Academic literature on the topic 'Total freight'
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Journal articles on the topic "Total freight"
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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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Hwang, Taesung. "Assignment of Freight Truck Shipment on the U.S. Highway Network." Sustainability 13, no. 11 (June 3, 2021): 6369. http://dx.doi.org/10.3390/su13116369.
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With the ever-increasing demand for freight movements, nationwide freight shipments between geographical regions by freight trucks need to be investigated since they comprise the largest share of total freight movements in the United States. To this end, the procedures for freight truck shipment demand network assignment on the entire U.S. highway network considering congestion effect are discussed, and the results are explained in detail, with visual illustrations. A fundamental traffic assignment model with a convex combinations algorithm is proposed to solve the nationwide freight truck shipment assignment problem under the user equilibrium principle. A link cost function is modified, considering the traffic volume that already exists on U.S. highways. A case study is conducted using big data including the entire U.S. highway network and freight shipment information in 2007. Total and average freight shipment costs for both truck and rail transportation for a specific origin–destination pair in the database are computed to compare the characteristics of these two major freight transportation modes in the United States. Application of the proposed model could be possible to address many other related problems, such as improvement of highway infrastructure, and reductions in traffic congestion and vehicle emissions.
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Wang, Danzhu, Lingyun Zhou, Huimin Zhang, and Xiaokang Liang. "A Bi-Level Model for Green Freight Transportation Pricing Strategy Considering Enterprise Profit and Carbon Emissions." Sustainability 13, no. 12 (June 8, 2021): 6514. http://dx.doi.org/10.3390/su13126514.
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Due to the impact of COVID-19, enterprises need effective pricing strategies to improve profits and viability. In order to fill research gaps in the literature relating to market competition among different freight modes and to adjust the freight transportation structure by optimizing transportation prices, we propose a multi-objective bi-level programming pricing model that considers market competition and the carbon emissions of the freight system in China. First, an objective function in upper-level planning was used to improve logistics enterprise profits and reduce the total carbon emissions of the freight system. Then, a generalized cost function for the freight transportation mode was designed to quantify the market competition among different transportation modes, and a user equilibrium assignment model was established to obtain the results of cargo flow assignment in lower-level planning. To solve the model, a sensitivity analysis algorithm was designed, and a logistics network example was used to verify the effectiveness of the model. The experimental results show that reasonable freight price adjustment can effectively increase enterprise profits and reduce the total carbon emissions of the freight system. In this paper, we provide a new method for freight pricing research, considering the market competition of multiple transportation modes, and provide a new idea for adjusting the transportation structure through freight price optimization, which will play a positive role in promoting the development of green freight.
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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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Zhang, Yaqin, Mingming Wang, Ruimin Wang, Zhipeng Li, and Nan Zhang. "A freight train dispatching approach for handling perturbations: a real case for the longest heavy-haul railway in China." Smart and Resilient Transport 2, no. 2 (November 30, 2020): 85–99. http://dx.doi.org/10.1108/srt-09-2020-0009.
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Purpose This paper aims to reschedule the freight train timetable in case of disturbance to restore the train services as soon as possible. Design/methodology/approach Hence, an integer linear programming model for the real-time freight heavy-haul railway traffic management is developed in case of large primary delays caused by the delayed cargos loading. The proposed model based on the alternative graph at the microscopic level depicts the freight train movements in detail. Multiple dispatching measures such as re-timing and re-ordering are taken into account. Moreover, two objective functions, namely, the total final delays and the consecutive delays, are minimized in the freight trains dispatching problem. Findings Finally, a real-world computational experiment based on the Haolebaoji-Ji’an freight heavy-haul railway is implemented. The results of all disrupted cases are obtained within 10 s. The results give insight into that the consecutive delays are more than the total final delays when the same disrupted situation and the consecutive or total final delays increase as the primary delays increase. Originality/value An integer linear programming model based on the alternative graph for the real-time freight heavy-haul railway traffic management is developed in case of large primary delays caused by the delayed cargos loading. The method can be developed as the computer-aided tool for freight train dispatchers.
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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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Shirov, A. A., N. N. Sapova, E. S. Uzyakova, and R. M. Uzyakov. "Comprehensive Forecast of Demand for Inter-regional Rail Freight Transport." Economy of Region 17, no. 1 (March 2021): 1–15. http://dx.doi.org/10.17059/ekon.reg.2021-1-1.
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A forecasting system for calculating the demand for inter-regional rail freight transport is necessary for assessing the growth and development opportunities of transport infrastructure, connectivity of regions and spatial development. We examine the regional economy and interregional relations based on the existing system of rail freight transport. The statistics of the Federal State Statistics Service (Rosstat), international statistical agencies and the data of JSC Russian Railways served as raw data. The research methodology includes input-output methods and models, in particular, a static input-output model, as well as methods of correlation and regression analysis. We calculated projected rail freight traffic for two macroeconomic development scenarios. A better alternative (target scenario) of economic development, demonstrating an average annual economic growth rate of 102.2 % for the period 2015–2035, would lead to a 16.2 % increase in the rail freight traffic by 2035 compared to the baseline scenario. The second scenario is based on the hypothesis of economic stagnation at the level of 1%. Such an increase is achieved by domestic transport, in which the share of construction freight for approximately 30.9 % of total traffic by 2035, and export transport, where the share of energy freight is 44.1 % of the total. An increase in shipment in total rail freight transport will be provided by enterprises of the Central, Northwestern, Volga and Siberian Federal Districts. The proposed tools allow sub- stantiating the strategic development of the railway system, assessing the cooperation between the economy and rail transport. The results can be used for analytical and predictive support of the strategic development of the railway system in the Russian Federation. The future research will focus on expanding the set of factors for considering the regional characteristics of economic development, a more meaningful assessment of the connectivity of regions, not only in the system of rail freight transport.
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Shen, Guoqiang, Xiaoyi Yan, Long Zhou, and Zhangye Wang. "Visualizing the USA’s Maritime Freight Flows Using DM, LP, and AON in GIS." ISPRS International Journal of Geo-Information 9, no. 5 (April 25, 2020): 286. http://dx.doi.org/10.3390/ijgi9050286.
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In this research, we developed a novel model framework consisting of data mining (DM), linear programming (LP), and an all-or-nothing (AON) flow assignment to estimate maritime freight flows between the United States and the rest of the world. We first built DM and LP models to select and combine various country-level data sources on import and export freight into a complete geographic information system (GIS)-based origin and destination (OD) database with targeted locations, networks, and attributes on ocean routes connecting foreign and U.S. maritime ports. Then, we performed freight assignments and estimated total or commodity-specific import and export freight flows. Additionally, we visualized major sea ports with various handling capacities and optimal maritime freight flows in 2D in GIS and in 3D in Google Earth with highlights for selected total and most imported or exported goods on maritime networks and for major trading partners, such as the U.S. and China. Finally, a visual validation of model results on optimal maritime routes with respect to real-time vessel density network links and routes was provided as well.
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Liu, Lianhua, Aili Xie, and Hai Ping. "Research on Freight Development of Guangdong Province Based on Grey Theory Model." Mathematical Problems in Engineering 2021 (July 20, 2021): 1–14. http://dx.doi.org/10.1155/2021/5401499.
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Logistics and economic development complement each other. The comprehensive competitiveness of Guangdong provincial economy ranks first in China. Under the influence of COVID-19, the freight development of Guangdong Province has been affected, but there is still lack of quantitative research. It is significant to explore the trend of economic development through the freight development of Guangdong Province. Based on the grey theory model, this paper uses six freight indexes to research freight development of Guangdong Province. Under the assumption that COVID-19 did not happen, we predicted the development value of freight index of Guangdong Province from January to December in 2020 and studied the influence based on the comparison between the predicted value and actual value. The empirical study shows three impact characteristics: stage characteristics, structural characteristics, and entity transmission characteristics. COVID-19 has a negative impact on the development of total freight volume, highway freight volume, waterway freight volume, and air freight volume in Guangdong Province. The influence values were −23.001%, −29.344%, −11.296%, and −3.838%. But, the freight volumes of railway and pipeline were positively affected by 14.343% and 13.057%, respectively, due to their continuity and substitution to other transportation modes. To further explore the abate measures of COVID-19 impact on Guangdong’s freight development, the grey correlation model is introduced to study the correlation factors of freight development of Guangdong Province. Through the research of the related factors, this paper puts forward some measures to promote the freight development of Guangdong Province in the postepidemic era.
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Yang, Fan, Xiaoying Tang, Yingxin Gan, Xindan Zhang, Jianchang Li, and Xin Han. "Forecast of Freight Volume in Xi’an Based on Gray GM (1, 1) Model and Markov Forecasting Model." Journal of Mathematics 2021 (January 18, 2021): 1–6. http://dx.doi.org/10.1155/2021/6686786.
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Due to the continuous improvement of productivity, the transportation demand of freight volume is also increasing. It is difficult to organize freight transportation efficiently when the freight volume is quite large. Therefore, predicting the total amount of goods transported is essential in order to ensure efficient and orderly transportation. Aiming at optimizing the forecast of freight volume, this paper predicts the freight volume in Xi’an based on the Gray GM (1, 1) model and Markov forecasting model. Firstly, the Gray GM (1, 1) model is established based on related freight volume data of Xi’an from 2000 to 2008. Then, the corresponding time sequence and expression of restore value of Xi’an freight volume can be attained by determining parameters, so as to obtain the gray forecast values of Xi’an’s freight volume from 2009 to 2013. In combination with the Markov chain process, the random sequence state is divided into three categories. By determining the state transition probability matrix, the probability value of the sequence in each state and the predicted median value corresponding to each state can be obtained. Finally, the revised predicted values of the freight volume based on the Gray–Markov forecasting model in Xi’an from 2009 to 2013 are calculated. It is proved in theory and practice that the Gray–Markov forecasting model has high accuracy and can provide relevant policy bases for the traffic management department of Xi’an.
Dissertations / Theses on the topic "Total freight"
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Mandana, Raghav Somayya. "Policy Tools for the Decarbonisation of Urban Freight Transport in Brazil." Thesis, KTH, Skolan för industriell teknik och management (ITM), 2021. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-299857.
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There has been an increase in the carbon dioxide (CO2) emissions in the last 3 decades. A large share of these emissions is produced by the transport sector. In 2010 alone, global transport accounted for 7 GtCO2 eq and approximately 23% of total energy-related CO2 emissions. In order for the decarbonisation of the transport sector, one of the most important strategies is to reduce the use of fossil fuels. Fossil fuel consumption can be reduced by rolling out more battery electric vehicles (BEVs) on public roads. This is one of the methods by which the concept of electromobility is promoted. In order to increase the share of EVs, many countries have implemented different policies that promote the electrification of the transport sector. With respect to freight transport, electric commercial vans are one of the feasible choices. This Master thesis involves a quantitative study which focus on the “total cost of ownership” (TCO) of light commercial vehicles (LCVs). Two diesel vans currently used in Curitiba, Brazil were selected - the Sprinter van by Mercedes-Benz and the Master van by Renault. In addition, their electric counterparts were also chosen; in conjunction, a sensitivity analysis with respect to fuel prices and annual distance driven was conducted. The results showed that the TCO of the electric LCVs is around 1.6 to 1.7 times higher than their diesel versions. As far as the two van model types were concerned, the Mercedes-Benz Sprinter had a higher TCO than the Renault Master over the chosen vehicle lifetime for both the diesel and electric versions, with the difference around 7.5% for the diesel versions and approximately 13% for the electric versions. Based on the results of the TCO study, possible economic policies and fiscal instruments were recommended with regards to light commercial freight transport for Curitiba.Det har skett en ökning av koldioxidutsläppen (CO2) under de senaste 3 decennierna. En stor del av dessa utsläpp produceras av transportsektorn. Bara 2010 svarade, global transport för 7 GtCO2 ekvivalenter och cirka 23% av de totala energirelaterade koldioxidutsläppen. För att avkolning av transportsektorn är en av de viktigaste strategierna att minska användningen av fossila bränslen. Fossil bränsleförbrukning kan minskas genom att rulla ut fler elektriska fordon (EF) på allmänna vägar när det gäller transportsektorn i allmänhet. Detta är en av metoderna som begreppet elektromobilitet främjas. För att öka andelen elbilar har många länder genomfört olika policyer som främjar elektrifiering av transportsektorn. När det gäller godstransport, är elektriska kommersiella lastbilar och skåpbilar två av de möjliga valen. Detta examensarbete involverar en kvantitativ studie som fokuserar på “totala ägandekostnaderna” (TÄK) för lätta nyttofordon. Två dieselbilar som för närvarande används i Curitiba, Brasilien valdes - Sprinter-skåpbilen från Mercedes-Benz och Master-skåpbilen av Renault. Dessutom valdes deras elektriska motsvarigheter; i samband med detta genomfördes en känslighetsanalys avseende bränslepriser och årlig körd distans. Resultaten visade att T för elektriska LCV är cirka 1.6 till 1.7 gånger högre än deras dieselversioner. När det gäller de två typerna av skåpbilar hade Mercedes-Benz Sprinter en högre TCO än Renault Master under den valda fordonstiden för både diesel - och elektriska versioner, med skillnaden cirka 7.5% för dieselversionerna och cirka 13% för de elektriska versionerna. Baserat på resultaten av TCO-studien rekommenderades möjlig ekonomisk politik och finanspolitiska instrument när det gäller lätt kommersiell godstransport för Curitiba.
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Engholm, Albin. "Driverless trucks in the Swedish freight transport system : An analysis of future impacts on the transport system and the emerging innovation system." Licentiate thesis, KTH, Integrated Transport Research Lab, ITRL, 2021. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-294580.
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A large-scale introduction of driverless trucks could start taking place during the next decade. While this could bring several economic benefits for freight transport actors and society, it may also change the freight transport system and exacerbate the negative effects of road transport. This thesis aims to increase the understanding of how an introduction of driverless trucks could materialize and impact the freight transport system in Sweden. Two overarching issues are addressed. The first is how freight transport patterns will change due to the impacts of driverless trucks on road transport supply. This is addressed in Paper 1 and Paper 2. The second issue, which is studied in Paper 3, is what factors are shaping the ongoing development towards an introduction of driverless trucks in Sweden. In Paper 1, the impact of driverless trucks on the costs for long-distance road freight transport is studied through a total cost of ownership analysis which shows that driverless trucks could enable cost reductions of around 30%-40% per ton-kilometer. A key determinant of the cost reduction is to what extent reduced driver costs will be offset by other forms of human labor that may be required for driverless truck operations. Other factors, including changes to the truck acquisition cost, have marginal importance. The cost-saving potential provides a strong motivation for freight transport actors to develop and adopt driverless trucks. In Paper 2, the impacts of driverless trucks on road transport demand, utilization of different truck types, modal split, and total logistics costs are studied by using the Swedish national freight transport model Samgods. Two scenario types are studied, one in which driverless trucks substitute manually driven trucks and one where driverless trucks capable of operating between logistics hubs are introduced as a complement to manually driven trucks. The analysis shows that in both scenarios, driverless trucks could reduce total costs for Swedish freight transport in the range of billions of SEK per year. Road transport demand and truck traffic volumes may increase significantly through modal shifts from rail and sea. This could lead to increased societal costs through, for instance, increased CO2 emissions and congestion which are, however, not quantified in the study. In Paper 3, an analysis of the innovation system of driverless trucks based on an interview study with actors involved in the development and introduction of driverless trucks in Sweden is presented. The findings suggest that there are several favorable factors for a successful introduction of driverless trucks, but also that the innovation system is characterized by a high degree of uncertainty related to what infrastructure will be required and available, what business models will be emerging, and which actors will be able to capitalize on the development and which actors that become marginalized in a future with driverless trucks. The findings from this thesis can be of interest for policymakers since it highlights potential benefits and challenges associated with driverless trucks from a transport-system perspective and the provided indicative quantitative estimates on system-level impacts offer a glimpse into a future freight transport system with driverless trucks. Also, the thesis highlights critical challenges for the innovation system of driverless trucks which could guide efforts to improve its performance.Ett storskaligt införande av förarlösa lastbilar kan komma att inledas under det kommande årtiondet. Detta skulle kunna medföra flera nyttor för transportköpare, transportbolag och samhället i stort men kan också leda till betydande förändringar av godstransportsystemet och ökade negativa effekter från vägtransporter. Syftet med denna avhandling är att öka förståelsen för hur ett införande av förarlösa lastbilar kan ske samt påverka godstransportsystemet i Sverige. Två övergripande frågeställningar studeras. Den första är hur förarlösa lastbilar påverkar utbudet för lastbilstransporter och därigenom förändrar godstransportsystemet. Detta studeras i Artikel 1 och Artikel 2. Den andra frågeställningen är vilka faktorer som påverkar den pågående utvecklingen mot ett införande av förarlösa lastbilar, vilket studeras i Artikel 3. I Artikel 1 görs en analys av hur förarlösa lastbilar kan påverka kostnaden för långväga lastbilstransporter. Denna visar att förarlösa lastbilar kan minska den totala ägandekostnaden med runt 30-40% per tonkilometer jämfört med konventionella lastbilar. Avgörande för hur stor kostnadsbesparingen blir är i vilken utsträckning minskningar i förarkostnader vägs upp av andra lönekostnader som uppstår vid användning av förarlösa lastbilar. Andra faktorer, inklusive förändringar av inköpspriset på lastbilar, har endast marginell påverkan. Den potentiella kostnadsbesparingen utgör ett tydligt motiv för godstransportaktörer att införa förarlösa lastbilar. I Artikel 2 studeras effekterna av förarlösa lastbilar på efterfrågan på lastbilstransporter, användningen av olika lastbilstyper, fördelningen mellan transportslag, och totala transportkostnader. Analysen görs med den svenska nationella godstransportmodellen Samgods och studerar två scenariotyper. I det första scenariot ersätter förarlösa lastbilar hela flottan av konventionella lastbilar. I det andra scenariot införs förarlösa lastbilar som enbart kan köra mellan logistikterminaler som ett komplement till konventionella lastbilar. Analysen visar att förarlösa lastbilar leder till en betydande ökning av efterfrågan på lastbilstransporter till följd av överflyttningfrån sjöfart och järnväg i båda scenarierna. På nationell systemnivå kan förarlösa lastbilar minska de totala kostnaderna för svenska godstransporter i storleksordningen miljarder kronor per år. Åandra sidan kan den betydande ökningen av lastbilstrafik också medföra ökade samhällsekonomiska kostnader, till exempel genom ökade koldioxidutsläpp och trängsel, vilka dock inte kvantifieras i studien. I Artikel 3 presenteras en analys av innovationssystemet för förarlösa lastbilar som bygger på en intervjustudie med aktörer involverade i utvecklingen och införandet av förarlösa lastbilar i Sverige. Resultaten indikerar att det finns flertalet gynnsamma faktorer för ett framgångsrikt införande, samtidigt som innovationssystemet i flera avseenden karakteriseras av en låg mognadsgrad och stora osäkerheter kopplade till infrastrukturfrågor, vilka affärsmodeller som kommer uppstå samt vilka aktörer som kommer gynnas eller missgynnas av utvecklingen. Resultaten från denna avhandling kan vara av intresse för beslutsfattare då de belyser potentiella nyttor och utmaningar med förarlösa lastbilar från ett transportsystemperspektiv och de indikativa systemeffekter som kvantifieras ger en fingervisning om hur ett framtida godstransportsystem med förarlösa lastbilar kan se ut. Avhandlingen belyser också viktiga utmaningar för innovationssystemet för förarlösa lastbilar vilket kan vägleda eventuella ansträngningar för att förbättra det.
Books on the topic "Total freight"
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Nielsen, Egil. Transport routes and total transport costs for some overseas trades in Cote D'Ivoire, Cameroun and Burkina Faso. Oslo: Institute of Transport Economics, Norwegian Center for Transport Research, 1987.
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Rez, Peter. The Simple Physics of Energy Use. Oxford University Press, 2017. http://dx.doi.org/10.1093/oso/9780198802297.001.0001.
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In industrially developed countries, energy is used primarily for three things—maintaining a comfortable environment in buildings, transporting people and goods and manufacturing products. Each accounts for about one-third of the total primary energy use. Controlling the indoor temperature accounts for most of the energy use in buildings. Therefore, this strongly depends on the local climate. Electricity accounts for a high proportion of the energy transfer in developed countries. The problem is that electricity cannot easily be stored, and that supply therefore has to match demand. This makes the use of intermittent renewables such as solar and wind particularly challenging. Transportation efficiency can be measured by the energy used to move a person or a tonne of freight over a given distance, but there is also the journey time to consider. Transportation, with the exception of trains, is constrained by the energy density and convenience of fuels, and it is hard to beat liquid hydrocarbons as fuels. Materials that are dug out of the earth are nearly always oxides, but we want the element itself. The reduction process inevitably uses energy and produces carbon dioxide. Even growing crops requires energy in addition to that provided by sunlight. A meat-based diet requires significantly higher energy inputs than a vegetarian diet. Growing crops for fuel is a poor use of land, the problem being that crops do not grow fast enough. Policy should ultimately be based on what works from a physics and engineering viewpoint, and not on legislation that mandates the use of favoured renewable energy sources.
Book chapters on the topic "Total freight"
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Nash, C. A., and A. E. Whiteing. "Mode Choice: A Total Distribution Cost Approach." In Freight Transport Planning and Logistics, 121–49. Berlin, Heidelberg: Springer Berlin Heidelberg, 1988. http://dx.doi.org/10.1007/978-3-662-02551-2_4.
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Fitzpatrick, Autumn Mabel, and Gökcay Balci. "Promoting Road Freight Industry to Women." In Advances in Human Resources Management and Organizational Development, 222–41. IGI Global, 2021. http://dx.doi.org/10.4018/978-1-7998-3515-8.ch012.
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Distribution and freight transportation play a significant role in the development of a region, but the sector is usually a male-dominated one. Considering the shortage of drivers in some countries such as the UK and lack of studies investigating the challenges female drivers face, it is crucial to identify motivations and challenges. Identifying challenges would help promoting the industry to more female drivers. Thus, the chapter aims to discover the main motivations and challenges as well as discover if females feel they are treated equally to males within this industry. Accordingly, a qualitative study is designed, and a total of 16 interviews have been conducted with female truck drivers in the UK. The results indicate that the main motivation for female truck drivers is the freedom that the job allows. The study also found a number of challenges faced by female truck drivers in their day-to-day working life. The biggest challenge for female truck drivers is clearly shown to be a lack of facilities.
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McKinnon, Alan. "Improving the Sustainability of Road Freight Transport by Relaxing Truck Size and Weight Restrictions." In Supply Chain Innovation for Competing in Highly Dynamic Markets, 185–98. IGI Global, 2012. http://dx.doi.org/10.4018/978-1-60960-585-8.ch012.
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Increasing legal limits on the size and weight of trucks allows companies to achieve a higher degree of load consolidation. This reduces the total number of vehicle-kilometres required to distribute a given quantity of goods, saving money and reducing environmental impacts. Proposals to legalise longer and heavier vehicles, (LHVs) have, nevertheless, generated intense debate, particularly in Europe where they are strongly resisted by railway and environmental organisations. This chapter reviews recent studies on this subject, presents an analytical framework and focuses on three critical issues: the extent to which loads can be consolidated in LHVs, their effect on the freight modal split and the possibility that the resulting reduction in road freight costs will stimulate additional traffic growth. Most of the recent studies support the development of LHVs, particularly those based on actual experience of their use in countries such as Australia, Sweden and the United States.
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Danloup, Nicolas, Hamid Allaoui, Jesus Gonzales-Feliu, and Gilles Goncalves. "Assessing the Environmental Impacts of Green Collaboration in Land-Sea Freight Transport." In Handbook of Research on Interdisciplinary Approaches to Decision Making for Sustainable Supply Chains, 113–39. IGI Global, 2020. http://dx.doi.org/10.4018/978-1-5225-9570-0.ch006.
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The purpose of this chapter is to study the benefits of collaboration among shippers in less than truckload transportation and to show the role of transhipments in the collaboration. In this chapter, the authors propose a new model for the pickup and delivery problem with transhipment and time windows to study the role of transhipment in the green collaborative transportation. A transportation network with two transportation modes road and sea is considered. Different scenarios are optimized and compared in terms of cost and CO2 emissions: with/without collaboration and with/without transhipment. The proposed model is applied to a case study with real data from three agri-food companies in short sea shipping context. With this model, the total cost and the total amount of CO2 emissions are reduced by using collaboration and transhipment. An experimental study was conducted to illustrate this positive impact.
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Hilty, Lorenz M., Ruth Meyer, and Thomas F. Ruddy. "A General Modelling and Simulation System for Sustainability Impact Assessment in the Field of Traffic and Logistics." In Environmental Information Systems in Industry and Public Administration, 167–85. IGI Global, 2001. http://dx.doi.org/10.4018/978-1-930708-02-0.ch010.
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Traffic comprises a large and persistently growing share of resource consumption and environmental stress in modern economies. Even on our way towards an Information and Knowledge Society, the demand for physical transport has not let up. Although the total physical mass transported is no longer increasing in modern economies, the distances and exchange frequencies still are, both in freight and in passenger traffic. That is making traffic with its effects on the environment into one of the most difficult problems that has to be solved if we want to attain sustainable development.
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Erol, Serpil, and Aykut Süreyya Duyguvar. "The Evolution of Logistics Hubs and a Conceptual Framework for Logistics Hubs Location Decisions." In Advances in Civil and Industrial Engineering, 112–43. IGI Global, 2016. http://dx.doi.org/10.4018/978-1-4666-8648-9.ch005.
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Hubs are special centers that used for switching, transferring and handling freight or passengers in transportation systems. The hub location problem deals with locating hub facilities and allocating demand nodes to hubs in order to route the traffic between origin–destination pairs. Aiming at minimizing the total costs, maximizing utilization of transporters, maximizing the service level, etc., the flow between O–D pairs is dispatched through some selected intermediate logistics centers (called hub nodes) and links connecting the hubs. In this work, a conceptual framework is proposed for hub location decision problem in transportation networks since the previous reviews are out of date. Several models, methods and decision tools are evaluated. Also future trends are added to represent a new point of view for global scale. Since the models and solution approaches are complicated, it is not practical to catch optimum results, and some relevant algorithms will be represented to solve hub models in this chapter.
Conference papers on the topic "Total freight"
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Stodolsky, Frank, Linda Gaines, Roy Cuenca, and James J. Eberhardt. "Lifecycle Analysis for Freight Transport." In Total Life Cycle Conference & Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1998. http://dx.doi.org/10.4271/982206.
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Marheineke, Torsten, Rainer Friedrich, and Wolfram Krewitt. "Application of a Hybrid-Approach to the Life Cycle Inventory Analysis of a Freight Transport Task." In Total Life Cycle Conference & Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1998. http://dx.doi.org/10.4271/982201.
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Chang, Yimei, Xiaoning Zhu, Ailing Huang, and Ying Bo. "Design of Railway Freight Business Process for Total Logistics Service." In 2015 IEEE 18th International Conference on Intelligent Transportation Systems - (ITSC 2015). IEEE, 2015. http://dx.doi.org/10.1109/itsc.2015.231.
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Liu, Qing. "Analysis on Door-Door Total Logistics Service of Railway Freight." In 2014 International Conference of Logistics Engineering and Management. Reston, VA: American Society of Civil Engineers, 2014. http://dx.doi.org/10.1061/9780784413753.219.
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Hoffman, Alwyn J. "Quantifying the impact of freight transport performance on the total economic cost of cargo importers *." In 2019 IEEE Intelligent Transportation Systems Conference - ITSC. IEEE, 2019. http://dx.doi.org/10.1109/itsc.2019.8916945.
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Lattime, Scott B., and Richard Borowski. "Non-Contacting Seal for Rail Freight Applications." In ASME 2010 International Mechanical Engineering Congress and Exposition. ASMEDC, 2010. http://dx.doi.org/10.1115/imece2010-37734.
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Due to increasing energy costs and emissions restrictions, many industries are paying closer attention to the energy required to keep their equipment operating. Parasitic losses in power such as those due to the drag produced by contacting lip seals that are found in a variety of rotating equipment can significantly add to the total operating costs of that equipment. In mobile industries (railroad, heavy truck, and automotive), these losses can significantly affect the amount of fuel consumed and emissions produced. Power losses due to seal drag are also accompanied with frictional heat and wear which can degrade components and lead to maintenance costs to service or replace these components. To address these issues for the railroad industry, Timken has developed a non-contacting seal for use in railroad bearings. A review is given of the design and development of a non-contacting labyrinth seal for railroad bearing applications. The seal has been qualified by the Association of American Railroads (AAR) for use in North America freight car service and is currently the only non-contacting seal in operation for this market. The unique design of the labyrinth pathway allows for zero seal drag with exceptional grease retention and contaminant exclusion capabilities as compared to contacting elastomer lip seals that are typical for this industry. Experimental test performance of this seal will be compared to other seals that are currently used in this industry. Operating torque reductions of 10–30 in-lb per seal achieved through this technology can lead to fuel savings on the order of hundreds of thousands of gallons per year corresponding to the elimination of thousands of tons of emissions due to the reduced fuel usage in the U.S. alone. These savings can be passed directly to railroads and freight car owners as well as the general population with lower operating costs, increased reliability, longer service life, and reduced emissions.
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Iden, Michael E. "U.S. Freight Rail Fuel Efficiency: 1920-2015 Review and Discussion of Future Trends." In 2019 Joint Rail Conference. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/jrc2019-1296.
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U.S. freight railroads produce about 40 percent of freight gross ton-miles while consuming only about 1/20th of the total U.S. diesel fuel1. Compared to heavy-duty trucks, freight railroads have significant energy (and emissions) advantages including the low coefficient of friction of steel wheel-on-rail (compared to rubber tires-on-pavement) and multiple-vehicle trains. However, improved heavy-duty truck technologies are being federally-funded and developed which may create some challenges to freight rail’s long-standing environmental (and economic) advantage in certain transportation markets and corridors. This paper reviews U.S. freight rail fuel efficiency (measured in gallons of fuel per thousand gross ton-miles) from 1920 to 2015, using published records from the former Interstate Commerce Commission (ICC) archived and made available by the Association of American Railroads (AAR). All freight locomotive energy consumption (all types of coal, crude oil, electricity kilowatt-hours and diesel fuel) are converted into approximations of diesel gallons equivalent based on the nominal energy content of each locomotive energy type, in order to show the effect of transitioning from steam propulsion to diesel-electric prior to 1960 and the application of other new technologies after World War II. Gross ton-miles (rail transportation work performed) will similarly be tracked from historic ICC and AAR records. Annual U.S. freight rail fuel efficiency is calculated and plotted by dividing total calculated diesel gallons equivalent (DGe) consumed by gross (and by lading-only net) ton-miles produced. New technologies introduced since 1950 which have likely contributed to improvements in freight rail fuel efficiency (such as introduction of unit coal trains, distributed power, alternating current locomotives, etc) will also be discussed and assessed as to relative contribution to fuel efficiency improvements. The paper includes a discussion about U.S. freight rail fuel efficiency compared to heavy-duty truck fuel efficiency, with comments on projected improvements in heavy-duty truck technologies and fuel efficiency. A conclusion is that U.S. freight railroads and equipment suppliers need to be more aware of projected heavy-duty truck fuel efficiency improvements and their potential for erosion of some aspects of traditional railroad competitiveness. Numerous suggested action plans are discussed, with particular focus on reducing the aerodynamic drag (a delta velocity-squared factor in train resistance and power requirement) of double-stack container trains. Last, this paper discusses possible courses of action for U.S. freight railroads to achieve fuel efficiency improvements greater than the historic ∼1 percent improvement achieved over the past 50 years. If freight rail is to remain economically competitive vis a vis heavy duty trucking, railroads will have to identify, evaluate and implement new technologies and/or new operating practices which can help them achieve fuel efficiency improvements matching (or exceeding) those projected for heavy trucks over the next 7-to-12 years. A specific example for improving fuel efficiency of double-stack container trains is discussed. Failure to address the future of freight rail fuel efficiency is likely not an option for U.S. railroads.
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Nordio, A., R. Torrese, G. Porta, and M. G. Vignolo. "Travel times, operating and total costs: comparison between Tuscan trucked air cargo and an environmentally sustainable intermodal freight system." In URBAN TRANSPORT 2008. Southampton, UK: WIT Press, 2008. http://dx.doi.org/10.2495/ut080251.
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Dawson, Richard W., Darrell Iler, and Kevin Koch. "New AAR Procedure Permitting Freight Car Life Beyond 50 Years." In ASME 2005 International Mechanical Engineering Congress and Exposition. ASMEDC, 2005. http://dx.doi.org/10.1115/imece2005-82848.
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The Interchange Rules of the Association of American Railroads (AAR) limit the life of freight cars to 50 years from the date originally built. Recently, however, the AAR has instituted a new provision under Interchange Rule 88 that permits cars to operate for up to 65 years since their built date. The procedure incorporates two basic portions; demonstrating that the carbody has the structural integrity to last for a total life of 65 years and upgrading specific components on each car. After applying to the AAR Equipment Engineering Committee (EEC) requesting that ILS be granted to a particular group of cars, the car owner has two optional methods to demonstrate the structural integrity of the selected cars. The first option is to perform structural inspections on a specified number of representative cars and to perform a full-scale fatigue test on a test car. In place of the fatigue test, the second option is to perform structural inspections on a larger number of cars and conduct follow-up inspections every five years after receipt of approval. The physical fatigue test incorporates modern engineering best practices by utilizing finite element modeling and full-scale accelerated fatigue testing (AFT). Following the creation of a representative model, several load conditions, both real and worst-case, are then applied to determine the high-stress locations. Using instrumentation at the high-stress locations, a full-scale test is conducted with the car operating in a typical service environment. The objective of full-scale testing is to obtain real strain data and input loads produced by typical environment conditions. AFT enables the required load cycles to be applied to the test car in a dynamic test fixture in weeks or months versus years of actual service. A rapid accumulation of fatigue-damaging cycles representative of the remaining years necessary to bring the total life of the test car to 65 years are applied to the car. The requirements for the components to be replaced or upgraded under Rule 88 are similar to those for new cars and for rebuilt cars. Some components, such as air brake control valves, are to be upgraded to more recent standards. Others are to be replaced in kind with reconditioned parts. Even though the carbody is permitted to operate beyond 50 years, components must still comply with existing AAR and Federal Railroad Administration (FRA) age limits. In addition to obtaining Increased Life Status (ILS) from the AAR, the car owner must also apply to the Federal Railroad Administration for authorization to operate the cars beyond the 50-year limit of the FRA Freight Car Safety Standards. This paper will demonstrate the approval process, including AFT testing, as applied to two groups of flat cars in auto rack service, and a group of 60-foot flat cars.
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Talebian, Ahmadreza, and Bo Zou. "Train Planning on a Single Track Shared-Use Passenger and Freight Corridor With Demand Considerations." In 2014 Joint Rail Conference. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/jrc2014-3732.
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While the train scheduling problem has been investigated for an extended period of time, shared passenger and freight corridor planning and capacity analysis have gained growing attention recently, due largely to the emergence of higher speed rail lines in the US. This study proposes an integrated, hypergraph-based approach that considers constraints from infrastructure supply as well as passenger demand in solving the train scheduling problem on a passenger-freight shared rail corridor. Two approaches are proposed to capture different policies which could be implemented in real world. The first, sequential approach considers passenger train priority in schedule planning, and then develop freight trains schedules given the fixed schedule of passenger trains. In the second approach, we minimize the total costs of freight and passenger trains simultaneously. Our results indicates that the marginal cost increase for freight railroad due to considering passenger train priority is larger than the associated marginal cost reduction for passengers. We also find that using high resolution time units in the mathematical formulation does not significantly improve the solution, meanwhile causing substantial increase in computation time. Therefore we suggest choosing coarser a time unit to first generate an approximate solution, which is subsequently used to reduce the search space for feasible train schedules using a finer-grained time unit. We show that this considerably saves computational effort.