How the economic policies of a corrupt elite caused the Arab Spring

Living standards in the region must rise if the political momentum is to be kept up.

Six months ago a Tunisian street seller started what is now known as the "Arab Spring" by setting himself on fire. However, although the immediate motivation behind his gesture was anger at the confiscation of his market stall, the economic causes of recent events in the Middle East have still received relatively little attention. However, many analysts believe that economic stagnation has been an important driving force behind the demands for political change, and that political and economic reform has to take place simultaneously.

One expert who has extensively studied the interaction between development and politics in the Middle East is Dr Ali Kadri, the former Head of the Economic Analysis Section of the United Nations regional office in Beirut. Dr Kadri sees recent events in the Middle East as the culmination of decades of under development, and in some cases de-development, fuelled by failed economic policies and broken institutions. He points out that between 1971 to 2000 overall economic growth in the Arab world was negative, with the real GDP per capita of Gulf Countries contracting by 2.8% annually.

At the same time inequality has increased, further squeezing the incomes of middle-class and working families. Although most Middle Eastern countries attempt to hide the extent of these problems by refusing to carry out the necessary surveys, unofficial reports suggest that the region is more unequal than even Africa or Latin America. According to the University of Texas Inequality Project, Qatar, Oman and Egypt had Gini coefficients of 55, 52 and 50 respectively in 2002, one of the highest levels in the world.

Kadri believes that these problems have been compounded through patronage. Lacking democratic legitimacy, "regimes in the region have used public sector employment to generate consent via clientelism... shifting the accent away from development". Although he believes that a degree of government ownership may be necessary in the short-run, many of the state-run firms that dominate most Middle Eastern economies are focused on creating make-work jobs rather than productive goods.

These views are increasingly recognised by other organisations. In the case of Egypt, a US State Department document three years ago noted "the military's strong influence in Egypt's economy" and that "military-owned companies, often run by retired generals, are particularly active in the water, olive oil, cement, construction, hotel and gasoline industries". Similarly, a study by the World Bank of the Egyptian financial system found that because a significant portion of bank credit went to state companies, "family owned firms and small and medium enterprises rely heavily on the informal market".

These policies have resulted in high rates of unemployment and under-employment, especially among the young. According to the International Labour Office, less than half those of working age in the Middle East are actually in employment, with youth unemployment over four times the adult rate. Even in oil-rich Saudi Arabia, 30.2% of those between the ages of 20 and 24 are unemployed. Kadri believes that "those protesting want a dignified living and good schools for their children".

Kadri believes that corruption, and regional conflict, which many analysts believe are consequences of dictatorships, have made it hard for firms to think beyond the short-term. Kadri notes that the dearth of domestic investment opportunities has meant that much of the wealth generated by rising commodity prices over the last decade has gone abroad. He also suggests that the growing gap between savings and investment rates has been instrumental in producing financial bubbles, such as the speculative frenzy surrounding property and office construction in Dubai, which came to a dramatic end three years ago.

Kadri is relatively optimistic about the future of the region, suggesting that the collapse of autocrats, like Ben Ali in Tunisia, will allow the population, rather than the elites, to determine the course of development for the first time. His conclusions are supported by World Bank research which found that the existence of an independent civil society was the most important factor in determining whether countries in Central and Eastern Europe were able to make a quick and successful economic transition after the fall of the Berlin Wall.

However, although the long-term prospects of those in countries currently making the transition to democracy may be positive, this is of little comfort where the regime is willing to brutally crush dissent, as in Syria. Even in Egypt, there are signs that Mubarak's machine is silently reconstituting itself, although its creator is now in jail. Although the G-8 has announced $40bn in economic support, much of this will come from Gulf Countries who have little interest in economic and political change. This prompts the question of what else western countries can do to make sure the political momentum generated by the "Arab Spring" continues and is able to result in rising living standards for all those in the region.

Matthew Partridge is a freelance journalist and a PhD student at the London School of Economics.

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Air pollution: 5 steps to vanquishing an invisible killer

A new report looks at the economics of air pollution. 

110, 150, 520... These chilling statistics are the number of deaths attributable to particulate air pollution for the cities of Southampton, Nottingham and Birmingham in 2010 respectively. Or how about 40,000 - that is the total number of UK deaths per year that are attributable the combined effects of particulate matter (PM2.5) and Nitrogen Oxides (NOx).

This situation sucks, to say the very least. But while there are no dramatic images to stir up action, these deaths are preventable and we know their cause. Road traffic is the worst culprit. Traffic is responsible for 80 per cent of NOx on high pollution roads, with diesel engines contributing the bulk of the problem.

Now a new report by ResPublica has compiled a list of ways that city councils around the UK can help. The report argues that: “The onus is on cities to create plans that can meet the health and economic challenge within a short time-frame, and identify what they need from national government to do so.”

This is a diplomatic way of saying that current government action on the subject does not go far enough – and that cities must help prod them into gear. That includes poking holes in the government’s proposed plans for new “Clean Air Zones”.

Here are just five of the ways the report suggests letting the light in and the pollution out:

1. Clean up the draft Clean Air Zones framework

Last October, the government set out its draft plans for new Clean Air Zones in the UK’s five most polluted cities, Birmingham, Derby, Leeds, Nottingham and Southampton (excluding London - where other plans are afoot). These zones will charge “polluting” vehicles to enter and can be implemented with varying levels of intensity, with three options that include cars and one that does not.

But the report argues that there is still too much potential for polluters to play dirty with the rules. Car-charging zones must be mandatory for all cities that breach the current EU standards, the report argues (not just the suggested five). Otherwise national operators who own fleets of vehicles could simply relocate outdated buses or taxis to places where they don’t have to pay.  

Different vehicles should fall under the same rules, the report added. Otherwise, taking your car rather than the bus could suddenly seem like the cost-saving option.

2. Vouchers to vouch-safe the project’s success

The government is exploring a scrappage scheme for diesel cars, to help get the worst and oldest polluting vehicles off the road. But as the report points out, blanket scrappage could simply put a whole load of new fossil-fuel cars on the road.

Instead, ResPublica suggests using the revenue from the Clean Air Zone charges, plus hiked vehicle registration fees, to create “Pollution Reduction Vouchers”.

Low-income households with older cars, that would be liable to charging, could then use the vouchers to help secure alternative transport, buy a new and compliant car, or retrofit their existing vehicle with new technology.

3. Extend Vehicle Excise Duty

Vehicle Excise Duty is currently only tiered by how much CO2 pollution a car creates for the first year. After that it becomes a flat rate for all cars under £40,000. The report suggests changing this so that the most polluting vehicles for CO2, NOx and PM2.5 continue to pay higher rates throughout their life span.

For ClientEarth CEO James Thornton, changes to vehicle excise duty are key to moving people onto cleaner modes of transport: “We need a network of clean air zones to keep the most polluting diesel vehicles from the most polluted parts of our towns and cities and incentives such as a targeted scrappage scheme and changes to vehicle excise duty to move people onto cleaner modes of transport.”

4. Repurposed car parks

You would think city bosses would want less cars in the centre of town. But while less cars is good news for oxygen-breathers, it is bad news for city budgets reliant on parking charges. But using car parks to tap into new revenue from property development and joint ventures could help cities reverse this thinking.

5. Prioritise public awareness

Charge zones can be understandably unpopular. In 2008, a referendum in Manchester defeated the idea of congestion charging. So a big effort is needed to raise public awareness of the health crisis our roads have caused. Metro mayors should outline pollution plans in their manifestos, the report suggests. And cities can take advantage of their existing assets. For example in London there are plans to use electronics in the Underground to update travellers on the air pollution levels.

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Change is already in the air. Southampton has used money from the Local Sustainable Travel Fund to run a successful messaging campaign. And in 2011 Nottingham City Council became the first city to implement a Workplace Parking levy – a scheme which has raised £35.3m to help extend its tram system, upgrade the station and purchase electric buses.

But many more “air necessities” are needed before we can forget about pollution’s worry and its strife.  

 

India Bourke is an environment writer and editorial assistant at the New Statesman.