The Core of Directed Network Problems with Quotas

This paper proves the existence of non-empty cores for directed network problems with quotas and for those combinatorial allocation problems which permit only exclusive allocations.combinatorial allocations

Quota and Risk Sharing among Fishermen

Pooling and exchange of random resources may offer the owners insurance and substitution. Greater efficiency and more stable revenues thereby obtain. These good properties derive from a sharing rule that complies with the core concept from cooperative production games. It is applied here to fisheries with stochastic yield.Resource management; randomization; risk; insurance; cooperative games; core allocations; mutual exchange; stochastic programming; communal fisheries.

Defining Equitable Geographic Districts in Road Networks via Stable Matching

We introduce a novel method for defining geographic districts in road networks using stable matching. In this approach, each geographic district is defined in terms of a center, which identifies a location of interest, such as a post office or polling place, and all other network vertices must be labeled with the center to which they are associated. We focus on defining geographic districts that are equitable, in that every district has the same number of vertices and the assignment is stable in terms of geographic distance. That is, there is no unassigned vertex-center pair such that both would prefer each other over their current assignments. We solve this problem using a version of the classic stable matching problem, called symmetric stable matching, in which the preferences of the elements in both sets obey a certain symmetry. In our case, we study a graph-based version of stable matching in which nodes are stably matched to a subset of nodes denoted as centers, prioritized by their shortest-path distances, so that each center is apportioned a certain number of nodes. We show that, for a planar graph or road network with $n$ nodes and $k$ centers, the problem can be solved in $O(n\sqrt{n}\log n)$ time, which improves upon the $O(nk)$ runtime of using the classic Gale-Shapley stable matching algorithm when $k$ is large. Finally, we provide experimental results on road networks for these algorithms and a heuristic algorithm that performs better than the Gale-Shapley algorithm for any range of values of $k$.Comment: 9 pages, 4 figures, to appear in 25th ACM SIGSPATIAL International Conference on Advances in Geographic Information Systems (ACM SIGSPATIAL 2017) November 7-10, 2017, Redondo Beach, California, US

Toward WTO 2000: a Seattle odyssey

World Trade Organization ; International trade

The EU and the Governance of Globalisation. Bruegel Working Papers, 2006/02, September 2006

Bruegel Scholars Alan Ahearne, Jean Pisani-Ferry, André Sapir and Nicolas Véron contributed this paper to the project Globalisation Challenges for Europe and Finland organised for the secretariat of the Economic Council of Finland. The project is part of Finland's EU presidency programme and its objective is to add momentum to the discussion in the European Union on golbalisation, Europe's competitiveness policy and the Lisbon Strategy

World Report on Disability, Chapter 8: Work and Employment

Across the world, people with disabilities are entrepreneurs and selfemployed workers, farmers and factory workers, doctors and teachers, shop assistants and bus drivers, artists, and computer technicians (1). Almost all jobs can be performed by someone with a disability, and given the right environment, most people with disabilities can be productive. But as documented by several studies, both in developed and developing countries, working age persons with disabilities experience significantly lower employment rates and much higher unemployment rates than persons without disabilities (2–9). Lower rates of labour market participation are one of the important pathways through which disability may lead to poverty (10–15). In Article 27 the United Nations Convention on the Rights of Persons with Disabilities (CRPD) “recognizes the right of persons with disabilities to work, on an equal basis with others; this includes the opportunity to gain a living by work freely chosen or accepted in a labour market and work environment that is open, inclusive and accessible to persons with disabilities” (16). Furthermore, the CRPD prohibits all forms of employment discrimination, promotes access to vocational training, promotes opportunities for self-employment, and calls for reasonable accommodation in the workplace, among other provisions. A number of factors impact labour market outcomes for persons with disabilities including; productivity differentials; labour market imperfections related to discrimination and prejudice, and disincentives created by disability benefit systems (2, 17–19). To address labour market imperfections and encourage the employment of people with disabilities, many countries have laws prohibiting discrimination on the basis of disability. Enforcing antidiscrimination laws is expected to improve access to the formal economy and have wider social benefits. Many countries also have specific measures, for example quotas, aiming to increase employment opportunities for people with disabilities (20). Vocational rehabilitation and employment services – job training, counselling, job search assistance, and placement – can develop or restore the capabilities of people with disabilities to compete in the labour market and facilitate their inclusion in the labour market. At the heart of all this is changing attitudes in the workplace

Trans-European-networks and the development of transport in the Eastern Baltic Sea region

The European Unions?s task of providing Trans-European Networks (TENs) in transportation, communications and energy transmission which has been enacted by the treaty of Maastricht, is not confined to internal networks in the EU. Since 1994 this task has been widened so as to give support to the economies in transition (EIT) in Central and Eastern Europe that have applied for EU membership. The purpose of this paper is to evaluate the relative importance of the various measures taken in the course of the TEN initiative in the field of transport for economic development of the EIT on the Eastern shore of the Baltic Sea. These actions are taking place in a variety of different fields. Transport infrastracuture upgrading is initiated both in general and with respect to specific links between the EU and the EIT. Apparently, the Baltic Rim EIT ? as all former CMEA members ? suffered and still suffer from the legacy of the socialist past insofar as road, rail and air traffic infrastructure facilities are underdeveloped, in large parts worn-out, or do not comply with quality standards which are necessary for easy accessibility. This has been acknowledged both by the Baltic Rim EIT and by the international community which is supporting network upgrading in all Baltic Rim EIT. Specific infrastructure measures refer to the Pan-European ?Crete Corridors?, i.e. the links between EU members and associated EIT (such as the Via Baltica motorway project), which serve as guiding scheme for EU accession support for EIT in transport infrastructure construction. Other ?hardware? measures are related to the construction of border stations to allow for rapid operational co- operation or customs clearance procedures. In addition, the EU is promoting telematics in the whole Baltic Sea Region in order to facilitate freight traffic. On the ?software? side, TEN initiatives have been enacted to harmonize infrastructure cross-border planning, in particular for Crete Corridors? supervising committees, to account for network externalities. If one widens the narrow definition of infrastructure to institutions, the adjustment of transport regulatory systems of would-be entrants among the EITs to EU regulations and competition policy can also be subsumed under the heading of TENs. The paper will consider these actual approaches of European transport policy as well as the needs of the EIT. Though missing infrastructure links and insufficient capacities are more visible, it turns out that ?software? problems (both from the sphere of regulatory regimes and from administrative procedures) seem to be the most pressing obstacles to transport and trade on the Baltic Rim. The paper will discuss the pros and cons of the various TEN components in transport from the perspective of fiscal federalism and of regional development aid for the EIT. Furthermore it will refer to issues of modal split, in particular with respect to Russia (for which the Baltic Rim is an important transit point), and to intermodal competition between land transport and the Baltic sea lane.

Arbitrary Detention? The Immigration Detention Bed Quota

When President Obama took office in 2009, Congress through appropriations linked the U.S. Department of Homeland Security’s (DHS) funding to “maintaining” 33,400 immigration detention beds a day. This provision, what this Article refers to as the bed quota, remains in effect, except now the mandate is 34,000 beds a day. Since 2009, DHS detentions of non-citizens have gone up by nearly 25 percent. To accommodate for this significant spike over a relatively short period of time, the federal government has relied considerably on private prison corporations to build and operate immigration detention facilities. This Article takes a comprehensive look at the Congressional immigration detention bed quota. It details its legislative history, and the relationship between the quota and private prisons in the immigration detention system. It situates the provision in a conversation about quotas generally, both in the law enforcement context and also in relation to the significance of quotas in U.S. immigration law historically. The Article then examines the bed quota through the lens of foundational as well as present-day jurisprudence on immigration detention and the Due Process Clause of the Fifth Amendment of the U.S. Constitution. It also analyzes the quota through international human rights law, particularly the protections related to arbitrary detention and vulnerable migrants. The Article concludes with policy considerations that caution against Congress imposing the immigration detention bed quota