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The purpose of this study is to dissect the transport infrastructure performance, public spending in transport infrastructure development and the manufacturing sector in determining the transport sector energy consumption.

An analysis of transport energy consumption with the transport infrastructure performance, public spending in transport infrastructure and manufacturing sector output in India using annual data for the period 1987–2019. The study used the autoregressive distributed lag (ARDL) bounds test approach along with FMOLS, DOLS and canonical cointegration regression (CCR) methods.

The results of the ARDL bounds test provide evidence for the long- and short-run relationships among study variables. It evidenced that transport infrastructure performance reduces transport energy consumption by using FMOLS, DOLS and CCR methods. Furthermore, the inference of the positive impact of value added in the manufacturing sector on transport energy consumption validates the higher energy demand of the manufacturing sector from a mobility perspective.

The estimated finding of this study is expected to be contributing to policy-making discussions on transport infrastructure and manufacturing sector development in an emerging economy like India with insights on energy consumption.

To the best of the authors’ knowledge, this is the first study that integrates the impact of manufacturing sector output on transport sector energy consumption along with transport infrastructure performance and public investment in the transport infrastructure.

The purpose of this paper is to demonstrate that higher tariffs under protectionism will have significant indirect impact through industrial forward and backward linkages, causing greater economic losses to tariff-imposing economies than to exporting countries.

The authors use partial equilibrium analysis based on unique multi-regional input-output (IO) data in measuring the second-round spillover effects of higher tariffs, also investigating the scenario of plausible substitutability across import sources as well as sectors based on historical import intensity data.

Higher tariffs do not only have a direct impact, but also a significant indirect impact—through forward and backward linkages. Indirect effects can be extensive across economies and sectors—both in forward and backward linkages such as in transport—when value chains are longer and more complex. When possible substitution effects between different import sources and sectors are considered, negative forward linkage effects can be smaller, while negative backward linkage effects become more pronounced. Nevertheless, both negative effects are still found to be much bigger in indirect impacts compared with direct impacts.

This implies that higher tariffs, including administrative trade measures such as anti-dumping duties and countervailing duties could ironically entail rather greater negative impact on the tariff-imposing importing economies by damaging their exports of domestic sectors using the targeted imports as intermediate inputs, which could be severe if the importing sector has a long value chain in particular through deep forward linkages.

This paper uses unique multi-regional IO data covering 45 economies’ 35 sectors in analyzing the second-round spillover effects across countries and sectors and employs comparative statics under different scenarios.

Logistics as a sector has a key role to play in reducing greenhouse gas emissions and in reducing the dependency of our economy on non-renewable energy sources. The challenges are enormous: by 2050 the sector needs to have achieved about 50% lower fossil fuel use and CO₂ emissions. If freight volumes grow according to expectations, this requires over 70% less CO₂ emissions per unit of transport. This chapter explores the options for reducing CO₂ emissions from freight transport and their reduction potential, and analyses whether the logistic sector would be likely to achieve the required reduction based on its intrinsic drive for cost reduction alone.

In this conceptual chapter we identify options for sustainable logistics and discuss the necessary economic conditions for their deployment using a simple cost/benefit analysis framework. We distinguish between three regimes of measures for improving sustainability: efficiency measures with net negative costs (‘low hanging fruit’), cost-neutral measures and measures that allow to reach societal targets at net positive costs. Policy measures are discussed that may help the sector to implement cost-effective greenhouse gas abatement measures that, in the absence of incentives, go beyond the point of lowest cost from an end user perspective.

Sufficient energy saving options are available to be implemented in the short to medium term, which can lead to operational cost savings with a short return on investments period. The potential contribution of the logistics sector to sustainability is larger, however, as logistics can make large steps ahead in sustainability with cost neutrality or with small cost increases. The full potential has been underrated by many stakeholders and should be explored further.

Efficiency measures are a necessary but insufficient condition for sustainable logistics. The industry will need to go beyond cost saving measures, or even cost-neutral measures to reach the long-term energy saving and emission reduction targets for freight transport. We provide a systematic presentation of these options and discuss the additional necessary measures.

Male identity and motor-mobility are deeply intertwined across much of the globe but nowhere is this relationship more strongly in evidence than in Africa. On the African continent, road transport work has always appeared, in essence, to be a masculinist domain: it is almost always men who are seen driving commercial vehicles, regulating loading activities in the lorry and bus parks (and now the motorcycle stages), undertaking roadside repairs, vulcanising tyres, and even serving fuel. This does not mean that women are entirely absent from the sector, but their place is commonly peripheral – constrained at least in part by hegemonic norms of femininity that shape women’s self-understandings. They typically supply cooked food, alcohol and sex to male road workers, or take on back-breaking work in the lowliest – and lowest paid – of porterage roles, head-loading goods along the road, carrying materials when assisting men making and mending roads, or loading vehicles. From time to time, women have aspired to infiltrate more lucrative areas of the sector, especially through ownership of commercial vehicles, but their closer engagement with the oily nuts and bolts of the road business remains rare.

This chapter draws on a wide range of published and grey literature and some personal ethnographic research from a diversity of African countries and contexts to examine women’s efforts at engagement in the sector. The discussion spans women’s employment in road transport services (porterage, ticket-selling, taxis, buses, Bus Rapid Transit [BRT] and commercial trucks) and the road construction that supports transport service operations (engineering, planning, contracting, and labouring). The authors pay particular attention to the factors that so often continue to impede women’s progress in these arenas. The concluding section first references COVID-19 and its detrimental impacts on women transport workers’ jobs, then considers the potential for overcoming current barriers and promoting a more central space for women in transport operations, a development that could provide significant benefits across the sector.

The purpose of this paper is to refine a logistics triad uncertainty model taking a supply chain perspective, to determine and assess the different causes and sources of supply chain uncertainty that impact on the sustainability of the UK road freight transport sector.

To clarify the link between sustainability and transport uncertainty, a methodological triangulation strategy is applied combining the results of eight focus groups and an online structured questionnaire.

The findings indicate that the main drivers impacting the sustainability of transport operations are delays, variable demand/poor information, delivery constraints and insufficient supply chain integration. The consequence of these problems is to reduce the efficiency of transport operations.

The model has been refined based only on participants' perceptions. Therefore, the finding should also be verified through the investigation of real‐world situations. Moreover, the transport uncertainty model needs to be incorporated within a wider business process re‐engineering approach to evaluate solutions to reduce transport uncertainty within supply chains.

The findings further strengthen the understanding of the main uncertainty sources within supply chains in the UK. The internal root causes of uncertainty can be mitigated while external issues have to be accommodated; therefore, mitigation techniques, methods and strategies for reducing external and internal supply chain uncertainty in transport operations need to be identified through the research.

This paper determines the industry perceived economic and environmental risks associated with transport operations in four UK sectors.

The gender specific issues that arise out of transport infrastructures, such as more complex travel patterns and safety and security concerns for women in transport, highlight more than ever the need for a better gender perspective in the design, development and management of transport systems. This however is hard to achieve when only 22 per cent of transport employees in the European Union are female. According to the International Transport Forum, women are less represented in senior level positions in the sector. Furthermore, with declining numbers in employment in the sector, the risks of discounting some of these gender concerns in decision-making becomes even more pressing. This chapter looks at current trends and investigates the opportunities and challenges that the sector is facing to attract, retain and train women in transport. Focussing on cases of EU island states, this research will look at women and work within the public transport sector and, through interviews with management, will investigate concerns about current trends as well as the future of work in transport. The chapter also discusses the future of transport employment, and raises some questions with regard to the fast approaching decarbonisation of transport, with increased focus on green skills and green jobs, but also with the forthcoming technological disruption envisaged through automation and Mobility as a Service.

New economies based on emerging technologies for shared mobility and autonomous vehicles will shape future urban transport systems, but their potential impacts are uncertain. Internationally, government agencies face difficult challenges to effectively plan and regulate the deployment of these technologies for the common good, whilst simultaneously encouraging innovation. Being both a facilitator and an umpire is not an easy task. This chapter draws on a series of interviews with public and private-sector actors in urban transport in Australia. Unsurprisingly, all private-sector respondents had significant concerns for the sustainability of their business in the emerging mobility markets, but it was generally acknowledged that without government support and partnership, a lack of structure and clarity could lead to natural monopolies with negative consequences for competition and the public good. Strong and clear government regulation is seen to be necessary to allow the sector to reach its maximum potential and have positive ramifications for both the public and the private good – outcome not always seen as compatible. Public-sector interviewees generally recognised that much of the necessary innovation was being shaped by the market, and that there had been a considerable loss of skills over decades from the state because of neo-liberal policies. So, some doubted the ability of the state to shape developments using currently available planning and public policy methods and feared that it would be difficult to regulate emergent markets to prevent monopolies emerging. On the other hand, some argued that many firms are looking to government for frameworks in which businesses can operate successfully by setting conditions in which risks could be managed. This chapter discusses these issues, seeking to guide research agendas and to foster further debate. The evidence gained from these in-depth interviews helps focus attention on which forms of regulation might be required by industry. It also raises questions about the capacity of government agencies to effectively manage these complex transitions.

This paper aims to measure carbon footprints (CFs) of products at the sectoral levels. The paper also aims to provide potential solutions to adopt greener supply chains to minimise CFs.

The assessment of CFs uses a data set for nine sectors and environmental extended input output tables, as well as other six models. The analysis uses modules for regional economy, freight, logistics and mode choice, among other modules. The output of these modules includes increases or cuts in carbon dioxide (CO₂) emissions following a shift in supply chains.

The authors identify five supply chains that are closely connected to the growth of CFs. The highest CF is found for the electronics and textiles products. Offshoring manufacturing capacity produces an increase of emissions (production and freight transport sectors) of 42 million tonnes of CO₂ emissions, or 12 per cent of the Kyoto target of 341 million tonnes of CO₂. Using a different metric to measure emissions, offshoring the same volume of production appears as a reduction in European Union (EU)-wide CO₂ emissions. To reduce CO₂ emissions, the authors propose a carbon tax on imports, increasing R&D subsidies to industry and freight sectors and on-shoring a greater volume of production into the EU economies, among other measures.

This paper only measures CFs at the sectoral level. Further work should include survey data on CFs, longer historical data series and larger set of products for assessment. Another limitation is the lack of analysis of freight transport flows of non-EU regions, (i.e. China and Latin America).

The authors propose the following measures: at least five policies to offset offshoring of production, several measures to reduce carbon emissions, propose introducing mandatory audits for CFs and mandatory labelling. This work has implications for carbon taxation of exports and imports in an effort to decarbonise European and global supply chains.

Social implications include the need to lower personal goods consumption in the EU to minimise the impact of supply chains on carbon emissions; the need to tax exports/imports may have an impact on jobs in the EU, among other effects.

This paper is the only study that uses the TRANS-TOOLS model and the only study to measure CFs of products within the context of freight transport flows within the EU. The analysis relies on inputs from several modules that apply data on 24 EU economies.

Despite women comprising around 50 per cent of the UK population and workforce, they only account for 20 per cent of workers in the transport sector. This chapter focusses on the key issues for women working in transport and explores how government policy and industry initiatives can support improving gender balance within the transport industry workforce. The chapter presents the findings of recent research examining experiences of women working in transport, and perceptions of men – which seeks to better understand culture, career opportunities, and (perceived) gender issues within the transport sector. It also presents case studies of successful initiatives that have been implemented to address gender (im)balance in transport organisations. Drawing on these findings, the chapter provides evidence-based recommendations, that have been presented to the All-Party Parliamentary Group for Women in Transport in the UK and evaluates the role of government in enacting meaningful change to improve gender balance in the transport industry.