Vol 7 No 2 (2007)
Vol 7 No 2 (2007)
Articles
-
-
Editorial Board EJTIR
Bert van Wee (Editor in Chief)
Delft University of Technology (NL)Eddy van de Voorde
University of Antwerp (B)Dominic Stead
Delft University of Technology (NL)Vincent Marchau
Delft University of Technology (NL)Serge Hoogendoorn
Delft University of Technology (NL)Rob van der Heijden
Radboud University Nijmegen (NL)Rommert Dekker
Erasmus University Rotterdam (NL)Caspar Chorus
Eindhoven University of Technology (NL)Advisory Board EJTIR
Peter Nijkamp (Chairman)
The NetherlandsStef Weijers
The NetherlandsErik Verhoef
The NetherlandsDaniel Schefer
IsraelFrank Sanders
The NetherlandsPiet Rietveld
The NetherlandsAura Regiani
ItalyRobert Paaswell
United States of AmericaRicco Maggi
SwitzerlandMartin Lanzendorf
The NetherlandsVeli Himanen
FinlandIngo Hansen
The NetherlandsMarina van Geenhuizen
The NetherlandsPiet Bovy
The NetherlandsMichel Beuthe
BelgiumDavid Banister
United KingdomEditorial Board EJTIR
Bert van Wee (Editor in Chief)
Delft University of Technology (NL)Eddy van de Voorde
University of Antwerp (B)Dominic Stead
Delft University of Technology (NL)Vincent Marchau
Delft University of Technology (NL)Serge Hoogendoorn
Delft University of Technology (NL)Rob van der Heijden
Radboud University Nijmegen (NL)Rommert Dekker
Erasmus University Rotterdam (NL)Caspar Chorus
Eindhoven University of Technology (NL)Advisory Board EJTIR
Peter Nijkamp (Chairman)
The NetherlandsStef Weijers
The NetherlandsErik Verhoef
The NetherlandsDaniel Schefer
IsraelFrank Sanders
The NetherlandsPiet Rietveld
The NetherlandsAura Regiani
ItalyRobert Paaswell
United States of AmericaRicco Maggi
SwitzerlandMartin Lanzendorf
The...Editorial Board EJTIR
Bert van Wee (Editor in Chief)
Delft University of Technology (NL)Eddy van de Voorde
University of Antwerp (B)Dominic Stead
Delft University of Technology (NL)Vincent Marchau
Delft University of Technology... -
The papers in this Special Issue provide several analyses and descriptions of the relevance of logistics, networks and sustainability in the recent evolution of freight transport flows at the local, national, and global levels. This phenomenon has been determined by several causes. First, the augmented GDP per capita in developed economies has stimulated the demand for an ever-increasing amount and variety of goods. Moreover, a significant share of the productive processes has been outsourced from the developed countries towards the developing ones. The economic reasons that have fostered this delocalization can be traced back to lower labour and investment costs in the latter countries, together with the decrease in unit transport costs. There has consequently been an increase in the complexity of existing freight transport networks and the emergence of new ones (Van Geenhuizen et al., 2007). This evolution has partly been related to the behaviour of logistics firms that, faced with an ever-rising level of competition, have been looking for alternative transport networks involving the implementation of peculiar transport means or of efficient intermodal systems (Beuthe et al., 2004). Moreover, as was mentioned above, new transport networks have emerged on the basis of evolving consumers’ demands and productive processes. This has, on the one hand, implied the urge for logistics firms to reconsider their strategic decisions (Brewer et al., 2001; De Kok and Graves, 2003) and, on the other hand, the opportunity for local and national administrations to take advantage of the international and/or intercontinental hubs of freight transport networks located within their territories (Banister, 2002).
The papers in this Special Issue provide several analyses and descriptions of the relevance of logistics, networks and sustainability in the recent evolution of freight transport flows at the local, national, and global levels. This phenomenon has been determined by several causes. First, the augmented GDP per capita in developed economies has stimulated the demand for an ever-increasing amount and variety of goods. Moreover, a significant share of the productive processes has been outsourced from the developed countries towards the developing ones. The economic reasons that have fostered this delocalization can be traced back to lower labour and investment costs in the latter countries, together with the decrease in unit transport costs. There has consequently been an increase in the complexity of existing freight transport networks and the emergence of new ones (Van Geenhuizen et al., 2007). This evolution has partly been related to the behaviour of logistics firms that, faced...
The papers in this Special Issue provide several analyses and descriptions of the relevance of logistics, networks and sustainability in the recent evolution of freight transport flows at the local, national, and global levels. This phenomenon has been determined by several causes. First, the...
Luca Zamparini -
A well-structured supply chain is of key importance in achieving efficient operations amongst the suppliers, manufacturers, distribution facilities and distribution channels that constitute the supply chain. The changing economic and political environment challenges multinational corporations to redesign their existing production and distribution network and to develop new strategies to meet customer service levels at lowest cost. This paper reviews the literature on supply chain design since 1999 with the objective of supporting the development of richer supply chain models capable of taking all logistics costs into account thereby optimizing the full cost of ownership for multinational corporations and allowing for a consolidation of value adding activities in high-wage regions.
A well-structured supply chain is of key importance in achieving efficient operations amongst the suppliers, manufacturers, distribution facilities and distribution channels that constitute the supply chain. The changing economic and political environment challenges multinational corporations to redesign their existing production and distribution network and to develop new strategies to meet customer service levels at lowest cost. This paper reviews the literature on supply chain design since 1999 with the objective of supporting the development of richer supply chain models capable of taking all logistics costs into account thereby optimizing the full cost of ownership for multinational corporations and allowing for a consolidation of value adding activities in high-wage regions.
A well-structured supply chain is of key importance in achieving efficient operations amongst the suppliers, manufacturers, distribution facilities and distribution channels that constitute the supply chain. The changing economic and political environment challenges multinational corporations...
Wout Dullaert, Olli Bräysy, Marc Goetschalckx, Birger Raa -
This paper highlights the trends in global freight transportation which has recently shown intense growth but also a “new” geography of flows. In particular the analysis describes the growth in relation to GDP with reference to destinations (Europe, United States) and to the origin of flows. The trends identified show the emergence of new patterns of routes and nodes. Moreover, logistic services are proving to be an advantage for the Mediterrean area which is the place of transshipment and unloading of containers arriving from Asia. At present, there is not a strict hierarchy between hubs in the Mediterrean basin, in contrast with what has happened in the North of Europe. In Southern Europe, the competition among regions to attract these new flows is becoming fierce. Factors playing a fundamental role in this scenario are: accessibility to the main populated and economically dynamic regions of Europe, existing infrastructure (although there is a need to update and modernise facilities), regional development policies, and, above all, the strategies of the global terminal operators.
This paper highlights the trends in global freight transportation which has recently shown intense growth but also a “new” geography of flows. In particular the analysis describes the growth in relation to GDP with reference to destinations (Europe, United States) and to the origin of flows. The trends identified show the emergence of new patterns of routes and nodes. Moreover, logistic services are proving to be an advantage for the Mediterrean area which is the place of transshipment and unloading of containers arriving from Asia. At present, there is not a strict hierarchy between hubs in the Mediterrean basin, in contrast with what has happened in the North of Europe. In Southern Europe, the competition among regions to attract these new flows is becoming fierce. Factors playing a fundamental role in this scenario are: accessibility to the main populated and economically dynamic regions of Europe, existing infrastructure (although there is a need to update and modernise...
This paper highlights the trends in global freight transportation which has recently shown intense growth but also a “new” geography of flows. In particular the analysis describes the growth in relation to GDP with reference to destinations (Europe, United States) and to the origin of...
Cristina Capineri, Filippo Randelli -
In France and Europe, mobility and economic activity have developed with the same growth rate for several decades. This trend has to be prolonged with short – medium terms. The correlation observed between transport demand, in particular of goods, and economic growth throws light on the concepts of coupling / uncoupling which have been proposed in literature for a few years. In September 2001, the decoupling notion leaves the narrow world of the economists of transport where it had appeared a few years earlier, to be revealed with a widened public, with the favour of the publication of the European Commission’s white paper « European transport policy for 2010: time to decide ». Here, the coupling means that freight transport demand is correlated with economic growth. This perception permits to analyse underlying freight transport logics and to suggest different means for reducing negative externalities. The growth of freight transport demand, usually expressed in ton kilometres, is more easily explained by the rise of the consumption of physical distances than by transported tonnes. The spatial dimension is thus in the centre of our problems. In fact, freight transport demand is function of distances, themselves defined by the modes of interaction between manufacturing units. The approach of decoupling is based on the links between industrial and logistic organisations, location of activities and planning of freight transport systems. The hypothetical close link between industrial and spatial organisations and supply chain management has been confirmed by several scientific works (David Banister, Peter Nijkamp, Dominic Stead, Roger Vickerman). This validation rests on the analysis of industry location drivers. We can then explain the logistic organisations that govern their interactions. The aim of this research is to improve the sustainable mobility reflexion from current behaviour of freight mobility and their determinants. How is explained the trend and regular lengthening distances covered, the higher frequency of forwardings? How is explained the continuous and persistent widening of surfaces of provisioning and distribution? Several scientists defend the thesis which spatial spreading out of industrial units permits the reduction of production costs, scope economy and the improvement of wellbeing. Our work is focused on the variable “distance” like a component of the overall consumption of transport. So, we are interested in the capacity of industrial and distribution organisations to adopt another spatial behaviour. The aim is to reduce the consumption of physical distances and/or to improve the transfer of merchandises from road to other means of transport like rail, inland waterways or short sea shipping. This approach is deliberately registered in the field of economic geography, then complementary of the economic entry of the thesis of decoupling.
In France and Europe, mobility and economic activity have developed with the same growth rate for several decades. This trend has to be prolonged with short – medium terms. The correlation observed between transport demand, in particular of goods, and economic growth throws light on the concepts of coupling / uncoupling which have been proposed in literature for a few years. In September 2001, the decoupling notion leaves the narrow world of the economists of transport where it had appeared a few years earlier, to be revealed with a widened public, with the favour of the publication of the European Commission’s white paper « European transport policy for 2010: time to decide ». Here, the coupling means that freight transport demand is correlated with economic growth. This perception permits to analyse underlying freight transport logics and to suggest different means for reducing negative externalities. The growth of freight transport demand, usually expressed in ton...
In France and Europe, mobility and economic activity have developed with the same growth rate for several decades. This trend has to be prolonged with short – medium terms. The correlation observed between transport demand, in particular of goods, and economic growth throws light on the...
Jérôme Verny -
It is generally agreed that transportation plays a role in economic development, but it often is assumed away in empirical work due to data voids or under implicit assumptions that it is largely an inert factor. This paper seeks to add to the quantitative material by offering estimates of the relative quality of surface freight transportation service resources available to non-metropolitan cities across the US. Indicators suggest that cities located in the Midwest have relatively higher freight transport service quality, and that a cluster of north-eastern states are at a disadvantage, considering the quality of freight service for non-metropolitan areas. Transportation quality indicators developed in this research offer a new opportunity to consider transportation in analysis of economic development policies and strategies.
It is generally agreed that transportation plays a role in economic development, but it often is assumed away in empirical work due to data voids or under implicit assumptions that it is largely an inert factor. This paper seeks to add to the quantitative material by offering estimates of the relative quality of surface freight transportation service resources available to non-metropolitan cities across the US. Indicators suggest that cities located in the Midwest have relatively higher freight transport service quality, and that a cluster of north-eastern states are at a disadvantage, considering the quality of freight service for non-metropolitan areas. Transportation quality indicators developed in this research offer a new opportunity to consider transportation in analysis of economic development policies and strategies.
It is generally agreed that transportation plays a role in economic development, but it often is assumed away in empirical work due to data voids or under implicit assumptions that it is largely an inert factor. This paper seeks to add to the quantitative material by offering estimates of the...
Kimberly Vachal, John Bitzan, Kenneth Button -
The extended competitive forces model is a tool for analysing the barge transport market in Europe. This paper examines several sub-sectors in the barge transport market with the aim of identifying potentially successful innovations and strategies for improving competitiveness. Barge transport faces some tough challenges if it is to significantly enhance its competitive position.
The extended competitive forces model is a tool for analysing the barge transport market in Europe. This paper examines several sub-sectors in the barge transport market with the aim of identifying potentially successful innovations and strategies for improving competitiveness. Barge transport faces some tough challenges if it is to significantly enhance its competitive position.
The extended competitive forces model is a tool for analysing the barge transport market in Europe. This paper examines several sub-sectors in the barge transport market with the aim of identifying potentially successful innovations and strategies for improving competitiveness. Barge transport...
Bart W. Wiegmans, Rob Konings -
Intermodal road-rail freight transport is often argued to have certain cost and time handicaps against all-road transport. Based on theory defining the elements transport time, order time, timing, punctuality and frequency, literature on modal choice is surveyed. With few exceptions, transport time and punctuality is top ranked, while frequency and timing is regarded as less important by respondents. Timing is excluded in some studies and order time is not found. The time elements are also used for comparing the characteristics of intermodal transport and all-road transport. Particular attention is paid to the preconditions for using intermodal transport as part of consolidation networks with subsequent terminal handlings. Since time aspects in transportation are highly contextual, the analysis is deepened within the framework of a case study focusing Schenker’s domestic transport services in Sweden. Schenker’s time requirements are matched against the times CargoNet, their main supplier of intermodal terminal-to-terminal services, can offer. It is concluded that correspondence of the transport time between the consolidation network and the intermodal network are in fact not a strong prerequisite to use intermodal transport, although correspondence of departure and arrival times is significantly higher for the intermodal relations regularly used by the logistics service provider. Regarding timing, adjusting departure and arrival times by one hour will not increase the competitiveness for the consolidated cargo significantly, more profound adjustments are required. The order time of the intermodal freight transport service is not well suited to consolidated cargo due to volume information unavailability. The consolidated cargo schedule is sensitive for rather small deviations in punctuality.
Intermodal road-rail freight transport is often argued to have certain cost and time handicaps against all-road transport. Based on theory defining the elements transport time, order time, timing, punctuality and frequency, literature on modal choice is surveyed. With few exceptions, transport time and punctuality is top ranked, while frequency and timing is regarded as less important by respondents. Timing is excluded in some studies and order time is not found. The time elements are also used for comparing the characteristics of intermodal transport and all-road transport. Particular attention is paid to the preconditions for using intermodal transport as part of consolidation networks with subsequent terminal handlings. Since time aspects in transportation are highly contextual, the analysis is deepened within the framework of a case study focusing Schenker’s domestic transport services in Sweden. Schenker’s time requirements are matched against the times CargoNet, their...
Intermodal road-rail freight transport is often argued to have certain cost and time handicaps against all-road transport. Based on theory defining the elements transport time, order time, timing, punctuality and frequency, literature on modal choice is surveyed. With few exceptions, transport...
Robert Sommar, Johan Woxenius