While Doha Sleeps: Securing Economic Growth through Trade Facilitation

Improving the international trading system does not require new, comprehensive multilateral agreements. Countries can derive large gains from the trading system by engaging in reforms often referred to as trade facilitation. In broad terms, trade facilitation includes reforms aimed at improving the chain of administrative and physical procedures involved in the transport of goods and services across international borders. Countries with inadequate trade infrastructure, burdensome administrative processes, or limited competition in trade logistics services are less capable of benefiting from the opportunities of expanding global trade. Companies interested in investing, buying, or selling in local markets are less likely to bother if there are too many frictions related to document processing or cargo inspection at customs, antiquated port facilities, logistics bottlenecks, or limited reliability of freight or trade-financing services. According to recent studies from the World Bank and other international economic institutions, trade facilitation reforms could do more to increase global trade flows than further reductions in tariff rates. For many developing countries -- particularly those that receive preferential tariff treatment from rich countries -- reducing transportation and logistics-related costs through trade facilitation reforms would be much more beneficial than further tariff cuts. But trade facilitation does not only offer promise to developing countries. All countries can benefit by removing sources of friction in their supply chains. The post-9/11 focus on minimizing the risk of terrorists exploiting porous international supply chains to sneak weapons of mass destruction into U.S. cities -- obviously a vital objective -- could hamper the capacity of Americanbased companies to attract investment and compete for markets. Likewise, U.S. prohibitions against foreign competition in transportation services and the political antipathy toward foreign investment in U.S. port operations raise the costs of doing business and increase the scope for trade facilitation in the United States

Analysis of Highway Acceleration in Regard to Cargo Security

Cargo security during road transportation particularly presents a current topic in the context of transport safety. One of the key factors influencing the magnitude of impact (acceleration coefficients) during transportation is the quality of the road networks. Acceleration coefficient values directly affect the rate of inertia forces influencing the cargo. Given that the inertia force magnitudes (acceleration coefficients) are not known prior to commencing the actual transport, acceleration coefficient values known from regulations or otherwise (for example, empirically) certain established values must be used. Values of acceleration coefficients were established in EN 12195–1, a regulation typically used within the European Union. This chapter covers the approaches of this standard and provides comparison of acceleration coefficients established through regulations with those measured. Data (coefficient acceleration) from both highway transport and unpaved roads (in off-road conditions) were measured and statistically processed for comparison purposes. The transportation model presented subsequently demonstrates differences in the magnitude of inertia forces using three sets of data—acceleration coefficients obtained from the standard, from highway transport, and from off-road transport. At the same time, these secured cargoes were set into an insufficient context, where unsuitable or insufficient security of the cargo represents one of the significant risks in the occurrence of an accident

Cape Verde's infrastructure : a continental perspective

Cape Verde stands out in West Africa as a country whose economic geography poses major and unique challenges for infrastructure development. Its small population of half a million people is spread across a nine-island archipelago. The islands need complementary infrastructure in terms of roads, water, transport, ports, power, and ICT. Cape Verde already has well-developed infrastructure networks. Road density is relatively high, and most of the national network is paved. Almost all islands have port and airport facilities. Around 70 percent of the population has power and utility water. Indicators for ICT coverage -- penetration, bandwidth, submarine cable, private sector participation -- are relatively good. Nevertheless, prices for all services are exceptionally high. The quality of services is often deficient. At least half of the national road network is in poor condition; power supply is unreliable; and half of the population receives water from standposts. Cape Verde devotes around $147 million per year to infrastructure (almost 15 percent of GDP), among the highest levels of infrastructure spending on the continent. Some$50 million of that is lost each year to operations inefficiencies and underpricing. The country's main challenges are to improve infrastructure management and reduce high costs of services.Transport Economics Policy&Planning,Infrastructure Economics,Energy Production and Transportation,E-Business,Banks&Banking Reform

Sierra Leone's infrastructure : a continental perspective

Infrastructure development in Sierra Leone contributed about half a percentage point to the economy's per capita growth rate in 2003-07. But if Sierra Leone could upgrade its infrastructure to the level of the best performer in Africa, per capita growth rates could be boosted by more than three percentage points. After nine years of peace, economic activity is flourishing at every level in Sierra Leone. But the 11-year civil war destroyed the country's infrastructure, and rebuilding the road network and ports while improving the electrical, water, and telecommunications infrastructure is proving difficult. Looking ahead, expanding electrification is a top priority because current access levels, at only 1-5 percent of the urban population and 0 percent in rural areas, are impeding other development. The water and sanitation sector faces similar challenges, as only 1 percent of the rural population has access to piped water. Sierra Leone has been spending about $134 million annually on infrastructure in recent years. About$66 million is lost each year to inefficiencies. Comparing spending needs against existing spending and potential efficiency gains leaves an annual funding gap of $59 to$278 million per year. If savings from greater efficiency could be fully captured, Sierra Leone would not meet its posited infrastructure targets for another 30 years. Sierra Leone needs to make difficult decisions about the prioritization of infrastructure investments and must think strategically about bundling and sequencing investments for maximum returns.Transport Economics Policy&Planning,Infrastructure Economics,Energy Production and Transportation,Town Water Supply and Sanitation,Public Sector Economics

Mozambique's infrastructure : a continental perspective

In the last 10 years, Mozambique's economy has grown steadily at an impressive rate of 7.7 percent per year, driven by the service sector, light industry, and agriculture. This pace is expected to continue or even increase with the massive influx of already-planned investment on the order of $15-20 billion. Mozambique's infrastructure is well developed in some sectors, including its east-west transport infrastructure, power grid, and water and sanitation networks. But the nation still faces critical challenges in these and other areas, including developing north-south transport connections, properly managing the water system, and expanding hydroelectric generation to meet potential. Mozambique spent about$664 million per year on infrastructure during the late 2000s, with as much as $204 million lost annually to inefficiencies. Comparing spending needs with existing spending and potential efficiency gains leaves an annual funding gap of$822 million per year. Mozambique could reduce inefficiency losses by positioning itself as a key power exporter. The country could reach infrastructure targets in 20 years through a combination of increased finance, improved efficiency, and cost-reducing innovations.Transport Economics Policy&Planning,Infrastructure Economics,Town Water Supply and Sanitation,Energy Production and Transportation,Water Supply and Systems

Global Trade Impacts: Addressing the Health, Social and Environmental Consequences of Moving International Freight Through Our Communities

Examines freight transportation industry trends; the impact of global trade on workers, the environment, and health in both exporting and importing countries; and organizing strategies and policy innovations for minimizing the damage and ensuring health

Foreign direct investment and investment environment in Dongguan Municipality of southern China

Based on 26 case studies, this paper investigates the socio-economic causes of the inflow of FDI and its policy implications in Dongguan. The favourable factors for foreign investors in Dongguan can be categorised under the Dunning's OLI (ownership, locational and internalisation advantages) framework. This paper argues that factors other than policy incentive, such as sub-contractual and pseudo integration, are playing more important roles in attracting the inflow of FDI and maintaining the high level of economic growth in Dongguan. This finding questions the effectiveness of policy incentives, such as tax-breaks, implemented by the Government as a means to attract FDI in Dongguan. The existence of 'Chinese crony capitalism' calls for further improvement in the implementation of laws and regulations in Dongguan and the reduction of bureaucratic red-tape by the central and local governments

The EurAsEC Transport Corridors

The geographic and geo-economic location of EurAsEC countries gives them significant strategic potential for freight transit. EurAsEC has motorway and railway corridors running east-west and north-south, and a number of new corridors are being constructed. However, to handle such huge volumes of cargo, the region’s existing transport infrastructure must be modernised. Sea vs land: 2:1. Transportation of transit cargo by sea (transoceanic service) has some strong advantages, such as low delivery cost, established relationships with customers and high standards of service. This leads us to conclude that sea transit will prevail in the near future. Land transit routes offer only one competitive advantage – speed of delivery, which is two to three times faster compared with the sea routes linking East Asia with Eastern Europe. This advantage must be exploited. A considerable proportion of “time-sensitive” transit (some 16 million tonnes annually, according to the most conservative estimate) can be redirected to ITCs operated by EurAsEC. There are a number of physical and non-physical barriers to the realisation of the EurAsEC’s transit potential. Physical barriers include the poor state of motorways and railways and their related infrastructure, i.e. obsolete rolling-stock, which prevents any increase in transportation speeds and volumes; existing roads do not meet international standards; border crossing points and logistics centres have a low throughput capacity. Non-physical barriers include cumbersome permit systems, unreasonable delays in crossing borders, various charges and additional taxes imposed by regulatory and local authorities, scheduled and spot-check inspections of cargo weight, etc. The non-physical barriers are the most significant obstacles to the development of cargo transit in the region and cause serious delays in cargo delivery. Time lost does not only result in loss of money and customer trust, but also the loss of the main (in fact the only) competitive advantage land transit has over sea transit. Given their geographic position and national economic interests, Russia, Kazakhstan and their neighbours have a direct interest in the Eurasian integration process that extends beyond the boundaries of the post-Soviet space and involves the region’s most important countries. Projects implemented in certain economic sectors provide a reliable basis for regional economic integration. What begins in those key sectors eventually spreads to the institutional level. In this context, therefore, transportation must be among these priority sectors.Eurasian Economic Community, transport infrastructure, transport corridors, economic integration, post-Soviet space

Service user involvement in giving mental health students feedback on placement: a participatory action research study

Background Although the drive to engage service users in service delivery, research and education has mainstream acceptance, it is not easy to achieve meaningful involvement. The contribution that could potentially be made by users whilst accessing services is often overlooked. Objectives and Participants This study involved stakeholders (mentors, service users and a lecturer) working together to design, evaluate and refine a system enabling students to seek feedback from service users. The feedback concerned mental health students’ interpersonal skills and occurred whilst on practice placement. This research aimed to explore the experiences of those concerned when nine students attempted to learn from rather than about service users. Design A 2-year study, encompassing five cycles of participatory action research (PAR). Setting A small island community in the British Isles, adopting UK standards for pre-registration nurse education. Methods Data came from interviews with service users and mentors and a series of reflective group discussions with students who volunteered to try out the feedback mechanism. The deliberations of the PAR stakeholder group informed the research cycles and added to the data, which were subject to thematic analysis. Findings Findings indicated that service users volunteering to give feedback had unanimously positive experiences. Students’ experience lay on a continuum: those with a stronger sense of self were more willing and able to ask for feedback than less confident students. Cultural adjustment to the role change needed was challenging, requiring self-awareness and courage. Over time, all students achieved deep learning and, for some, learning appeared transformative. Conclusion Although contextual, the study concluded that the feedback initiative encouraged the development of more equitable relationships, in which mental health nurses respected the expertise of service users. This potentially benefits student development, recovery-orientated practice, service users and HEIs searching for meaningful ways to involve service users in learning and formative assessment