奥运物流将受益于UPS业务整合

如果说2006年是外资物流企业在中国的“并购”之年,那么2007年很可能就是他们的“整合”之年。这种整台不单单指并购之后的“消化”,还可能是另一股涌动在许多快递企业心头的暗流。快递业务一直被认为是所有运输服务中利润最为丰厚的一种,从国际和国内快递业的发展历程来看,也确实证实了     

“看得准、抓得住、管得了”——记交通运输部推进物流业健康发展电视电话会议

8月2日，交通运输部召开了推进物流业健康发展电视电话会议。交通运输部部长杨传堂提出，交通运输部将全面推进物流业健康发展，着重在五个方面力争取得突破性进展：加快综合运输体系建设，特别是重要运输通道和物流枢纽建设；加快发展多式联运；加快推进全国和区域性交通运输物流公共信息平台建设；加快推进农村物流、城市配送和快递业发展；加快培育龙头骨干企业。     

快递业溯源

快递业是改革开放催生的行业,也是社会分工深化、产业结构升级而形成的行业。中国第一家快递企业诞生于1979年,如果没有改革开放带来的外向型经济的发展和扩张,国内外快递业都不可能在中国拥有如此迅猛的势头。改革开放之风刮过,国际资本也窥见了快递业的巨大商机。1979年6月,日本海外新闻普及株式会社率先(OCS)与中国对外贸易运输公司签订了中国第一个快件代理协议。     

水运业融入现代物流的基本方法和途径

<正>物流是商品流通的一个侧面,它与商流一 起构成商品流通活动的全过程。一般认为,消除 商品生产者与消费者之间的空间与时间差异, 创造空间和时间效用是物流的主要功能;为此, 其功能要素应包括运输、仓储、包装、装卸、流通 加工和信息处理等几方面的内容。其中,运输完 成商品在空间位置上的转移,解决商品供给者 与需求者之间场所分离的问题,具有以时间效 用（速度）换取空间效用的特殊功能,是物流创 造空间价值的主要功能要素,在整个物流系统　 中居于核心地位。     

郑州地铁参与同城快递的SWOT分析

传统同城快递配送在占用道路资源的同时,呈现出时效性差、效率低、易造成污染等缺陷。为缓解城市交通压力,提高物流效率,本文提出了在城市地下空间中借助地铁来实现同城快递配送的构想,并结合郑州地铁实例,运用SWOT分析法探讨了郑州地铁参与同城快递配送的优势、劣势、机会与威胁,据以判断这种地铁物流模式的可行性,为未来城市物流发展提供依据。     

物流运输系统的要素冲突及消除途径

<正>物流运输系统是由多种运输方式、多种运输工具、多家运输部门、多种运输资源构成的复杂的综合运输系统。各个组成要素之间既存在着有机的联系,又存在着相互冲突,而这些冲突在一定程度上制约了物流运输系统的协调发展。研究分析物流运输系统诸要素冲突的外显形式及其深层原因,探讨消除物流运输系统诸要素冲突的有效途径,能够为物流运输系统的协调、高效发展提供科学的参考依据。     

账要算在邮政旧体制身上——专访我国快递业资深人士刘建新

今年5月在北京召开的"促进快递物流业发展座谈会"如一石入池,激起不少反馈,也赢得诸多媒体的关注。不久前,记者在北京金运大厦见到了我国快递业界的资深人士刘建新,和他说谈了快递业的现状与企盼,改革与趋势。数年来,刘建新和他所在的中国国际货代协会的同仁们和快递业界一起积极参与了促进《邮政法》修改的工作,在业界颇有知名度。刘建新曾在外经贸高校任教十年,并从事企业管理与发展战略研究工作多年,参与过多项国家、行业和国有重点企业等的课题研究。这些经历让他在为快递业的健康发展鼓与呼的时候,能够从不同视角观察和分析问题。     

我国物流企业税收负担研究报告

中国物流与采购联合会于2013年对927家物流企业2008-2012年5年税收支出情况进行了统计调查，涉及运输、仓储、货代、快递和其他等5大物流业务板块，样本取自国有、民营、外资和中外合资企业等不同类型，具有一定的代表性。调研发现，物流企业税收负担水平呈逐年递增趋势，运输业是税收负担最重的板块，仓储业次之，然后是货代和快递业，且物流业所有板块税负水平均高于全国宏观税负水平。该协会建议：应把物流业作为独立的服务产业看待，统筹完善有关税收政策。     

中国物流10大富豪4——杨绍鹏物流界的船王大亨

企业理念 山东海丰国际航运集团是一家多元化、现代化、国际化的综合性航运集团,拥有海、陆、空、码头几大业务体系.经营范围涉及集装箱班轮运输、散货运输、沿海内贸内支运输、船东、船舶管理、船舶经纪、综合物流、仓储、报关、车队、船舶代理、空运快递、码头等广泛领域.40多条航线及网络覆盖中国、日本、韩国、台湾、马来西亚、菲律宾、新加坡、越南等地区,为客户提供门到门的全程国际物流服务,是中国最大的国际物流企业之一.在全国乃至东南亚地区,海丰打造了由58家分支机构组成的综合物流服务网络,服务覆盖100多个城市和地区.     

我国物流信息化发展现状与趋势调查报告

物流的核心是“物的流动”,与运输不同,物流不但改变了物的时间状态,也改变了物的空间状态；而运输只是物流的主要功能要素之一,是改变空间状态的主要手段。物流,由“物”和“流”两个基本要素组成,其核心就是物质资料的“流动”。随着社会大分工的逐渐细化,物质流通的规模日益庞大,供应链愈发复杂,生产、分配、交换和消费扩展到了一个极其广阔的空间,此时,只有依靠物流这一纽带,才能将整个复杂过程的各个环节连接起来,使社会化大生产得以实现。因此,物流的发展水平也成为衡量一个国家现代化程度和综合国力的重要标志之一。     

Model,process, technique,and the good thing

The paper unpacks the planning process into its component parts: model, process, technique, and goals—the “good thing”. The paper advances the concept that planning, policy-making, and organizational restructuring can be analyzed under the same framework. Each of the four components is described and reductionist examples are presented to clarify the intention and to illustrate the technique that the transport analyst teams employ in their work. The examples cover both successes and failures. They point toward the enormous scientific task ahead for planning to become meaningful and relevant to the problems of today. Finally, in the frame of the willingness to pay, the paper puts forward a case for an institutional framework for a financially autonomous road administration. Similarly organized, administered, and managed entities are relevant also for other transport modes.

Walking frequency, cars, dogs, and the built environment

To explain walking propensity or frequency, empirical studies have generally used two sets of explanatory variables, namely, socio-demographic variables and built environment variables. They have generally shown that both socio-demographic characteristics and built environment characteristics are associated with walking propensity. We examine the traditional walkability variables that encompass density, mix of uses, and network connectivity in New Jersey, using a statewide sample including an oversample of Jersey City. We estimate a two-stage least squares model using a conditional mixed process that combines an ordered probit model of walking frequency in the second stage based on a truncated regression of car ownership in the first stage. Our results show that built environment variables have some small effects, mainly from better network connectivity associated with increased walking frequency. One of our key findings is that built environment features also work indirectly via how they influence car ownership. In general, we find sufficient evidence that suggests fewer cars are owned in areas with more walkable built environment features. The other key variable that we control for is whether a household owns a dog. This also proved to be strongly associated with walking suggesting that dog ownership is a necessary control variable to understand the frequency of walking.     

Space,money, life-stage,and the allocation of time

Demographic, socioeconomic, seasonal, and scheduling factors affect the allocation of time to various activities. This paper examines those variables through exploration of the 1990 Nationwide Personal Transportation Survey, which has been inverted to track activity duration. Two key issues are considered. First, how much can activity duration and frequency explain travel duration? The analysis shows activity duration has positive and significant effects on travel duration, supporting recent arguments in favor of activity based models. Second, which recent trend is the main culprit in the rise in travel: suburbanization, rising personal incomes, or female labor force participation? This paper examines the share of time within a 24-hour budget allocated to several primary activities: home, work, shop, and other. The data suggest that income and location have modest effects on time allocation compared with the loss of discretionary time due to working.

     

Poverty,policy, and public transportation

By all appearances, the circumstances surrounding employment and income distribution in the United States have remained notably the same over the past 30–40 years. At the same time, policies for improving the conditions of low-income persons have remained relatively unchanged. Relevant published accounts continue to cite poorly integrated residential and employment location patterns and poor public transportation service as critical obstacles to improving the economic and social conditions of low-income persons. The relationship between poverty and public transportation was researched extensively during the late 1960s and the early 1970s; however, little recognition has been given to these efforts by more recent research efforts. To learn from the past we should review public transportation policies from 1960 to 2000 to highlight federal policies that affected urban areas during this time period, especially in relation to low-income transportation mobility.     

Governing autonomous vehicles: emerging responses for safety,liability, privacy,cybersecurity, and industry risks

ABSTRACT

The benefits of autonomous vehicles (AVs) are widely acknowledged, but there are concerns about the extent of these benefits and AV risks and unintended consequences. In this article, we first examine AVs and different categories of the technological risks associated with them. We then explore strategies that can be adopted to address these risks, and explore emerging responses by governments for addressing AV risks. Our analyses reveal that, thus far, governments have in most instances avoided stringent measures in order to promote AV developments and the majority of responses are non-binding and focus on creating councils or working groups to better explore AV implications. The US has been active in introducing legislations to address issues related to privacy and cybersecurity. The UK and Germany, in particular, have enacted laws to address liability issues; other countries mostly acknowledge these issues, but have yet to implement specific strategies. To address privacy and cybersecurity risks strategies ranging from introduction or amendment of non-AV specific legislation to creating working groups have been adopted. Much less attention has been paid to issues such as environmental and employment risks, although a few governments have begun programmes to retrain workers who might be negatively affected.     

Activity sequencing,location, and formation of individual non-mandatory tours: application to the activity-based models for Columbus,Cincinnati, and Cleveland,OH

Most of the earlier activity based models (ABMs) largely relied on a tour-based modeling paradigm which explicitly predicts tour frequency and then adds details including stop frequency, order, and location of stops within each tour. The current study is part of new tour formation design framework for an ABM in which the underlying tour structure and the stop frequency within tours emerge from temporal, sequencing, and locational preferences of activities that the traveler intends to participate during the day. In order to do this, the study developed a modified rank-ordered logit (ROL) framework that is capable of modeling sequence, locations, as well as the underlying tour structure of all activity episodes simultaneously in an integrated manner. Model estimation with the household survey data, provided several important behavioral insights into underlying choices that drive tour formation. Specifically, the study uncovered pairwise ordering preferences among episodes of different activity purposes, clustering tendencies among episodes of same activity purpose, the impact of supply side activity opportunities on the location and sequence choice dimensions, and impedance effects (including distance and mode and time-of-day logsums) on location and tour break dimensions. The developed models are incorporated in the operational ABM structure adopted for three major cities (Columbus, Cleveland, and Cincinnati) in Ohio.     

Integrated scheduling of m-truck,m-drone,and m-depot constrained by time-window,drop-pickup,and m-visit using constraint programming

The idea of deploying unmanned aerial vehicles, also known as drones, for final-mile delivery in logistics operations has vitalized this new research stream. One conceivable scenario of using a drone in conjunction with a traditional delivery truck to distribute parcels is discussed in earlier literature and termed the parallel drone scheduling traveling salesman problem (PDSTSP). This study extends the problem by considering two different types of drone tasks: drop and pickup. After a drone completes a drop, the drone can either fly back to depot to deliver the next parcels or fly directly to another customer for pickup. Integrated scheduling of multiple depots hosting a fleet of trucks and a fleet of drones is further studied to achieve an operational excellence. A vehicle that travels near the boundary of the coverage area might be more effective to serve customers that belong to the neighboring depot. This problem is uniquely modeled as an unrelated parallel machine scheduling with sequence dependent setup, precedence-relationship, and reentrant, which gives us a framework to effectively consider those operational challenges. A constraint programming approach is proposed and tested with problem instances of m-truck, m-drone, m-depot, and hundred-customer distributed across an 8-mile square region.     

Adaptive traffic control system: Control strategy,prediction, resolution,and accuracy

Recent advances in traffic control methods have led to flexible control strategies for use in an adaptive traffic control system (ATCS). ATCS aims at controlling the imminent traffic, which is yet to arrive and hence not known perfectly. Therefore, volume prediction is an essential part. Associated with the prediction are two aspects: resolution and accuracy. Recent studies indicate a tradeoff between prediction resolution and accuracy: finer resolutions, larger errors. It is imperative to study the relationship and tradeoff between the control strategy, prediction resolution, and its associated error, which are crucial to the development of ATCS. This study investigates this relationship through an extensive simulation of scenarios in Hong Kong with a recently developed dynamic traffic control model, DISCO. Based on the Hong Kong scenarios conducted with DISCO, the major findings include: (i) the importance of resolution outweighs that of error; (ii) dynamic timing plans generally outperform time‐invariant timing plans; (iii) up to a certain extent, overestimated predictions lead to better results than underestimated predictions.     

Modeling the structural relationships among short-distance travel amounts,perceptions, affections,and desires

Using structural equation modeling, the relationships among travel amounts, perceptions, affections, and desires across five short-distance (one-way trips of less than 100 miles) travel categories (overall, commute, work/school-related, entertainment/social/recreation, and personal vehicle) are examined. The models are estimated using data collected in 1998 from more than 1300 working commuters in the San Francisco Bay Area. A cross-model analysis reveals three robust relationships, namely: (1) myriad measures of travel amounts work together to affect perceptions; (2) perceptions are consistently important in shaping desires; and (3) affections have a positive relationship with desires. The second finding suggests that two individuals who travel the same objective amount may not have the same desire to reduce their travel: how much individuals perceive their travel to be is important. The third point argues that the degree to which travel is enjoyed is a key determinant of shaping desires to reduce travel: the more travel is enjoyed, the less the desire to reduce it.