as well as reversal points of the cycles. Among the most easily identifiable phenomena are the following: the economic crisis of the 1930s, the post–Second World War growth period, and the economic crisis that started in the 1970s. However, as shown by a study of Tylecote, A. (1992). History as a forecasting tool: The future of the European economy in a long-wave/long-cycle perspective. Review of Political Economy, 4(2), 226–248. The long economic cycles are less identifiable for the period 1850–1930, unless the disruptive effects of the American Civil War and First World War are considered: their recessive and then reflationary effects would have disrupted the rising and declining phases. But some analyses present war as being a central factor in long-term economic changes.

Modelski, G. (1987). Long cycles in world politics. London: Macmillan of long cycles had become very famous in the 1980s. It identifies cycles of 100–120 years, starting with an exceptionally long global war (it may also be a more discontinuous phase of war, like the two world wars) and giving rise to a new dominant power. Its technological and commercial domination permits keeping an uncontested supremacy, until some competing powers start to erode it. However, this theory does not focus on the links between major wars and long-term economic changes.

This issue having been largely studied in the past, the first part of the paper will present a review of these analyses. Then in the second part, it will ask if these ideas may help in predicting future major economic crises and related international conflicts. It is a delicate task, as it is as difficult to show subsequently a link between economic cycles and major wars as to predict future cyclical phenomena on the world economic and political scene.

The purpose of the chapter is to study dynamics of development of economic conflicts and to develop a conceptual model of conflict of socio-economic system as an analog to the model of economic cycle.

The author compiles and analyzes the existing conceptual static model of conflict of a socio-economic system. The theoretical basis of the research includes the works of modern authors that reflect provisions of the theory of cycles and devoted to cyclic fluctuations of socio-economic systems. The methodology of the chapter includes the method of dynamic modeling of the process of development of socio-economic systems and the method of formalization (graphic presentation of the obtained results and conclusions). Also, the author uses the complex of general scientific methods within the systemic approach – induction, deduction, analysis, and synthesis.

It is substantiated that the existing conceptual static model of economic conflict, which treats it as a non-recurrent phenomenon in socio-economic system, contradicts its dynamic nature. Instead of this, similarly to the model of economic cycle, a conceptual dynamic model of conflict of socio-economic system is developed, which treats economic conflict as a process that develops according to a certain algorithm and is constantly repeated.

The offered conceptual model of conflict of a socio-economic system as an analogue of the model of economic cycle allows specifying the methodology of studying economic crises, which are manifestations/examples of economic conflicts. This model emphasizes the dichotomic nature of economic conflict (its probable negative or positive consequences), which allows for more precise treatment of economic crisis – which is usually considered to be a negative phenomenon. According to the offered model, crisis is not a phase of economic cycle but socio-economic process that is characterized by cyclic fluctuations. As is expected, the developed model will allow describing the practice of development of modern socio-economic systems with higher precision.

This chapter enquires into the contribution of two British writers, Herbert Somerton Foxwell and Henry Riverdale Grenfell, who elaborated upon the hints provided by Jevons towards a description of long waves in the oscillations of prices. Writing two decades after Jevons, they witnessed the era of high prices turning into the great depression of the last quarter of the nineteenth century, the causes of which they saw in the end of bimetallism. Not only did they take up Jevons’s specific explanation of the long fluctuations, but they also based their discussion upon graphical representation of data and incorporated in their treatment a specific trait (the superposition principle) of the ‘waves’ metaphor emphasized by the Manchester statisticians in the 1850s and 1860s. Their contribution is also interesting for their understanding of crises versus depressions at the time of the emergence of the interpretation of oscillations as a cycle, which they have only partially grasped – as distinct from the approach of later long wave theorists.

Business cycle theory is normally described as having evolved out of a previous tradition of writers focusing exclusively on crises. In this account, the turning point is seen as residing in Clément Juglar's contribution on commercial crises and their periodicity. It is well known that the champion of this view is Schumpeter, who propagated it on several occasions. The same author, however, pointed to a number of other writers who, before and at the same time as Juglar, stressed one or another of the aspects for which Juglar is credited primacy, including the recognition of periodicity and the identification of endogenous elements enabling the recognition of crises as a self-generating phenomenon. There is indeed a vast literature, both primary and secondary, relating to the debates on crises and fluctuations around the middle of the nineteenth century, from which it is apparent that Juglar's book Des Crises Commerciales et de leur Retour Périodique en France, en Angleterre et aux États-Unis (originally published in 1862 and very much revised and enlarged in 1889) did not come out of the blue but was one of the products of an intellectual climate inducing the thinking of crises not as unrelated events but as part of a more complex phenomenon consisting of recurring crises related to the development of the commercial world – an interpretation corroborated by the almost regular occurrence of crises at about 10-year intervals.

This chapter addresses the economic assessment of health benefits of active transport and presents most recent valuation studies with an overview of progresses made towards the inclusion of health benefits in the cost-benefit analysis (CBA) of active transport.

It is built upon the contracted study for the World Health Organization (WHO) on the economic appraisal of health benefits of walking and cycling investments at the city of Viana do Castelo, the former pilot study in Portugal for evaluating the health benefits of non-motorized transport using the WHO Health Economic Assessment Tool (HEAT). The relative risk values adopted in the HEAT for walking refer to adult population of the age group 20–74 years and the assessment focus in on average physical activity/regular behaviour of groups of pedestrians and all-cause mortality health impacts. During the case study, it was developed and implemented a mobility survey which aimed to collect behavioural data before and after a street intervention in the historic centre.

Most recent appraisal guidance of walking and cycling and health impact modelling studies reviewed confirm that further research is expected before a more comprehensive appraisal procedure can be adopted in Europe, able to integrate physical activity effects along with other health risks such as those related to road traffic injuries and exposure to air pollution.

The health benefits assessment of walking investments helped local decision-makers to progress towards sustainable mobility options in the city. Making the population aware of the potential health benefits of regular walking can encourage more people to uptake active transport as part of their daily activities.

This study provides a useful review of the health benefits of active transport with a comprehensive analysis of valuation studies, presenting value-added information. It then reports a former assessment of the health effects of active transport in the Portuguese context (case study) using the state-of-the-art economic analysis tool (HEAT) of the World Health Organization which is believed to contribute to a paradigm shift in the transport policy and appraisal practice given the need of shaping future cities (and their citizens) for health through more investments in active transport.

Several official institutions (NBER, OECD, CEPR, and others) provide business cycle chronologies with lags ranging from three months to several years. In this paper, we propose a Markov-switching dynamic factor model that allows for a more timely estimation of turning points. We apply one-step and two-step estimation approaches to French data and compare their performance. One-step maximum likelihood estimation is confined to relatively small data sets, whereas two-step approach that uses principal components can accommodate much bigger information sets. We find that both methods give qualitatively similar results and agree with the OECD dating of recessions on a sample of monthly data covering the period 1993–2014. The two-step method is more precise in determining the beginnings and ends of recessions as given by the OECD. Both methods indicate additional downturns in the French economy that were too short to enter the OECD chronology.

The purpose of this chapter is to determine the essence of stagnating socio-economic systems through the prism of the theory of economic conflicts.

Comparative analysis of conceptual approaches to treatment of stagnation of socio-economic systems – the theory of cycles, the theory of economic growth, and the theory of economic conflicts – is performed. According to the theory of economic conflicts, signs of stagnation of socio-economic systems are determined with the help of methods of horizontal and trend analysis. The research objects are leading developed countries (major advanced economies – G7), which, according to the existing scientific and economic paradigm, should not stagnate, and countries of the Commonwealth of Independent States (CIS), which, in the contrary, may show signs of stagnation. The analyzed indicators are growth rate of GDP in constant prices, growth rate of GDP per capita in constant prices, and the level of unemployment rate. The research is performed in the period of post-crisis restoration of modern socio-economic systems, including the forecast period (2010–2022) based on the data of the International Monetary Fund.

As a result of the research, the essence of stagnation of socio-economic systems is determined, and the following characteristics are given: emergence after crisis, negative influence on economy, universal nature, and manageability.

The obtained conclusions show opposition of stagnation and sustainable development. Stagnation is absence of economic growth and development, regardless of social and ecological costs of economic activities. Contrary to it, sustainable development means stable economic growth with low social and ecological costs of economic activities. That’s why stagnation of economy is a negative phenomenon. Unlike crises, stagnation could and should be avoided with the help of the corresponding (anti-stagnation) measures of crisis management.

Transportation plays a central role in facilitating economic activities across sectors and between regions and thus should be essential to business cycle research. In this chapter, we identify four coincident indicators representing different aspects of the transportation sector. Foremost among them is the index of transportation services output (TSI) presented in the previous chapter. Following the long-standing methodology of National Bureau of Economic Research (NBER) business cycle research, the other three indicators that we include are payroll, personal consumption and employment – all pertaining to the transportation sector. Using a composite of the four indicators, we define the classical business cycle and growth cycle chronologies for the transportation sector. We find that, relative to the economy, business cycles in the transportation sector have an average lead of nearly 6 months at peaks and an average lag of 2 months at troughs. Similar to transportation business cycles, growth slowdowns in this sector also last longer than the economy-wide slowdowns by a few months. This study underscores the importance of transportation indicators in monitoring cyclical movements in the aggregate economy.

The essential investments in new product development (NPD) made by industrial companies entail effective management of NPD activities. In this context, performance measurement is one of the means that can be employed in the pursuit of effectiveness.