International logistics supply chain is an important guarantee to support the country to build a new development pattern, this paper aims to propose a new strategy to promote the development of international logistics supply chain through the case study of Ningbo City. On the basis of supply chain theory and international logistics theory, this paper constructs SWOT model to study the case of Ningbo City, and draws the following conclusions: The international logistics supply chain of Ningbo city has the advantages of superior geographical location, perfect logistics infrastructure and strong port resources, and the disadvantages of low logistics informatization level and logistics management mode to be optimized. At the same time, it faces the opportunities of “One Belt and One Road” initiative and the competitive threat of other logistics centers. Adopting strategies such as policy support, strengthening logistics informatization construction and optimizing logistics management mode can ensure the stable development of foreign trade, which is conducive to accelerating the construction of a new development pattern and modern economic system in which domestic and foreign cycles promote each other.

Global transformational processes associated with the geopolitical fragmentation of the world, changes in supply chains, and the emergence of threats to food, energy, logistics security, etc. have impacted the increase in the freight traffic volumes through the Ukraine-European Union (Ukraine-EU) land border section. In this context, the transport and logistics infrastructure on this section of the border was inadequate for the growing demand for international freight transport, leading to huge economic, social, and environmental damage to all participants in foreign trade. The aim of this paper is to study the efficiency of the functioning of the transport and logistics infrastructure on the Ukraine-EU border section. The taxonomy used in the paper made it possible to look into economic, security, geopolitical, logistics, transport, legal, and political factors shaping the freight traffic volumes, structure, and routes; their key trends and impact on the generation of freight traffic are described. Statistical analysis of freight traffic by border sections and with respect to border crossing points allowed the identification of bottlenecks in the functioning of the transport and logistics infrastructure and outlining ways to address them. The results of the study will be helpful both to researchers working on the issues of freight transport and to policymakers involved in transport and border infrastructure development.

Choosing a university is a crucial decision for each field of study, as it significantly influences the quality of graduates. An important factor in this decision is the university’s annual benchmark scores. The benchmark score represents the minimum score required for admission. This study evaluates the benchmark scores in the logistics sector for several prominent universities in Vietnam during the period 2021–2023. The research process utilized data on the benchmark scores for the years 2021, 2022, and 2023. The weights of these benchmark scores were calculated using the Rank Order Centroid (ROC) method, and the Probability method was employed to compare the benchmark scores of the universities. The analysis identified C3 as the criterion with the highest importance, while U3 emerged as the top-ranked alternative. The two-stage comprehensive sensitivity analysis revealed that universities consistently ranked high or low regardless of the method used to calculate benchmark score weights or the method employed for ranking. Additionally, the smallest weight change that affected the overall Probability ranking was 4.61%. This study provides significant guidance for students in selecting a university for logistics studies and serves as a foundational reference for universities to assess their capabilities in logistics education, thereby fostering healthy competition among institutions.

Urban facilities and services are essential to human life. Access to them varies according to the geographical location of the population, whether urban, peri-urban or rural, and according to the modes of transport available. In view of the rapid development of peri-urban areas in developing countries, questions are being asked about the ability of the inhabitants of these areas to access these facilities and services. This study examines the ability of the inhabitants of Hêvié, Ouèdo and Togba, three peri-urban districts of Abomey-Calavi in the Republic of Benin, to access commercial, educational, school and health facilities. To this end, we have adopted a GIS-based methodology. It is a combination of isochronal method and accessibility utility measurement. The isochrones were produced according to the main modes of travel recorded on the study area and over a time t ≤ 20 min divided into intervals of 05 min. Analysis of the data enabled us to understand that the main modes of travel adopted by residents are walking, motorcycle and car. Access to educational and health facilities is conditioned by the mode of travel used. Access to commercial and entertainment facilities in t ≤ 20 min is not correlated with the modes of transport used.

This paper addresses the main logistics challenges in used car maritime traffic from Europe to West Africa. Thus, the methodology (quantitative and qualitative) analyses data from the International Organization of Motor Vehicle Manufacturers (OICA), from 2015 to 2023 of government and port authorities to show the importance of used car market for mobility and socioeconomic activities. This is supplemented by surveys based on direct observation in the field, questionnaires and interviews involving in Europe 55 stakeholders and 127 in Africa. The results demonstrate that cars used and their parts, but not wrecks, are essential for motorization in West Africa. A pre-export process needs to be set up to ensure that exported vehicles are parked in better condition to meet the required common environmental standards for sustainable mobility.

No less than 60% of timber production in Peru’s natural forests is the result of informal or illegal extractive activities that, by definition, are not sustainable. This article aims to demonstrate that even legitimate timber, such as timber harvested in more than 6 million hectares of forest concessions, does not meet the basic requirements of sustainable forest management. Forestry legislation itself, which does not emphasize forest management, institutional weaknesses and the socioeconomic environment are the main causes. In addition, the cutting cycles and the authorized minimum diameters, among other practices, do not allow the renewal of the resource and increase its degradation.