Dissertations / Theses on the topic 'Freight'
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1
Olofsson, Robert. "Freight value of time : An exploratory study for modelling freight." Thesis, KTH, Trafik och logistik, 2014. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-149532.
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The main purpose of this project was to examine the reliability of Value of Time for freight applications by comparing the functionality of the Freight Value of Time modelling concept, with the functionality of the freight market. The research questions of this report are: How can the Freight Value of Time concept fulfil the requirements that decision makers in international freight have on the reliability of the modelling outcome? What are the differences between the multimodal and the unimodal applications of Value of Time in terms of validity? Within the scope of this study; modelling in the field of freight, logistics and supply chain management are presented with focus on Value of Time models. An overview of common freight models is initially presented as a starting point for literature reviews on trends and characteristics of the freight market , and on Freight Value of Time. These two literature reviews constitute the main methods of information retrieval on which the later analyses are based. The trends and characteristics of the freight market section provided the general requirements and a context for modelling freight, which was used for analysing and discussing Freight Value of Time. Additionally, a survey was performed in order to provide some insight into the requirements that analysts and decision makers have. The survey results were presented in the form of six examples of Swedish decision makers in freight. However, the survey results were deemed unsuitable for general conclusions due to a low response rate (6 out of 60). The analysis chapter of the report is divided into three parts; a general analysis section, a validity test of Freight Value of Time and a conceptual feasibility example. The general analysis focussed on issues with Freight Value of Time, the survey, freight market trends and multimodality. In the general analysis Global production networks and supply chains were identified as major trends and were used as the main modelling context when analysing Value of Time as a modelling concept for freight. The rest of the general analyses focuses on how well the modelling concept Value of Time corresponds to the functionality of the market. The validity test section showed that there are some possible issues with Freight Value of Time and that they can possibly be attributed to poor data availability and high aggregation levels. Therefore, the feasibility example study was performed for a conceptual case where data that is often missing was available. The specific data was characterised as supply chain data, which could be available to external analysts if the companies decide to share it. The feasibility study thereby tested if it actually was the lack of data that is the main reason for models including Freight Value of Time to lack validity according to the validity test. Access to data was found to be an important factor when creating a freight model with Value of Time, because by adding the supply chain data the performance of Freight Value of Time in the validity test was improved. However there were still potential issues with using Freight Value of Time concerning testing and verification in relation to the complexity of large scale freight models and the complexity of multimodal freight transport. The main issues with Value of Time identified throughout the project were: 1. Discrete choice model selection 2. High aggregation levels due to lack of data 3. Explanatory variables 4. Identification of decision makers 5. Transport flow heterogeneity A set of four recommendations for analysts were devised from the hypothesis of: Models using Freight Value of Time are not reliable enough to be used in practise. The recommendations to analysts interested in Freight Value of Time were: - The specific model should be verified and validated before being used, which is probably best done for the specific application with a standardised verification and validation method such as the VV&A (used by Department of Defense in the USA). - Freight Value of Time is best used for unimodal applications, but for multimodal applications it could be reliable enough if the model is properly adapted to the complexity of the reality which is modelled. - The higher the complexity of a modelling scenario, the more data is needed. Therefore an analyst needs to make sure that this trade-off is kept at a level where the results fit the requirements of the application. - Low aggregation levels benefits the accuracy of the model, but increase the amount of calculations. It is therefore good to be aware of the risk of calculation errors. Summarised, the report concludes that Value of Time is sometimes the best method at hand but difficulties in gathering data can affect the accuracy negatively. Furthermore the complexity of multimodal freight transportation makes Value of Time less valid than for unimodal freight.
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Comer, Bryan. "Sustainable intermodal freight transportation : applying the geospatial intermodal freight transport model /." Online version of thesis, 2009. http://hdl.handle.net/1850/10887.
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BERTOLOTO, RODRIGO FERREIRA. "FORECASTING TANKER FREIGHT RATE." PONTIFÍCIA UNIVERSIDADE CATÓLICA DO RIO DE JANEIRO, 2018. http://www.maxwell.vrac.puc-rio.br/Busca_etds.php?strSecao=resultado&nrSeq=35800@1.
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O transporte marítimo de petróleo e derivados é componente fundamental da cadeia de suprimento da indústria do petróleo, integrando fornecedores e clientes localizados em regiões geográficas distintas. Neste contexto, os valores de fretes praticados possuem grande impacto no comércio internacional destes bens. O objetivo deste trabalho é verificar o desempenho de modelos de Regressão Dinâmica em previsões de frete marítimo de curto prazo do mercado spot de uma rota de exportação de petróleo do oeste da África para a China, comparar a capacidade preditiva do modelo com métodos tradicionais, vastamente discutidos na literatura, como Amortecimento Exponencial e modelos ARIMA e projetar cenários para avaliar como as variáveis explicativas presentes no modelo de Regressão Dinâmica proposto neste estudo afetam o frete marítimo. O produto desenvolvido nesta dissertação mostrou a viabilidade de os modelos univariados e causais serem utilizados como ferramenta de previsão da taxa frete de navios petroleiros. Como forma de validação, os resultados foram comparados aos obtidos com a metodologia vigente em uma grande empresa de petróleo do Brasil. O protótipo de sistema de previsão proposto, via Regressão Dinâmica, apresentou resultados satisfatórios e desempenho superior ao obtido através da metodologia da empresa de petróleo.Crude oil and oil products seaborne transportation is a key component of the petroleum industry supply chain, integrating suppliers and customers located in different geographic regions. In this context, the freight rates practiced have a great impact on the international trade of these goods. This work aims to verify the performance of Dynamic Regression models in short-term maritime freight forecasts of the spot market of an oil export route from West Africa to China, to compare the predictive capacity of the model with traditional methods, widely discussed in the literature, such as Exponential Smoothing and ARIMA models and to design scenarios to evaluate how the explanatory variables present in the Dynamic Regression model proposed in this study affect freight rate. The product developed in this dissertation showed the viability of the univariate and causal models being used as a forecasting tool for the oil tankers freight rate. As a form of validation, the results were compared to those obtained with the methodology of a large Brazilian oil company. The proposed prediction system prototype, through Dynamic Regression model, presented satisfactory results and performance superior to that obtained through the methodology of the oil company.
4
Velonias, Platon M. (Platon Michael). "Forecasting tanker freight rates." Thesis, Massachusetts Institute of Technology, 1995. http://hdl.handle.net/1721.1/36016.
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van, Dellen Stefan. "An examination into the structure of freight rates in the shipping freight markets." Thesis, City University London, 2011. http://openaccess.city.ac.uk/7789/.
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This thesis investigates three salient areas of interest in the structure of freight rates in the shipping market, with a particular focus on the tanker and dry-bulk sectors, using recent econometric and time series techniques. The questions asked are: 1) do spot freight rate levels follow a fractionally integrated process, as opposed to being stationary or non-stationary, as had previously been proposed; 2) does spot freight rate volatility also follow a fractionally integrated process; and 3) do freight rates exhibit conditional skewness and kurtosis? It then evaluates the impact that these factors have on the risk exposure of market participants. These concepts are further tested in terms of their respective forecasting performance, relative to other more standard econometric techniques. An ongoing issue in the shipping literature is whether spot freight rate levels follow a stationary or non-stationary process. This thesis provides another dimension to this discussion by arguing that spot freight rate levels follow a fractionally integrated process. The rationale behind this argument is the fact that the supply and demand dynamics in this market mean that although freight rates are mean-reverting overall, the process of mean-reversion occurs with a delay, which is exactly how one would expect a fractionally integrated process to behave. Although in-sample results were promising in that fractionally integrated models are found to outperform their stationary and non-stationary counterparts across sectors and vessel sizes, out-of-sample forecasts indicate that models that assumed stationarity or non-stationarity outperformed these models, depending on the sector and vessel size. Additionally, the thesis extends this debate to the volatility of these spot freight rate levels, where it is proposed that volatility also follows a fractionally integrated process. In-sample results from the estimation of Generalised Autoregressive Conditional Heteroscedasticity (GARCH), Integrated Generalised Autoregressive Conditional Heteroscedasticity (IGARCH) and Fractionally Integrated Generalised Autoregressive Conditional Heteroscedasticity (FIGARCH) models indicate that FIGARCH models outperformed the other two models across all sectors and vessel sizes, however, when calculating the respective out-of-sample Values-at-Risk for each 18 vessel type, non-parametric models are found, in most cases, to outperform their parametric counterparts across sectors and vessel sizes. This thesis finally examines whether freight rates exhibit conditional skewness and kurtosis, where the shape of the supply function in the shipping freight markets indicates that these would not be constant over time, as is assumed by other standard models. Results for the in-sample period indicate that the Generalised Autoregressive Conditional Heteroscedasticity with Skewness and Kurtosis (GARCHSK) models outperformed GARCH and FIGARCH models. This being said, when calculating the respective out-of-sample Values-at-Risk for each vessel type, non-parametric models are found, in most cases, to outperform their parametric counterparts across sectors and vessel sizes.
6
Shams, Kollol 3085942. "Understanding the Value of Travel Time Reliability for Freight Transportation to Support Freight Planning." FIU Digital Commons, 2016. http://digitalcommons.fiu.edu/etd/2828.
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Today’s logistics practices are moving from inventory-based push supply chains to replenishment-based pull supply chains, leading to a lower and less centralized inventory, smaller shipment sizes, and more just-in-time deliveries. As a result, industries are now demanding greater reliability in freight transportation. Delays and uncertainty in freight transportation translate directly into additional inventory, higher manufacturing costs, less economic competitiveness for businesses, and higher costs of goods that are being passed on to the consumers. Given the growing demand in freight transportation, the emerging needs to better understand freight behavior for better policy and investment decisions, and the increasing role of reliability in freight transportation, this research aims at providing a) better understanding of how the freight system users value travel time reliability in their transportation decisions, and b) advanced methods in quantifying the user’s willingness to pay for the improvement of transportation related attributes, particularly travel time reliability.
To understand how the freight industry values travel time reliability in their transportation decisions, and particularly the presence of user heterogeneity, this research designed and conducted a stated preference (SP) survey for freight users in road transportation. Based on the feedback received during the pilot stage, reliability was measured as the standard deviation of travel time and presented as a frequency of on-time and late delivery in the choice scenarios. The survey collected 1,226 responses from 159 firms in Florida between January and May 2016 via online and paper methods.
Various modeling approaches were explored to estimate the willingness to pay (WTP) measures among freight users, including multinomial logit (MNL) and mixed logit model. Market segmentation and interaction modeling techniques were employed to investigate preference variations among user groups, commodity groups, product type, and various other shipment characteristics, including shipping distance and weight.
In general, across all groups in the sample, values of $37.00 per shipment-hour ($1.53 per ton-hour) for travel time savings and $55.00 per shipment-hour ($3.81 per ton- hour) for improvements of reliability were found in this research. Furthermore, while investigating the effects of shipping characteristics on the user’s preference in WTP, the results suggested that shipping distance and weight were the two most important variables.
The results of the study help advance the understanding of the impact of the performance of transportation systems on freight transportation, which will lead to policy and investment decisions that better serve the needs of the freight community.
7
Morales, Juan Carlos. "Planning Robust Freight Transportation Operations." Diss., Georgia Institute of Technology, 2006. http://hdl.handle.net/1853/14107.
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This research focuses on fleet management in freight transportation systems. Effective management requires effective planning and control decisions. Plans are often generated using estimates of how the system will evolve in the future; during execution, control decisions need to be made to account for differences between actual realizations and estimates. The benefits of minimum cost plans can be negated by performing costly adjustments during the operational phase. A planning approach that permits effective control during execution is proposed in this dissertation. This approach is inspired by recent work in robust optimization, and is applied to (i) dynamic asset management and (ii) vehicle routing problems.
In practice, the fleet management planning is usually decomposed in two parts; the problem of repositioning empty, and the problem of allocating units to customer demands. An alternative integrated dynamic model for asset management problems is proposed. A computational study provides evidence that operating costs and fleet sizes may be significantly reduced with the integrated approach. However, results also illustrate that not considering inherent demand uncertainty generates fragile plans with potential costly control decisions. A planning approach for the empty repositioning problem is proposed that incorporates demand and supply uncertainty using interval around nominal forecasted parameters. The intervals define the uncertainty space for which buffers need to be built into the plan in order to make it a robust plan. Computational evidence suggests that this approach is tractable.
The traditional approach to address the Vehicle Routing Problem with Stochastic Demands (VRPSD) is through cost expectation minimization. Although this approach is useful for building routes with low expected cost, it does not directly consider the maximum potential cost that a vehicle might incur when traversing the tour. Our approach aims at minimizing the maximum cost. Computational experiments show that our robust optimization approach generates solutions with expected costs that compare favorably to those obtained with the traditional approach, but also that perform better in worst-case scenarios. We also show how the techniques developed for this problem can be used to address the VRPSD with duration constraints.
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Gue, Kevin R. "Freight terminal layout and operations." Diss., Georgia Institute of Technology, 1995. http://hdl.handle.net/1853/30751.
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Powell, Roger. "Ovigerous amphipods as 'freight hauliers'." Thesis, University of London, 1990. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.311851.
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McIntyre, Colin Alex. "Optimizing inbound freight mode decisions." Thesis, Massachusetts Institute of Technology, 2020. https://hdl.handle.net/1721.1/126907.
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Thesis: M.B.A., Massachusetts Institute of Technology, Sloan School of Management, in conjunction with the Leaders for Global Operations Program at MIT, May, 2020Thesis: S.M., Massachusetts Institute of Technology, Sloan School of Management, Operations Research Center, in conjunction with the Leaders for Global Operations Program at MIT, May, 2020
Cataloged from the official PDF of thesis.
Includes bibliographical references (pages 73-74).
Retail manufacturers often expedite inbound freight shipments from contract manufacturing bases to their distribution centers in destination markets at high cost to improve service levels to their wholesale partners and retail arm. The current process around these decisions has yielded lower than anticipated improvements to service level. This thesis (1) reframes the goal of expediting inbound freight in quantitative, measurable terms that more directly impact the business outcomes, (2) develops an optimization model to select a set of freight shipments to expedite and best improve service, and (3) uses the optimization model to estimate potential improvement magnitudes with strategic changes.
by Colin Alex McIntyre.
M.B.A.
S.M.
M.B.A. Massachusetts Institute of Technology, Sloan School of Management
S.M. Massachusetts Institute of Technology, Sloan School of Management, Operations Research Center
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Nam, Ki Chan. "Mode choice analysis for commodity transport in Korea." Thesis, Boston Spa, U.K. : British Library Document Supply Centre, 1992. http://ethos.bl.uk/OrderDetails.do?did=1&uin=uk.bl.ethos.248299.
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Ford, Richard. "Value proposition in international freight : the contribution of the freight forwarder to the global logistics triad." Thesis, Cranfield University, 2001. http://hdl.handle.net/1826/4439.
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The freight forwarder has been threatened with 'disintermediation' for
years. This research looks at the relationships in the global logistics triad
comprising the forwarder, the shipper, and the airline or ocean carrier.
The middle-man in service industries such as freight forwarding performs
the service of intermediation. He is defined as one who reduces or
eliminates the need for a buyer to form exchange relationships, ad hoc or
relational, with a number of suppliers by concentrating the buyer's need for
information at the buyer interface and expanding the buyer's requirement
for choice or selection at the supplier interface.
This vendor contraction and expansion are explored in the qualitative first
phase of the research which examines the relationships, shared functions,
and roles of the members of the global logistics triad as well as the
contribution of the freight forwarder. Modal differences are prominent.
Shippers are closer in a relational sense to ocean carriers than to airlines
- the exporter is much more likely to use a shipping line directly than to
use an airline. This modal difference owes much to the airfreight
industry's origins in passenger transportation. It is reflected in the airlines'
perspective of the forwarder: as customer because of forwarders'
purchase of space, as competitor because the airline is being excluded
from dealing directly with the shipper, and as collaborator because of the
common threat of the integrator. To the ocean carrier, the forwarder is
customer and competitor only - collaboration is rare.
Factors that affect the custome r/competitor/colla boratort richotomy in
airfreight include freight capacity, the level of forwarder commitment to
space, the status freight has with the airline, and the makeup of the
airline's customer portfolio. The factors that affect the customer/
competitor dichotomy in ocean freight include the extent of LCL (Less than
Container Load) cargo and 3PL (3rd Party Logistics) services offered by
the shipping line.
The modal differences and complexities inherent in the global airfreight
triad were explored in the subsequent quantitative phase. What value
does the airfreight forwarder offer to the shipper that would compel him to
not disintermediate this intermediary and deal directly with the airline? It is
surmised the forwarder offers value through cost reduction, specifically the
costs of transacting with a number of airlines.
This second phase is based on Transaction Cost Analysis using an
experiment-derived survey instrument. The transaction costs of searching
for vendors, developing relationships with them, monitoring their
performance, handling problems that may arise, and managing potential
opportunistic behaviour were examined. The shi pper- respondents - made
up of British global exporters who used airfreight - were asked to compare
their perception of these costs for the forwarder and for the airline. They
were also asked about production cost/price advantages as well as
demographic information that was presumed to affect these perceptions.
The differences between these perceptions of transaction costs were
highly significant with the perception of offering lower transaction costs,
and hence greater value, lying with the forwarder. The shippers also
positively viewed forwarders regarding the production cost/price
advantages. However, the demographic variables played little part in the
shippers' differential perceptions of transaction costs.
Contribution is made to Transaction Cost Theory by suggesting the
inclusion of triadic relationships and the intermediary as a governance
alternative. In addition, the freight forwarding industry and global
distribution benefit. Finally, at the level of method, the TC comparison
technique used offers a fresh approach to comparing primary and
intermediary vendors.
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McKune, Andrew. "The indirect impact of road freight transport - case study: N3 Johannesburg to Durban road freight corridor." Master's thesis, University of Cape Town, 2015. http://hdl.handle.net/11427/24302.
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South Africa's unique spatial challenges require more corridor transport relative to the size of the economy than most countries in the world. The overall aim of this investigation is to determine the estimated cost of the indirect impacts of road freight on the N3 corridor between Johannesburg and Durban. This corridor, approximately 600 kilometres in length, forms the link between the country's industrial hub (Johannesburg) and its key Port (Durban). The following research questions are posed: • What is the status quo of freight transport in a global, South African and Johannesburg to Durban Freight Corridor context? • What are the future growth forecasts for freight on the Johannesburg to Durban corridor? • What is the significance of freight transport in South Africa? • Does the reported total cost of road freight transport take into account a holistic approach when determining the costs? • How are direct and indirect impacts of road freight transport defined, and how do they differ? • What are the direct and indirect impacts of road freight transport? • What method can be used to assess the total indirect costs of all associated impacts? • What are the estimated costs of the indirect impacts of road freight transport on the Johannesburg to Durban Freight Corridor? • What are possible mitigation measures for the indirect impacts of road freight transport? • What will the estimated costs of the indirect impacts of road freight transport on the Johannesburg to Durban Freight Corridor be in over a 30-year horizon, when considering future projections and possible mitigation measures? • What are the alternative modes to road freight transport on the Johannesburg to Durban corridor?
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Bengtsson, Erik, and Anna Berggren. "Effektivt förbättringsarbete på Mahé Freight AB." Thesis, Linköping University, Department of Science and Technology, 2002. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-1673.
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I dagens transporteffektiva samhälle finns det en mängd aktörer på transportmarknaden. Dessa aktörer konkurrerar med varandra då det gäller att knyta till sig kunder och behålla dessa. Det är därför viktigt att hitta alternativa tillvägagångssätt för att hitta nya konkurrensfördelar.
Syftet med studien har varit att stödja speditionsföretaget Mahé i att förbättra och effektivisera företagets processer, Import – flyg och Export – flyg, med utgångspunkt i kundnyttan, genom att ta fram ett antal förbättringsförslag.
En förutsättning förarbetet är den teoretiska referensramen, som inleder rapporten. Förbättringsarbetet initierades med en kundundersökning, där syftet var att ta reda på vad kunderna har för förväntningar på ett speditionsföretag. Ur detta resultat fokuserade vi arbetet på tre områden; leveransprecision, reklamationshantering och fakturering, som vi fann var viktiga för kunderna. Orsakerna till problemen på dessa tre områden togs fram genom att skapa släktskapsdiagram. Med utgångspunkt från de viktigaste orsakerna från släktskapsdiagrammen, formulerades ett antal mål att arbeta mot. Vi satte därefter samman en arbetsgrupp, vars uppgift var att finna lösningar till de orsaker som kommit fram och nå de uppsatta målen. Arbetet har resulterat i ett drygt 40-tal förbättringsförslag som presenteras i rapporten.
Vi har under arbetets gång visat att med hjälp av enkla medel kan mycket positivt åstadkommas. Vår rekommendation till Mahé är att fortsätta detta förbättringsarbete enligt den metodik som vi följt.
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Sigakova, Ksenia. "Road Freight Transport Travel Time Prediction." Thesis, Blekinge Tekniska Högskola, Sektionen för datavetenskap och kommunikation, 2012. http://urn.kb.se/resolve?urn=urn:nbn:se:bth-3031.
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Road freight transport travel time estimation is an important task in fleet management and traffic planning. Goods often must be delivered in a predefined time window and any deviation may lead to serious consequences. It is possible to improve travel time estimation by considering more factors that may affect it. In this thesis work we identify factors that may affect travel time, find possible sources of information about them, propose a model for estimating travel time of heavy goods vehicles, and verify this model on real data. As results, the experiments showed that considering time related and weather related factors, it is possible to improve accuracy of travel time estimation. Also, it was shown that the influence of a particular factor on travel time depended on the considered road segment. Furthermore, it was shown that different data mining algorithms should be applied for different road segments in order to get the best estimation.
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Arunotayanun, Kriangkrai. "Modelling freight supplier behaviour and response." Thesis, Imperial College London, 2009. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.505303.
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The study of choice behaviour in freight transport faces a number of challenges and difficulties which set it part from the study of choice behaviour in passenger transport. One factor responsible for this phenomenon is the far greater complexity of freight transport systems, mainly resulting from the enormous diversity of commodity and firm characteristics. Moreover, in contrast to passenger transport, freight choice behaviour has not concentrated in a single agent but rather, especially in recent years, distributed jointly over multiple individuals and firms in a logistical chain. Using conceptual and methodological approaches developed in the passenger sector while ignoring the influence of supply chain and logistics concepts, as found in almost all existing freight demand studies, is therefore inappropriate to represent freight agents’ choice behaviours in this evolving supply chain environment.
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Wong, Kwan-wai Sammy, and 黃琨暐. "Multimodal freight transportation in United States." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 1999. http://hub.hku.hk/bib/B31952422.
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ALBUQUERQUE, MARCELO CAVALCANTI DE. "PERFORMANCE INDICATORS IN FREIGHT RAILWAY TRANSPORTATION." PONTIFÍCIA UNIVERSIDADE CATÓLICA DO RIO DE JANEIRO, 2006. http://www.maxwell.vrac.puc-rio.br/Busca_etds.php?strSecao=resultado&nrSeq=10094@1.
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O presente estudo tem como objetivo analisar os
indicadores de
desempenho ferroviário. Para tanto, buscou-se inicialmente
mostrar a logística
como vantagem competitiva, seu modo de gestão e a
estruturação do processo
logístico. Os modais de transporte, a multimodalidade e a
intermodalidade são
analisados brevemente. A importância das medidas de
desempenho em logística é
comentada, incluindo o seu histórico, passando pelas
questões organizacionais,
assim como os modelos mais utilizados de medição de
desempenho. No corpo
principal da dissertação, são apresentados e discutidos os
indicadores de
desempenho ferroviário, focando-se a sua importância, os
tipos de indicadores, a
apresentação dos principais indicadores do transporte de
carga, a visão do cliente
neste processo e o trafego mútuo e direito de passagem.
Concluiu-se que o uso
dos indicadores de desempenho constitui-se em um elemento
fundamental nos
resultados do negócio ferroviário.The objective of the present study is to analyze the rail performance indicators. For such purposes, logistics is initially presented as a competitive advantage, its managing type and process structure. The transportation modes, the multimodal, and intermodal are briefly analyzed. The importance of the performance metrics in logistics is discussed, including their history, their organizational issues, and the most common used indicators. In the main part of this research, the rail performance indicators are presented and discussed, focusing on its importance, types, main cargo transportation indicators, the customers´ perception of this process, mutual traffic and pass through rights. In conclusion, the performance indicators usage compose a essential element for railroad business output.
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Davis, Leah (Leah Simone), and Joseph Lucido. "Innovative transportation solutions : Uber for Freight." Thesis, Massachusetts Institute of Technology, 2017. http://hdl.handle.net/1721.1/112869.
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Thesis: M. Eng. in Supply Chain Management, Massachusetts Institute of Technology, Supply Chain Management Program, 2017.Thesis: M. Eng. in Logistics, Massachusetts Institute of Technology, Supply Chain Management Program, 2017.
Cataloged from PDF version of thesis.
Includes bibliographical references (pages 95-98).
As part of standard business cycles, new technologies continue to emerge that disrupt industries and capture market share from stagnant incumbents. In the trucking industry, Uber for Freight (UFF) is one of these innovative business models. Loosely defined as platforms which seek to more efficiently match shippers' loads with truck drivers, these companies are seeking to 'uberize' freight transport through algorithm-based applications. By eliminating the middleman of a carrier or broker, these startups' value proposition is cost savings and increased efficiency gained through a frictionless interface. While process automation has its upsides, many industry veterans have questioned the potential success of this business model. Furthermore, experts have expressed uncertainty regarding the operational mechanics of an UFF company as well as the true distinction between UFF and a traditional broker. This research seeks to address these questions about the UFF model by first developing a clear description of its players and processes, compiled based on interviews with existing companies in this space. Secondly, this research determines that UFF is best classified as a subdivision of brokers, providing similar services through a different business model that eliminates some degree of human intervention. More than simply automation, UFF provides additional benefits through its rating system and efficient payment processes. As a case study, this research then investigates the applicability of UFF within a specific company. The sponsor company, a large, multinational chemical company, maintains an extensive product offering that reaches customers across almost all industries. These products vary widely in format, hazardous material classification and service level requirements. Based on interviews with sponsor company representatives across functions and geographies, this research examines the challenges and benefits of incorporating UFF into a company's transportation strategy. From these learnings, it was recommended that UFF be implemented gradually, starting on a U.S. lane that transports non-hazardous products with lower service level requirements. If safety and service levels prove satisfactory, the sponsor company can scale accordingly to more complex products or lanes. While UFF has clear benefits and disruptive potential, it must be utilized with the appropriate products and customers; it is not a one-size-fits-all solution.
by Leah Davis and Joseph Lucido.
M. Eng. in Supply Chain Management
M. Eng. in Logistics
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Tsamos, Athanasios. "Alternative Drivetrain for Future Freight Trucks." Thesis, Högskolan i Gävle, Energisystem och byggnadsteknik, 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:hig:diva-33395.
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Presently, heavy-duty trucks are responsible for approximately 25% of global CO2 emissions. Although the world seems to incline towards the transport sector's electrification, the electrification of long-range freight trucks is profoundly challenging. The dominant disincentives are the required infrastructure, cost/size of batteries, limited mileage, and long charging sessions. However, despite the efforts to reduce emissions, current trends indicate that these continue to rise, mostly because of the continually increasing freight transit. Regional economies are heavily dependent on the latter. Thus, the imminent depletion of fossil fuels and the emerging environmental issues are disquieting aspects for the sustainability of this crucial sector. This thesis focuses on the possible alternative powertrain/drivetrain solutions for heavy-duty, long-range freight trucks in conjunction with sustainable energy carriers for the transportation sector overall. In terms of viable fuelling alternatives, the following are being reviewed: Electric Power, Bio-Fuels, and Synthetic Fuels, along with their current status, advantages, disadvantages and future prospects. In terms of powertrain/drivetrain alternatives, the following are being theoretically and critically evaluated and compared against a direct drive conventional Diesel engine truck (25.2% wheel efficiency): Battery Electric, Electric powered with overhead cables or underground conductive coils, combined Gas Turbine/Stirling Engine Hybrid Electric in series, combined Diesel engine/Stirling engine Hybrid Electric in series, and Diesel engine Hybrid Electric in series. It is concluded that the best scenario for future freight trucks, is the use of an electric drivetrain/powertrain in conjunction with overhead powering cables along the highways. However, due to uncertainties in the universal realization of such infrastructure, to ensure uninterrupted transportation of goods, a plausible transitional solution could be the use of a Diesel engine/Stirling engine Hybrid Electric in series technology. This could reduce emissions/consumption by a factor of 2.4 (60% wheel efficiency). For the case of Gas turbine/Stirling engine and Diesel engine (both) Hybrid Electric in-series arrangements, this factor drops to 1.7 and 1.4 (42.9% and 34.3% wheel efficiency), respectively. Furthermore, this can be a clean and sustainable solution if biofuels are employed as the prime energy carriers. Such an approach is future-proof for use with overhead cables, since the suggested powertrain is electric, rendering a freight truck as a very versatile heavy-duty, long-range vehicle. Electro-fuels are not considered as a viable option due to their inefficient formulation, elevated costs, and problematic handling (Hydrogen).
21
Bugembe, Rogers, and Huruy Weldegiorgis. "Climate footprint of freight in Europe." Thesis, Linköpings universitet, Kommunikations- och transportsystem, 2021. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-177783.
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Wong, Kwan-wai Sammy. "Multimodal freight transportation in United States." Hong Kong : University of Hong Kong, 1999. http://sunzi.lib.hku.hk/hkuto/record.jsp?B21129009.
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Westby, Karl David. "Systems analysis of freight transportation networks /." Thesis, Connect to this title online; UW restricted, 2004. http://hdl.handle.net/1773/10126.
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Chanda, Praveen Kumar. "Modeling Intermodal Freight Flows Using GIS." See Full Text at OhioLINK ETD Center (Requires Adobe Acrobat Reader for viewing), 2004. http://rave.ohiolink.edu/etdc/view?acc%5Fnum=toledo1083769472.
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Thesis (M.S.V.)--University of Toledo, 2004.Typescript. "A thesis [submitted] as partial fulfillment of the requirements of the Master of Science degree in Civil Engineering." Includes bibliographical references (leaves 96-97).
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PEIRANO, Lorenzo. "Optimization problems for freight forwarding companies." Doctoral thesis, Università degli studi di Bergamo, 2020. http://hdl.handle.net/10446/181501.
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Levin, Tomas. "Developing a New Emission Model for Freight Transport : Improving the Environmental Performance of the Freight Transport Industry." Doctoral thesis, Norges teknisk-naturvitenskapelige universitet, Institutt for bygg, anlegg og transport, 2012. http://urn.kb.se/resolve?urn=urn:nbn:no:ntnu:diva-19890.
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Chang, Kevin N. "Identification and evaluation of non-infrastructure regional freight mobility issues /." Thesis, Connect to this title online; UW restricted, 2005. http://hdl.handle.net/1773/10141.
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Fung, Kwok-wah Teddy, and 馮國華. "Organizational improvement in container freight transport: the Trans-Siberian railway from Asia to Europe." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 1994. http://hub.hku.hk/bib/B31950577.
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Lindkvist, Hannes. "Participation for Sustainable Urban Freight Transport Systems : A Case Study of Freight Receivers in the City of Gothenburg." Thesis, Uppsala universitet, Institutionen för geovetenskaper, 2017. http://urn.kb.se/resolve?urn=urn:nbn:se:uu:diva-324573.
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This thesis is a case study research that look into the difficulty in engaging freight receivers in initiatives related to urban freight transport. The aim of the paper is to investigate how participatory processes could be formed for more successful outcomes and how the freight receivers could become more engaged in the processes. By conducting a qualitative research where primarily interviews with freight receivers and other concerned stakeholder were made, it was possible to distinguish differences and similarities in views and attitudes toward participation in freight related initiatives. The interviewed freight receivers were located in two different areas in the central business district in the city of Gothenburg, Sweden. In one area, the freight receivers have been included in discussions with the traffic and public transport authority regarding a newly implemented restriction for heavy freight vehicles, and thus have experience with participatory processes. These results show that the freight receivers appreciate the possibility to be a part of the discussion even though they are sceptic towards their possibility to influence on decisions. In the other area, the authority is planning on potentially implement the same restrictions, but as they have not started this process, no stakeholders have yet been included in discussions. Thus, the expectations and attitude towards participation in such a process could be studied among freight receivers in this area. Results in this area show that medium sized business, based on turnover, are more enthusiastic in participating meanwhile smaller business and businesses that are part of a chain store or a franchise are less interested in participating. By comparing the views and opinions between these groups with the interview with the authorities, results show that freight receivers and the traffic and public transport authority in Gothenburg have similar views on the importance of participatory processes, but they differ in their views on what influence the freight receivers have in these processes. By analysing the results with the theoretic concepts of participation, engagement and communication it was possible to identify issues in the case that must be considered in order to establish more rewarding participatory processes. It is concluded that freight receivers must be involved already in the process of defining the problem with urban freight transport to close the gap between how the freight receivers and the authorities experience the participatory process. This would enable finding solutions that considerall interests and thus have higher chance of long-lasting implementation rather that creating conflicts on power relations. Further it is stated that with the help of a combination of a scalon plan, quality circle and representative participation is possible to create an altruistic value in participating which could increase the will to engage in participatory processes and creating more sustainable urban freight transport systems.
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Haque, Mahmudul, and Muhammad Ahmad. "Diversification of International Freight Forwarders: A Bangladesh perspective." Thesis, Internationella Handelshögskolan, Högskolan i Jönköping, IHH, Centre of Logistics and Supply Chain Management, 2011. http://urn.kb.se/resolve?urn=urn:nbn:se:hj:diva-15335.
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Cheung, Yuk Wai. "Adaptive routing strategy for freight transportation networks /." View abstract or full-text, 2004. http://library.ust.hk/cgi/db/thesis.pl?IEEM%202004%20CHEUNG.
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Unal, Leyla. "Modeling Of Freight Transportation On Turkish Highways." Phd thesis, METU, 2009. http://etd.lib.metu.edu.tr/upload/12610783/index.pdf.
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Transportation planners are often faced with the problem of estimating passenger and freight flows between regions. In the literature there are many models for passenger flows. However, models about freight flows are more limited. Modeling freight flow is also more complex than modeling passenger flow and there are many agents related with freight flows. In addition, data availability is a critical factor. In this research, freight flows between provinces in Türkiye are forecasted by demand analysis. Transportation is one of the important activities of human beings and plays an important role for spatial interactions in economic growth. In other words, there is a very strong linkage between economic growth and the freight flow, thus transportation demand. Regional trade as spatial flow appears on transportation systems as freight flows. In this study, using the existing limited data and surveys in Tü
rkiye, nationwide origin-destination (O-D) matrix of freight flows between provinces is obtained. Using this empirical matrix, the generation of freight flows of provinces is formulated depending on the socioeconomic and demographic variables by means of multiple linear regression analysis. In addition, interactions of freight flows between provinces and economic growth of regions are investigated. The generations and attractions of provinces as freight flow are distributed between provinces with traditional gravity model. By comparing observed O-D matrix and simulated O-D matrix, gravity model is calibrated. Calibration is also performed by freight trip length distribution. In this research, two steps of traditional &ldquo
four-step analysis&rdquo
, &ldquo
trip generation&rdquo
and &ldquo
trip distribution&rdquo
, are applied to develop nationwide freight demand model between the provinces in Tü
rkiye. The developed model is single-mode, single commodity and nationwide.
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Skoglund, Mattias. "Evaluation of test cycles for freight locomotives." Licentiate thesis, KTH, Elektriska maskiner och effektelektronik, 2011. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-48066.
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Diesel locomotives provide versatility to the railway system as they do not depend on electric feeding. Worldwide they constitute important parts of locomotive fleets used for various tasks such as mainline services, shunting and terminal operations. The main drawbacks are emissions of CO2, NOx and other pollutants. The emissions to air are in general controlled by legislation. The European testing and approval procedure for locomotive engines is performed with the ISO 8178-F test cycle. It is alone meant to resemble all European locomotives. Good correlation was found between mainline operations and the ISO 8178-F test cycle. A good correlation was furthermore found between shunting operations and North American shunting test cycles. However, this thesis has shown that this results in inadequate description of for instance shunting operations. Typical characteristics for shunting are relatively high ratio of transient loading, low mean power output and high amount of idling. Therefore important aspects of diesel locomotive usage are thereby disregarded in certifications. Deficient correlation between test cycle and intended operations may lead to locomotives that are not properly optimised for the type of operation they are intended for. Improperly dimensioned and optimised locomotives cause impaired fuel economy and more emissions emitted. Many Swedish diesel locomotives are to a large extent used in shunting-like conditions in yards and industries for instance. Therefore, it is recommended to supplement the present ISO test cycle with a test cycle that includes the characteristic of shunting. Knowledge about duty cycles for specific operations can be of importance in locomotive acquisition, dimensioning of new locomotives or when estimating emissions and/or fuel consumption. It is essential to make proper dimensioning of propulsion systems as it can imply lower life cycle costs as well as fewer emissions. Appropriate dimensioning of the propulsion system is particularly important for non-conventional propulsion systems. If the application range of a test cycle is narrow, its emulating capability ought to be better at describing and representing the indented application. Today's test cycles state fractional power or torque as a function of engine speed. This may result in misleading duty cycles when the same kind of operation is undertaken with different locomotives that have widespread power ratings. A more powerful locomotive used for the very same load as a less powerful locomotive will result in a different duty cycle. Non-conventional propulsion systems are gaining popularity also in the railway industry where implementation of new technology usually is slow. Dual mode and hybrid systems are two examples. Related to test and duty cycles the build-up of these new propulsion systems change the prerequisites of the propulsion systems. From a duty cycle perspective it is reasonable to implement an additional test cycle for non-conventional propulsion systems if the popularity rises.QC 20111115
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Martino, Davide. "Train-Bridge Interaction on Freight Railway Lines." Thesis, KTH, Bro- och stålbyggnad, 2011. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-99386.
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This study investigates the dynamic response of a railway bridge under train passage. Three load models designed around the Swedish Steel Arrow freight train are tested and compared. A series of Concentrated Forces, a succession of single degree of freedom Sprung-Masses, and a sequence of complex multi-degree of freedom Train Wagons. The increase in accuracy of the representation corresponds to taking into account the inertial properties of the wagons. The track-bed layer is substitute by a sequence of regularly spaced couple of springs and dampers at the sleeper distance. Under the assumption of this work, a portion of the ballast vibrates with the sleeper during train passage. Both bridge and rail are modelled under Bernoulli-Euler beam theory. The dynamic behavior of the bridge is investigated in presence or absence of vertical track irregularities. The main conclusions of the report can be summarized as: • the dynamic amplification attains its maximum value, for every train model, at the critical train speeds of 120 km/h. Proper resonance has also been detected at the speed of 60 km/h in all the simulations; • the Concentrated Forces model provided an upper boundary of the acceleration response of the bridge while the Sprung-Mass systems a lower boundary. The response of the two models is in very good agreement at non resonance speeds. The simulation with Train Wagons loading does not fit completely this trend, it adds two peaks on the diagram; Besides that, the bridge response lies between the two limits; • the presence of track irregularities determines a variation of the bridge dynamics only if combined with Train Wagon load model. The Concentrated Force pattern couldn’t detect the modification of the profile while the Sprung-Masses case provided a diagram of maximum acceleration similar to the one over flat rail simply shifted upwards; • the position of the track irregularities along the bridge influence its dynamics.
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Ewe, Hendrik [Verfasser]. "Combinatorial Exchanges in Freight Logistics / Hendrik Ewe." München : Verlag Dr. Hut, 2012. http://d-nb.info/1025821289/34.
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Beamer-Downie, Darcy. "Freight forwarders' liability during international multimodal transportation." Thesis, McGill University, 1999. http://digitool.Library.McGill.CA:80/R/?func=dbin-jump-full&object_id=33354.
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Over the past 30 years the transportation of goods has developed beyond recognition. The transportation infrastructure is sophisticated and relatively efficient and it is not unusual for goods to be shipped by more than one mode of transportation. Unfortunately, private law has not kept pace with these infrastructure changes. Therefore, a different liability regime applies to every unimodal type of transportation. Though, each unimodal regime is usually based on similar principles they are sufficiently different, from each other, to create a great deal of uncertainty when trying to assess the liability of the participants, in the transportation venture. Such uncertainly is highlighted, for example, when the exact time of the loss or damage cannot be ascertained---which liability regime is applicable?An individual who engages a forwarder will not be particularly concerned with the above and generally assumes that by dealing with a forwarder, the forwarder will be liable for any loss or delay. Unfortunately, this is not always the case and depending on the terms upon which the forwarder contracts i.e. as agent, principal, carrier etc., and the application of any mandatory liability regime the forwarder may limit or escape liability altogether. Thereby leaving the customer without an effective remedy.
In this thesis we have examined the common law evolution of the freight forwarder from their traditional role as agents to their modern sophisticated role, as a "one stop shop," which more closely resembles that of principal. With particular emphasis on how forwarders' have coped with the advent of multimodal transportation and its legal uncertainty.
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Fang, Ka-wing Frocho, and 方嘉榮. "Intermodal freight transportation planning of Hong Kong." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2001. http://hub.hku.hk/bib/B31260500.
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Chang, Yoo Whan. "Forward pricing function of freight futures prices." Thesis, Cardiff University, 1991. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.310184.
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Soper, David. "The aerodynamics of a container freight train." Thesis, University of Birmingham, 2014. http://etheses.bham.ac.uk//id/eprint/5325/.
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This research aims to characterise the aerodynamic flow around a container freight train and investigate how changing container loading configuration affects the magnitude of aerodynamic forces measured on a container. 1/25th scale moving-model freight train experiments were carried out at the University of Birmingham's TRAIN rig facility. Slipstream velocities and static pressure were measured to assess the influence of container loading. Aerodynamic loads were measured using a specifically designed on-board pressure monitoring system. A collation of full scale freight data from previous studies provided a tool for validation. Analysis of freight data found slipstream results could be presented as a series of flow regions. Differences in slipstream development and aerodynamic load coefficients were observed for differing container loading configurations. Velocity magnitudes in the nose region were larger than observed previously. Boundary layer growth stabilises rapidly for loading efficiencies greater than 50%, however, for less than 50% continual boundary layer growth was observed until after 100m when stabilisation occurs. Comparison of model and full scale data indicated Reynolds number independence. Analysis of TSI specifications found results lie close to, but do not break, existing limits. Aerodynamic load coefficients were shown to be characteristic of typical values for a 30° yaw angle.
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Boyle, Marc D. (Marc David) 1966. "Business-to-business marketplaces for freight transportation." Thesis, Massachusetts Institute of Technology, 2000. http://hdl.handle.net/1721.1/9159.
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Thesis (M.Eng.)--Massachusetts Institute of Technology, Engineering Systems Division, 2000.Includes bibliographical references (leaves 52-54).
Business-to-business (B2B) marketplaces bring together buyers and sellers in different industries using the Internet to conduct or facilitate business transactions. Among these new intermediaries or "infomediaries" are several firms that address spot market transactions and long-term contract negotiations for truckload, airfreight, ocean and intermodal shipments. Most of the initial activity in freight transportation has focused on the highly fragmented truckload sector. Currently, none of these firms process enough shipments to constitute critical mass or a self-sustaining business model. Without liquidity, B2B marketplaces that rely solely on an exchange cannot present a viable alternative to existing transportation intermediaries, such as brokers and forwarders, since shippers' orders cannot be frequently matched with carriers' capacity. Channel mix and domain expertise are the critical strategic mobility barriers for B2B marketplaces. Firms must make strategic decisions early about whether to include or exclude existing intermediaries and also how carriers' direct sales forces may be displaced. The service offering must either reinforce or replace the basic functions of intermediaries. Technology leadership in applications critical to shippers (e.g., shipment consolidation, mode selection and combinatorial bidding) is a proxy for domain expertise and will largely determine a company's ability to differentiate its offerings and form a broad versus narrow line. Shippers will receive the greatest benefit from B2B marketplaces and Internet-based transportation management systems present the best opportunity for value creation. This research examines indirect channels for freight transportation and the specific functions performed by existing intermediaries. Trading models are categorized and four case studies of truckload marketplaces are presented. Frameworks are provided for channel structure and strategic groupings.
by Marc D. Boyle.
M.Eng.
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Silver, Jeffrey L. (Jeffrey Lee) 1962. "Optimization tools for the freight brokerage industry." Thesis, Massachusetts Institute of Technology, 2003. http://hdl.handle.net/1721.1/28574.
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Thesis (M. Eng. in Logistics)--Massachusetts Institute of Technology, Engineering Systems Division, 2003.Includes bibliographical references (leaf 46).
The freight brokerage industry in North America was born of the deregulation of the trucking industry in 1982. In the two decades since, the industry has grown from nothing to $50 Billion in revenue. In the beginning, freight brokers used T-card systems to record, track, and bill orders. Technology advances over those two decades have driven many of the operational changes throughout the freight transportation industry as a whole, with shipment data visibility, asset utilization, and supply chain planning leading the way. The use of optimization tools in transportation and supply chain management has proliferated. Network analysis, inventory planning and deployment, fleet routing, and warehouse planning are important examples of areas in which these tools have had a major impact. However, the freight brokerage sub-industry itself has largely ignored the use of these tools. This research proposes pragmatic uses for optimization techniques in the freight brokerage industry. Three tools are proposed, with justifications for need, mathematical formulations, and exemplary situations and savings described. The three tools are: 1) optimal truckload freight tenders to multiple carriers, 2) optimal LTL consolidation, and 3) optimal matching of loads and trucks.
by Jeffrey L. Silver.
M.Eng.in Logistics
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Vieira, Luiz Francisco Modenese. "The value of service in freight transportation." Thesis, Massachusetts Institute of Technology, 1992. http://hdl.handle.net/1721.1/13201.
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Fang, Ka-wing Frocho. "Intermodal freight transportation planning of Hong Kong /." Hong Kong : University of Hong Kong, 2001. http://sunzi.lib.hku.hk:8888/cgi-bin/hkuto%5Ftoc%5Fpdf?B23427231.
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Sun, Yu. "Risk-based framework for freight movement analysis." Thesis, Queensland University of Technology, 2002.
Find full textAbstract:
Decision-making models have, m the recent years, been developed to provide systematic and comprehensive tools to analyse, evaluate and manage freight movement.
Freight transport models developed thus far have not precisely defined risk agents brought by travelling vehicles, which lead to indistinct risk types. Instead, most of the models developed discussed the risks mainly related to direct impacts by traffic accidents. On the other hand, transport efficiency, which is of more and more concern, has not been sufficiently emphasised in the previous models.
This thesis studies the factors in relation to not only safety issues, but efficiency issues. And the risks due to freight movement have been classified into categories in accordance with their distinct natures and typically, affected population groups including human, environment and economic infrastructure. Two new theories, risk
agent and risk response factor, have been introduced to the framework to precisely define and evaluate various risk types. Vehicle travelling on a specific route may encounter various situations combined by road characteristics, traffic flow and weather conditions, etc. In order to assist in analysing freight movement in a systematic manner, freight movement behaviours,
which pose negative impacts to nearby population, are divided into different modes, which have been interpreted as "risk-producing activities" in the Risk-based
Framework for Freight Movement Analysis (RBF-FMA) in order to identify the characteristics of the risk agents.
It is important to differentiate the segments with significant changes in the travel risk producing conditions. This study divides travel route into segments and each segment is assessed separately and differentiates among three segment types: travel segment,
intersection, and roundabout according to their different contributing factors. The framework developed in this study also considers the availability of emergency
response facilities and support system as a major risk-reducing factor. When applied and compared with the risk rating results estimated by the Queensland
Transport Department (QTD) using their risk-rating model, the RBF-FMA gave highly comparable results. In the evaluation, both the QTD and RBF-FMA models were applied to assess the risk associated with the release of hazardous mate1ials at 25 segments identified as having high risk by the QTD. The RBF-FMA was also
successfully applied to compare two routes between two common points and the results were generally consistent with the concentration of human population,
enviromnental population and economic activity and infrastructure along the two routes. The basic data that was needed to conduct the RBF-FMA was easily generated
using site visits and from available data basis.
While the RBF-FMA presents a logical framework that is based on the risk assessment and management methodology, the process of assigning scores (ranks) and
weights to the various factors and sub-factors is basically subjective and reflects the education, values, judgement and understanding of the model by the user. It is recognised that this subjectivity can lead to viability in the results. The contribution of this study is significant in that it translates the basic risk
assessment model used in the public health field into a framework suitable for rating the risk associated with freight movement. In addition, the effort presented a basic modelling approach that can be modified or built on by other researchers in this field. The framework formulated in this study is worthy of further research and development as it can be used as a useful system for making decisions related to moving freight along selected routes. Further work could include development of a
GIS-based computer program which is able to contain huge amount of risk assessment data associated with freight movement and provide a visual operation of the risk
analysis.
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Upadhyay, Amit. "Efficient models for contemporary railway freight operations." Thesis, IIT Delhi, 2016. http://localhost:8080/iit/handle/2074/7018.
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Fulzele, Vijayta. "Performance management system for sustainable freight transportation." Thesis, IITD, 2019. http://eprint.iitd.ac.in:80//handle/2074/8105.
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Cho, Wai-kuen Tania, and 曹慧娟. "Rail freight transport in transition in Hong Kong: perspectives of a transport operator." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 1994. http://hub.hku.hk/bib/B3195053X.
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Chi, King-lok Steven, and 池敬樂. "A study of the policy in air freight service provision for the future Chek Lap Kok Airport." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 1994. http://hub.hku.hk/bib/B31950528.
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Yu, Zhenjian. "Strategic sourcing and bid optimization for ocean freight /." View abstract or full-text, 2004. http://library.ust.hk/cgi/db/thesis.pl?IEEM%202004%20YU.
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Tsang, Ki-keung. "A study of freight transport in Hong Kong." Click to view the E-thesis via HKUTO, 2005. http://sunzi.lib.hku.hk/hkuto/record/B3178303X.
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