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In October 2000 the Initiative for the Integration of Regional Infrastructure in South America (IIRSA) was launched. The purpose of the IIRSA is to improve integration of the South American countries and intraregional trade between them. One of the ultimate goals is to promote sustainable growth. The purpose of this paper is to find out if a better quantity and quality of transport infrastructure increases intraregional trade in South America. It is found that the quantity of transport infrastructure increases intraregional trade. On the other hand, there is no evidence for the quality of transport infrastructure increasing intraregional trade in South America. Furthermore, this paper investigates whether economic growth can be obtained through more trade. In other words, this paper examines if trade causes growth. The results do not confirm the trade-growth causality for all countries. The difference between the existence of a trade-growth causal relationship or not could be explained by the core commodities that the different South American countries export.

Since the end of World War II, foreign direct investment (FDI) has been leading the international financial capital flows and has tripled in 2000s over the decade earlier. With its positive effect on economic growth of host countries via spill-overs, it became a race among countries to attract multinational enterprises (MNEs) to invest in their countries. The introduction of European common currency theoretically helps reduce the transaction costs across borders with the reduction of exchange-rate uncertainties and associated costs of hedging, facilitation of international cost comparison. Moreover, mergers and acquisitions activities (M&As) account for 60-80% of FDI flows, and most MNEs engage in both export and setting up affiliates abroad, suggesting complementarity between trade and FDI. Thus reducing cross-border distance costs would encourage MNEs to increase its M&A activities abroad, resulting in more inward FDI flows in the eurozone, especially among member states. The gravity equation is used in this paper to estimate the euro effect from the dataset of inward FDI flows of 24 countries during 1993-2007 and the result confirms that common currency stimulates more intra-eurozone inward FDI flows by approximately 58%.

This thesis investigates in what way trade flows in Europe have been altered and differ for countries belonging to a preferential trade agreement as well as a common currency area. More specifically, how exports among the European countries are affected by memberships with the European Union and the EMU. A total of 72 countries have been chosen which represents the main trading partners between the EU and the rest of the world. Out of these 72 countries, 25 represent EU members which include 12 EMU member countries. The econometric analysis employ a gravity model with 18 variables in order to determine their impact on trade flows. This is done through a regression with a log-log equation where the dependent variable is export. The other variables included are chosen to explain export flows among the EU members as well as their trade with EMU countries and the rest of the world. Furthermore, variables representing trade affinities are included to determine whether or not they have a significant effect on trade. The regression is divided into four time periods in order to more easily determine how the trade pattern in Europe have altered from the establishment of the EU and the EMU. The first time period represent an early state of EU membership, the second a mature state of EU membership, the third when EU was reformed and the fourth an early state of EMU membership. The regression results illustrate that the majority of the selected variables are significant but most importantly that the trade affinity variables are proven to have an impact on trade flows. The results also show that trade has increased and that in the case of EU membership it is more profitable to join than to remain outside. Moreover, the result show in par-ticular that countries that belong to the EMU have a stronger orientation of their exports to the rest of the world then other EU countries. For the latter, the European market is of prime importance.

Detta är en undersökning av Sveriges statsbesöks effekt på Sveriges export. För att mäta effekten använder jag mig av en empirisk modell, den så kallade handelsgravitationsmodellen. Jag finner att det är svårt att hitta starka och statistiskt signifikanta bevis på att Sveriges statsbesök har en positiv effekt på exporten. När man isolerar för statsbesök i Europa utanför Norden finner jag till och med tecken på att de kan ha en negativ effekt. Jag har även jämfört effekten av Sveriges statsbesök med effekten av Storbritanniens och funnit att Sverige har en generellt lägre effekt än Storbritannien, oavsett vilken modell som används.

This bachelor thesis aims to estimate Sweden’s export potential towards South-Korea since initial data indicates that Sweden has from 1997 up until 2005 been exporting less to South-Korea when compared to, in general, OECD. Furthermore, South-Korea seems to be a low prioritized market for Swedish firms in the East-Asian region. As many before us, we have used a basic gravity model, including GDP and distance in kilometer has been used as explanatory variables for the observed trade value. The dummy variable land-locked, to estimate trade potential for 15 commodity groups. Sweden was set to be the exporting country, South-Korea the importing country together with all the other OECD members, which were used as points of reference. The outcome of the gravity regression shows that distance and the dummy variable landlocked (if a country does not have access to open water) have a very strong relationship to the observed export data. However, GDP was proven to have a very weak relationship to the observed export data thus making the estimation process of trade potential for all, except one, commodity group biased. The gravity model has been widely criticized for inflating export potential due to misspecification a problem that we experienced when running our regression. Thus, from this study no strong conclusions can be drawn concerning the trade potential from Sweden to South-Korea.

An efficient air transport system is an important part of social and economic development of Southern African Development Community (SADC). Efficient intra-SADC air service connections enhance regional integration, access to the global economy, international tourism and contribute towards the vision to establish the African Economic Community by 2034. SADC, in July 1998, embarked on liberalisation of the regional civil aviation sector in order to enhance the efficiency of air transport services. In the United States of America and European Union, the liberalisation of air transport has transformed civil aviation networks. The fragmentation of air service connections on the intra-SADC network in the midst of the liberalisation process is symptomatic of a poor implementation strategy coupled with air transport market imperfections. The purpose of this thesis is to examine, understand and explain the factors that influence the disintegration of the intra-SADC air transport network .The aim is to identify how regional air transport services can be transformed to meet the social and economic demands of the region. This research adopts network theory, as the conceptual framework of the investigation. Assuming a graph approaching maximal connection as the sought after state of affairs for SADC; this study benchmarked the post liberalisation network structure to the regional economic communities of ASEAN and MERCOSUR. The aim of the benchmarking is to identify the extend of the differences in air transport network in those two regions, resulting from the policies adopted and to establish how the SADC policies may be improved and implemented more efficiently. The findings of the study are that, in comparison to the two developing regions, SADC’s liberalisation measures have failed. The study developed and evaluated an econometric model which analysed demand patterns on the intra-SADC passenger air transport network. Although low levels of passenger demand seem to characterise the majority of SADC city-pairs, the study identified nodes with sufficient demand to justify direct connections which would in turn reduce network fragmentation. This research also establishes that the absence of a realistic detailed roadmap, an ill-defined programme of action and inadequate resources contributed to the failure of SADC’s liberalisation strategy. In its final sections, this study proposes an ideal demand-driven network configuration and offers specific recommendations to SADC member states for that network to be functional. The proposed network improves network connectivity from the current poor levels, where a connectivity measure of 15% suggests underdevelopment, to levels over 40%. The study however, acknowledges that air transport liberalisation does not necessarily guarantee equitable distribution of network efficiency in developing regions. There are communities that cannot sustain commercially viable air service connections without economic subvention, probably in the form of the Public Service Obligation (PSO) programme adopted in the EU.

An expansive panel of well exposed (periglacial) strata of the Upper Kaza Group permitted a detailed study of the stratal architecture of proximal basin floor deposits in the Neoproterozoic Windermere turbidite system. Detailed stratigraphic and petrographic analyses identified six lithofacies: poorly-sorted, clast-rich mudstone (F1), thin-bedded siltstone and mudstone (F2), thick-bedded, massive sandstone (F3), medium-scale, cross-stratified sandstone (F4), mudstone-clast breccia (F5), and medium-bedded turbidites (F6). The spatial distribution of these facies identify five architectural elements: heterolithic feeder channel deposits (FA1), thin-bedded intralobe turbidites (FA2), terminal splay deposits (FA3), distributary channel deposits (FA4), and isolated scours (FA5). FA 1-4 are genetically related and form the basic building blocks of large-scale basin floor depositional lobes. FA 5, which is isolated to the stratigraphic top of the study area, is interpreted to have formed in a base-of-slope setting, and its superposition on FA 1-4 suggests the long-term progradation of the Windermere turbidite system.

At collisional mountain ranges the tectonic history of crustal shortening and subsequent post-collisional erosion is preserved in the form of the presently observed gravity anomalies. In this study, models of erosion and isostatic rebound at various stages of collision illustrate the evolution of crustal structure, topography, and resulting gravity anomalies. The Ouachita Mountains of Arkansas, which show a low/high Bouguer gravity couple characteristic of the initial stages of collision, have undergone just 8 km of erosion during the process of completely rebounding the syn-orogenic crustal root. This minor rebound means that the Ouachitas retain a crustal geometry similar to the continental margin prior to collision, including thin transitional and oceanic crust. At more advances stages of collision Bouguer gravity anomalies show a broad low reflecting a thickened crustal root. The width of this low, which relates directly to the amount of crustal shortening, is retained during subsequent erosion and elastic rebound, but the amplitude decays gradually. Thus, the width and amplitude of the low can be used to estimate the degree of convergence and amount of erosion, respectively, for a specific mountain range. For the Scandinavian Caledonides results are consistent with 20 km of erosion following 200 km of crustal shortening. Following a larger magnitude of convergence, about 300 km, the southern Appalachians are estimated to have undergone 28 km of post-collisional erosion. Bouguer gravity profiles across the recently-active Alps compare with a model of 200 km of crustal shortening and 8 to 12 km of erosion. While the Alps have undergone a similar amount of shortening as that estimated for the Caledonides, erosion and post-collisional rebound is at an initial stage, such that a thick section of exotic crust still overlies the underthrusted European Platform. The results of these model comparisons suggest that the crustal geometry ofa collisional mountain range should be viewed as a consequence of the degree of crustal shortening as well as the amount of erosion and isostatic rebound. In models at moderate to advanced stages of shortening ( 200 km), and mature stages of erosion (e.g., Caledonides, Appalachians), the geometry of the crustal "suture" between overthrusting and underthrusting crusts is present as a shallow, subhorizontal de collement beneath the foreland. In the hinterland the suture abruptly steepens, a result of differential uplift during isostatic rebound. This crustal geometry, characteristic of seismic-reflection profiles across many ancient mountain belts, suggests: (1) that the "low angle detachment" observed beneath collisional mountain ranges was originally much deeper and steeper than it is at present; and (2) that steep-dipping seismic reflectors towards the hinterland represent the thrusted contact between converging crustal blocks, but have been steepened as a result of isostatic uplift following erosion. / Graduation date: 1992

The purpose of this research was to empirically examine the impacts that the presence of a state trading enterprise (STE) has in the international wheat market. There are numerous types of STEs that function in different ways to achieve many different types of policy objectives which are often unique to a particular STE. Although the existence of a STE is justified by the countries involved using numerous policy rationales, the fear that they are used as a front for trade protectionism is a prevalent concern. One specific aspect of a STE that often brings this concern to the forefront is whether or not the STE has the exclusive privilege of monopoly status.<p>The empirical objective of this thesis was to determine specifically if the use of a STE exporter has had a positive impact on world wheat trade over the 1970 2005 period and if the use of a STE importer has had a negative impact. In addition, the marginal impact of the STE having monopoly status was tested. In all cases, the designation of STEs and their monopoly status is based on WTO notification documentations. To secure econometrically robust results, a modified conventional gravity model was chosen. This model was estimated using pooled OLS and fixed effects, the latter consisting of both time and country pair fixed effects. The data that was constructed was a large panel data set of bilateral wheat trade spanning from 1970 to 2005. The model was also tested on a number of subsamples representing countries at different stages of development and in different income categories to isolate potential differences in STEs objectives and impacts.<p>In virtually all models, the presence of a STE exporter had a strongly significant and positive effect on the value and volume of wheat exports from the country with the STE exporter. The fact that a STE had monopoly status did not have any additional impact on wheat trade. The impact of STE importers was insignificant.