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Artykuły w czasopismach na temat "Freight documents"
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Poliak, Miloš, i Jana Tomicová. "Transport document in road freight transport - paper versus electronic consignment note CMR". Archives of Automotive Engineering – Archiwum Motoryzacji 90, nr 4 (11.01.2021): 45–58. http://dx.doi.org/10.14669/am.vol90.art4.
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The contract of carriage in road freight transport is regulated by the Convention on the Contract of Carriage in Road Freight Transport (CMR Convention). This Convention provides for a single accompanying document - the CMR consignment note. It is one of the most important documents in road freight transport. Since the adoption of the Convention, this paper document has accompanied the goods throughout the transport. Given that time goes on and everything is being modernized, digitized is no different in the case of a consignment note. In 2008, an Additional Protocol was adopted, which allows the use of an electronic consignment note instead of a paper consignment note. The aim of this paper is to analyze the most important document in road freight transport in its paper and electronic form. Another aim is to compare the paper and electronic consignment note, to explain the advantages of its introduction and also to explain why it is not widely used in modern times.
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Ricardianto, Prasadja, Agus Setiawan i Agus Pujianto. "HANDLING STANDARD OPERATING PROCEDURE EXPORT DOCUMENT OCEAN FREIGHT". JURNAL MANAJEMEN TRANSPORTASI DAN LOGISTIK 2, nr 1 (20.07.2017): 119. http://dx.doi.org/10.25292/j.mtl.v2i1.131.
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PT Schenker Petrolog Utama is one of the most prominent companies in Indonesia that handle service in domestic cargo delivery. In analyzing the problems in handling Standard Operating Procedure (SOP) especially for export documents, the author uses a tree analysis consisting of problem tree, target tree, and alternative tree. The first analysis is done in the process of handling export documents. After that, analysis on the root of problem in handling export documents by using questionnaires—it successfully identifies four problems: lack of human resources, poor communication among the employees in handling export documents, computer network system which is in problem, and slow response from the customer to confirm the export documents. Subsequently, analysis on the solutions or alternative actions for those problems in handling export documents.
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Ricardianto, Prasadja, Agus Setiawan i Agus Pujianto. "HANDLING STANDARD OPERATING PROCEDURE EXPORT DOCUMENT OCEAN FREIGHT". Jurnal Manajemen Transportasi & Logistik (JMTRANSLOG) 2, nr 1 (7.03.2015): 119. http://dx.doi.org/10.54324/j.mtl.v2i1.131.
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PT Schenker Petrolog Utama is one of the most prominent companies in Indonesia that handle service in domestic cargo delivery. In analyzing the problems in handling Standard Operating Procedure (SOP) especially for export documents, the author uses a tree analysis consisting of problem tree, target tree, and alternative tree. The first analysis is done in the process of handling export documents. After that, analysis on the root of problem in handling export documents by using questionnaires—it successfully identifies four problems: lack of human resources, poor communication among the employees in handling export documents, computer network system which is in problem, and slow response from the customer to confirm the export documents. Subsequently, analysis on the solutions or alternative actions for those problems in handling export documents.
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Cheu, Kelvin, Miloš Poliak, Jana Tomicová i Jozef Gnap. "Neutralization of CMR documents". Archives of Automotive Engineering – Archiwum Motoryzacji 83, nr 1 (29.03.2019): 175–84. http://dx.doi.org/10.14669/am.vol83.art12.
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In 1956, there was an important step in international road freight transport. The CMR Convention, the main purpose of which was to unify the rules for the international transport of goods and thereby promote the development of international trade, was concluded. From a practical point of view, this is of great importance to both carriers and transporters. Similarly, this Convention describes the most important document for the carriage of goods and that is the consignment note CMR. In recent times, the term neutralization has been used in conjunction with this document in transport. We want to clarify the importance of this word in transport. The aim is also to find out to what extent carriers have real experience with CMR neutralization and when transporting what kind of goods the most frequent neutralization of documents is used. The purpose of this contribution is to explain what the term neutralization in transport means, because there is no legal regulation or norm to define it. This term is used mainly in chemistry. Furthermore, we would like to verify the hypothesis that the neutralization of consignment note CMR is actually used in international road freight transport and whether neutralization is only used for a particular type of goods, such as electronics. To verify the hypotheses we conducted a survey at the carriers.
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Čamaj, Juraj, Martin Kendra, Zuzana Židová, Petr Šohajek i Jiří Čáp. "Digitisation of Rail Transport: The Application that Delivers Faster and More Efficient Services". Transport technic and technology 19, nr 2 (1.12.2023): 23–30. http://dx.doi.org/10.2478/ttt-2023-0011.
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Abstract The article analyses the use of modern technologies in rail freight transport with a specific focus on the process of transferring information from transport documents through automatic identification technology. The main transport document in this context is the consignment note, where automatic identification is required. The automatic identification technologies investigated are RFID/NFC and QR code, with the analysis suggesting that QR code is more accessible and convenient in the current railway environment. However, in practice, limitations have emerged regarding the capacity of the stored information and the readability of the QR code data. It concludes that the use of modern technologies in rail freight transport brings new opportunities and increases the efficiency of information transfer associated with transport documents. Despite the advantages of QR code technology, limitations have been identified, in particular in terms of capacity and readability. The results also show that users with access to modern technologies, such as internet-enabled mobile phones or computers with internet access, are able to handle this technology efficiently, suggesting potential process improvements in rail freight transport. Overall, the paper highlights the importance of integrated technology solutions within this sectoral area and suggests that technological advances are opening up new opportunities for more efficient management and monitoring of rail transport processes.
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Gulyi, Ilia, i Elizaveta Kornienko. "Economic assessment of the effects of the introduction of digital platforms for the integration of participants in mixed (multimodal) freight transport (based on rail transport)". E3S Web of Conferences 549 (2024): 06009. http://dx.doi.org/10.1051/e3sconf/202454906009.
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Purpose: to reveal and describe the functionality, main services and opportunities for participants in the transportation process (cargo owners, operators, service companies) to connect to a digital integrator – a single platform “Electronic trading platform “Freight Transportation” (ETP FT), to substantiate the methodology for the economic assessment of the effects of the introduction of digital platforms for the integration of participants in freight mixed (multimodal) transportation (based on rail transport); calculate the individual economic effects of integration on the platform for various participating parties. Methods: supply chain analysis, evaluation of time-saving effects, analysis of logical flow processes and operations. Results: a methodology has been developed to assess the economic effects of integrating transport market participants into a digital platform, which consists in evaluating individual cost savings elements for a specific platform participant, including: by converting the document flow to an electronic format, by minimizing the cost of storing paper forms of documents, the cost of shipping, forwarding documents and related cash gaps, saving time and shortening financial cycles during the transition to electronic signing of documents and acceptance of electronic forms of documents by participants. Recommendations: The materials are addressed to specialists of companies participating in the transport and logistics market, IT directors and specialists, and all stakeholders interested in the development of the digital ecosystem.
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Syahrial, Riza, Djanuri Djanuri i Dwi Rizkyana. "SISTEM INFORMASI KEARSIPAN DOKUMEN SURAT JALAN BERBASIS WEB PADA PT OLAK KEMANG". JRIS: JURNAL REKAYASA INFORMASI SWADHARMA 1, nr 2 (31.07.2021): 46–52. http://dx.doi.org/10.56486/jris.vol1no2.132.
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PT Olak Kemang is a company engaged in the field of freight forwarders and customs clearance. This company is one of the growing forwarder companies in Indonesia. Although the company is still developing, the company's documents are well organized and managed. One of the important sub-sections that require a document filing system at PT Olak Kemang is the travel document sub-section. Archive management of travel documents at PT Olak Kemang is still manual and stored in a special archive rack, even the softcopy is only found on the operational admin's personal computer, resulting in frequent occurrence of lost or tucked documents. The method used for collecting data or information and facts about materials that have to do with the problem to be discussed, is carried out by conducting field research with observation and interview data collection techniques. Therefore, a proposal was made on web-based document archiving to facilitate the management of PT Olak Kemang document archives
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Ryan, Christopher. "Application of Environmental Justice Analysis in a Statewide Freight Plan". Transportation Research Record: Journal of the Transportation Research Board 2654, nr 1 (styczeń 2017): 29–36. http://dx.doi.org/10.3141/2654-04.
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Executive Order 12898 and subsequent U.S. Department of Transportation (DOT) orders require all state DOTs to complete environmental justice analyses to identify disproportionately high and adverse effects of programs, polices, and activities on minority populations and low-income populations. Many analysis techniques have emerged in practice and academic literature, but no official guidance has designated a preferred analysis approach. The passage of the Fixing America’s Surface Transportation Act introduced a number of new freight provisions for state DOTs, including a requirement to develop state freight plans to be eligible for funding through the National Highway Freight Program. This paper reviews the existing guidance for environmental justice analyses and documents the application of this guidance to an environmental justice analysis for the Minnesota Statewide Freight System Plan. The plan provides strategies and a policy framework for statewide freight stakeholders to guide planning efforts and investments in the state freight system. The paper concludes with a discussion of further considerations, strategies, and challenges facing freight planning practitioners in future freight environmental justice analyses.
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Smolyaninov, A. V., V. F. Karmatskiy i O. V. Cherepov. "Organizational and technological aspects of current uncoupling repair of freight railway cars". Transport of the Urals, nr 2 (2023): 8–15. http://dx.doi.org/10.20291/1815-9400-2023-2-8-15.
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The article presents a retrospective analysis of organizational and structural transformations in the railcar industry over the past 15 years and the formation of new approaches to interaction of an infrastructure owner, carriers, operators, car repair companies in the field of operation and repair of freight railway cars. An overview of various approaches to addressing the challenges of the current uncoupling repair of railcars and their evolution over the past 15 years has been made, the opinions of competent specialists have been analyzed. The authors’ comments on the draft order prepared by the Ministry of Transport of the Russian Federation on the procedure for carrying out the current uncoupling repair procedures of freight cars, as well as on the latest changes in the governing documents of the Council for Railway Transport of the Commonwealth Member States are presented. Specific proposals are made to improve regulatory documents which have a regulatory impact on the operation and repair of freight cars.
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Jeevan, Jagan, Loke Keng Bin, Mohamad Rosni Othman, Nurul Haqimin Mohd Salleh, Raja Somu i Sun Ming Ming. "Cross-border freight movement between Thailand-Malaysia-Singapore". Pomorstvo 35, nr 2 (22.12.2021): 341–52. http://dx.doi.org/10.31217/p.35.2.16.
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Trade plays an important role in economic growth. Thence, a smooth cross-border transaction between Thailand-Malaysia-Singapore provides a significant implication in international trade. Currently, cross-border transactions face several issues during the crossing of borders between countries and, specifically, happens during the transactions of cargo. A very rigid documentation process within the custom clearance and theresulting severe congestion will affect the trade flow in this particular zone. Inconsistency of freight transaction documents at the cross-border also makes the transaction procedure more complicated and affects the performance of the manufacturer’s competitiveness. Thus, this paper explores the current issues at the borders involving Thailand-Malaysia-Singapore. This paper also initiates to figure out the challenges and some key success factors in modelling efficiency for cross-border transactions amongst these countries. A qualitative approach has been adapted to answer the proposed research questions. The initial results stressed that congestion, thorough and repetitious documentation procedures, involvement of many documents, as well as the time-consuming clearance of documents are key issues encountered during cross-border freight movement. This situation has caused several issues such as delays in freight delivery, losses in tax collection due to delays, reluctance to share information, and effects on the competitiveness of the freight supply chain. Development in infrastructure, information sharing, regulations, logistics performance, and customs clearance procedure can overcome the problems during cross-border Thailand-Malaysia-Singapore activities. The model outcome is expected to be smoother for the administrative process during customs clearance and it is expected to be able to efficiently reduce costs.
Rozprawy doktorskie na temat "Freight documents"
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Hošková, Lucie. "Zasílatelství námořních přeprav v ČR". Master's thesis, Vysoká škola ekonomická v Praze, 2012. http://www.nusl.cz/ntk/nusl-162177.
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The aim of this thesis is to provide a reader with the most complex information possible about the field of freight forwarding specialized in maritime shipping and about all the processes which take place in this area. This information could serve for a better orientation for trade or manufacturing companies which need to use maritime transportation and which do not have any or have only little experience with it. My aim is also to show, how to communicate with freight forwarding companies and what prices can be expected.
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Rolland, Yves. "L'évolution des compétences liées à l'exploitation du frêt ferroviaire". Thesis, Pau, 2013. http://www.theses.fr/2013PAUU2012/document.
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L’ouverture à la concurrence du transport de fret ferroviaire en Europe entraîne des évolutions de structures significatives. La SNCF - opérateur historique – doit engager une mutation sans précédent. De nouveaux opérateurs s’implantent en France et doivent recruter et former du personnel. Dans un premier temps, le fonctionnement de ces nouveaux acteurs s’effectue principalement grâce à du personnel retraité de la SNCF. On assiste également à la création d’Opérateurs Ferroviaires de Proximité (OFP). Ces entités, généralement de petite taille, viennent compléter le travail effectué par les entreprises ferroviaires sur des dessertes terminales. Les OFP ont également besoin de compétences ferroviaires. Notre recherche porte donc sur les moyens nécessaires pour construire des compétences ferroviaires dans le respect des principes de sécurité et en intégrant le fonctionnement spécifique des structures OFP. La création d’une structure virtuelle peut contribuer à l’identification et la construction de compétences ferroviairesThe opening to compétition of rail freight in Europe leads to significant changes in structures. The SNCF, incumbent, must commit unprecedented change. New operators setting up in France and need to recruit and train staff. At first, these new operators mainly use SNCF retired staff. Furthermore, Short Lines establishing are observed. These entities, generally small, complement the work of railway undertakings for the last kilometres. Short Lines also need skills rail. Our research focuses on necessary means to acquire skills rail in accordance with safety principles and by working according to Short Lines specific operating. Virtual structure creation can help skills rail identification and définition
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Gégout, Pierre. "Étude pragmatiste de la pédagogie d’Élise et Célestin Freinet à l’École Freinet de Vence : temps d’enquête et reconstruction de la forme scolaire d’enseignement". Thesis, Université de Lorraine, 2017. http://www.theses.fr/2017LORR0105/document.
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L'École Freinet de Vence (Alpes-Maritimes) est un établissement public d'enseignement primaire initialement bâti par Élise et Célestin Freinet en dehors de l'Éducation Nationale. C'est ici que ce célèbre couple d'instituteurs français a mis au point, pratiqué et développé une pensée éducative large et complexe dont certaines pratiques sont encore vivaces. Cette pensée trouve de nombreux échos avec celle du grand philosophe américain John Dewey.Ce travail de recherche se propose d'explorer cette familiarité étonnante à travers le prisme de l'analyse des pratiques pédagogiques et didactiques actuellement en vigueur à l'École Freinet de Vence. Chaque examen de celles-ci sera l'occasion d'une étude de la pensée ainsi incarnée mais aussi de la pratique elle-même, indépendamment de cette référence théorique. Le propos général de ce travail est alors de proposer une interprétation renouvelée d'une pensée pédagogique trop souvent mésinterprétée et incomprise. Nous conjecturons en effet que l'interprétation pragmatiste deweyenne est une interprétation qui, tout en renouvelant l'approche de la philosophie éducative des Freinet, leur reste fidèle et en révèle toute la profondeurThe Freinet School of Vence (Alpes-Maritimes) is a public primary school built by Élise and Célestin Freinet outside of the french educational public system. This is where the Freinet's worked out, practiced and developped a broad and complex educational reflection whose practices still endure. This approach has many similarities with that of great American philosopher John Dewey.This research project aims at exploring this astonishing familiarity through the prism of the analysis of pedagogical and didactic practices currently in effect at the Freinet School of Vence. Each examination of these will be the occasion for a study of the thought thus incarnated but also of the practice itself, independently of this theoretical reference. The general purpose of this work is then to propose a renewed interpretation of a pedagogical approach too often misinterpreted and misunderstood. We conjecture that the pragmatist interpretation of the Freinet pedagogy is an interpretation which, while renewing the approach of the educational philosophy of Freinet, remains faithful to them and reveals all the depth
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Cruz, Cécilia. "Le transport pour compte propre, un transport routier comme un autre ? : pratiques et territoires en France depuis la déréglementation". Thesis, Cergy-Pontoise, 2011. http://www.theses.fr/2011CERG0523/document.
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La forte augmentation, depuis la fin des années 1980, des trafics transportés par les prestataires de transport (transport pour compte d'autrui) s'est traduite par une diminution de la part relative de ceux organisés par les chargeurs eux-mêmes (transport pour compte propre). Il reste cependant une part significative d'utilisateurs du transport pour compte propre. A la différence des travaux précédemment menés, cette thèse vise à étayer l'analyse de la dimension économique de l'évolution du transport pour compte propre en prenant en compte également les dimensions géographiques, sociales et juridiques. Pour appréhender les flux de transport, il s'avère nécessaire d'entreprendre une analyse des systèmes de production et de distribution et notamment les pratiques des acteurs afin de comprendre l'ensemble des mécanismes du choix modal. Cette thèse souligne l'importance de prendre en compte la dimension territoriale dans la prise de décision des entreprises.L'étude des caractéristiques de production et des organisations de transport a été permise par l'analyse quantitative des enquêtes chargeurs réalisées par l'INRETS en 1988 et 2004. La méthode qualitative a également été adoptée, en effet, des entretiens ont été réalisés auprès de responsables de transport chez les chargeurs afin de mieux saisir les conditions d'utilisation du transport pour compte propreThe large increase, since the late 1980's, in freight carried by transport providers (for-hire transport) resulted in a decrease in the share of that handled by shippers themselves (own account transport). However, there remains a significant proportion of users of transport on own account. Unlike previous work, this thesis aims to support the analysis of the economic dimension of own account transport, taking into account also the geographical, social and legal dimensions. To understand transport flows, it is necessary to undertake an analysis of the production and distribution systems, in particular the practices of actors, to understand all the mechanisms of modal choice. This thesis underlines the importance of taking into account the territorial dimension in firms' decision-making. The study of production characteristics and of transportation systems was carried out by means of a quantitative analysis of Shippers' surveys conducted by INRETS in 1988 and 2004. A qualitative approach was also adopted: interviews were conducted with transport managers of shippers to better understand the conditions for use of own-account transport
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Camilleri, Pierre. "What future for electric light commercial vehicles ? : a prospective economic and operational analysis of electric vans for business users, with a focus on urban freight". Thesis, Paris Est, 2018. http://www.theses.fr/2018PESC1105/document.
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Le marché des véhicules électriques est animé par une dynamique très positive. Il s'agit cependant essentiellement d'un marché de niche. Il est donc légitime de s’interroger quant à son avenir.D'une part, cette dynamique est portée par de fortes préoccupations environnementales et bénéficie d'un large soutien des autorités publiques. Les constructeurs automobiles ont ces dernières années fortement investi dans cette technologie, les progrès technologiques sont rapides et offrent des perspectives intéressantes.D'autre part, des subventions conséquentes sont aujourd’hui nécessaires pour permettre aux véhicules électriques d’être compétitifs. Il est inévitable que ces subventions diminuent si le marché grandit. Deux mécanismes opposés sont donc en jeu et rendent incertain le développement du marché des véhicules électriques pour les années à venir.Notre recherche propose d'analyser ces mécanismes pour les véhicules utilitaires légers, et plus particulièrement pour le transport urbain de marchandises. Les besoins des entreprises de transport de marchandises sont évalués à travers une quarantaine d'entretiens, menés dans quatre pays européens et analysés à la lumière de la théorie de la diffusion de l'innovation. Ces entretiens mettent en évidence les obstacles opérationnels et économiques à l'utilisation de véhicules électriques, qui sont liés à la technologie elle-même mais aussi à sa nouveauté.Une approche quantitative complète cette étude. Elle s’appuie sur un modèle de prédiction de parts de marché, qui quantifie la façon dont les contraintes économiques et opérationnelles évoluent avec les développements technologiques. Ces contraintes sont mesurées par deux indicateurs: l'adéquation de l'autonomie du véhicule avec son usage et les comparaisons de coûts totaux de possession (TCO). Une originalité du modèle est qu’il traite le montant des subventions à l’achat d’un véhicule électrique comme une variable endogène, qui s’adapte dynamiquement aux évolutions du marché.Afin de compenser le manque de données disponibles sur les usages des véhicules utilitaires, un modèle statistique a été développé. Ce modèle permet d’exploiter au mieux les données d'une enquête sur les véhicules utilitaires légers en France, menée par le service de la donnée et des études statistiques (SDES) du Ministère de la Transition Écologique et SolidaireFreight transport. The needs of freight transport companies are assessed through some forty interviews conducted in four European countries and analyzed in the light of innovation diffusion theory. These interviews highlight the operational and economic obstacles to the use of electric vehicles, which are linked to the technology itself but also to its novelty.A quantitative approach completes this study. It is based on a market share prediction model, which quantifies how economic and operational constraints evolve with technological developments. These constraints are measured by two indicators: the vehicle's range adequacy given its use and total cost of ownership (TCO) comparisons. An original feature of the model is that it treats the amount of subsidies for the purchase of an electric vehicle as an endogenous variable that dynamically adapts to market developments.In order to compensate for the lack of available data on commercial vehicle uses, a statistical model has been developed. This model makes the best use of data from a survey on light commercial vehicles in France, conducted by the statistical department of the Ministry of the Environment (SDES).These analyses confirm that the development of the electric vehicle market is not certain and that it is currently extremely dependent on public support. Even in scenarios of continued financial support from public administrations, exponential market growth is unlikely. Rather, the market will grow slowly for many years to come, the time for technology to overcome its8dependence on public financial support. For example, our reference scenario forecasts a 13% market share for electric vans in 2032
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Tu, Thi Hoai Thu. "Potentiel de réduction des émissions de GES du transport routier de fret". Thesis, Paris Est, 2019. http://www.theses.fr/2019PESC2026/document.
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L’objectif de cette thèse est d’identifier les politiques qui permettraient de réduire les émissions de GES du transport de fret routier au moindre coût pour la collectivité. Pour cela, nous estimons, sur la période 2030-2050, les quantités évitées ainsi que le coût économique dans 6 scénarios correspondant à différentes politiques de réductions des émissions. Le coût économique comprend la somme des coûts pour les utilisateurs de transport et pour les pouvoirs publics ainsi que les coûts des externalités. Nous utilisons, quand ils sont disponibles, des jeux d’hypothèses définis par le ministère des transports, en particulier pour l’évolution des trafics et les valeurs unitaires des externalités. Pour chaque scénario, le coût économique par tonne de GES évitée est très sensible aux hypothèses, en particulier aux valeurs unitaires retenues pour les externalités (valorisation des co-bénéfices). Dans les hypothèses centrales, plusieurs scénarios présentent un coût négatif, c'est-à-dire un bénéfice pour la collectivité en plus de la réduction des émissions. C’est le cas de notamment de la taxe carbone, aussi longtemps qu’elle reste inférieure aux coûts externes engendrés par les poids lourds. Pourtant, quand cette taxe augmente, la hausse correspondante du prix de transport conduit les chargeurs à renoncer à une partie de leur activité, ce qui limite l’augmentation souhaitable. L’augmentation de 40 à 60 tonnes du poids maximum autorisé des poids lourds est une mesure très favorable aux utilisateurs de transport car elle permet de réduire significativement le coût du transport. Prenant en compte les gains d’externalités, la perte fiscale des pouvoirs publics, ainsi que les coûts d’infrastructure (investissement pour renforcer les ponts et les routes et entretien), ce scénario présente également un bénéfice pour la collectivité. Le scénario d’installation de caténaires sur le réseau autoroutier pour permettre la circulation de poids lourds hybrides est efficace en matière de quantité de GES évitée et le coût d’évitement par CO2e reste limité. En revanche, dans le scénario d’électrification du fret urbain (remplacement des camions diesels par des camions électriques dans les villes) le coût de la tonne évitée est élevé si les camions électriques n’ont que deux tonnes de charge utile alors qu’il devient un bénéfice économique si, grâce au progrès technologique, les camions électriques ont 6 tonnes de charge utile en 2030 (pour une autonomie de 100 km).Le remplacement des poids lourds diesels par des poids lourds au Gaz Naturels Véhicules réduit le coût du transport et bénéficie donc aux transporteurs et chargeurs tandis que les pouvoirs publics supportent une perte de recette fiscale. En tenant en compte les gains d‘externalités, cette mesure permettrait un coût économique limité. Enfin, le chargeur a la possibilité de réduire ses émissions de GES, avec un coût raisonnable pour l’entreprise et un bénéfice pour la collectivité, en diminuant la fréquence de ses envois. Pourtant, aucune de ces mesures n’est susceptible d’offrir seule une réduction suffisante des émissions. Pour atteindre l’objectif de facteur 4 à un coût raisonnable pour la collectivité, différentes mesures doivent être envisagées en complémentThe purpose of this thesis is to identify policies that would allow to mitigate road freight GHG emissions at the lowest cost for the community. With this in mind, for six scenarios corresponding to different mitigation policies we estimate the mitigated emissions along with the economic cost, over the 2030-2050 period. The overall economic cost includes the cost for transport users, for public authorities, and an economic valuation of transport externalities. When available, we used sets of assumptions retained by the French Ministry of Transports for official traffic projections and for the unitary valuation of external costs. For every scenario, the economic cost by avoided ton of CO2 is highly sensitive to these assumptions, especially to the unitary value of external costs (valuation of co-benefits). In the central set of assumptions, several scenarios result in a negative economic cost of GHG mitigation, id est a benefit to the community in addition to GHG cuts.This is notably the case for the carbon tax, as long as it remains lower than the external costs of freight road transportation. However, when the tax rate is rising, the resulting increase in transport prices leads shippers to reduce their activity, which limits the desirable tax rate increase. Increasing the maximum authorized weight of heavy trucks from 40 to 60 tons would be a very beneficial measure towards transport users by allowing a substantial transport costs reduction. This scenario is also beneficial for the community, when accounting for the avoided external costs, the financial loss for public authorities and infrastructure costs (the required reinforcement of roads and bridges and increased maintenance costs). The installation of catenaries on motorways to supply hybrid heavy trucks is efficient to reduce CO2 emissions, and the economic cost per avoided ton of CO2 remains moderate. Quite the opposite, the economic cost is high in the scenario of electrification of urban freight (where diesel trucks are replaced by electric trucks for urban goods delivery), if electric trucks only have a maximum payload of 2 tons. On the contrary, it turns into an economic benefit if, thanks to technological progress, electric trucks have a payload of 6 tons in 2030, for a range of 100 km.The replacement of diesel trucks by natural gas vehicles reduces transport costs and is therefore beneficial towards carriers and loaders, but public authorities support a loss of taxation revenues. However, when accounting for the avoided external costs, the overall economic cost happens to be limited.Finally, shippers can reduce GHG emissions for a reasonable economic cost by reducing the frequency of shipments, this measure also being beneficial for the community.However, none of these measures is capable to achieve by itself the official goal of dividing by 4 the level of GHG emissions at a reasonable cost for the community, implying that additional measures have to be considered jointly
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Regnier-Le, Mouillour Ségolène. "Le projet de socialisation de l'enfant dans la pédagogie de Célestin Freinet : socialisation, individualisation, moralisation". Lyon 2, 2004. http://theses.univ-lyon2.fr/documents/lyon2/2004/regnier_s.
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Célestin Freinet (1896-1966) figure parmi les partisans de l'éducation nouvelle. Pédagogue très engagé, Freinet a réellement visé une "révolution" de l'enfant à la vie sociale, par ses positions pédagogique, sociologique, psychologique et philosophique. Il a tenté de transformer l'école en un lieu de vie, social et vivant. L'objectif de ce travail est d'analyser la méthode pédagogique (travail de groupe, plan de travail individualisé) et de comprendre les idées, les principes et les pratiques scolaires de ce pédagogue. L'analyse est focalisée sur la socialisation scolaire que Freinet qualifie à la fois de fin et de processus de l'éducation. La socialisation est carctérisée par trois aspects : la personnalisation, l'individualisation et la moralisation. En fonction de ces trois processus en interaction permanente, nous montrons que la socialisation dans la pédagogie Freinet met en valeur la construction de la culture personnelle, la vie d'ensemble et la responsabilisation des élèves. L'étude se déroule en trois temps : S'interrroger, dans un premier temps sur la position même de Freinet, sur ce concept de socialisation, par rapport à des philosophes et sociologues contemporains, qui ont traité le sujet ; le second temps expose comment Freinet a pu finalement monnayer les trechniques, le travail dans sa pensée et pratique pédagogiques, alors que le dernier temps ouvre la réflexion sur la place qu'occupe la morale dans cette pensée pédagogique nouvelle.
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Gardrat, Mathieu. "Impensée mais structurante, refoulée mais exhibée : la mobilité urbaine des marchandises". Thesis, Lyon, 2017. http://www.theses.fr/2017LYSE2078/document.
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Encore méconnu il y a une trentaine d’années, le transport de marchandises en ville connaît aujourd’hui un essor scientifique incontestable, sous la tutelle d’instances nationales et internationales. Le sujet émerge aujourd’hui comme un enjeu d’autant plus fort que les modes de consommation et de gestion logistique restructurent les flux de biens et impactent la durabilité des villes. Pour autant, il semblerait que l’aménageur peine à se saisir à l’échelle locale de cette nouvelle thématique. Elément essentiel au fonctionnement du système urbain, le transport de marchandises reste ainsi un élément généralement ignoré par les décideurs publics, s’il n’est pas vécu comme une manifestation néfaste de l’activité urbaine.Dans cette thèse nous examinons, à l’échelle des collectivités territoriales l’intégration d’une thématique encore considérée comme faiblement structurante pour l’aménageur public. Si le transport de marchandises en ville a nécessité au début des années 1990 une conceptualisation différente du transport de fret interurbain, ce sujet exige également une adaptation spécifique aux enjeux que se pose l’aménageur. En ce sens nous, discutons les bases conceptuelles permettant de passer d’une approche technique et statistique du transport à la mobilité urbaine des marchandises pour englober les dynamiques du système urbain des « marchandises ». A travers neuf agglomérations françaises, nous confrontons les dispositifs stratégiques d’aménagement aux spécificités de la mobilité urbaine des marchandises et les conflits et incohérences qui en découlent. Nous développons par la suite le cas lyonnais pour illustrer les dynamiques et interactions territoriales complexes qui sous-tendent la mobilité urbaine des marchandises et l’évolution ainsi que les limites de la prise en compte de cette thématique. Enfin, pour discuter les effets de ces modes d’(in)action sur l’environnement urbain nous détaillons le processus d’intégration opérationnelle de la mobilité des marchandises dans deux opérations d’aménagement emblématiques de la ville de Lyon, le projet Lyon-Confluence et la rue Garibaldi.Malgré l’existence d’outils de mesure et d’action, nous montrons que la mobilité urbaine des marchandises est une thématique encore illégitime, en conflit avec le processus d’aménagement classique. Dans ce contexte les techniciens spécialistes du sujet se retrouvent marginalisés du processus d’aménagement mais servent toutefois d’alibi technique et politique pour afficher les capacités de réflexions de la collectivité sur une thématique complexeStill widely unexplored thirty years ago, urban freight transport is now undergoing an indisputable scientific development under the tutelage of national and international institutions. This subject now emerges as a substantial issue since consumers’ behaviours and supply chain management evolutions strongly impact cities’ sustainability. However, it seems that urban planners hardly take this new topic into account on a local level. Although it is an essential function of the urban system, freight transport remains widely unregarded by public decision makers, when it is not considered as a negative consequence of urban activity.This thesis focuses on the integration of a subject envisioned as poorly structuring for urban planners, studied here at the local authorities’ level. In the 1990s the necessity emerged for urban freight transport to be conceptualised in a way that differed from interurban freight transport. We now also consider that this subject needs to be specifically adapted to suit urban planners’ issues and we discuss the conceptual bases necessary to shift from a technical and statistical approach of transport to a view of urban freight mobility encompassing the dynamics of the “urban freight” system. Relying on the examples of nine French conurbations, we then confront urban planning policies to the specificities of urban freight mobility and describe the resulting conflicts and inconsistencies. We then develop the case of Lyons to illustrate the complex territorial dynamics and interactions underlying urban freight mobility and provide an analysis of how the actors’ awareness of this topic has evolved and to what extent it can be raised. Finally, in order to study the effects the (in)actions of city planners on urban environment we detail the process of integration of freight mobility through two urban development operations in Lyons, the “Lyon Confluence” project and the Garibaldi street project.Despite the existence of measuring and action tools, we show that urban freight mobility is still an illegitimate subject, at odds with mainstream urban planning. In this context, freight specialists in local authorities are largely kept away from the planning process, but are exposed and used as an alibi to demonstrate the capacity of public authorities to work on a complex subject
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Heitz, Adeline. "La Métropole Logistique : structure métropolitaine et enjeux d'aménagement". Thesis, Paris Est, 2017. http://www.theses.fr/2017PESC1098/document.
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Entre autres activités, les espaces métropolitains sont devenus des lieux de localisation privilégiés et de structuration des activités logistiques. La concentration des entrepôts dans la métropole, se traduit à l’échelle locale par une localisation dans les espaces périurbains, constituant ce qu’on pourrait appeler la métropolisation logistique. L’évolution même du secteur de la logistique vers un besoin d’entrepôts plus importants, plus grands, moins chers ont favorisé un éloignement au centre de la métropole. Ce desserrement logistique appelé est une dynamique spatiale qui traduit la déconcentration de ces entrepôts dans les périphéries des métropoles. Cette périurbanisation logistique amplifie les externalités négatives du transport et pose des questions nouvelles à l’action publique en charge de l’aménagement métropolitain. Cependant, les espaces périurbains ne constituent pas les seuls territoires de la logistique métropolitaine. L’étalement logistique ne doit pas gommer l’existence d’une logistique dans les zones denses de la métropole qui, par ailleurs, canalise l’attention des pouvoirs publics. La contradiction apparente entre une logistique qui contribue à l’étalement urbain et les nouveaux objectifs de durabilité a conduit à recentrer le débat sur le « dernier kilomètre », plutôt que l’aménagement de la logistique dans les marges. A travers le développement de la « logistique urbaine » la puissance publique entend apporter une offre complémentaire à celles proposées par le marché de l’immobilier logistique, tout en se conformant aux objectifs fixés en matière d’environnement par exemple. Le principal enjeu de l’analyse de cette métropolisation logistique réside dans cette double contribution de la logistique à la morphologie métropolitaine et à l’agenda politiqueAmong other activities, metropolitan areas have become places of premium location for logistics activities. As a consequence of the concentration of warehouses in metropolitan areas, logistics facilities are mainly located in suburban areas, inducing logistics metropolization. This logistics suburbanization amplifies the negative externalities of transport and challenges public policies. However, suburban areas are not the only location choices of logistics facilities. Analysis on logistics sprawl should not overlook logistics facilities located in dense parts of metropolitan areas which, moreover, draw the focus of public authorities. The apparent contradiction between logistics that contribute to urban sprawl and the new sustainability issues has led to refocusing the debate on the "last mile" rather than logistical planning in the fringes of metropolitan area. Through the development of "urban logistics" policies, public stakeholders intend to offer a complementary service to those offered by the logistics real estate market, while complying with environmental objectives. The main challenge of analyzing this logistics metropolization lies in the double contribution of logistics to metropolitan morphology and the political agenda
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Qiao, Bin. "Revenue Management pour les prestataires de services logistiques dans l'internet physique : les transporteurs de fret comme cas". Thesis, Paris Sciences et Lettres (ComUE), 2018. http://www.theses.fr/2018PSLEM027/document.
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Bien que le transport de marchandises joue un rôle essentiel dans le secteur économique et que la demande de transport de marchandises augmente, les transporteurs sur le marché du fret ont encore du mal à maintenir et à améliorer leurs revenus. Pour répondre aux défis, Revenue Management (RM) et l’Internet Physique (PI) sont adoptés comme solution dans cette thèse. RM est une méthode, issue de l’industrie du transport aérien, qui permet de maximiser les revenus. PI est un système logistique entièrement interconnecté, ouvert et dynamique visant à développer des réseaux logistiques mondiaux interconnectés ouverts afin d'accroître l'efficacité et la durabilité de la logistique. Cette thèse examine l’application de RM dans PI pour améliorer les revenus des transporteurs de chargement partiel. L’application de RM dans PI est étudiée à partir de quatre questions de recherche sur RM : la tarification, le contrôle de capacité, les prévisions et la tarification groupée. De plus, pour chaque question de recherche, une étude expérimentale est menée pour évaluer la faisabilité et les performances des modèles d'optimisation proposés correspondant à chaque question. Les résultats fournissent aux transporteurs des implications en termes de gestion et des conseils constructifs leur permettant d’optimiser leurs revenus à plusieurs niveaux, en tenant compte de situations et de scénarios différents. Dans l’ensemble, cette recherche examine Revenue Management du point des transporteurs de chargement partiel opérant dans un environnement très dynamique tel que l’Internet Physique. Les travaux de cette recherche donnent un aperçu général et systématique de l’application de Revenue Management dans un réseau dynamique de transport de marchandises par route. Les réalisations de cette thèse fournissent une base pour la future étude approfondie sur le problème des revenus dans un environnement dynamiqueAlthough the freight transport plays vital role in the economic sector and the freight transport demand is increasing, there are still challenges for the carriers in the freight market to keep and improve their revenue. To respond to the challenges, Revenue Management (RM) and Physical Internet (PI) are adopted as the solution in this thesis. RM is a method, which is originated from airline industry, to maximize the revenue. PI is a fully interconnected, open, dynamic logistics system aiming to develop an open global interconnected logistics networks to increase the logistics efficiency and sustainability. This thesis investigates the application of RM in PI to improve the revenue of less-than-truckload (LTL) carriers. The application of RM in PI is studied based on four research questions in RM, i.e. pricing, capacity control, forecasting, and bundle pricing. In addition, for each research question, an experimental study is conducted to evaluate the feasibility and performance of the proposed optimization models corresponded to each question. The results provide the carriers managerial implications and constructive guidance to make decisions to optimize their revenue at several levels, considering different situations and scenarios. Overall, this research investigates the Revenue Management from the point of view of LTL carriers operating in a highly dynamic environment like Physical Internet. The work in this research gives a general and systematical sight to the application of RM in a dynamic network of road freight transport. The achievements of this thesis give a basis for the future in-depth study on the revenue problem in a dynamic environment
Książki na temat "Freight documents"
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Goodman, Leonard S. Guide to documents on the safe transport of radioactive materials in regular freight trains. Oak Ridge, Tenn: Science Applications International Corporation, 1989.
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Troup, K. Columbus electronic freight management evaluation: Achieving business benefits with EFM technologies. [Washington, D.C.]: U.S. Dept. of Transportation, Federal Highway Administration, 2009.
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Tate, William H. Evaluation of the use of electronic shipping papers for hazardous materials shipments. Washington, D.C: Transportation Research Board, 2012.
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Levin, Dmitriy. Management of transportation process technology on Railways. ru: INFRA-M Academic Publishing LLC., 2017. http://dx.doi.org/10.12737/22262.
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The issues of adaptation of regulatory and technological documents to the actual situation of the transportation process, creating optimal working conditions for sections, stations and freight fronts, solving problems of technology management and timely response to deviations from regulatory and technological documents are considered.
It is intended for employees of the railway industry, researchers, developers of automated control systems, students of advanced training courses and University students.
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United, Nations Conference on the Liability of Operators of Transport Terminals in International Trade (1991 Vienna Austria). United Nations Conference on the Liability of Operators of Transport Terminals in International Trade, Vienna, 2-19, April 1991: Official records : documents of the conference and summary records of the plenary meeting and of the meetings of the main committees. New York: United Nations, 1993.
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Great Britain. Customs and Excise. Single administrative document: Customs freight procedures from 1 January 1988. (London): HMCustoms and Excise, 1987.
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Great Britain. Office of the Rail Regulator. Framework for the approval of Railtrack's track access charges for freight services: A consultation document. London: Office of the Rail Regulator, 1994.
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Organisation for economic co-operation and development. Integrated Advanced Logistics for Freight Transport: Report (OECD Documents). Organization for Economic Cooperation & Devel, 1996.
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Zekos, Georgios I. E-Bills of Lading Contracts in Global Transportation. Nova Science Publishers, Incorporated, 2018.
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MG, Bridge. Part I International Sales Governed by English Law, 8 Bills of Lading and Documents of Title. Oxford University Press, 2017. http://dx.doi.org/10.1093/law/9780198792703.003.0008.
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This chapter discusses the notion of the bill of lading as a document of title, before undergoing a legislative treatment of the subject as a whole. It had been decided in the eighteenth century, in recognition of mercantile custom to this effect, that the ocean bill of lading was a negotiable document of title. In consequence, the due negotiation of it by the seller to the buyer could transfer the property in the underlying goods. More importantly, it meant that constructive possession could be transferred and that the carrier had to deliver the cargo to the new holder (subject to any lien for unpaid freight) and could not plead that, without attorning directly to the new holder, they might not be made to do so. The new holder acquired the right to immediate possession and thus the necessary standing to maintain a tort action against the carrier.
Części książek na temat "Freight documents"
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Liška, Petr. "List nákladní a list náložný v proměnách doby". W Pocta prof. Josefu Bejčkovi k 70. narozeninám, 459–84. Brno: Masaryk University Press, 2022. http://dx.doi.org/10.5817/cz.muni.p280-0094-2022-22.
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The article examines the legal regulation of the consignment note and the bill of lading, especially in the legal codes valid in the territory of the Czech Republic. The article compares the extent and content of legal regulation, the concept of individual institutes and the rights and obligations of the parties related to these documents. At the same time, the specifics of legal regulation in rail freight transport are taken into account.
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Gang, Hong-run, Na Dong i Liang Zhao. "An Anomaly Detection Method for Network Freight Documents Based on Improved Multiple BRB". W Lecture Notes in Electrical Engineering, 409–16. Singapore: Springer Nature Singapore, 2024. http://dx.doi.org/10.1007/978-981-97-2124-5_49.
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Triepels, Ron, Ad Feelders i Hennie Daniels. "Uncovering Document Fraud in Maritime Freight Transport Based on Probabilistic Classification". W Computer Information Systems and Industrial Management, 282–93. Cham: Springer International Publishing, 2015. http://dx.doi.org/10.1007/978-3-319-24369-6_23.
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El Haddad, Rawan Hisham, Sara Hassan El-Gazzar, May Salah El-Dine Mohamed i Bojan Rosi. "Effect of COVID-19 on the Freight Forwarding Industry in Egypt". W Cases on International Business Logistics in the Middle East, 110–27. IGI Global, 2023. http://dx.doi.org/10.4018/978-1-6684-4686-7.ch006.
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The freight forwarding industry is an important player in the maritime transport industry that facilitates shipping processes by providing various value-added services such as securing bookings, transporting cargo, and preparing shipping documents. However, due to COVID-19 outbreak, the freight forwarding industry faced many challenges like port congestion, container shortages, and blank sailings. Therefore, this study examines COVID-19 effect on the freight forwarding industry and the challenges that the freight forwarders faced especially in Egypt, which is a logistics hub due to its strategic location. The case provides researchers and practitioners with an overview of the challenges that affected both maritime transport and freight forwarding industries in Egypt and investigates the challenges that Agility Egypt encountered due to COVID-19 restrictive safety measures. Also, it presents the solutions undertaken to deal with those challenges. Data were collected through interviews with various operation managers, executives, and specialists in Agility Egypt for shipping and freight.
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Stephen, Girvin. "Part II Bills of Lading and Other Documents of Carriage, 3 Types of Bills of Lading". W Carriage of Goods by Sea. Oxford University Press, 2022. http://dx.doi.org/10.1093/law/9780198811947.003.0003.
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This chapter examines bills of lading. While it was recognized that the holder of the bill of lading could acquire the property in the goods, it was in the second half of the nineteenth century that the character of the bill of lading as a symbol of the goods was formally recognized. Modern bills of lading are widely recognized as having the following three principal functions: “(a) a receipt by the carrier acknowledging the shipment of the goods on a particular vessel for carriage to a particular destination; (b) a memorandum of the terms of the contract of carriage, which will usually have been concluded before the signing of the document; (c) a document of title to the goods which enables the consignee to take delivery of the goods at their destination or to dispose of them by the indorsement and delivery of the bill of lading.” More broadly, there is a recognition of the leading role that bills of lading play in international trade. The chapter then considers liner bills of lading; straight bills of lading; charterparty bills of lading; freight forwarders’ bills of lading; through (combined transport) bills of lading; and multimodal transport bills of lading.
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"Documents". W Freinet, 70 ans après, 145–48. Presses universitaires de Caen, 2000. http://dx.doi.org/10.4000/books.puc.10532.
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Ferrell, Jeff. "Freedom in the Form of a Boxcar". W Drift. University of California Press, 2018. http://dx.doi.org/10.1525/california/9780520295544.003.0006.
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This chapter recounts the trip that the author and his gutter punk traveling companion, Zeke, took aboard a series of freight trains that carried them far into west Texas. The chapter documents the trip’s many drifting experiences: waiting in railyards, hiding from railroad workers, sleeping in the rain, moving from one train or one rail car to another (hotshots, units, boxcars), ultimately arriving in Pecos, Texas—and along the way getting lost in what gutter punks call “the drift.” Interwoven with this narrative are similar accounts from the long history of hoboing and the more recent history of gutter punk train hopping, along with considerations of particular aspects of such travel: dirt, filth, visibility, and “dirty kid” identity; bandana symbolism; beer drinking; and Railroad Workers United. The chapter ends with the author’s discovery of a bit of graffiti that Zeke has written inside the boxcar in which they are travelling, which says “Freedom in the form of a boxcar.”
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Stephen, Girvin. "Part II Bills of Lading and Other Documents of Carriage, 11 Signing Bills of Lading, Alterations of Delivery Obligations, and Other Bill of Lading Issues". W Carriage of Goods by Sea. Oxford University Press, 2022. http://dx.doi.org/10.1093/law/9780198811947.003.0011.
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This chapter studies the process of signing bills of lading, alterations of delivery obligations, and other issues concerning bills of lading. Following completion, the bills of lading must be signed. This may be done by the carrier but usually an agent, such as the master or a broker, does this. The master’s signature is sufficient to bind the shipowner in relation to freight to be paid, the external condition of the goods, and the time allowed for discharging cargo, but they cannot sign bills of lading for a greater quantity of goods than those on board or issue a second set of bills of lading for goods for which a bill of lading has already been issued and signed. One issue which may arise is whether mistakes on the face of the bills of lading can be amended after the bills of lading have been signed. The general principle is that this is possible, but it would not be wise for the shipowner to accede to making corrections unless all the bills of lading in the set are present. The chapter then considers switch bills of lading.
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Ueberschlag, Josette. "Documents et bibliographie". W Le groupe d’Éducation nouvelle d’Eure-et-Loir et l’essor du mouvement Freinet (1927-1947), 237–53. Presses universitaires de Caen, 2015. http://dx.doi.org/10.4000/books.puc.7711.
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Keeling, Drew. "Costs, Risks and Migration Networks between Europe and the United States, 1900-1914". W Maritime Transport and Migration, redaktorzy Torsten Feys, Lewis R. Fischer, Stéphane Hoste, Stephan Vanfraechem, Torsten Feys, Lewis R. Fischer, Stéphane Hoste i in. Liverpool University Press, 2007. http://dx.doi.org/10.5949/liverpool/9780973893434.003.0008.
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This essays explores the peak period of voluntary mass migration between Europe and the United States - 1900 to 1914. It focuses on the four major networks that enabled migration in such high numbers: kinship and community; steamship agents; steamship conferences; and government regulatory bodies. It analyses the push and pull factors of mass migration; the business risks plaguing passenger cargo over freight cargo; the US political responses to mass migration; the cost of migration; and the approaches to risk management in migration networks. It concludes by claiming that the well-documented risk-mitigating networks during the ‘Great Migration’ offers insights into the migration networks of the early twenty-first century and provides possible solutions for coping with the contemporary risks of globalisation.
Streszczenia konferencji na temat "Freight documents"
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Marčetić, Marija, Bojan Kocić, Nikola Vasić i Gordana Prlinčević. "Digital Transformation of Shipping and Customs Business during the COVID-19 Pandemic". W 6th International Scientific Conference – EMAN 2022 – Economics and Management: How to Cope With Disrupted Times. Association of Economists and Managers of the Balkans, Belgrade, Serbia, 2022. http://dx.doi.org/10.31410/eman.2022.213.
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The freight-forwarding market is at a tipping point because of the pandemic which dictates a new narrative in business with the changes companies have gone through in all sectors. Covid-19 initiated freight-forwarding, logisticians and customs officers to re-assess their strategy and realization of supply chains in line with new technology and digitalization. Introducing digital solutions will be the focus of every part of the supply chain as it will increase the quality of their services and so secure an adequate level of competitiveness in the market. Digital trends surpass traditional business with ease in hopes of clearing existing logistical bottlenecks. Automation of business services, various applications and platforms offers value to all participants in logistical achievements by decreasing cost. One benefit is the personalization of logistical and freight-forwarding services through the creation and processing of data. This work considers how customs officers and forwarders tackle digital transformation. Digital transformation in the freight-forwarding branch occurs on three levels. The first level is the new digital strategy of the FIATA freight-forwarding association for creating individual electronic documents. The second level encompasses different initiatives (IATA One Record, FEDeRATED, FENIKS, or IPCSA NoTN) to further connect existing systems, allowing supply chain participants to exchange information and still maintain control over their information. The third level represents the digitalization of the freight-forwarding companies themselves by introducing new software solutions. Customs systems advance at their own pace towards digitalization. Accessible, safe, integrated, interoperable electronic customs systems have eased electronic customs formalities to ease logistics in the supply chain when moving goods into/out of the EU. Compatible IT customs systems are built following international standards in terms of data sets which allows interaction with customs systems between countries.
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Renze, Kevin J. "Accident/Incident Reconstruction and Visualization". W 2018 Joint Rail Conference. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/jrc2018-6265.
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Factual evidence from locomotive event data recorders (EDR), locomotive image data recorders, accident site surveys, witness marks, rail equipment, track structure, photographs, video cameras, AEI readers, hot wheel or hot bearing detectors, wayside signal bungalows, train consist documents, and radio communication is integrated, validated, and visualized in a three-dimensional model environment. The goal is to build a physics-based, data-driven model of train position as a function of time to enhance the documentation, investigation, understanding, and analysis of in-service train derailments. Methods to construct, validate, and interrogate time-accurate, interactive visualizations of train movements for partial and complete train consists are discussed and demonstrated. In-service freight train derailments that occurred in Hoxie, Arkansas (offset frontal collision between opposing freight trains), Casselton, North Dakota (unit grain train derailment with car fouling opposing mainline track and subsequent crude oil unit train head-on collision), and Graettinger, Iowa (unit ethanol train derailment) are used to illustrate the accident reconstruction method. Similar vehicle path reconstructions for recent highway, aviation, and marine investigations are also presented.
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Kusmiyati. "Management Of Import Administration Documents Tobacco Through Freight Forwarder Using Fault Tree Analysis (Fta) On Shipment Strengths In Pt Alcotraindo Batam". W Proceedings of the 1st International Conference on Applied Economics and Social Science (ICAESS 2019). Paris, France: Atlantis Press, 2019. http://dx.doi.org/10.2991/icaess-19.2019.9.
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Cowan, Matthew, Joseph Lieberman, Jacob Cimbalista i Bryan Schlake. "Electronic Freight Car Inspection Recording and Application of Internet-of-Things (IoT) and Machine-to-Machine (M2M) Frameworks". W 2018 Joint Rail Conference. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/jrc2018-6192.
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Freight railroad classification yards have been compared to large-scale manufacturing plants, with inbound trains as the inputs and outbound trains as the outputs. Railcars often take up to 24 hours to be processed through a railyard due to the need for manual inbound inspection, car classification, manual outbound inspection, and other intermediate processes. Much of the inspection and repair process has historically been completed manually with handwritten documents. Until recently, car inspections were rarely documented unless repairs were required. Currently, when a defect is detected in the yard, the railcar inspector must complete a “bad order” form that is adhered to each side of the car. This process may take up to ten minutes per bad order. To reduce labor costs and improve efficiency, asset management technology and Internet-of-Things (IoT) frameworks can now be developed to reduce labor time needed to record bad orders, increase inspection visibility, and provide the opportunity to implement analytics and cognitive insights to optimize worker productivity and facilitate condition-based maintenance. The goal of this project is to develop a low-cost prototype electronic freight car inspection tracking system for small-scale (short line and regional) railroad companies. This system allows car inspectors to record mechanical inspection data using a ruggedized mobile platform (e.g. tablet or smartphone). This data may then be used to improve inspection quality and efficiency as well as reduce inspection redundancy. Data collection will involve two approaches. The first approach is the development of an Android-based mobile application to electronically record and store inspection data using a smartphone or rugged tablet. This automates the entire bad order form process by connecting to IBM’s Bluemix Cloudant NoSQL database. It allows for the information to be accessed by railroad mechanical managers or car owners, anywhere and at any time. The second approach is a web-based Machine-to-Machine (M2M) system using Bluetooth low energy (BLE) and beacon technology to store car inspection data on a secure website and/or a cloudant database. This approach introduces the freight car inspection process to the “physical web,” and it will offer numerous additional capabilities that are not possible with the current radio frequency identification device (RFID) system used for freight car tracking. By connecting railcars to the physical web, railcar specifications and inspection data can be updated in real-time and be made universally available. At the end of this paper, an evaluation and assessment is made of both the benefits and drawbacks of each of these approaches. The evaluation suggests that although some railroads may immediately benefit from these technological solutions, others may be better off with the current manual method until IoT and M2M become more universally accepted within the railroad industry. The primary value of this analysis is to provide a decision framework for railroads seeking to implement IoT systems in their freight car inspection practices. As an additional result, the software and IoT source code for the mobile app developed for this project will be open source to promote future collaboration within the industry.
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Punwani, Swamidas K. "Progress in Railroad Freight Car Engineering". W ASME 1998 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 1998. http://dx.doi.org/10.1115/imece1998-0342.
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Abstract The Rail Transportation Division (RTD), American Society of Mechanical Engineers (ASME) annually conducts a survey to document progress in the design, construction and use of freight cars and components. This year’s survey brought responses which indicated that 1998 was not a banner year for new developments. The continued evolution of freight equipment in 1998 focused on flexibility and versatility.
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Punwani, Swamidas K. "Progress in Railroad Freight Car Engineering". W ASME 1997 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 1997. http://dx.doi.org/10.1115/imece1997-0593.
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Abstract This paper is the result of an annual survey, conducted by the author on behalf of the Rail Transportation Division (RTD), American Society of Mechanical Engineers (ASME) to document progress in the design, construction and use of freight cars and components. Typically, the design must be at a prototype stage or beyond in order for it to be included here.
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Punwani, Swamidas K. "Progress in Railroad Freight Car Engineering". W ASME 2001 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2001. http://dx.doi.org/10.1115/imece2001/rtd-25706.
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Abstract Every year the Rail Transportation Division (RTD), American Society of Mechanical Engineers (ASME) conducts a survey to document progress in the design, construction and use of freight cars and components. The response in 2001 was not overwhelming. New developments were scarce. The industry continued to focus on the evolution of freight equipment in 2001 by adding flexibility and versatility to designs developed in the recent past.
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Punwani, Swamidas K. "Progress in Railroad Freight Car Engineering". W ASME 2000 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2000. http://dx.doi.org/10.1115/imece2000-2142.
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Abstract Every year the Rail Transportation Division (RTD), American Society of Mechanical Engineers (ASME) conducts a survey to document progress in the design, construction and use of freight cars and components. This paper describes the new developments. Some information was obtained from web sites. The industry continued to focus on the evolution of freight equipment in 2000 by adding flexibility and versatility to designs developed in the recent past.
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Punwani, Swamidas K. "Progress in Railroad Freight Car Engineering". W ASME 2002 International Mechanical Engineering Congress and Exposition. ASMEDC, 2002. http://dx.doi.org/10.1115/imece2002-33242.
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Every year the Rail Transportation Division (RTD), American Society of Mechanical Engineers (ASME) conducts a survey to document progress in the design, construction and use of freight cars and components. This paper describes the new developments. Some information was obtained from web sites. The industry continued to focus on the evolution of freight equipment in 2002 by adding flexibility and versatility to designs developed in the recent past. Due to a slow down in new car building fewer responses were received.
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Lechev, Emil. "COVID-19 PANDEMIC AND ITS JURIDICAL EFFECTS ON THE TRANSPORT SECTOR ON A GLOBAL SCALE". W THE LAW AND THE BUSINESS IN THE CONTEMPORARY SOCIETY 2020. University publishing house "Science and Economics", University of Economics - Varna, 2020. http://dx.doi.org/10.36997/lbcs2020.311.
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The transport business is governed by system of international rules and regulations, which control the behavior between the different economic agents in the supply chain. For the airfreight industry main standard is the Montreal Convention, for the road transport it is the CMR document, and for ocean freight, such role has the rules from Hague-Visby. The report will analyze their interpretations on the COVID-19 pandemic and their economic effects on the transport industry as a whole.
Raporty organizacyjne na temat "Freight documents"
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Barbero, José A. Freight logistics in Latin America and the Caribbean: An agenda to improve performance. Inter-American Development Bank, lipiec 2010. http://dx.doi.org/10.18235/0009184.
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The purpose of this Technical Note is to identify the main obstacles to logistics performance in Latin America and the Caribbean (the Region) and to offer an agenda for action. The note includes a didactic presentation of the conceptual foundations of freight logistics for those interested in the formulation of public policies across the diverse areas covered by this topic. The document studies the relative position of Latin America¿s logistics performance by reviewing the main available indicators and analyzing the probable causes of the performance gap between the Region and other countries. The study¿s methodology includes: an in¿depth review of the most critical components that contribute to the weak regional performance, and an examination of documents that assess the logistics situation of 10 countries in the Region. Based on the results, a public policy agenda is formulated, to improve the Region's performance and identify country clusters with different requirements.