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Running power as measured by foot-worn sensors is considered to be associated with the metabolic cost of running. In this study, we show that running economy needs to be taken into account when deriving metabolic cost from accelerometer data. We administered an experiment in which 32 experienced participants (age = 28 ± 7 years, weekly running distance = 51 ± 24 km) ran at a constant speed with modified spatiotemporal gait characteristics (stride length, ground contact time, use of arms). We recorded both their metabolic costs of transportation, as well as running power, as measured by a Stryd sensor. Purposely varying the running style impacts the running economy and leads to significant differences in the metabolic cost of running (p < 0.01). At the same time, the expected rise in running power does not follow this change, and there is a significant difference in the relation between metabolic cost and power (p < 0.001). These results stand in contrast to the previously reported link between metabolic and mechanical running characteristics estimated by foot-worn sensors. This casts doubt on the feasibility of measuring running power in the field, as well as using it as a training signal.

In the last two decades new emphasis has been given to the economic impact of geography, especially on the cost of being landlocked. From a development perspective, understanding the cost of being landlocked and its economic impact is critical, since one country of four in the world is landlocked (almost one out of three in Sub-Saharan Africa). Attempts to address the cost of being landlocked have mainly focused on regional and multilateral conventions aiming at ensuring freedom of transit, and on the development of regional transport infrastructure. The success of these measures has been limited, and many massive investments in infrastructure seem to have had a disappointing impact on landlocked economies. Although there may still be an infrastructure gap, this book, based on extensive data collection in several regions of the world, argues that logistics and trade services efficiency can be more important for landlocked countries than investing massively in infrastructure. Logistics have become increasingly complex and critical for firms' competitiveness, and a weakness in this field can badly hurt firms based in landlocked countries. This book proposes a revised approach to tackling the cost of being landlocked and a new analytical framework which uses a microeconomic approach to assess the trade and macroeconomic impacts of logistics. It takes into account recent findings on the importance of logistics chain uncertainty and inventory control in firms' performance. It argues that: (i) exporters and importers in landlocked developing countries face high logistics costs, which are highly detrimental to their competitiveness in world markets, (ii) high logistics costs depend on low logistics reliability and predictability, and (iii) low logistics reliability and predictability result mostly from rent-seeking and governance issues (prone to proliferate in low volume environments).

PurposeThe objective of this research study is to formulate and develop a novel optimization model that enables planners of modular construction to minimize the total transportation and storage costs of prefabricated modules in modular construction projects.Design/methodology/approachThe model is developed by identifying relevant decision variables, formulating an objective function capable of minimizing the total transportation and storage costs and modelling relevant constraints. The model is implemented by providing all relevant planner-specified data and performing the model optimization computations using mixed-integer programming to generate the optimal solution.FindingsA case study of hybrid modular construction of a healthcare facility is used to evaluate the model performance and demonstrate its capabilities in minimizing the total transportation and onsite storage costs of building prefabricated modules.Research limitations/implicationsThe model can be most effective in optimizing transportation for prefabricated modules with rectangular shapes and might be less effective for modules with irregular shapes. Further research is needed to consider the shape of onsite storage area and its module arrangement.Practical implicationsThe developed model supports construction planners in improving the cost effectiveness of modular construction projects by optimizing the transportation of prefabricated modules from factories to construction sites.Originality/valueThe original contributions of this research is selecting an optimal module truck assignment from a feasible set of trucks, identifying an optimal delivery day of each module as well as its location and orientation on the assigned truck and complying with relevant constraints including the non-overlap of modules on each truck, shipment weight distribution and aerodynamic drag reduction.

The importance of transport corridors for trade and development, including for some of the poorest countries in the world, is widely recognized in this book. A new consensus has also emerged that reducing trade costs and improving access to corridors is not just a matter of building infrastructure. The policies that regulate transport services providers and the movement of goods along corridors are important determinants of the social rate of return on such infrastructure investment. This book avoids optimistic assumptions regarding the prospects for new high-level agreements and decisions to facilitate transit or the possible benefits from increased use of technology. Instead, the authors argue that much can be done through the implementation of readily available existing tools. The use of these tools is often hampered by not only capacity constraints; but, equally if not more important, a lack of commitment. Political economic factors in both the landlocked countries and their transit neighbors must be recognized and addressed. This book offers examples of possible implementation strategies that, while challenging, should in principle help in overcoming these political economic constraints. The main message is that to bring about efficient trade corridors governments and stakeholders should focus on properly implementing the fiscal, regulatory, and procedural principles for international transit that encourage quality-driven logistics services. The various implementation challenges are the primary focus of this book.

This article is a continuation of our article in Dilworth et al. (Can J Math 72:774–804, 2020). We construct orthogonal bases of the cycle and cut spaces of the Laakso graph Ln. They are used to analyze projections from the edge space onto the cycle space and to obtain reasonably sharp estimates of the projection constant of Lip0(Ln), the space of Lipschitz functions on Ln. We deduce that the Banach–Mazur distance from TC(Ln), the transportation cost space of Ln, to ℓ1N of the same dimension is at least (3n-5)/8, which is the analogue of a result from [op. cit.] for the diamond graph Dn. We calculate the exact projection constants of Lip0(Dn,k), where Dn,k is the diamond graph of branching k. We also provide simple examples of finite metric spaces, transportation cost spaces on which contain ℓ∞3 and ℓ∞4 isometrically.

Recovery and recycling end-of-life tires (ELT) incur a significant cost of collection and transportation. Improperly conducted ELT collection contributes to excessive vehicle exhaust emissions and high transportation costs. This study investigates the collection and transportation costs of ELT including preliminary processing of waste tires like cutting, baling and packing tires to reduce the volume of each shipment. Waste collection vehicles exhaust emissions were examined in the collection scenarios. In this study a novel approach of multi-criteria decision support – coupled analytical hierarchy process (AHP) and Preference Ranking Organization METHod for Enrichment of Evaluations (PROMETHEE) methods have been applied for selecting the best scenario, considering costs and environmental impacts in the collection of ELT. The results show the most profitable method of the ELT collection by routing of heavy truck and pickup of waste tires from a local network after preprocessing. Packing the tires in the collection points reduces the total cost between 20-30% and vehicles’ exhaust emissions up to 40 %, compared to other methods in the Polish case study. The proposed decision support method is useful for evaluating environmental and cost factors, especially in regions where transport costs due to distances constitute the largest share of costs. This method and the results are useful for the ELT collection companies in promoting sustainable methods of transportation of waste including emission and economic factors. The study encourages using the compacting of ELT at the collection points for more efficient transportation.

Small scale producers in developing countries lack easy access to efficient logistics services. They are faced with long distances from both domestic and international markets. Unless they consolidate their trade volumes they face high costs which diminish their ability to trade. However, the process of consolidation is not without cost nor does it occur on its own accord. As a result, the consolidation is typically handled by intermediaries. Using case studies of sisal and soybean supply chains in Brazil and India respectively, this study explores the role and impact of intermediaries in facilitating trade in lagging regions. The study assesses the horizontal relationships between the small scale producers in thin markets and the vertical connections between different tiers of the same supply chain. The study analyzes the traditional approach to linking producers namely through cooperatives and itinerant traders and the relatively newer innovations using ICT. The study finds that farmers linked through the different mechanisms are more integrated to international supply chains or are able to better manage supply chains longer than would otherwise be the case. Intermediaries play several roles including providing transport services and facilitating market exchanges, payments, risk sharing and quality improvements. Generally, information technology driven innovations make it easier to integrate adjacent steps in the value chain. This report on logistics performance at the sub-national level is an on-going endeavour. Similar analysis is being carried out in some countries in Africa to identify the evolving role of intermediaries in low income regions. The results will be developed into a major publication on this topic, with recommendations on how development agencies, civil society and the private sector can improve the design of strategies to reduce logistics costs in low income areas.

Background Women living with obstetric fistula often live in poverty and in remote areas far from hospitals offering surgical repair. These women and their families face a range of costs while accessing fistula repair, some of which include: management of their condition, lost productivity and time, and transport to facilities. This study explores, through women’s, communities’, and providers’ perspectives, the financial, transport, and opportunity cost barriers and enabling factors for seeking repair services. Methods A qualitative approach was applied in Kano and Ebonyi in Nigeria and Hoima and Masaka in Uganda. Between June and December 2015, the study team conducted in-depth interviews (IDIs) with women affected by fistula ( n  = 52) – including those awaiting repair, living with fistula, and after repair, and their spouses and other family members ( n  = 17), along with health service providers involved in fistula repair and counseling ( n  = 38). Focus group discussions (FGDs) with male and female community stakeholders ( n  = 8) and post-repair clients ( n  = 6) were also conducted. Results Women’s experiences indicate the obstetric fistula results in a combined set of costs associated with delivery, repair, transportation, lost income, and companion expenses that are often limiting. Medical and non-medical ancillary costs such as food, medications, and water are not borne evenly among all fistula care centers or camps due to funding shortages. In Uganda, experienced transport costs indicate that women spend Ugandan Shilling (UGX) 10,000 to 90,000 (US$3.00-US$25.00) for two people for a single trip to a camp (client and her caregiver), while Nigerian women (Kano) spent Naira 250 to 2000 (US$0.80-US$6.41) for transportation. Factors that influence women’s and families’ ability to cover costs of fistula care access include education and vocational skills, community savings mechanisms, available resources in repair centers, client counseling, and subsidized care and transportation. Conclusions The concentration of women in poverty and the perceived and actual out of pocket costs associated with fistula repair speak to an inability to prioritize accessing fistula treatment over household expenditures. Findings recommend innovative approaches to financial assistance, transport, information of the available repair centers, rehabilitation, and reintegration in overcoming cost barriers.

For stochastic reaction-diffusion equations with Lévy noises and non-Lipschitz reaction terms, we prove that W 1 H transportation cost inequalities hold for their invariant probability measures and for their process-level laws on the path space with respect to the L 1 -metric. The proofs are based on the Galerkin approximations.

The French case offers a very valuable opportunity for testing the impact of transportation costs on the individual decision of turnout, because in France, voters can be registered in a municipality other than their residential municipality. Voters with a nonresidential registration have to travel great distances in order to cast their ballots compared to voters with a residential registration. Our empirical analysis, based on a unique dataset extracted from the French Census database, uses a selection model to estimate the probability of voting of an individual voter with a non-residential electoral registration and assesses the impact of the distance to the voting municipality on this probability. The analysis shows that distance and in fine the cost of voting have a highly significant impact on electoral turnout: at the median distance (22 km), a 1% increase in distance induces a reduction of 0.01% in turnout in the first round of the 2012 French presidential election and 0.007% in the second round. Moreover, the impact of distance is non-linear: an increase in distance for voters with a short distance to travel is more detrimental to turnout than the same increase for voters who travel great distances. The results are robust to several checks, ranging from analyzing other elections to changes in the estimation method. This analysis provides new insights in the issue of voting cost and its impact on electoral turnout.