Regional Wage and Employment Responses to Market Potential in the EU. Bruges European Economic Research (BEER) Papers 3/November 2005

Recent theoretical work on economic geography emphasizes the interplay of transport costs and plant-level increasing returns. In these models, the spatial distribution of demand is a key determinant of economic outcomes. In one strand, it is argued that higher demand gives rise to a more than proportionate increase in production, a result known as the home market effect. Another strand emphasizes the effects of market sizes on factor prices. We highlight the theoretical connection between these two strands. Using data on 57 European regions, we show how wages and employment respond to differentials in what we call real market potential, a discounted sum of demands derived from the theory.

The Market for Tractors in the EU: Price Differences and Convergence. Factor Markets Working Documents No. 35, February 2013

This study evaluates the degree of segmentation of the market for agricultural machinery and equipment in the EU. We focus on agricultural tractors, the most common and biggest investment in machinery and equipment in the agricultural sector. By using country price data for individual tractor models, we test the law of one price, i.e. the existence of a common price for tractors across EU member states. We find that significant price differences exist, yet unlike most other studies we find that large price deviations are penalised within a short time. The study also shows that transport costs are an important source of price differences, as domestic production leads to lower prices on the domestic market and as price convergence is negatively correlated with distance. Finally, price differences should not solely be understood from a geographical perspective, as evidence supports the idea that farmers’ buying power is significant in explaining price differences within countries.

Reshoring:opportunities and limits for manufacturing in the UK - the case of the auto sector

In recent years, offshoring and outsourcing have transformed fundamentally nationally based auto sectors into global networks of design, production and distribution across the global value chains coordinated by the major automotive Original Equipment Manufacturers (OEMs). As manufacturing activities tended to be shifted to low-labour cost locations in Asia, Africa and Latin America, high-end design, R&D, product development have stayed anchored mostly to high-cost and high knowledge-intensive home economy locations (perhaps with the except of some design and styling activities which are often located in major end markets around the world. However, very recently the weaknesses of and risks inherent in such global value chains (GVCs) have been exposed, triggering attempts to rethink their nature and also raising possibilities to reshore some manufacturing activities to home countries. A combination of a more competitive exchange rate (despite the very recent appreciation of sterling), increased transport costs, rising wages in key areas of China, and a greater awareness of supply chain resilience have all contributed to a perceived change in some business fundamentals. The potential for some supply chain relocalisation also links in with the servitisation of manufacturing including the auto sector and shift to a hybrid model where manufacturing and services are increasingly intertwined. However, there are limits as to how far this can go and these raise some important questions and issues over the possible role for industrial policy.

A földrajzi távolság, a kulturális hasonlóság és a szabadkereskedelem hatása a borkereskedelemre = Effects on the global wine trade of geographical distance, cultural and linguistic similarity, and free trade

A globalizálódó világgazdaságban a vezető bortermelő országok egyre jelentősebb borkereskedelmet bonyolítanak le egymás között. Míg Európában a fogyasztók egyre kevesebb bort vásárolnak, addig Amerikában és Ázsiában a bor iránti kereslet folyamatosan bővül: a borkereskedelem földrajzi átrendeződése zajlik. A kulturális hasonlóság és a földrajzi távolság kereskedelemre gyakorolt hatását gyakran a kereskedelemelméletek gravitációs modelljével elemzik. E tanulmány azt vizsgálja, hogy a fő borexportáló országok közötti földrajzi távolság, kulturális hasonlóság és szabadkereskedelem milyen hatással van a nemzetközi borkereskedelemre, annak költségeire. A regressziós becslés eredményei alátámasztják, hogy a borkereskedelem költségei alacsonyabbak, ha a kereskedelmi partnerek kulturálisan hasonlók, földrajzilag közel helyezkednek el egymáshoz, vagy van tengeri kikötőjük, tagjai a WTO-nak, illetve ha kötöttek egymással regionális kereskedelmi megállapodást. Ezenkívül megállapítható, hogy az angolszász, a latin-amerikai és az európai kulturális klaszterek elsősorban egymással kereskednek. A kutatás számos kulturális változó alkalmazásával és több ökonometriai modell, illetve becslési eljárás nagymintás tesztelésével gazdagítja a szakirodalmat. ____ In a globalizing world, major wine-producing countries export considerable quantities to the global wine market and turn over a notable trade, but in what happens European wine regions differ markedly from the New World. Here major wine producers suffered a remarkable fall in domestic wine consumption in recent decades, while New World wine producers increased their production potential and generated new foreign demand. The changes have been joined by geographical relocation of wine consumption and exports. The gravity equation can be derived from demand-side or supply-side theory-consistent estimation methods that suggest relationships between the size of the economies, geographical distances, cultural similarities, and size of their trade. The paper analyses the effects of cultural and geographical proximity, free trade, and linguistic similarity on bilateral trade in the main wine-producing countries, using a cross-section gravity model for 2012. The results suggest that larger countries export more wine, while transport costs rise in line with geographical distance and are higher for landlocked trading partners. Wine export costs are lower if trading partners are culturally similar, share a dominant religion, or are both WTO members with regional trade agreements. Anglo-Saxon, Germanic, Latin American and Latin European countries mainly trade wines within their groups. The paper looks to extend the number of trading partners, investigate the effect of language clusters, and confirm that the results are robust by different econometric methodologies.

Stratégie d'amélioration de la résistance mécanique des zones de connecteurs

Le bois subit une demande croissante comme matériau de construction dans les bâtiments de grandes dimensions. Ses qualités de matériau renouvelable et esthétique le rendent attrayant pour les architectes. Lorsque comparé à des produits fonctionnellement équivalents, il apparait que le bois permet de réduire la consommation d’énergie non-renouvelable. Sa transformation nécessite une quantité d’énergie inférieure que l’acier et le béton. Par ailleurs, par son origine biologique, une structure en bois permet de stocker du carbone biogénique pour la durée de vie du bâtiment. Maintenant permis jusqu’à six étages de hauteur au Canada, les bâtiments de grande taille en bois relèvent des défis de conception. Lors du dimensionnement des structures, les zones des connecteurs sont souvent les points critiques. Effectivement, les contraintes y sont maximales. Les structures peuvent alors apparaitre massives et diminuer l’innovation architecturale. De nouvelles stratégies doivent donc être développées afin d’améliorer la résistance mécanique dans les zones de connecteurs. Différents travaux ont récemment porté sur la création ou l’amélioration de types d’assemblage. Dans cette étude, l’accent est mis sur le renforcement du bois utilisé dans la région de connexion. L’imprégnation a été choisie comme solution de renfort puisque la littérature démontre qu’il est possible d’augmenter la dureté du bois avec cette technique. L’utilisation de cette stratégie de renfort sur l’épinette noire (Picea Mariana (Mill.) BSP) pour une application structurale est l’élément de nouveauté dans cette recherche. À défaut d’effectuer une imprégnation jusqu’au coeur des pièces, l’essence peu perméable de bois employée favorise la création d’une mince couche en surface traitée sans avoir à utiliser une quantité importante de produits chimiques. L’agent d’imprégnation est composé de 1,6 hexanediol diacrylate, de triméthylopropane tricacrylate et d’un oligomère de polyester acrylate. Une deuxième formulation contenant des nanoparticules de SiO2 a permis de vérifier l’effet des nanoparticules sur l’augmentation de la résistance mécanique du bois. Ainsi, dans ce projet, un procédé d’imprégnation vide-pression a servi à modifier un nouveau matériau à base de bois permettant des assemblages plus résistants mécaniquement. Le test de portance locale à l’enfoncement parallèle au fil d’un connecteur de type tige a été réalisé afin de déterminer l’apport du traitement sur le bois utilisé comme élément de connexion. L’effet d’échelle a été observé par la réalisation du test avec trois diamètres de boulons différents (9,525 mm, 12,700 mm et 15,875 mm). En outre, le test a été effectué selon un chargement perpendiculaire au fil pour le boulon de moyen diamètre (12,700 mm). La corrélation d’images numériques a été utilisée comme outil d’analyse de la répartition des contraintes dans le bois. Les résultats ont démontré une portance du bois plus élevée suite au traitement. Par ailleurs, l’efficacité est croissante lorsque le diamètre du boulon diminue. C’est un produit avec une valeur caractéristique de la portance locale parallèle au fil de 79% supérieure qui a été créé dans le cas du test avec le boulon de 9,525 mm. La raideur du bois a subi une augmentation avoisinant les 30%. Suite au traitement, la présence d’une rupture par fissuration est moins fréquente. Les contraintes se distribuent plus largement autour de la région de connexion. Le traitement n’a pas produit d’effet significatif sur la résistance mécanique de l’assemblage dans le cas d’un enfoncement du boulon perpendiculairement au fil du bois. De même, l’effet des nanoparticules en solution n’est pas ressorti significatif. Malgré une pénétration très faible du liquide à l’intérieur du bois, la couche densifiée en surface créée suite au traitement est suffisante pour produire un nouveau matériau plus résistant dans les zones de connexion. Le renfort du bois dans la région des connecteurs doit influencer le dimensionnement des structures de grande taille. Avec des éléments de connexion renforcés, il sera possible d’allonger les portées des poutres, multipliant ainsi les possibilités architecturales. Le renfort pourra aussi permettre de réduire les sections des poutres et d’utiliser une quantité moindre de bois dans un bâtiment. Cela engendrera des coûts de transport et des coûts reliés au temps d’assemblage réduits. De plus, un connecteur plus résistant permettra d’être utilisé en moins grande quantité dans un assemblage. Les coûts d’approvisionnement en éléments métalliques et le temps de pose sur le site pourront être revus à la baisse. Les avantages d’un nouveau matériau à base de bois plus performant utilisé dans les connexions permettront de promouvoir le bois dans les constructions de grande taille et de réduire l’impact environnemental des bâtiments.

Implementación de una fábrica de postes de hormigón armado basada en la creación de valores

Se considera a los postes de hormigón armado un elemento indispensable para la distribución de energía eléctrica, también son parte de nuestro ornamento. Como breve reseñapuedo indicar que la idea del negocio nació, para satisfacer la necesidad de encontrar una fábrica de postes de hormigón que cuente con stock y con entrega oportuna a los clientes ubicados en la zona Austral.Al existir una sola fábrica se generó una escasez del producto, para cubrir la demanda se debe buscar en otras ciudades, lo que encarece el precio del producto debido al incremento del costo del transporte, además seproduce retraso en la construcción de las obras eléctricas. Con este proyecto se analizó la factibilidad de instalaruna fábrica de postes de hormigón armado, se cuantificó la inversión que demandaráempezar la producción y venta de los productos. Se comercializará postes de 10 y 12 metros de longitud, debido a que son los más utilizados en las empresas eléctricas, telefonía, internet y tv cable.

Analytical Study of Low-Field Diffusive Transport in Highly Asymmetric Bilayer Graphene Nanoribbon

We present a simplified theory of carrier backscattering coefficient in a twofold degenerate asymmetric bilayer graphene nanoribbon (BGN) under the application of a low static electric field. We show that for a highly asymmetric BGN(Delta = gamma), the density of states in the lower subband increases more that of the upper, in which Delta and gamma are the gap and the interlayer coupling constant, respectively. We also demonstrate that under the acoustic phonon scattering regime, the formation of two distinct sets of energy subbands signatures a quantized transmission coefficient as a function of ribbon width and provides an extremely low carrier reflection coefficient for a better Landauer conductance even at room temperature. The well-known result for the ballistic condition has been obtained as a special case of the present analysis under certain limiting conditions which forms an indirect validation of our theoretical formalism.

Efficient hole transport in asymmetric coupled InGaN multiple quantum wells

InGaN based light emitting devices (LEDs) with asymmetric coupled quantum wells (AS-QWs) and conventional symmetric coupled quantum wells (CS-QWs) active structures were grown by metal-organic chemical vapor deposition technique. The LEDs with AS-QWs active region show improved light emission intensity and reduced forward voltage compared with LEDs with CS-QWs active region. Based on the electroluminescence measurements and the devices structure analysis, it can be concluded that these improvements are mainly attributed to the efficient hole tunneling through barriers and consequently the uniform distribution of carriers in the AS-QWs. (C) 2009 American Institute of Physics. [doi: 10.1063/1.3254232]

Internalising the external costs of light goods vehicle transport in Britain

Report produced as part of the Green Logistics project (EPSRC and Department for Transport funded). To what extent do the taxes paid by the light goods vehicles (LGVs) users in Britain cover their allocated infrastructural, environmental and congestion costs? This report is a continuation of a study on the internalisation of the external costs of heavy goods vehicle activity. Research undertaken jointly by the Transport Studies Group at University of Westminster and Logistics Research Centre at Heriot-Watt University has attempted to answer this question using official government transport statistics and monetary valuations for the external costs.

Internalising the external costs of light and heavy goods vehicle transport in London

Report produced as part of the Green Logistics project (EPSRC and Department for Transport funded). This report provides estimates of the total external costs of LGV and HGV operations in London. In 2006, total LGV and HGV activity imposed external costs of approximately £1.75-£1.8 billion using low, medium and high emission cost values. About 27 per cent of these costs were internalised by duties and taxes paid by LGV operators, compared with 26% in the case of HGVs. If congestion costs are excluded, taxes and duties paid by LGV operators are estimated to be 155% of LGVs' allocated infrastructural and environmental costs, compared with 85% in the case of HGVs. When using the medium emission cost values, LGVs accounted for 56% of these external costs in London and HGVs for 44%.

Internalising the external costs of light goods vehicle transport in Britain

To what extent do the taxes paid by the light goods vehicles (LGVs) users in Britain cover their allocated infrastructural, environmental and congestion costs? This report is a continuation of a study on the internalisation of the external costs of heavy goods vehicle activity. Research undertaken jointly by the Transport Studies Group at University of Westminster and Logistics Research Centre at Heriot-Watt University has attempted to answer this question using official government transport statistics and monetary valuations for the external costs.

Changes in the external costs of freight surface transport in Spain

This paper studies the external costs of surface freight transport in Spain and finds that a reduction occurred over the past 15 years. The analysis yields two conclusions: trucks have experienced a reduction in external costs, and rail has lower externalities. The external costs of road freight transport decrease between 1993 and 2007 (44%). The external costs of rail freight increase by 12%. During this period, the external costs of road freight related to climate increase by 16%, oppositely than those from air pollution and accidents (51 and 44%). The external costs of rail related to pollutant emissions and climate increase by 4% and 43%. Oppositely, the external costs related to accidents decrease by 27%. Road freight generates eight times the external costs of rail, 2.35 Euro cents per tonne kilometre in 2005 (5.6% accidents, 74.7% air pollution and 19.7% climate) vs. 0.28 (13.4% accidents, 53.9% air pollution and 32.7% climate).

A software tool for accurate assessment of costs and CO2 emissions in wood transport using OpenStreetMap©

Costs and environmental impacts are key elements in forest logistics and they must be integrated in forest decision-making. The evaluation of transportation fuel costs and carbon emissions depend on spatial and non-spatial data but in many cases the former type of data are dicult to obtain. On the other hand, the availability of software tools to evaluate transportation fuel consumption as well as costs and emissions of carbon dioxide is limited. We developed a software tool that combines two empirically validated models of truck transportation using Digital Elevation Model (DEM) data and an open spatial data tool, specically OpenStreetMap©. The tool generates tabular data and spatial outputs (maps) with information regarding fuel consumption, cost and CO2 emissions for four types of trucks. It also generates maps of the distribution of transport performance indicators (relation between beeline and real road distances). These outputs can be easily included in forest decision-making support systems. Finally, in this work we applied the tool in a particular case of forest logistics in north-eastern Portugal