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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).

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.

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.

In Zimbabwe trade has been a driver of economic growth, rising incomes, and progressive empowerment of Zimbabweans through rising standards of living and the promise of better jobs. Since 1980, through good years and bad years, increases in exports have been positively associated with increases in national income. Zimbabwe's location and resource base, together with a low-cost but relatively well educated labor force, have endowed it with a naturally high trade ratio built on a diversified base that facilitates using trade as an engine of growth. While trade volumes have rebounded smartly from the deep recession of 2007-2008, these do not offset other worrisome longer-term trends: 1) export growth during the last decade has been lackluster and failed to drive high growth; 2) agricultural exports, other than tobacco, have lost their once dominant role in the region, and are no longer a source of diversification; 3) manufacturing has withered in a continuing secular decline; and 4) Zimbabwe's export basket has become less diversified and more dependent on a narrow range of mineral and, to a lesser extent, agricultural products. In short, exports have become less diversified, less-technologically sophisticated, and less labor-intensive, and ever more dependent on a few large mining activities to provide foreign exchange and employment. This report traces the roots of this poor performance to several policy issues: poor predictability of macroeconomic policy and economic governance has created an unfavorable climate for private investment and trade; a tariff structure that dampens export profitability; industrial policies (indigenization policy in particular) that undermine investor confidence and inhibits private investment; and finally, competition-limiting policies toward services that limit connectivity of Zimbabweans and raise trade costs. The good news arising from the study is that the remedies for these policy shortcomings lie in Zimbabwean hands. If the government were to adopt reforms that reconfigure economy-wide incentives and trade and industrial policies, it could promote sustained growth, economic diversification and empowerment of poor people.

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.

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.

In this paper, we prove a Talagrand’s T2 transportation cost-information inequality for the law of stochastic wave equation in spatial dimension d=3 driven by the Gaussian random field, white in time and correlated in space, on the continuous path space with respect to the weighted L2-norm on R3.

To examine the correlation between regional economic growth and inter-region transportation costs in China, this study establishes a regional economic growth model embedded with inter-region transportation costs based on the Cobb-Douglas production function. Based on a balanced growth empirical model, this study verifies the correlation by conducting a regression analysis of the panel data of 29 provinces, municipalities, and autonomous regions from 1985 to 2015. The empirical results show that: (1) The per capita GDP growth among the three regions (namely, the eastern, central, and western regions of China) meets a conditional convergence trend, and the decreasing of the inter-region transportation costs increases the convergence speed; (2) The per capita GDP growth is in line with the club convergence trend within each of the three regions; (3) The trend of the output elasticity of the inter-region transportation costs shows that the gradual decrease of inter-region transportation costs has a positive correlation with the narrowing of economic disparity after the year 2000, accelerating \"common prosperity\" across different regions in China.