THE IMPACT OF THE EU MOBILITY PACKAGE ON SMES IN THE POLISH ROAD TRANSPORT SECTOR: AN EMPIRICAL ANALYSIS

PROTOCOL: The effects of road infrastructure, and transport and logistics services interventions on women's participation in informal and formal labour markets in low- and middle-income countries: a systematic review.

Chinese herbal medicines (CHMs) have unique advantages in the prevention and treatment of diseases, which are widely recognized in the world. More and more CHMs are becoming increasingly popular in the international markets. However, the quality control of CHMs is a significant issue for their acceptance and recognition in the international market. This review mainly focuses on the quality requirements for CHMs to enter the European Union (EU) market. Both Chinese and European regulations and quality controls are compared. Firstly, the EU medicinal regulatory system and relevant regulations were reviewed. Secondly, the key factors of the quality control of CHMs, including Chinese herbal drugs, extracts and products were compared with those of European herbal medicines in the EU market. Subsequently, three main registration routes for herbal medicinal products including Chinese herbal medicinal products entering the EU were introduced. Furthermore, the legal status of traditional Chinese medicine granules in the EU was also discussed. Through the comparison of the key quality factors for CHMs in China and the EU, the similarities and differences in terms of quality requirements and regulations are addressed, which provides a reference for the development of CHMs into the EU market.

This chapter provides an overview of transport policy in the European Union (EU). In order to facilitate an understanding of transport policy in the group of EU countries, Section 2 provides a brief outline of the EU and its institutions. Section 3 presents the main issues leading to the appearance of common transport policy. The liberalization legislation is presented in somewhat more detail for air transport, maritime transport, inland shipping, rail transport, and road transport in Section 4. Section 5 covers the more general issues of antitrust and state aid, while the last section concentrates on the European infrastructure policy and the charging for infrastructure usage.

Disharmonization in the Regulation of Transgenic Plants in Europe

Regulation (EC) No 1223/2009 on cosmetic products (“Cosmetics Regulation”) [1] is the existing regulatory framework for finished cosmetic products placed on the European Union (EU) market.[...]

:This paper reveals the static and dynamic comparative advantages of Turkish exports in the EU-15 market in relation to the exports of the non-EU-15 countries, covering the period 1996–2010, based on three-digit Standard International Trade Classification industries. In this regard, this paper is the first attempt to evaluate the dynamic revealed comparative advantage patterns of Turkey vis-à-vis its competitors in the European Union (EU) market. Whether there have been significant changes in Turkey's comparative advantages in the EU market and in which sectors these changes can be utilized further as potential advantages are two important issues affecting the prospects of trade policy in Turkey, which is a candidate for EU membership.

Introduction The European Union (EU) Machinery Directive mandates that manufacturers inform the EU user of hand-held tools about the vibration values emitting acceleration exceeding 2.5 m/s2.(1) Emission assessment and declaration guidelines exist (ISO 20643 and EN 60745).(2) The goal of this study was to review and compare published manufacturer information for users of hand-tool used in the construction and rail-maintenance industries in the North American (NA) and EU market. Methods A product information search of hand-operated tools was performed utilising online resources in the specific EU and NA market. Vibration data from independent or governmental sources was compared with manufacturer information. Results A comparison of leading EU and NA manufacturers’ (n=18) web sites, sales catalogues, product manuals, and expert interviews showed vibration emissions should by listed i.e. breakers, grinders, tamping guns, spiking guns, rail drills, grinders, spike pullers/drivers, tampers and saws. Only one international manufacturer listed in the EU and NA markets vibration emission information following the ISO standard. The majority of manufacturers in both markets (n=17) did not list any or only partial information about the vibration levels (ah,) uncertainty factor (K), and the utilised measurement standard. In the EU one third of the listings showed the required emission information and the measurement standard was mentioned in 40%. In the NA market 20% of the hand-tools showed any vibration information and more than half had no emission listing at all. Variation of the measurement standards utilised by the manufacturer limit a comparison of tools from different manufacturer. Conclusion This study showed that compared to the EU only very limited information and specific data is provided by international manufacturer in the NA market about HAV emissions of hand tools used in construction and rail industry. A user is often left required to make decisions with insufficient or conflicting information. ‘DIRECTIVE 2006/42/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 17 May 2006 on machinery, and amending Directive 95/16/EC (recast).’ Official Journal of the European Union: EC of the European Parliament and of the Council, 2006. ISO 20643: Mechanical vibration—Hand–held and hand–guided machinery—Principles for evaluation of vibration emission. CH–Geneva ISO (International Organisation for Standardisation), 2005.

This chapter conceptualises environmental conscience in the context of European Union (EU) transport policy. It discusses the role of Dieselgate as a catalyst for technological change. The chapter analyses how EU industrial policy aims to facilitate technological innovation in the automotive industry. It discusses the relation between EU sustainable mobility policy and energy transition policy to analyse the role of the environment in these two agendas. The chapter also discusses the role of the Commission in decarbonising road transport in its attempt to show climate leadership. Environmental protection mitigates air pollution and noise from transport activities, but it also entails protecting biodiversity, for example, from new transport infrastructure. The EU has a long history of mitigating road transport externalities. It adopted the first auto-oil programme in the 1990s. The car industry was part of the revitalised EU industrial policy that emerged after the financial crises, and low-emission mobility is integral to the transition to a circular economy.

This dissertation investigates the implications of the EU non-tariff measures, focusing on both SPS measures on food safety and technical regulation aspects of TBT that govern the agricultural food sector, and their consequence for African exports. This is undertaken in four distinct but interrelated essays. In the first essay, we investigate if the European Union (EU) sanitary and phytosanitary standards and technical regulations governing fish products are overprotective in nature following the reoccurring rejection of Africa’s fish exports by the EU at its borders since 2008. To produce unbiased and consistent estimates for policy making, we undertake a careful consideration of the robustness of a number of widely used estimators. We find that the EU food measures are indeed non-protectionist in spite of the huge level of Africa’s fish exports rejected at the EU border since 2008. This result shows that the high incidence of border rejection cannot be wholly attributed to stringent EU fish standards but rather to Africa’s inability to comply with the EU standards. We therefore agitate that deeper trade negotiations between the EU and African countries involving a significant transfer of science and technology to Africa could help improve Africa’s compliance to EU fish standards and ensure increased export penetration. The second essay of the thesis has focused on how the EU sanitary and phytosanitary standards on pesticides residual limits affect selected Africa’s fresh fruit and vegetable exports using a previously unexploited dataset on EU regulation of citrus and tomato pesticide standards. In addition, we also analyse the trade effect EU entry price system which aims to protect EU growers of certain fruits and vegetables against international competition. We represent these trade costs in the context of a Melitz firm heterogeneity framework using the Helpman, Melitz and Rubenstein (2008) method. At the extensive margin of trade, the high stringency of EU pesticide standards prevents new entry into the EU market, drives less productive firms away, and discourages existing exporters from expanding their market base. However, at the intensive margin, the trade effect is product specific as standard can either be a catalyst or barrier to export success, depending on the product considered. Furthermore, our results also reveal that the EU entry price system has no apparent effects on all products considered but significantly impedes the export of tomatoes to the EU. To ensure increased market access, we recommend the negotiation of deeper trade agreements with comprehensive provisions on standards by the trading partners. In the third essay, we investigate the protectionist extent of EU sanitary and phytosanitary measures covering pesticide standards using a sample of EU food imported from African countries with a specific focus on tomatoes and citrus fruits. We formalize what protectionism is by comparing EU food safety standards to the internationally scientific referenced benchmarks regulated by both the Food and Agricultural Organisation and the World Health Organisation. Our results show that the EU tomato food sub-sector is less dependent on imports and is overprotected by more stringent standards relative to the international benchmarks. Conversely, we find that the EU orange and lime and lemon food sub-sectors are heavily import dependent and are under-protected relative to the international standards. These results largely support the hypothesis that heavily import dependent food sub-sectors are less protected, and vice versa. The implication of our findings highlights the fact that importing countries’ standards are not always protectionist or protectionist as widely portrayed in the literature and can at times be anti-protectionist relative to internationally acceptable standards. The fourth essay was inspired from antecedent evidence that selected food exports of many African countries were rejected at the EU border due to their inability to conform with the required EU standards. Thus, in the fourth essay, we investigate the causes of the rejections of African exports at the EU borders and collated detailed data on the driving the inabilities of Africa countries to comply with EU food safety standards. Our results indicate that natural geographical hurdle, poor trade-related infrastructure, inefficient border procedures and a lack of technical personnel increase the incidences of rejection at the EU border and add to Africa’s challenges in accessing EU markets. In addition, in line with the growing literature, this study finds empirical support for the proposition that institutions, infrastructure and logistic quality matters for increased market penetration and continuous integration into the global trading system. The study recommends that the barrier created by the EU rejection of Africa’s exports can be overcome through the strengthening of Africa’s institutions and trade facilitation measures.

Following the Paris Agreement, virtually all countries worldwide have committed themselves to undertaking efforts to limit global warming to 1.5 °C. Within the European Union (EU), the recent ‘Fit for 55’ policy package proposes ambitious greenhouse gas (GHG) mitigation policies for all sectors as part of the EU's contribution to limiting global warming. Yet, it is unclear whether the proposed policies are sufficient for the EU to limit global warming to 1.5 °C and it remains an open policy problem how to translate global temperature targets into sector-specific emission budgets and further into sector-specific policies. Here, we derive GHG budgets for transport in EU27 and obtain GHG mitigation pathways for Europe consistent with 1.5 °C global warming. We do not provide a comprehensive assessment of the ‘Fit for 55’ transport package but we discuss the main policies for road transport in light of the GHG emission budgets, their level of ambition, and suggest amendments to these policies as well as improvements to the ‘Fit for 55’ package. Our results suggest that parts of the ‘Fit for 55’ for transport are still not ambitious enough to align with a 1.5 °C scenario. Key policy insights A Paris-compatible residual carbon budget for EU transport is 10–12 Gt CO2. The budget implies net zero emissions for EU transport by 2044–2048 latest. We find the current ‘Fit for 55’ proposal for transport is not ambitious enough. A faster phase-out of cars and trucks with combustion engines is required and there is a need for ambitious standards for fast charging e-vehicles. CO2 pricing of transport is not a substitute but a complement to fleet targets.

To accomplish the 1.5 °C and 2 °C climate change targets, the European Union (EU) has set up several policy initiatives. Within the EU, the carbon emissions of the road transport sector from the consumption of diesel and gasoline are constantly rising. (1) Background: due to road transport policies, diesel and gasoline use within the EU is increasing the amount of carbon in the atmosphere and adding to climate risks. (2) Methods: sustainability analysis used was based on the method recommended by the Intergovernmental Panel on Climate Change. (3) Results: to meet its road transport requirements, the EU produces an estimated 0.237–0.245 billion tonnes of carbon per year from its total consumption of diesel and gasoline. (4) Conclusion: if there is no significant reduction in diesel and gasoline carbon emissions, there is a real risk that the EU’s carbon budget commitment could lapse and that climate change targets will not be met. Sustainability analysis of energy consumption in road transport sector shows the optimum solution is the direct electrification of road transport.

Motorcycle rickshaws (MRs) are three-wheeled vehicles, which operate across Pakistan and appear to be the country’s largest informal public transport mode. Data collected as part of the first author’s PhD...

The problem of cost management in road transport enterprises is one of the most crucial ones for their efficient functioning. The enterprises functioning on the market are very different so it is important to analyse their costs structure in relation to their size. The author provides a discussion on road transport costs identification and problems related to it. The considerations are based on the background of road transport importance in transport services in Poland and chosen European Union countries. Then, the research methodology consisting of elaborated questionnaire and the research sample are defined with special attention to the company size. The author provides research results on the costs structure in road transport enterprises in southern Poland and presents their components and differences. The author noticed the differences in costs structure in relation to the company size with domination of employment costs in micro and small road transport enterprises and costs of fuel in larger companies that result from better resource management.

Toxic substances and endocrine disruptors are present in consumer goods on the European Union (EU) market, such as in food contact materials like cookware. This article investigates whether a legal recall obligation of such products exists in EU law, and in the absence of such an obligation, how the EU legislature has ensured that such products are disposed of in a manner that does not compromise human health and the environment when they become waste. For this purpose, this Article analyses recall obligations for food contact materials containing persistent organic pollutants, as well as their waste regulations. It focuses on a class of substances with non-stick properties, some of them formerly used in cookware, such as pentadecafluorooctanoic acid (PFOA) and perfluorooctane sulfonic acid (PFOS). We show that there is no single legal recall obligation; rather, many legal obligations are scattered among different provisions of EU law. When read together, they form a complex web of obligations, which may lead to recall measures for most of these products. However, doubts over the feasibility and effectiveness of such recalls remain.

The aim of this study is to appreciate the competitiveness of Tunisian olive oil in the European Union (EU) market by comparing its market power with those of the two main competitors, namely Italy and Spain. For this purpose, we estimate the residual demand elasticity for the main competitor countries in this market. We employ the real exchange rates and producer prices of olive oil as cost shifters, while the real gross domestic product in the EU is used as a demand shifter. Results confirm the imperfect competition in the olive oil European Market. Furthermore, they show that Italy has the highest market power, and Spain come in second position despite its larger market share, while Tunisia has relatively the lowest market power. In addition, the results confirm the connection between export prices of olive oil and cost variables in competing countries. Regarding Tunisian case, results indicate that the export price observes an upward trend when the cost of Italian olive oil rises, due to increased production costs or currency appreciation.