Journal articles on the topic 'Freight'
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1
Petraška, Artūras, Kristina Čižiūnienė, Olegas Prentkovskis, and Aldona Jarašūnienė. "Methodology of Selection of Heavy and Oversized Freight Transportation System." Transport and Telecommunication Journal 19, no. 1 (March 1, 2018): 45–58. http://dx.doi.org/10.2478/ttj-2018-0005.
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Abstract Dynamically changing economic conditions influence the growing demand of various freights transportation. Inevitably, the demand for heavy and oversized freight transportation is increasing, which is quite problematic. In many cases, it is very difficult to standardize the technology of heavy and oversized freight transportation. Decisions are necessary, which would allow to deliver heavy or oversized freight to the destination place, allocating fewer funds as possible for infrastructure improvements, choosing the most appropriate mode of transport for such freight transportation or using advantages of multimodal (combined) transport. In this article there will be selected methodology of heavy and oversized freight transportation system, carrying heavy and oversized freight by road transport. There will also be made an approval of this methodology, based on a hypothetical route within Lithuanian territory.
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Baxter, Glenn, Panarat Srisaeng, and Graham Wild. "The Role of Freighter Aircraft in a Full-Service Network Airline Air Freight Services: The Case of Qantas Freight." MAD - Magazine of Aviation Development 6, no. 4 (October 15, 2018): 28–51. http://dx.doi.org/10.14311/mad.2018.04.05.
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<p>The dedicated all-cargo aircraft market is vital to the global economy. Freighter aircraft now carry around 56 per cent of world air cargo traffic. Using an in-depth case study research design, this study examined the Qantas Freight Boeing B747-400 and B767-300 freighter aircraft route network design during the 2017/2018 Northern Winter Flight schedule period, which was in effect from the 29th October 2017 to March 24th, 2018. The qualitative data were examined by document analysis. The study found that Qantas Freight deploy their leased B747-400 freighter aircraft on a route network that originates in Sydney and incorporates key markets in Thailand and China with major markets in the United States. The Boeing B767-300 freighter aircraft operated 5 services per week on a Sydney/Auckland/Christchurch/Sydney routing as a well as a weekly Sydney/Hong Kong/Sydney service. The Boeing B747-400 freighter services could generate 114,755,020 available freight tonne kilometres (AFTKs) over the schedule period. The Boeing B767-300 freighter aircraft could generate 46,974,1440 AFTKs. The Qantas Freight route network and freighter fleet is underpinned by Australia’s liberalized freighter aircraft policy, the “Open Skies” agreement between Australia and China – which permits the onward carriage of cargo traffic across the trans-Pacific – and the liberalized “open skies” agreement with New Zealand.</p>
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Harley, C. Knick. "Ocean Freight Rates and Productivity, 1740–1913: The Primacy of Mechanical Invention Reaffirmed." Journal of Economic History 48, no. 4 (December 1988): 851–76. http://dx.doi.org/10.1017/s0022050700006641.
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This article demonstrates that new industrial technology caused a revolutionary decline in nineteenth-century freight rates. This overturns Douglass North's well-known conclusion that organizational improvements were the dominant source of savings. While North's American freight rate series declines prior to the use of the metal steamship, British rates decline only modestly prior to 1850 and then rapidly as metal steamships come into use. Cotton freights dominate North's index and declined when cotton became more tightly packed for shipment. Metal ships and steam propulsion, however, caused a general decline in freight rates after 1850.
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Vandersteel, William, Yiyuan Zhao, and Thomas S. Lundgren. "Automating Movement of Freight." Transportation Research Record: Journal of the Transportation Research Board 1602, no. 1 (January 1997): 71–76. http://dx.doi.org/10.3141/1602-11.
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A concept is introduced for a new mode of freight transportation in which general cargoes are “pumped” through underground or under-water pipelines. The concept itself is not new, but a recent technical breakthrough has transformed the technology to a point where tube freight could become a cost-effective alternative to surface freight, in particular, to truck and air freight. Although the study of this new mode is at the conceptual level, only the concept is based on an extensive body of knowledge, developed for pneumatic capsule pipelines for moving granular products, a well-proven technology backed by considerable operational experience. Tube freight has the potential to displace many long-haul trucks from U.S. highways. The principal driving forces are economics, safety, energy-conservation, and environmental impact. The system operates automatically under computer control, and deliveries are precisely predictable for meeting just-in-time production requirements. Preliminary studies suggest that tube freight is technically and economically feasible. The technology involved is state-of-the-art and nothing new needs to be invented. The major obstacle to tube freight’s implementation is that the concept is little known, and even less understood, by the transportation community.
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STASIUK, Olha, Larysa CHMYROVA, and Natalia FEDIAI. "IMPACTS OF INCREASING FREIGHT RAILWAY TARIFFS ON STATE ECONOMY." Economy of Ukraine 2021, no. 12 (December 14, 2021): 44–56. http://dx.doi.org/10.15407/economyukr.2021.12.044.
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Based on global experience, the article proves the necessity of improving the analysis of regulatory impact of legislative acts, which is the main instrument of state regulation quality assurance. Recent years display the trend of temporal inland traffic freight railway tariffs increase. The last increase was approved by the corresponding Order of the Ministry of Infrastructure of Ukraine dd. August 11, 2021 qualified as a regulatory act, which is subject to compulsory regulatory impact analysis according to the Methodology approved at the national level. The national methodology does not provide for assessment of impacts on state economy. In view of this, the assessment was completed for the possible impact of regulatory act work on the state economy according to the methodological approach developed by the State Organization “Institute of the Economy and Forecasting of the National Academy of Sciences of Ukraine”, which main point is a more comprehensive and sophisticated quantitative assessment of the direct regulatory impact on the field of economic interest of both citizens, economic entities, state, and the society in general (national economy). The impact assessment of the freight railway tariffs’ increase on national economy followed two perspectives: the possible impact on GDP and the competition within the traffic infrastructure of Ukraine. The contribution of JSC “Ukrzaliznytsia” into GDP of Ukraine is computed based on freight railway tariffs increase. The article proves that the Order of the Ministry of Infrastructure of Ukraine will have the effects on intermodal competition within the transport system of Ukraine through the redistribution of the freight traffic as, on the one hand, certain off-grade freights will be handled by the river and motor transport and, on the other hand, specific 3rd rate class freights will be handled by the rail transport. Such redistribution will have positive effects for the competitive position of rail transport on the inner freight traffic market because the loss of some off-grade freights, which transport is unprofitable, will not have a negative impact on rail facilities.
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Allen, John G., and Gregory L. Newmark. "Separating Poor Playmates: Untangling Commuter Rail from Freight." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 1 (January 2020): 217–27. http://dx.doi.org/10.1177/0361198119900499.
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North American commuter railroads run their trains largely on tracks shared with freights (and in the northeastern US, often shared with intercity passenger trains). This sharing makes commuter rail relatively affordable to implement. However, as freight traffic grows, so does the potential for delays. If freight and commuter operations affect each other’s performance, it may be necessary to consider separation measures, not adding to the existing shared-track capacity. Temporal separation can work on low-volume operations. Busier lines may require physical separation, which can be implemented in several forms for trunk lines (grade separation at junctions, freight bypass, partial trunk line separation, and full trunk line separation), as well as physical separation in downtown areas. This article identifies these separation options, describes their attributes, presents representative examples, and outlines criteria for evaluation.
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BRZHEZOVSKIY, A. M. "On the rationing the parameters of asymmetric loading of all-purpose freight cars." Vestnik of the Railway Research Institute 78, no. 2 (June 5, 2019): 82–89. http://dx.doi.org/10.21780/2223-9731-2019-78-2-82-89.
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Due to the presence in the operating fleet of freight cars with a base of over 10 m, as well as the practical impossibility of symmetrically placing loads with a weight corresponding to the nominal carrying capacity on open rolling stock, adjustments to the existing asymmetrical loading standards are necessary. To this end, it is proposed to apply a comprehensive methodology for determining the allowable parameters of asymmetrical placement of freights, based on a combination of strength criteria of the bearing elements of cars, ensuring the normative level of dynamic qualities and stability of the loaded car. The article provides an example of determining the permissible parameters of the joint lateral and longitudinal displacement of the total center of gravity of the car (ЦТгр°), loaded to the nominal capacity. According to the results of the studies to determine the allowable values of longitudinal and lateral displacement ЦТгр° with unbalanced placement within the loading platform of the car, including the presence of a joint displacement, it was found that to improve the efficiency of using freight cars with an increased base, it is advisable to update the current offset standards of ЦТгр°. It is recommended to take the values of longitudinal displacement ЦТгр° for cars with a body base of 14.6 and 19.0 m respectively 1.46 and 2.11 m for freight with a total weight of 50 tons; 1.10 and 1.43 m for freight with a total weight of 60 tons; 0.22 and 0.28 m – for freight with a total weight of 67 tons. When placing freights with a total weight of over 67 tons with a height of center of gravity of 2.0–2.2 m on 4-axle freight cars with an axle load of 230.5 kN without limiting the permissible driving speeds, it is recommended to use a graphical method for determining the joint (longitudinal and transverse) displacement ЦТгр°. With an increase in the joint displacement parameters ЦТгр°, it will be necessary to limit the speed of the car in the curved sections of the track and to the lateral direction on the turnouts.
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Vakulenko, S. P., D. Yu Romenskiy, M. I. Mekhedov, A. A. Gavrilenkov, A. M. Nasybullin, and V. V. Solov'ev. "Economic parameters of transportation by “Cold Express” trains on the example of the route Vladivostok—Moscow—St. Petersburg." VNIIZHT Scientific Journal 79, no. 6 (February 27, 2021): 319–26. http://dx.doi.org/10.21780/2223-9731-2020-79-6-319-326.
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Currently, a project for organizing the transportation of perishable freights by “Cold Express” trains is under development, which is a new transport product aimed at delivering food, agricultural raw materials and other highly profitable goods to cities where regular container trains are impractical. The article discusses the economic efficiency of the investment project for organizing the transportation of freights in regular refrigerated container trains on the example of the Vladivostok—Moscow—St. Petersburg route, taking into account the arrangement of at least 18 container sites capable of handling transit container trains. Transportation according to the “Cold Express” concept involves the delivery of freights on the Vladivostok— Moscow—St. Petersburg route to associated large cities by container train loaded with refrigerated and insulated containers, according to a developed schedule with a known arrival and departure time. Capacity of the freight transportation market on the pilot route of the “Cold Express” is 2.0 million tons with the development of transportation in both directions when reaching the design capacity. Freight traffic will be formed by 23 stops on the route, 2 port hubs, 2 border land crossings with a traffic size of 7 pairs of trains per week. As part of the project, an assessment was made of the need for the local reconstruction of passing stations and equipping them with new ones or refurbishing existing container terminals. At the same time, the commissioning of these terminals is supposed to be gradual within 7 years of the project, which also allows gradually increasing the freight base and improving the quality of transportation. The article presents the results of calculations of the commercial efficiency of the project for the Russian Railways as the owner of the infrastructure, carrier and operator of these container terminals, which show its high prospects. Even with an incomplete train load predicted due to uneven density of freight traffic, the net discounted payback period is 10 years.
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Wang, Shuai, and Shaochuan Fu. "Path Design and Planning and Investment and Construction Mode of Multimodal Transport Network Based on Big Data Analysis." Discrete Dynamics in Nature and Society 2022 (February 16, 2022): 1–10. http://dx.doi.org/10.1155/2022/9185372.
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Currently, long-distance freight transport is shifting towards multimodal transport, the combination of multiple freight transport modes. Multimodal transport enables enterprises with the same logistics function to operate on the same level of the supply chain. Through horizontal cooperation, these enterprises can give play to their advantages, make up their deficiencies, improve service levels, reduce cost input, and thereby enhance market status. Therefore, multimodal transport is an intensive development model that promotes the alliance between giants. The reasonable path design and planning (PDP) and investment and construction mode (ICM) of the multimodal transport network help freight demanders, as well as multimodal freight transport platforms, obtain the maximum profit. Therefore, this paper explores the PDP and ICM of the multimodal transport network based on big data analysis. Firstly, the influencing factors and behavioral features of multimodal transport were deeply examined, drawing on the logit model and the big data on multiple freight services, namely, railway transport, highway transport, waterway transport, and airway transport. After classifying the freights, the authors analyzed the modeling and decision-making of path design and optimization (PDO) for multimodal transport network. The proposed model was proved effective through experiments. This paper theoretically explores the goals, principles, and needs of path selection in the modern transportation industry. In a realistic sense, the research findings help decision-makers optimize their decisions on the multimodal transport network and operate the network at the minimum transport cost.
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Lee, Kangmi, and Taewon Park. "Feasibility Test and Analysis for Heavy Haul Freight Using WDPS Based on MIMO-OFDM." Applied Sciences 10, no. 12 (June 12, 2020): 4074. http://dx.doi.org/10.3390/app10124074.
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The technical feasibility of a heavy haul freight using WDPS (Wireless Distributed Power System) was verified for the first time in Korea. That consisted of a master locomotive, 50 freights and a slave locomotive. The master and slave locomotives were equipped with WDPS to distribute traction and braking control command data. MIMO-OFDM, which is strong in multi-path, was applied to the WDPS, and a repeater was installed on the 25th freight to secure coverage even with signal attenuation according to the terrain (curve, gradient) of the driving section. The test was carried out at an average speed of 100 km/h in the approximately 21 km from Jillye station to Busansinhang station in Korea. As a result of the test, it was confirmed that the traction function, braking function, pantograph control function, MCB function, and safety circuit function of the heavy haul freight using WDPS were perfectly controlled. Additionally, the air braking time was reduced by about 50% compared to the centralized control as the braking was controlled by two locomotives at the same time. For the first time, the operational feasibility of heavy haul freight using WDPS based on MIMO-OFDM in the 2.4 GHz/5 GHz band with a relatively short propagation distance was verified.
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Macheret, D. A. "Evaluation of long-term prospects of the structure of freight rail transportation." VNIIZHT Scientific Journal 80, no. 4 (September 1, 2021): 233–39. http://dx.doi.org/10.21780/2223-9731-2021-80-4-233-239.
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The most important business of the domestic railway industry is freight transportation, which decisively affects the financial and economic stability and efficiency of the Russian railways. Successful activities in the field of rail freight transport are determined by both the volume and the structure of these transportations. In the long term perspective, there is a risk of a reduction in the freight base of railways due to the global paradigm of decarbonization of the economy, as well as the implementation of a “circular economy”, which assumes a continuous cycle of material processing with close to 100% utilization of products that have completed their life cycle and the use of appropriate materials for the production of new products. Reducing the consumption of coal, oil and petroleum products in the course of decarbonization will lead to a corresponding reduction in the volume of their transportation by rail, and the implementation of the “closed cycle economy” — to a reduction in the transportation of non‑hydrocarbon raw materials, which also occupies a significant share in rail transportation. Taking into account the noted trends, the article provides an expert categorization of goods transported by rail by the level of long‑term prospects. All freights are divided into four categories: non‑promising, low‑promising, promising and highly promising. Based on the proposed categorization with the use of retrospective data on rock loading of freights on railway transport, a significant change in the structure of loading was revealed in terms of its long‑term prospects. For a generalized evaluation of the level of long‑term prospects of the loading structure, a new indicator is proposed — an indicator of long‑term prospects of loading. Its retrospective analysis was carried out. The results of the analysis are given a qualitative evaluation based on the developed scale of zonal values of this indicator. The necessity of solving the problem of timely replacement of freights, the traffic volumes of which will decrease in the future due to structural changes, with freights with a higher level of long‑term prospects, has been substantiated. The target structure of freight loading on the railway network is proposed and the time horizon on which it is desirable to achieve it is substantiated. The directions for the development of research on this topic have been determined.
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Boldizsár, Adrienn. "Environmental Impact of Freight Transport – Freight Footprint as a New Freight Transport Indicator." Periodica Polytechnica Transportation Engineering 52, no. 1 (December 11, 2023): 18–23. http://dx.doi.org/10.3311/pptr.23215.
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One of the most pressing questions today is how to prevent or slow down climate change. As a service sector, transport significantly contributes to this and increases greenhouse gas emissions. Furthermore, creating long-term sustainable social, economic and environmental processes by eliminating current systemic failures can also be a significant challenge for individual nations. One thing is sure: the status quo is not sustainable. Taking all these aspects into account, this paper seeks to answer the question of the extent to which the performance of freight transport in each EU Member State contributes to the change in the ecological footprint and how national characteristics influence this. The research introduces a newly established indicator, the freight transport footprint, which is based on a family of footprint formulas and specifically seeks to answer the extent to which freight transport burdens our environment.
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Lin, Boliang, Xingkui Li, Zexi Zhang, and Yinan Zhao. "Optimizing Transport Scheme of High Value-Added Shipments in Regions without Express Train Services." Sustainability 11, no. 21 (November 2, 2019): 6108. http://dx.doi.org/10.3390/su11216108.
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In railway transportation, high value-added shipments in regions with large traffic volumes are generally delivered by express train services, since these freights need to be delivered in a short time. However, there are also high value-added shipments in areas where express train services are not available. If these freights are delivered by the traditional approaches (i.e., the freight cars are delivered to the adjacent classification yard by local trains, combined with other freight cars to form a train, and finally sent to the destination according to the transportation plan) with multiple reclassifications (a reclassification is when wagons are separated from their original train and then join another train in a classification yard), it will lead to delivery delays and economic losses to shippers and contribute to severe carbon emissions. In this context, this paper proposes an innovative method to deliver high value-added shipments in regions without express train services, which is called the method of reserving axle loads. The differences in assembling and transfer costs achieved by the method of reserving axle loads and traditional method are analyzed, especially the car-hours saved for the accumulation process of freight cars in a classification yard. Then, a corresponding mathematical model is established, which involves four scenarios: reserving axle loads for departing; reserving axle loads for arriving; reserving axle loads for both departing and arriving; and not reserving axle loads. Finally, the practicability and feasibility of the model was verified by two numerical experiments.
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Akbardin, Juang, Danang Parikesit, Bambang Riyanto, and Agus Taufik Mulyono. "The Influence of Freight Generation Production Characteristics of the Internal – Regional Zone Commodities on Sustainable Freight Transportation Highway Network System." MATEC Web of Conferences 159 (2018): 01014. http://dx.doi.org/10.1051/matecconf/201815901014.
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The increasing of commodity freights production in the internal – regional zone is a national development strategy to create interzone consolidation to accelerate the productivity of an internal – regional zone staple commodity. Sustainable freight transportation development requires a strategic direction based on the commodity freights production dominant characteristics in an internal-regional zone. This research has been done to estimate the distribution model and route assignment model of staple alternative commodity. Estimated generation production of commodity freights movement in production zones is influenced by zone demographic variables, infrastructure, and means of transportation. Gravity method is used to estimate the distribution model and route assignment model by calibrating it with Newton-Raphson method. The application and development of the gravity method in the modelling analysis will determine the estimation effect of sustainable freights transportation needed. The computational simulation result is an approach of mathematical model illustration for complex and systematic estimation. Therefore, the modelling results can provide the direction of sustainable highway construction on the highway network system, will determine the effectiveness and efficiency of traffic movement, and distribute the movement
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Broaddus, Andrea, Michael Browne, and Julian Allen. "Sustainable Freight." Transportation Research Record: Journal of the Transportation Research Board 2478, no. 1 (January 2015): 1–11. http://dx.doi.org/10.3141/2478-01.
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Ballis, Athanasios. "Freight Villages." Transportation Research Record: Journal of the Transportation Research Board 1966, no. 1 (January 2006): 27–33. http://dx.doi.org/10.1177/0361198106196600104.
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Hudson, Keith. "Freight Transport." Economic Affairs 14, no. 4 (June 1994): 53–54. http://dx.doi.org/10.1111/j.1468-0270.1994.tb00218.x.
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Berman, David. "Epic Freight." Baffler 7 (June 1995): 89–90. http://dx.doi.org/10.1162/bflr.1995.7.89.
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Browne, Michael. "Moving Freight." Transport Reviews 34, no. 3 (April 30, 2014): 273–75. http://dx.doi.org/10.1080/01441647.2014.916511.
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Wadlow, Tom. "Freight Expectations." Electric and Hybrid Rail Technology 2022, no. 1 (March 2022): 14–18. http://dx.doi.org/10.12968/s2754-7760(23)70034-0.
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Rail freight in the US is already acknowledged as a more sustainable alternative to shipping goods via truck, but the sector is determined to go further, with battery and hydrogen fuel cell technologies touted as potential routes to decarbonization
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Yang, Haoxiong, Lijun Sun, Shulin Lan, and Chen Yang. "Freight group behavior under freight traffic restriction policy." Industrial Management & Data Systems 117, no. 10 (December 4, 2017): 2287–304. http://dx.doi.org/10.1108/imds-10-2016-0448.
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Purpose Many cities implement freight traffic restriction policy (FTRP) intending to reduce traffic congestion and air pollution. At the same time, city distribution had some negative effects. The purpose of this paper is therefore to study the freight group behavior under FTRP, and to provide some recommendations for the government. Design/methodology/approach This paper establishes a city distribution system model built by a simulation method of Agent, which includes the complex adaptability of freight individual, event of restriction policy, the influence factor of freight group behavior and its changes from the perspective of restriction policy. The rules of microscopic freight group behavior to macroscopic freight group behavior, the effects on freight group behavior exerted by restriction policy and the dynamic mechanism of freight group behavior are all studied. The model is also simulated with the traffic data of Beijing in China. Findings Theoretical results ensure that restriction of the passport is not the sole reason that may produce illegal trucks, and other measures need to be taken to solve the traffic problems. And in the long run, increasing fines has a greater effect than strengthening supervision frequency on illegal trucks reduction. Originality/value From city distribution perspective, this paper studied freight group behavior under FTRP. This paper also applied the Agent modeling method to build a model of urban distribution system in the FTRP.
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Holguín-Veras, José, Iván Sánchez-Díaz, and Michael Browne. "Sustainable Urban Freight Systems and Freight Demand Management." Transportation Research Procedia 12 (2016): 40–52. http://dx.doi.org/10.1016/j.trpro.2016.02.024.
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Huang, Yin, Runda Liu, Shumin Huang, Gege Yang, Xiaofan Zhang, Yin Qin, Lisha Mao, Sishi Sheng, and Biao Huang. "Imbalance and breakout in the post-epidemic era: Research into the spatial patterns of freight demand network in six provinces of central China." PLOS ONE 16, no. 4 (April 22, 2021): e0250375. http://dx.doi.org/10.1371/journal.pone.0250375.
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This study aims to explore the freight demand network spatial patterns in six provinces of central China from the perspective of the spread of the epidemic and the freight imbalance and breakout. To achieve this purpose, the big data of “cart search” demand information provided by small and medium freight enterprises on the freight information platform are analyzed. 343,690 pieces of freight demand big data on the freight information platform and Python, ArcGIS, UCINET, and Gephi software are used. The results show that: (1) The choke-point of unbalanced freight demand network is Wuhan, and the secondary choke-points are Hefei and Zhengzhou. (2) In southern China, a chain reaction circle of freight imbalance is formed with Wuhan, Hefei, and Nanchang as the centers. In northern China, a chain reaction circle of freight imbalance is formed with Zhengzhou and Taiyuan as the centers. (3) The freight demand of the six provinces in central China exhibits typical characteristics of long tail distribution with large span and unbalanced distribution. (4) The import and export of freight in different cities vary greatly, and the distribution is unbalanced. This study indicates the imbalance difference, chain reaction, keys and hidden troubles posed by the freight demand network. From the perspectives of freight transfer breakout, freight balance breakout, freight strength breakout, and breakout of freight periphery cities, we propose solutions to breakouts in the freight market in six provinces of central China in the post-epidemic era.
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Li, Taiwei, and Xu Wu. "Dynamic pricing analysis of railway freight transport under different carbon emission penalties." E3S Web of Conferences 512 (2024): 04002. http://dx.doi.org/10.1051/e3sconf/202451204002.
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in order to better promote the transportation industry to reduce carbon emissions and improve the competitiveness of railway freight in the whole freight market, to achieve the “double carbon” strategy and promote the “transit rail”. In this paper, considering the dynamic pricing of freight volume and freight price, a two-layer programming model is established under the minimum social total cost of railway and road. The upper level considers the income of railway freight, and the lower level considers the total social cost of freight transportation, so as to realize the increase of railway freight revenue and the decrease of the general total expenditure paid by freight owners. Considering the transportation of bulk commodity freight from shandong to sichuan, it is concluded that the railway freight market has a good development prospect under the consideration of the total social expenditure such as carbon emission. Under the carbon emission charge, the appropriate increase of railway freight rate will not lead to the reduction of railway freight volume. As rail freight becomes more competitive under increasingly stringent carbon emissions penalties, the volume of rail freight will continue to rise even after appropriate increases in rail freight fees. At this point, rail freight companies can transport more goods and gain higher returns, slightly increasing the overall cost borne by shippers in a broad sense, and helping to reduce carbon emissions in the process of freight transport.
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Okyere, Stephen, Jiaqi Yang, and Charles Anum Adams. "Optimizing the Sustainable Multimodal Freight Transport and Logistics System Based on the Genetic Algorithm." Sustainability 14, no. 18 (September 15, 2022): 11577. http://dx.doi.org/10.3390/su141811577.
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Contrasted with the unimodal road mode, multimodal transport is potentially more feasible as it saves cost and lower environmental effect. This paper investigates freight transport and logistics framework to advance sustainable multimodal freight delivery involving road, rail, and waterway in an inland transportation. We consider a genetic algorithm model comprising time, distance, and CO2 emissions. The optimal design system is modeled by adapting Genetic Algorithm (GA) and Matlab (R2016a) software to improve the existing transport split modes with high shipment cost. An optimal model is formulated to integrate the existing modes to mitigate the prevailing economic, social, and environmental issues. A case investigation of 10 regional capitals in Ghana where freights are transported to and from the main national port was useful to formulate and model an optimized sustainable multimodal freight transport and logistics system (SMFTLS). The Matlab software was used to solve containerized cargo shipment in the optimal system and compare it with the previous system. It was realized that the total cost savings achieved from the optimized system was USD 97.03 million (i.e., 4.5%) lower than the same cargo quantity shipped with the existing system. This SMFTLS model will assist governments, policy makers and investors in deciding the appropriate transport schemes that would manage their overall effects. The study recommends the development of rail and waterway infrastructures to help build the resilient sustainable system (SMFTLS) to manage the rising freight transport demands and related economic, social, and environmental issues.
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Prokhorchenko, A., M. Kravchenko, and D. Gurin. "STUDY OF THE INFLUENCE OF FREIGHT TRANSPORT TECHNOLOGY ON TRAFFIC SCHEDULE ON MACRO INDICATORS OF THE RAILWAY SYSTEM OF UKRAINE." Collection of scientific works of the State University of Infrastructure and Technologies series "Transport Systems and Technologies", no. 36 (December 30, 2020): 184–98. http://dx.doi.org/10.32703/2617-9040-2020-36-19.
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The article examines the influence of freight transportation technology on special conditions according to the schedule of route trains on the quantitative and qualitative indicators of the operational work of the railway system of Ukraine. The calculations of the components of the freight car turnover are carried out. It was found that the strategy of routing, transportation by RRMP and coordination of loading and unloading terms significantly reduced the downtime of the car under freight operations. The analysis of indicators shows that the implemented technology of cargo transportation according to the RRMP allowed in 2019 to achieve a reduction within the busy flight of the number of technical stations from five stations in 2018 to 4.7 in 2019. The comparative analysis of technical and district speed is carried out and the speed coefficient is calculated. According to the analysis of the change in the speed factor, it can be stated that the ratio of precinct to technical speed remained unchanged in 2019 compared to 2018, which may indicate the lack of impact of transportation technology on dispatching, which was essentially unchanged for two years. Simulation according to the analytical approach of change of turnover of a freight car at increase in a share of transportations of freights under contracts on special conditions is executed. Calculations prove that with the increase of the share of cars of the working fleet, organized in the transportation of goods by RRMP in the element of car turnover - simple car at technical stations, can significantly reduce the overall turnover of the car. The influence of the technology of transportation according to the schedule on the reduction of the most significant element in the turnover of the car - the downtime of the car under freight operations.
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Baublys, Adolfas. "ASSESSMENT OF STATISTICAL PROBABILITY OF THE TECHNOLOGICAL TRANSPORTATION PROCESS." TRANSPORT 17, no. 4 (August 31, 2002): 127–36. http://dx.doi.org/10.3846/16483840.2002.10414029.
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In the course of freight transportation its technological process is influenced by lots of random factors. The classification of random factors in the whole hierarchical structure of the technological transportation process is presented together with the assessment of the dependence of separate random factors. Statistical information on freight and transport flows is renewed and replenished in the course of time. With the growth of information amount the cost of its storage increases as well. Therefore the relevant algorithms for obtaining required statistical assessment with the least statistical information are presented in the article. It is deduced that in the modelling of transport networks and freights as well as the flows of transport means in them, it is analytically proper to describe random factors by the non-parametric assessment.
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Gao, Yuee, Xin Zou, Rujia Chen, Yanli Ma, Chengjiang Li, and Yaping Zhang. "Freight Mode Coordination in China: From the Perspective of Regional Differences." Sustainability 12, no. 7 (April 8, 2020): 2996. http://dx.doi.org/10.3390/su12072996.
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Studying the coordination of varied freight modes from the perspective of geographic regions is conducive to understanding the regional differences, and this can provide effective countermeasures and suggestions for the sustainable and coordinated development of freight transport. To reflect on the effects of regional differences in the coordination of freight modes, we divided China into four regions: The East, Central, West, and Northeast. We examined freight mode coordination in terms of region and analysed the coordination of freight modes from three aspects: one within a single freight mode system, between varied freight modes, and among freight modes and the economy in different regions. We selected 19 freight indexes based on China’s freight data from 2008 to 2017, and determined the relationship between the freight index and economic index gross domestic product (GDP) growth rate by means of stability, co-integration, and the Granger causality test. The coordination models within a single freight mode and among varied freight modes were established, and we conducted spatial autocorrelation between the freight mode and the economy. The results demonstrated that in the four regions of China, the single-freight mode had coordination of over 0.80; the coordination between waterway and aviation freight transport was over 0.83; and the coordination of varied freight modes in the Eastern region exceeded 0.78, with good overall coordination. Among the four regions, the spatial correlation between the Eastern and Western regions was not significant, while the correlation between the Central and Northeast regions was significant. The model and analysis methods established in this study were feasible and effective. In view of the universality of the model, it can be easily applied and generalized in or out of China.
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Jeong, Kyungsoo, Venu Garikapati, Yi Hou, Alicia Birky, and Kevin Walkowicz. "Comprehensive Approach to Measure the Mobility Energy Productivity of Freight Transport." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 7 (June 2, 2020): 29–43. http://dx.doi.org/10.1177/0361198120920879.
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Freight travel accounts for a major share of the energy consumed in the transportation sector in any country, and the United States is no exception. Understanding and modeling freight movement are critical, particularly in the context of capturing the impact of emerging technologies on freight travel and its externalities. The domain of freight modeling and forecasting has been gaining pace in recent years, but advancement in comprehensive freight performance metrics is still lagging. Conventional freight performance metrics such as truck-miles, ton-miles, or value-miles are unidimensional and aggregate in nature, making them unsuitable to accurately capture the impact of emerging transportation trends on the performance or productivity of freight systems. Addressing the research need, this paper presents the “Freight Mobility Energy Productivity” metric to quantify freight productivity of current as well as future freight systems, accounting for various costs associated with freight transport. The proposed metric was implemented using data from the Freight Analysis Framework along with other published sources, and shows intuitive results in quantifying freight productivity. Further, a scenario analysis exercise was conducted to test the capability of the metric in tracking improvements in system-level freight productivity as a result of vehicle electrification. The relative differences in Freight Mobility Energy Productivity scores help identify which zones benefit from the vehicle powertrain technology improvement. The results of the scenario analysis reinforce confidence that the proposed metric can be used as a decision support tool in assessing the productivity of existing as well as future freight trends and technologies.
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Ye, Yutao, Junhua Guo, and Lixin Yan. "A Metro Freight Plan for Mixed Passenger and Freight Transportation." Journal of Advanced Transportation 2022 (March 18, 2022): 1–13. http://dx.doi.org/10.1155/2022/6602387.
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This study proposes a metro freight plan for mixed passenger and freight transportation. First, this study explores the problem of single-line metro train service under mixed passenger and freight transportation. Then, comprehensively considering the constraints of metro train freight capacity, loading and unloading time, and train schedules, a metro freight service model was established, and an efficient and accurate train schedule and freight distribution plan were developed to minimize metro freight costs. Finally, through actual case studies, an improved variable neighborhood search algorithm (VNS) was used to verify the effectiveness of the model, and the sensitivity of different train capacities, train headway, and cargo operation cost to the cost of metro freight was also discussed. The cost of cargo operation is the main factor that affects the cost of metro freight. The metro freight plan proposed in this study can provide decision support for the setting of train schedules and freight distribution plans.
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Zou, Gaolu, and K. W. Chau. "Long- and Short-Run Effects of Fuel Prices on Freight Transportation Volumes in Shanghai." Sustainability 11, no. 18 (September 13, 2019): 5017. http://dx.doi.org/10.3390/su11185017.
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Freight transportation modes consume enormous amounts of energy. This paper estimates the long- and short-run effects of fuel prices on freight volumes in various modes of transportation in Shanghai. Data included monthly changes during the period 2009–2016. Air cargo series were suggested to include one or two unit roots, and hence were removed from the cointegration analysis. Both the Phillips–Ouliaris and Johansen tests did not detect long-run relationships between real fuel prices, water cargo, road, and rail freight. Conventional first-differenced VAR (vector autoregressive) models were estimated. Overall, whether in the short- or long-run, real fuel prices did not influence freight transportation volumes. However, we found a Granger causality running from rail to road freight, as in the short-run (one month), a 1% change in rail freight would lead to a reduction of 0.07% in road freight. Therefore, simply by increasing fuel prices, the government could seldom encourage the shift from energy-inefficient modes of freight transportation to energy-efficient ones to achieve a sustainable freight transport. The allocation of more time and routes for rail freight traffic and the reduction in rail freight taxes may increase the rail freight volume and hence decrease the overall energy use. Our findings, to some degree, contribute to freight transportation economics. Future research may examine the impact of gasoline prices or diesel prices on freight traffic volumes.
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Pienaar, Wessel. "Opportunities for the achievement of economies of scale in freight transport." Corporate Ownership and Control 11, no. 1 (2013): 161–74. http://dx.doi.org/10.22495/cocv11i1c1art4.
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In the interest of both the national economy and the commercial freight industry, government freight transport policy formulators and freight transport industry decision makers should take cognisance of (a) the opportunities that exist for the achievement of economies in freight transport; (b) the subgroups of economies that can enhance efficiency attainment in the freight transport industry; (c) prevailing cost levels and structures within the five modes of freight transport; and (d) the salient economic features of the freight transport market. This paper presents an overview of these four aspects. The research approach and methodology combine (a) a literature survey; (b) an analysis of the cost structures of freight transport modes; and (c) interviews conducted with specialists in the freight transport industry.
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Supardi, Edi, and Noneng Nurjanah. "Analisis Preferensi Konsumen Terhadap Freight Forwarding Freight Forwarding Liability Insurance." Competitive 14, no. 2 (January 19, 2020): 45. http://dx.doi.org/10.36618/competitive.v14i2.618.
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Penelitian ini bertujuan untuk mengetahui preferensi konsumen terhadap produk Freight Forwarding Liability Insurance. Freight Forwarding Liability Insurance merupakan asuransi yang wajib dimiliki oleh setiap perusahaan freight forwarding terkait rights, duties and resposnsibilities yang dipersyaratkan oleh Conventions, Undang-undang dan peraturan yang berlaku yang bertujuan untuk menghindari kebangkrutan dan meminimalisir kerugian perusahaan freight forwarding dari tuntutan fihak ke tiga atas kelalaian yang timbul dari aktivitas jasa yang dilakukan oleh perusahaan freight forwarding.
Penelitian bertujuan untuk mengetahui tingkat kepentingan berdasarkan gambaran atau persepsi perusahaan freight forwarding anggota Asosiasi Logistik dan Freight Forwarding Indonesia (ALFI) terhadap Freight Forwarding Liability Insurance dengan menggunakan analisis conjoin. Penelitian ini ditargetkan untuk populasi anggota ALFI sebagai user atau konsumen atau pengguna jasa Freight Forwarding Liability Insurance dengan total data terkumpul sebanyak 54 responden. Hasil penelitian menunjukan faktor Price, Process dan Product merupakan tiga sub variabel penting bagi perusahaan logistic anggota ALFI dalam menentukan keputusan atas pembelian Freight Forwarding Liability Insurance, serta empat indikator penting yang harus diperhatikan dalam perancangan jaminan Produk Freight Forwarding Liability Insurance bagi perusahaan logistic anggota ALFI yaitu meningkatnya Harga jual Jasa perusahaan Freight Forwarding , Harga yang kompetitif, Pembayaran Klaim yang cepat dan mudah serta produk yang dapat dipercaya.
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Shackman, Joshua, Quinton Dai, Baxter Schumacher-Dowell, and Joshua Tobin. "The interrelationship between ocean, rail, truck and air freight rates." Maritime Business Review 6, no. 3 (June 29, 2021): 256–67. http://dx.doi.org/10.1108/mabr-08-2020-0047.
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PurposeThe purpose of this paper is to examine the long-term cointegrating relationship between ocean, rail, truck and air cargo freight rates, as well as the short-term dynamics between these four series. The authors also test the predictive ability of these freight rates on major economic indicators.Design/methodology/approachThe authors employ a vector error-correction model using 16 years of monthly time series data on freight rate data in the ocean, truck, rail and air cargo sectors to examine the interrelationship between these series as well as their interrelationship with major economic indicators.FindingsThe authors find that truck freight rates and as well as dry bulk freight rates have the strongest predictive power over other transportation freight rates as well as for the four major economic indicators used in this study. The authors find that dry bulk freight rates lead other freight rates in the short-run but lag other freight rates in the long run.Originality/valueWhile ocean freight rate time series have been examined in a large number of studies, little research has been done on the interrelationship between ocean freight rates and the freight rates of other modes of transportation. Through the use of data on five different freight rate series, the authors are able to assess which rates lead and which rates lag each other and thus assist future researchers and practitioners forecast freight rates. The authors are also one of the few studies to assess the predictive power of non-ocean freight rates on major economic indicators.
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Hou, Yi Meng, and Qi Zhang. "Research on Information Processing with Release Method of Railway Freight Loading Information Based on Dynamic Planning Model." Advanced Materials Research 977 (June 2014): 480–83. http://dx.doi.org/10.4028/www.scientific.net/amr.977.480.
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Freight loading information can not only limit the cargo volume from customers but also guide them to arrange their freight reasonably. This paper analyzed the factors influencing release of railway freight loading information, and established a freight loading information release model based on dynamic planning by setting the most important two indexes -- quantity of freight cars and equilibrium degree of freight cars as objective functions. The model was proved to be effective in balancing daily freight workload on the premise of satisfying customers’ requirements on cargo loadings. Thereby, the author thinks that reasonable release of freight loading information is effective and efficient in making more profits with limited resources.
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Markova, O. M., M. B. Sobolevska, H. M. Kovtun, V. V. Maliy, and D. V. Horobets. "Proposals on a prospective home design for a swap-body freight car." Technical mechanics 2023, no. 1 (April 11, 2023): 90–104. http://dx.doi.org/10.15407/itm2023.01.090.
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The importance of this work for Ukraine stems from the need for efficient freight transportation technologies, freight car fleet renewal, introducing swap-body freight cars, and increasing their operating safety. Swap-body cars are an innovation in freight services. Traditionally, versatile and specialized freight cars consist of an undercarriage part (running gear, automatic couples, and automatic braking devices), which, as a rule, is versatile, and a body part (an underframe and a body). The cost of the former and the latter is 80 and 20 per cent, respectively, of the total car cost. The idea of a swap-body car is to separate the underframe from the car body and include the former into the undercarriage part, thus leaving only the car body in the body part. Thus, the undercarriage part of a car of this type is a flat car for swap bodies, which consists of an underframe, running gear, automatic couples, automatic braking devices, and body fasteners. A new type of freight rail vehicles for unimodal railway transportation is the swap-body car, whose bodies can be replaced according to seasonal freights. For the Ukrainian railways, it is expedient to develop a swap-body car design of their own. This calls for scientific and technical support at the design and the operational development stage. The aim of this work is to determine the maximum loads on the load-bearing structural elements of swap-body cars in normal operation and to work out recommendations on a prospective home design of a swap-body freight car. This paper presents a mathematical model of 3D vibrations of a swap-body freight car in its normal motion along a track of arbitrary alignment, which accounts for the technical condition of the car undercarriage and the track. This model underlies the scientific and technical novelty of the paper. The analytical model of a swap-body car moving along a track is a mechanical system of rigid bodies. For each wheel, the track is simulated as an equivalent mass, which can move only in a vertical and a lateral horizontal direction and bears in these directions on springs and viscous dampers, which model the elastoviscous properties of the rails and the underrail base. The nonlinear differential equations of the system’s dynamics are solved by the Adams?Bashforth method. The paper presents a numerical estimate of the dynamics of motion of cars with swap bodies of different length and mass. For all the car motion variants considered, the maximum forces in the fitting supports whereby the body is supported on the undercarriage do not exceed their permissible values. The calculated values of the flat car’s dynamic parameters show that in terms of safety a car speed higher than 80 km/h is not safe for all the body-on-undercarriage layouts considered. Practically important recommendations on a prospective home design of a swap-body freight car are presented. The innovative technology of freight transportation with the use of swap-body cars will allow one to avoid car demurrage caused by seasonal variations in freight shipment and speed up the replacement of damaged bodies. Besides, the service life of a body may differ from that of an undercarriage, which allows one to reduce acquisition, operation, and maintenance costs.
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Gu, Yong, Wen Zhang, Yuxia Su, Xin Tang, and T. Warren Liao. "Two-Stage Game-Based Pricing Strategy for the Duopoly Online Freight Platform." Mathematical Problems in Engineering 2023 (April 19, 2023): 1–18. http://dx.doi.org/10.1155/2023/1049758.
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The online freight platform, also called freight resource sharing platform or freight O2O platform, developed rapidly lately, has gradually become the leaders in China’s road freight market in recent years, especially in the intracity freight market. The platform’s revenue mainly comes from the registration fee and commission, of which the commission is extracted from the freight rate. Therefore, how to determine the registration fee and freight rate becomes a key issue for the platform. Our research focuses on analyzing the pricing strategy by considering the charging mode, game model, and affecting factors. Based on the two-sided market theory and the classic Hotelling model, a tripartite game model of online freight platform-carrier-consignor is constructed. Furthermore, a game model of consignor and alternative carriers is built by introducing the platform user’s psychological pressure and satisfaction priority into the model. Finally, through mathematical derivation and numerical experiment, we analyze the effects of various factors on platform profits, platform registration fees, and freight rate, and propose some suggestions to promote the orderly development of online freight platforms for the intracity freight market.
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Masood, Khayyam, David Pérez Morales, Vincent Fremont, Matteo Zoppi, and Rezia Molfino. "Parking Pose Generation for Autonomous Freight Collection by Pallet Handling Car-like Robot." Energies 14, no. 15 (August 1, 2021): 4677. http://dx.doi.org/10.3390/en14154677.
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This paper focuses on autonomous navigation for an electric freight vehicle designed to collect freight autonomously using pallet handling robots installed in the vehicle. Apart from autonomous vehicle navigation, the primary hurdle for vehicle autonomy is the autonomous collection of freight irrespective of freight orientation/location. This research focuses on generating parking pose for the vehicle irrespective of the orientation of freight for its autonomous collection. Freight orientation is calculated by capturing the freight through onboard sensors. Afterward, this information creates a parking pose using mathematical equations and knowledge of the vehicle and freight collection limitations. Separate parking spots are generated for separate loading bays of the vehicle depending on the availability of the loading bay. Finally, results are captured and verified for different orientations of freight to conclude the research.
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Pendyala, Ram M., Venky N. Shankar, and Robert G. McCullough. "Freight Travel Demand Modeling: Synthesis of Approaches and Development of a Framework." Transportation Research Record: Journal of the Transportation Research Board 1725, no. 1 (January 2000): 9–16. http://dx.doi.org/10.3141/1725-02.
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It is increasingly being recognized at all levels of decision making that freight transportation and economic development are inextricably linked. As a result, many urban entities and states are embarking upon comprehensive freight transportation planning efforts aimed at ensuring safe, efficient, and smooth movement of freight along multimodal and intermodal networks. Over the past few decades there has been considerable published research on (1) freight transportation factors, (2) freight travel demand modeling methods, (3) freight transportation planning issues, and (4) freight data needs, deficiencies, and collection methods. A synthesis of the body of knowledge in these four areas is provided with a view to developing a comprehensive statewide freight transportation planning framework. The proposed framework consists of two interrelated components that facilitate demand estimation and decision making in the freight transportation sector.
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Ghaemi, Seyed Ali, and Mansour Hadji Hosseinlou. "Modeling the Urban Freight-Transportation System Using the System Dynamics Approach." Systems 11, no. 8 (August 9, 2023): 409. http://dx.doi.org/10.3390/systems11080409.
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The dynamic and complex interactions between the urban freight-transportation system and population, economy, traffic flow, fuel consumption, and environmental pollution, make policymaking in this system one of the fundamental challenges of urban management. In this regard, a systemic approach in urban freight-transportation system modelling should be considered to solve the problems of the system. One of the main problems of this system is the mismatch between the freight-transportation capacity and the total freight-transportation demand. Considering the lack of sufficient studies in the field of macro and quantitative modeling of this system, the main goal of this article is to model the urban freight-transportation system in order to identify the factors affecting the urban freight-transportation demand and capacity. The main focus of the research is to develop quantitative scenarios which balance the freight-transportation capacity and freight-transportation demand. The urban freight-transportation system is modelled by the System Dynamics (SD) approach and their basic behaviors; as well as this the results of some policy-making scenarios are simulated. The model is validated by the real data of Shiraz. Five quantitative scenarios are designed with two approaches of managing the freight-transportation demand and freight-transportation-capacity sectors. The scenarios are based on four control variables, including the distribution coefficient, trip numbers, vehicle capacity, and vehicle numbers. The simulation results show that the total gap between freight-transportation capacity and freight-transportation demand will decrease by optimizing each of the control variables. However, the combined scenario is the most applicable policy in order to maintain the balance between freight-transportation capacity and demand. Generally, the proposed model can be used to design different quantitative scenarios in order to optimize the freight-transportation system’s performance. This study can also help policymakers to manage the urban freight-transportation system more efficiently.
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Wang, Lu. "Significance analysis of influencing factors of highway freight transportation in China and multi-variable grey prediction for its development." Journal of Intelligent & Fuzzy Systems 41, no. 1 (August 11, 2021): 1237–46. http://dx.doi.org/10.3233/jifs-210141.
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With the prosperity of national economy and the development of highway construction, highway freight transportation plays an increasingly important role in the market economy. Due to its great flexible characteristic, highway freight transportation has been the main mode of transportation in China. On the macro level, there are many factors affecting the development of highway freight transportation especially under the background of the new era. Based on the historical data of the development of highway freight transportation, grey entropy analysis method is applied to analyze the significance of influencing factors for the development of highway freight transportation whose key indicator is highway freight turnover. Then GM (1, N) model is established to predict the development trend of highway freight turnover and its significant influencing factors. Finally, main problems existing in highway freight transportation and development prospect were discussed and analyzed. The research results show that the three most significant factors affecting the development of road freight turnover in China are the total state revenue, GDP and average distance of highway freight. The established GM (1, N) model can conduct high precision prediction for the development of highway freight transportation. Opportunities and challenges of highway freight transportation industry coexist and its development prospect is promising. It is expected to provide beneficial references for the development strategy and decision-making of highway freight transportation in China.
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Bani, Fajar Ciputra Daeng, Alisha Dwi Maharani, Febryana Nur Raharjo, and Zahra Kiatna Safira. "ANALISIS BISNIS PROSES SEA FREIGHT MENGGUNAKAN DATA FLOW DIAGRAM PADA PERUSAHAAN FORWARDER." JURNAL ECONOMINA 2, no. 12 (December 14, 2023): 3697–707. http://dx.doi.org/10.55681/economina.v2i12.1062.
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Penelitian ini bertujuan untuk mengidentifikasi, menganalisis, dan memvisualisasikan proses bisnis Sea Freight pada perusahaan Freight Forwarder menggunakan pendekatan Data Flow Diagram (DFD). Sea Freight adalah salah satu komponen kunci dalam rantai pasokan global, dan perusahaan Freight Forwarder berperan penting dalam mengelola proses ini. DFD digunakan sebagai alat untuk menganalisis aliran data dan informasi dalam bisnis Sea Freight, serta memahami interaksi antara departemen dan entitas terkait. Penelitian ini menggunakan metodologi berbasis studi kasus di sebuah perusahaan Freight Forwarder yang beroperasi dalam industri logistik dan pengiriman internasional. Data dikumpulkan melalui observasi, wawancara, dan analisis dokumen internal perusahaan. Selanjutnya, DFD digunakan untuk memodelkan proses bisnis yang ada, menunjukkan entitas dan departemen yang terlibat, serta mengidentifikasi potensi perbaikan dan efisiensi dalam operasional Sea Freight. Hasil penelitian ini memberikan pemahaman yang lebih baik tentang alur kerja dan proses bisnis dalam operasional Sea Freight perusahaan Freight Forwarder. Selain itu, DFD memungkinkan identifikasi potensi perbaikan proses, penghematan biaya, dan peningkatan efisiensi. Hasil analisis ini dapat menjadi dasar bagi perusahaan Freight Forwarder untuk mengoptimalkan operasi mereka dalam mengelola bisnis Sea Freight, memenuhi kebutuhan pelanggan dengan lebih baik, dan meningkatkan daya saing di pasar global.
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Lu, Changxiang, Shaochuan Fu, Jiaqi Fang, Jikai Huang, and Yong Ye. "Analysis of Factors Affecting Freight Demand Based on Input-Output Model." Mathematical Problems in Engineering 2021 (March 29, 2021): 1–19. http://dx.doi.org/10.1155/2021/5581742.
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Freight demand is a highly variable process over economic and industrial structure, and accurate freight demand forecasting is the basis of transportation planning. In order to clarify the influencing factors of freight volume so as to analyze and predict the change trend of freight volume accurately, this paper analyzes the impact of changes in economic, industrial structure, and complete consumption coefficients on freight demand, through constructing an input-output model for transportation value analysis and forecasting freight volume by fitting data of transportation value and freight traffic. Studies have shown that the growth in economic aggregate is the main reason for the increase in the value of transportation, and the change in the complete consumption coefficient is the main reason for the increase in freight traffic.
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ANGELIDIS, TIMOTHEOS, and GEORGE SKIADOPOULOS. "MEASURING THE MARKET RISK OF FREIGHT RATES: A VALUE-AT-RISK APPROACH." International Journal of Theoretical and Applied Finance 11, no. 05 (August 2008): 447–69. http://dx.doi.org/10.1142/s0219024908004889.
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The fluctuation of shipping freight rates (freight rate risk) is an important source of market risk for all participants in the freight markets including hedge funds, commodity and energy producers. We measure the freight rate risk by the Value-at-Risk (VaR) approach. A range of parametric and non-parametric VaR methods is applied to various popular freight markets for dry and wet cargoes. Backtesting is conducted in two stages by means of statistical tests and a subjective loss function that uses the Expected Shortfall, respectively. We find that the simplest non-parametric methods should be used to measure freight rate risk. In addition, freight rate risk is greater in the wet cargoes markets. The margins in the growing freight derivatives markets should be set accordingly.
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RUSS, Bona Frazila, Tadashi YAMADA, and Jun CASTRO. "MODELLING MULTIMODAL FREIGHT TRANSPORT NETWORK TOWARDS FREIGHT TERMINAL DEVELOPMENT." INFRASTRUCTURE PLANNING REVIEW 21 (2004): 619–26. http://dx.doi.org/10.2208/journalip.21.619.
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Dinwoodie, John, and Jeffrey Morris. "Tanker forward freight agreements: the future for freight futures?" Maritime Policy & Management 30, no. 1 (January 2003): 45–58. http://dx.doi.org/10.1080/0308883032000051621.
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Archetti, Claudia, and Lorenzo Peirano. "Air intermodal freight transportation: The freight forwarder service problem." Omega 94 (July 2020): 102040. http://dx.doi.org/10.1016/j.omega.2019.02.009.
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Cherrett, Tom, Julian Allen, Fraser McLeod, Sarah Maynard, Adrian Hickford, and Mike Browne. "Understanding urban freight activity – key issues for freight planning." Journal of Transport Geography 24 (September 2012): 22–32. http://dx.doi.org/10.1016/j.jtrangeo.2012.05.008.
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Levitskaya, L. P., A. A. Zamkovoi, and M. M. Strokov. "Transport Freight Sharing Based on Strategic Freight Traffic Forecasting." Studies on Russian Economic Development 30, no. 1 (January 2019): 52–57. http://dx.doi.org/10.1134/s1075700719010118.
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Chaudhari, Jignesh, Rena Shukla, and Chetan Patel. "IMPACT ANALYSIS OF URBAN FREIGHT TRIPS GENERATED FROM WHOLESALE MARKET, AHMEDABAD." Acta logistica 9, no. 3 (September 30, 2022): 325–36. http://dx.doi.org/10.22306/al.v9i3.316.
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Freight transport plays an important role in meeting the domestic needs of the city's inhabitants. But when freight vehicles come into contact with city traffic, it has a negative impact on urban routes, such as extra traffic congestion, noise pollution, air pollution, etc. The aim of the study is to assess the impact of freight transport on the overall traffic of the city. A case study of the wholesale market of Ahmedabad has been considered as a study area. The freight trip models based on the trips attracted and produced by the market are developed on the basis of data collected from establishment surveys and freight vehicle driver surveys. Both the models developed in this study, FTA (Freight Trip Attraction) and FTP (Freight Trip Production), have R Square values of 0.799 and 0.715, respectively. The volume of freight vehicles contributing to the overall traffic flow is also measured by the traffic volume study. Through the data analysis and identification of the impact of freight transportation on city traffic, remedial measures are discussed to reduce the impact of freight transportation.