Generation of logistics networks in freight transportation models

This article analyzes the concept of logistics networks in the context of behavioral freight transport modeling. Starting from the basic definition of networks, the different perceptions of networks in transportation science and logistics are worked out. The micro?Cmacro gap, as a main challenge in freight transport modeling, is explained by the existence of logistics networks on a meso level. A taxonomy of modeling methods dealing with logistics networks is defined, based on two characteristics: the changeability of networks within models (fixed, partially variable and variable networks) and the form of cost functions mapped (economies of scale, constant average cost, and diseconomies of scale). For each category, different possible modeling methods and their application in existing freight transport models are discussed. A special focus is placed on methodologies and models that map variable networks.     

传统道路货运企业如何切入物流

货运物流化是社会经济发展的必然趋势 1.物流化是经济一体化的必然要求 全球经济一体化的形成,即资源、技术、生产和销售在全球市场上的分布,引起流通领域、规模以及流通量的极大扩张,它必然要求形成一个高效、通畅、可调控的流通体系,最大限度地减少流通环节,节约流通费用,提高流通地效率和效益,这就必然要求传统储运向现代化物流地转变.现代物流系统,要成为一个跨部门、跨行业、跨区域的系统,通过统筹协调、合理规划,控制商品的流通全过程,实现整体利益最大化和成本最小化,适应经济一体化的需要.     

Comparative environmental impacts of different modes

While modern railway systems in general are considered to have comparatively low environmental impacts, high speed rail systems require special attention to ecological appraisal. Two case studies are presented - the new rail lines of the West German Federal Railways, and the European high speed rail project Paris-Brussels-Cologne/Amsterdam — which show that environmental compatibility can be costly and time-consuming. However, it would seem that the environment would not be a main issue for the proposed Amsterdam-Groningen-Hamburg connection if it primarily used existing rail lines.     

货运企业:坚守还是转型?

2006年,大多数货运企业都面临传统与现实的抉择:要么坚守阵地,要么转型.一方面,传统运输企业并没退出货运市场竞争;另一方面,居高不下的油价、持续低迷的运价对货运行业构成难局.     

Comparative environmental impacts of electric bikes in China

Electric two-wheelers have become a significant mode of transportation in China in the past decade. Though marketed and publicized by some as zero-emission vehicles, little past research has been done to quantify the environmental impacts of electric two-wheelers in China. This paper quantifies some of the environmental impacts of the production processes and use phase of electric two-wheelers and compares them to the environmental impacts of competing modes, including bicycles, buses, motorcycles and cars. The use phase emissions are quantified geographically with significantly higher emissions in coal rich regions, compared to regions relying more on hydropower. The results show that electric two-wheelers emit several times lower pollution per kilometer than motorcycles and cars, have comparable emission rates to buses and higher emission rates than bicycles. Lead is one pollutant on which electric two-wheelers perform poorly, because of their use of lead acid batteries.     

Regulating transport’s environmental impacts in a deregulating world

In recent years, a growing awareness of the environmental impacts of transport has played a major part in the shift towards policies to manage the demand for travel. As a result, a substantial increase in the role of public transport has been identified as necessary in any strategy towards more environmentally sustainable transport patterns. At the same time there has been a quite separate process of deregulation and the withdrawal of the state from the transport market. These two trends appear to represent potentially contradictory processes. This article draws upon two major studies that explore the relationship between increasing needs for environmental regulation and the privatisation of bus and rail services. It is shown that, as currently organised in Britain, the development of bus and rail services are inadequately linked to strategic environmental policymaking and, rather than being part of the solution to transport’s environmental impacts, there is a real danger that these ‘green’ methods of transport could slide into simply being part of the problem itself. It is concluded that privatisation and deregulation does not mean the end of the need for policy mechanisms, but they do mean that policy has to be implemented in a very different way.     

Determinants of the willingness-to-pay for reducing the environmental impacts of road transportation

This paper examines the willingness-to-pay of people living in a number of villages in Navarre, in the Spanish Pyrenees to reduce noise and air pollution. Several models are used for estimation based on contingent valuation, noting that those living near roads are willing to pay more to reduce air and noise pollution. In addition, younger people, the better educated, and the more environmentally aware individuals are also willing to pay more to reduce those externalities.     

The potential health,financial and environmental impacts of dieselgate in Ireland

ABSTRACT

The transportation sector is the greatest contributor to air pollution. With the booming demand for transportation, reducing the pollution has become one of the main concerns of researchers. EPA emission standards are designed to protect air quality and human health. Diesel Euro 5 NO_x has become a matter of disquiet since it has been found that NO_x emissions are significantly exceeding the standard limit. This paper presents a study to estimate the disparity in real-world NO_x emission levels resulted from all diesel Euro 5 passenger cars (PC) and light commercial vehicles (LCV) that are present in Ireland. NO_x emission levels calculated based on laboratory test results, on-road measurements and the COPERT 4 model were compared. Additionally, NO_x emission levels from the defective Volkswagen models have been calculated to quantify the effect of the Volkswagen scandal on Ireland. Impacts of excess NO_x emissions on health and cost have also been presented.     

The impacts of environmental knowledge and attitudes on vehicle ownership and use

Using responses to a knowledge–attitudes–behavior questionnaire administered in the Sacramento, California metropolitan region, the effects of environmental knowledge and environmental attitudes on the numbers and types of vehicles owned per household, annual vehicle miles traveled, and fuel consumption are assessed. The results indicate that households with pro-environmental attitudes own fewer and more fuel-efficient vehicles, drive them less, and consequently consume less fuel than do the households of respondents without pro-environmental attitudes. The households of respondents who know more about the environmental impacts of owning and using vehicles own more fuel-efficient vehicles, but environmental knowledge is not statistically significant in relation to numbers of vehicles owned, miles driven, or fuel consumption.     

A field evaluation case study of the environmental and energy impacts of traffic calming

This study quantifies the energy and environmental impact of a selection of traffic calming measures using a combination of second-by-second floating-car global positioning system data and microscopic energy and emission models. It finds that traffic calming may result in negative impacts on vehicle fuel consumption and emission rates if drivers exert aggressive acceleration levels to speed up to their journeys. Consequently by eliminating sharp acceleration maneuvers significant savings in vehicle fuel consumption and emission rates are achievable through driver education. The study also demonstrates that high emitting vehicles produce CO emissions that are up to 25 times higher than normal vehicle emission levels while low emitting vehicles produce emissions that are 15–35% of normal vehicles. The relative increases in vehicle fuel consumption and emission levels associated with the sample traffic calming measures are consistent and similar for normal, low, and high emitting vehicles.     

An economic assessment of the impacts of the MOSE barriers on Venice port activities

To protect Venice from flooding, a number of protective measures have been adopted, including a system of mobile barriers known as MOSE. These separate the lagoon from the surges in the Adriatic Sea but interfere with shipping and on port activities. We estimate direct costs on ship traffic resulting from the use of MOSE, i.e., the additional costs of longer waiting time when passing through the Venice Lagoon. Our estimate uses inputs from a hydrodynamic model applied to the ship traffic between 2000 and 2002 and indicate that these costs range from €347,943 to €1.3 million a year, depending on the hypotheses adopted.     

A review of freight modelling procedures

This paper reviews the current practice of modelling freight movements for highway planning purposes. It is noted that few, if any models are explanatory and there is normally a two stage process involving a Macro Forcasting Model that predicts overall changes in vehicle miles, tons lifted and vehicles operated and a Local Spatial Model that predicts changes of movement patterns constrained to the totals provided by the Macro Model. Alternative forms of Spatial Models are described with examples how they have been used and suggestions are made of where improvements could be undertaken.

     

佳木斯货运商帮“浮沉”记

十多年前．一群来自佳木斯的下岗工人,开创了中国公路零担货运业的新纪元．更形成了中国物流行业中规模最大、影响最广的一个地缘商业势力一一佳木斯货运商帮。     

Determinants of modal choice in freight transport

In the next few years, exciting developments in the field of freight transport are likely to occur. The Channel Tunnel will be perceived as giving railways much greater distance of operation, compared to the current train ferry to/from Great Britain. The further development of swap-body technology will allow easier modal transfer and the creation, in 1992, of a single market in Europe will transform the pattern of trade. All of these are likely to have significant impacts on modal choice, and hence modal split, in freight transport. Reappraisal by many firms of the modes of transport used is likely but will it result in a net transfer of freight from road to rail and, if so, to what extent? To answer such questions, an accurate and reliable method of predicting modal split is required. Research in the past has concentrated on the development of modal split models based on generalised costs. These fail to explain adequately the prevalence of road freight in the UK. From surveys of freight managers within industry, it is clear that models to date rely too heavily on the economic cost factor and too little on behavioural factors (Jeffs 1985). This paper derives from a recent study of freight transport modal choice from the standpoint of the transport decision-maker within the firm. It attempts to shed light on the actual parameters which should be incorporated into a modal split model. Many variables appear to exert an influence on modal choice decision-making process. However, it is possible to categorise them into six main groups, namely: customer-requirements; product-characteristics; company structure/organisation; government interventions; available transport facilities; and perceptions of the decision-maker him/herself. It is the interactions and inter-relationships between these which ultimately determine freight modal split. This study has shown that the relationship between the outcome of the transport decision process and the values of particular determinants of modal split is not straight-forward, due to the complexity and variety of interactions involved. Perhaps one of the main reasons for researchers' failure hitherto to develop a successful modal-split model has been the preoccupation with techniques that rely on the development of common metric (e.g. generalised cost), which has led to the exclusion of some important explanatory variables along quite different dimensions. Another important issue concerns the appropriate level of aggregation. In order not to reduce the explanatory power of the key variables, it is important to work at a disaggregate level, although this does make substantial demands on data. The use of factor analysis enables both the aggregation of information without loss of behavioural reality and the specification of variables in terms of a common metric. In conclusion, freight transport has usually been examined within too narrow a framework. It must be placed firmly within the context of the total industrial process. The demand for freight transport is directly influenced by the level, composition and geographical distribution of production and consumption activities. Freight flows are complex and so it is highly unlikely that a universal mode-choice model can ever be developed. Future research should, therefore, be directed towards developing partial models in response to specific needs of those involved in decision-taking in the freight sector.     

Measuring the performance of intermodal freight terminals

As the interface point between road and rail, intermodal freight terminals (IFTs) are critical elements in the total freight distribution chain. This paper addresses the twin objectives of reducing freight transport costs and improving customer service by putting forward a number of indicators designed to measure the performance of IFTs. Each of the three major performance areas, namely customer service, operational efficiency and terminal productivity are discussed in detail.

A methodology is put forward which enables operating strategies to be evaluated. Computer simulation is used in order to arrive at strategies which reduce operating and capital costs and satisfy customer service requirements. The simulation model outputs include performance measures related to customer service such as mean waiting times required for loading and unloading of containers, as well as productivity measures of terminal operations such as lifting equipment utilisation.     

货代业中介模式危机

在货主一货代一船公司生物链上,货代的权重越来越轻.一是航运市场的竞争主体间的实力对比太悬殊,二是货代提供的服务已不具有唯一性,其必然成为市场上的弱势群体.     

德国物流发展规律考察报告

德国物流行业2007年产值超过2000亿欧元,位列经贸和汽车工业之后排在第三位,物流成本占国内生产总值的比重在10%以下.物流产业社会化和综合服务水平高,物流企业注重物流技术研究和专业化、规模化经营,基本实现了以运输合理化、仓储标准化、装卸机械化、加工配送一体化和信息管理网络化为标志的现代综合物流管理与服务.     

GIS-based identification and visualization of multimodal freight transportation catchment areas

Transportation - To estimate impacts, support cost–benefit analyses, and enable project prioritization, it is necessary to identify the area of influence of a transportation infrastructure...