An Approach for Economic Analysis of Intermodal Transportation

본 연구는 농장에서 육계 출하 시 수송 거리에 따라 근거리(40 km 이내), 중거리(70~80 km), 원거리(140~150 km)로 구분하여 수송 거리가 최종 닭고기의 품질 등급에 미치는 영향을 알아보고자 실시하였다. 수송 거리에 따른 도체의 품질에서 <TEX>$1^+$</TEX> 등급 발생이 근거리 수송은 61.3%, 중거리 수송은 56.3%, 원거리 수송은 43.3%로 근거리 수송구가 원거리 수송에 비해 18% 정도 증가하였다. 멍 발생은 가슴 및 다리 부위에서는 큰 차이가 없었으나 날개 부위에서 근거리 수송은 16.7%, 원거리 수송이 27.3%를 나타내 원거리 수송에서 멍 발생 비율이 10.6% 정도 증가하였다. 부분육 중 가슴육의 품질 등급에서도 원거리 수송에서 <TEX>$1^+$</TEX> 등급은 67.7%를 차지하였으나, 근거리 수송에서는 81.7%로 수송 거리가 짧을수록 <TEX>$1^+$</TEX> 등급 발생 비율이 증가하였다. 멍 발생율도 근거리 수송이 10%, 중거리 수송 4.7%, 원거리 수송이 12%로 근거리 및 중거리보다 원거리 수송에서 가슴 부위의 멍 발생 비율이 증가한 것으로 나타났다. 가슴 부위에서만 나타나는 PSE 증상은 원거리 수송에서 18.3%를 나타내었고, 중거리 수송은 13.0%를 나타냈으나, 근거리 수송에서는 PSE 증상이 7.0%로 가장 낮은 비율을 나타내었다. 부분육에서 다리육의 품질등급은 원거리 수송에서 <TEX>$1^+$</TEX> 등급은 88.3%를 차지하였으나, 근거리 수송에서는 91.2%로 가슴육과 비슷하게 수송 거리가 짧을수록 <TEX>$1^+$</TEX> 등급 발생 비율이 증가하였다. 이러한 경향은 날개육에서 비슷하여 <TEX>$1^+$</TEX> 등급 발생율이 근거리 수송구가 원거리 수송에 비해 11% 정도 증가하는 것으로 나타났다. 육계의 수송 거리는 닭고기의 품질에 많을 영향을 미치므로 짧은 수송 거리가 필수이나, 최대 80 km 이내에서 수송이 이루어져야 고품질 닭고기를 생산할 수 있을 것으로 사료된다. This study was conducted to evaluate the effect of three types of transportation distance (short: less than 40 km; intermediate: 70~80 km; long: 140~150 km) on quality of whole chicken and chicken meat cuts. In whole chicken, <TEX>$1^+$</TEX> grade chicken incidence after transportation of short, intermediate, and long distance transportation was 61.3, 56.3, and 43.8%, respectively. Bruise was not shown in breast and thigh, while wings with bruise after short and long distance transportation were 16.7% and 27.3%, respectively. For chicken meat cuts, <TEX>$1^+$</TEX> grade chicken breast incidence after short distance transportation was 14% higher than that after long distance transportation. Bruised chicken breast after short and long distance transportation were 10 and 12%. Pale, soft, and exudative (PSE) chicken breast incidence after long distance transportation was higher (18.3%) than that after short distance transportation (7.0%). Chicken thigh cuts with <TEX>$1^+$</TEX> grade after short and long distance transportation were shown 91.2% and 88.3%, respectively. Also, chicken wing cuts showed similar result to chicken thigh cuts' and <TEX>$1^+$</TEX> grade incidence of chicken wings after short distance transportation was 11% higher than that of after long distance transportation. These results suggest that shorter transportation distance from farm to slaughter house result in high grade whole chicken and chicken meat cuts.

PurposeUsing intermodal transportation is vital for the delivery of relief supplies when single mode alternative becomes unusable or infeasible. The objective of this paper is to investigate the use of intermodal freight transportation in humanitarian logistics.MethodsThis paper first identifies the differences between multimodal and intermodal transportation. Then, we examine the use of each transportation mode for specific disaster types and phases. When combinations of transportation modes (i.e. air, road, rail and sea) for intermodal transportation are considered together with different disaster types (e.g. earthquake, flood and famine), the feasible decision space becomes rather large. To explore this decision space, we have reviewed the academic and practitioner studies as well as several non-governmental organizations (NGO)’ disaster archives.ResultsFrom this exploration, we developed a transportation mode/disaster-type combination matrix and a transportation mode/disaster-phase combination matrix. We then discuss examples of real life usage of intermodal transportation in humanitarian logistics and share our findings and analyses. Of 369 academic humanitarian logistics articles, only 20 have mentioned transportation mode changes. In practitioner studies, we found a decreasing percentage of the usage of slower modes (e.g. sea and rail) in the disaster response phase over time. We were not able to find a significant relationship between a specific transportation mode and a specific disaster-type or -phase. Road transportation seems to cover most of the disaster operations regardless of the disaster-type or -phase.ConclusionsWe can conclude that intermodality and the transportation unit concept is not being studied extensively in humanitarian logistics. Most of the relief organizations do not share transported freight amounts in their reports and those that do share transported freight amounts in their reports do not explicitly mention mode changes. We discuss the enablers of and obstacles to the effective use of intermodal transportation in humanitarian logistics and propose future research directions. We anticipate that intermodal transportation in humanitarian logistics will garner greater research attention and increased utilization in coming years.

Due to the geographical distance between producers and consumers, the impact of our current transport system on the environment is considerable. In an ideal, more sustainable transport system, several complementary transport modes are available, so that the most suitable route can always be selected. Because multiple transport modes and operators are involved, decision processes become more complex. That is why this research focuses on the development of innovative transport systems with realistic characteristics and planning limitations, in order to stimulate intermodal transport. Two planning tools have been developed to support decisions made by intermodal transport planners. It concerns on the one hand the integration of intermodal short and long distance routing and on the other hand the loading planning of trains. Both tools consist of fast planning algorithms that can handle realistic problem properties and can be integrated into transport management systems. The objective is to minimize transport costs and to make maximum use of available transport capacity.

Intermodal transport can improve the efficiency, safety, and adaptability in the transportation process, and to a certain extent, it can reduce transport costs. Due to the time-varying characteristics of transport network, market demand and natural conditions, the goods' transport price and travel time are uncertain. Since it is often difficult for the carriers to correctly forecast the transport costs and travel time, intermodal transport is by natural an optimization problem of transportation choices under uncertain environment. This paper describes the uncertain environments by interval numbers, and establishes a multi-objective interval number intermodal transport model. We first create the intermodal virtual transport network by expanding every transfer node into multiple inflow and outflow nodes. The problem boils down to a multi-objective shortest path problem, which can be solved by Dijkstra's algorithm. An example is provided to demonstrate the effectiveness of the model.

ACCIONA seals €300mn Spanish water management deal

Professional truck drivers face various kinds of challenges during their workday. A high prevalence of work-related musculoskeletal disorders and high accident rates are associated with the trucking industry. In addition, various differ- ent psychosocial stressors affect truck drivers’ work ability. Accidents, disorders, and stressors all affect working careers. There is both a constant need for a skilled new workforce, but also a need for prolonging working careers. Some characteristics can be identified on truck drivers’ work; the drivers mainly work alone and their work contains static work postures while sitting and physical activities while working outside the cab. While working, the driver often faces opportunities for unethical and unsafe actions to ease the workload. This poses challenges to the occupational health and safety (OHS) management. This article provides a scoping review of the risks and hazards that the professional truck drivers face while working. Both driving and non-driving work activities are covered. Special attention is paid to selected new modes of transportation and a discussion is held on the possible OHS challenges that they may bring along. High capacity transports (HCT) are discussed as an emerging mode of road transportation that enables larger loads to be freighted and intermodal transportations (IMT) are used increase the efficiency of the transportations by combining different transportation modes. However, very little attention is being paid in the current OHS literature on the possible adverse OHS effects concerning the driver.

Developing a Decision-Making Framework for Collaborative Practices in Long-Short Distance Transport Interconnection

Advantages of specific modes of transport can be best take by employing various technologies of combined transport. In the up-to-date logistic schemes based on the “just-in-time” and “just-in-sequence” concepts, it is most appropriate to use railway service and inland water connection as the most environmentally friendly and effective modes designed and built for medium- and long-distance freight transportation. The development strategy of the Russian Federation’s inland water transport for the period until 2030 is aimed at providing conditions under which to improve the sustainability of domestic transport system with due regard to shifting the balance between transport modes by switching some portion of cargo traffic from overland modes of transport to inland water transport. The article considers the essence of multimodal and intermodal transportation. It is note that multimodal transportation is most favorable for the environment. The main goods supplied through intermodal transport are list. The technology of intermodal transport using water compounds in the Russian Federation and Europe is considered. The role of the state in the development of intermodal transport is investigate.

Intermodal container transportation is a growing market for soybean exports in the United States. In an effort to understand the optimal strategies for improving the United States’ economic competitiveness in this emerging market, this research developed a detailed, multi-modal transportation cost analysis model focusing on U.S. soybean container shipments. By using mode-specific transportation network and cost information, the model estimated and compared the “point-to-point” supply chain costs of alternative shipment routes from a domestic production site to a foreign port. For each candidate route, the analysis estimated the transportation time, distance, and cost of each modal segment. This cost analysis model is a building block for a larger research effort that aims to develop strategies to improve freight transportation infrastructure and operations in the context of existing and potential changes in the transportation industry and global market.

Freight transport is constantly growing and the forecast is that this trend will continue in the future. The sustainable development of transport requires the development of activities, which yield higher economic and social results while at the same time reduce the negative impact on the environment. In the long term, the sustainable development of transport activities is complex and tied to enormous challenges, difficulties and barriers, related to the development of the technological environment, the social and economic development, the influence of political factors and regulations. One of the central perspectives for the development of the freight transport in Europe is the development of multimodal and intermodal transport. The present chapter reviews some essential issues about the conditions for interaction between the modes of freight transport and the main challenges this kind of transport faces. An overview has been made of the main characteristics of organization and technology in multimodal and intermodal transport, and the related to them commodal and synchro modal transport that have appeared in recent years, as well as the physical internet concept. The application and barriers for modern use of information and communication technologies in multimodal and intermodal transport has been reviewed. An overview of the development of multimodal and intermodal transport in Bulgaria in accordance with the development of international transport corridors that pass through the country is carried out. A mathematical model has been developed on the basis of multicriteria optimization with three criteria: direct costs, time and external costs. The transport scheme is presented as an oriented graph line with each point corresponding to a node and each road, connecting nodes i and j, to an oriented weighted rib (i, j) in the graph. Weight cij is directly connected to the three criteria set. We assume that on each rib transport can be carried out by three modes: waterway, road and rail. If there is no physical connection, the respective weight is assumed to be an infinitely large number. Pareto optimal solutions have been determined under conditions for integer variables and application of a weighting method. To verify the model, a specific task for providing multimodal transport has been solved with the help of Matlab R2017b software and the optimization functions built into the product have been found to be optimal under Pareto solutions, using heuristic approaches for solving a partially integer linear optimization problem.KeywordsMultimodal transportThree-criteria optimizationInternal costRoute and time optimizationFreight and passenger transportation

The paper develops a combined dynamic procurement and transport model for performance evaluation by explicitly considering fluctuating prices of raw material, alternative transport modes as well as contract types. In a dynamic environment the procurement managers face (i) the challenge to select the ‘right’ strategy (i.e. transport mode and contract type) and (ii) in each period the decision whether to procure or not, depending on the price; in case of procurement, the price-dependent quantity must be determined. For tackling the decision problems of procurement, contract price and transport mode, we propose an approach motivated by demand models depending on the reservation price which is derived from revenue management. Alternative strategies are characterised by the contract type (short-term, long-term and portfolio), by the possibility to hold speculative inventories or not, and by the modes of transport including intermodal and multi-mode transport. Based on the procurement, transport and inventory costs, the performance of selected strategies is illustrated for a real supply process in the chemical industry using dynamic process analysis. The findings show that the most efficient strategies lead to reduction of average total procurement costs between 8 and 18%. Subsequently, managerial guidelines are derived for the selection of the most appropriate strategy.

Transport volume in the Slovak Republic is growing continuously every year. This rising trend is influenced by the development of car industry and its suppliers. Slovak republic has also a geographic strategy position in middle Europe from the side of transport corridors (east-west and north-south). The development of transport volume in freight transport depends on the transport and business processes between the European Union and China and it is an opportunity for Slovak republic to obtain transit transport flows.In the Slovak Republic, road transport has a dominant position in the transport market. The volume of road transport has gradually increased over the past years. The increase of road transport is reflected on the highways and speed roads in regions which have higher economic potential. The increase of rail transport as seen on the main rail corridors is not as significant as in road transport. Trade globalization also has an influence on the increase of transport volume in intermodal transport. Predicted increase in transport volume for this transport mode is from 2,3 mil ton per year at present to 8 mil ton in the year 2020. Selection of transport mode and carrier is an important aspect for logistic management, because companies (customers) want to reduce the number of carriers which they trade and they create the system of several key carriers. Bigger transport volume and more qualitative transport service give a possibility to reduce transport costs. This trend is positive for carriers too, because the carriers can focus only on the selected customers and provide more qualitative services.The paper is focused on the selection of transport mode based on the proposed methodology. The aims of the paper are, definition of criteria which directly influence the selection of transport modes, determination of criteria based on the subjectively methods, creation of process for the selection of transport modes and practical application of proposed methodology.

This paper considers logistics decision support system which deals with transportation mode selection considering transportation and carbon emission cost. Transportation and carbon emission costs vary with the choice of transportation modes and to become competitive companies need to find proper transportation modes for their logistics services. However, due to the restricted capacity of transportation modes, it is difficult to balance transportation and carbon emission costs when designing logistics network including transportation mode choice for each service. Therefore this paper aims to analyze the trade-off relationship between transportation and carbon emission cost in mode selection of intermodal transportation and to provide optimal green logistics strategy. In this paper, the logistics decision support system is designed based on mixed integer programming model. To understand the trade-off relationship of transportation and carbon emission cost, the system is tested with various scenarios including transportation of containers between Seoul and Busan. The analysis results show that, even though sea transportation combined with trucking is competitive in carbon emission per unit distance travelled, the total cost of carbon emission and transportation for the sea transportation may not have competitive advantage over other transportation modes including rail and truck transportation modes. The sea-based intermodal logistics service may induce detours which have negative impacts on the overall carbon emission. The proposed logistics decision support system is expected to play key role in green logistics and supply chain management.

Logistics network and externalities for short sea transport: An analysis of horticultural exports from southeast Spain

Intermodal Passengers Terminals: Design Standards for Better Level of Service