Vol 7 No 4 (2007)
2007-09-01
Vol 7 No 4 (2007)
2007-09-01
Articles
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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)Lori Tavasszy
Radboud University Nijmegen (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)Lori Tavasszy
Radboud University Nijmegen (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... -
Transport and logistics are essential to modern societies including Europe. Not only do they enable an unprecedented mobility to individuals, they also offer us a wide variety of products and services affecting our world view and even our portrayal of mankind. The main functions being taken and provided by transport and logistics are geographic and time utility – the former is enhanced by linking scattered locations in a harmonised manner, while the latter is enhanced by offering that what is needed, at the right time. These functions become even more evident as we are now living in an era of globalisation.
Transport and logistics are essential to modern societies including Europe. Not only do they enable an unprecedented mobility to individuals, they also offer us a wide variety of products and services affecting our world view and even our portrayal of mankind. The main functions being taken and provided by transport and logistics are geographic and time utility – the former is enhanced by linking scattered locations in a harmonised manner, while the latter is enhanced by offering that what is needed, at the right time. These functions become even more evident as we are now living in an era of globalisation.
Transport and logistics are essential to modern societies including Europe. Not only do they enable an unprecedented mobility to individuals, they also offer us a wide variety of products and services affecting our world view and even our portrayal of mankind. The main functions being taken...
Wout Dullaert, Dong-Wook Song -
The reasons for choosing or promoting a certain way of transporting goods are dependent on a multitude of factors. Shippers will be interested in reliable logistics and low cost, while authorities are in general more concerned with relieving congestion and minimizing the environmental impact of transport in general, while accident-free transport is in the interest of all parties involved. Historically, many analysis methods have been developed that include one or more of the above factors, both for transport and non-transport purposes. For the European funded 6th framework project CREATING however, aims to achieve an integrated approach to the assessment of transport, focused on intermodal chains at a micro level, which required highly specific input data which was not readily available from literature. In order to solve this, the authors have joined forces: Delft University developed a model that determines transport cost and emissions related to intermodal transport chains, based on the technical and operational aspects of the transport means utilized, while Budapest University developed a method to measure logistic performance of specific transport chains and the University of Liège developed a multi-criteria decision aiding model that can translate values obtained into a single performance indicator. The approach developed by the authors is demonstrated by means of one of the cases under evaluation in the CREATING project.
The reasons for choosing or promoting a certain way of transporting goods are dependent on a multitude of factors. Shippers will be interested in reliable logistics and low cost, while authorities are in general more concerned with relieving congestion and minimizing the environmental impact of transport in general, while accident-free transport is in the interest of all parties involved. Historically, many analysis methods have been developed that include one or more of the above factors, both for transport and non-transport purposes. For the European funded 6th framework project CREATING however, aims to achieve an integrated approach to the assessment of transport, focused on intermodal chains at a micro level, which required highly specific input data which was not readily available from literature. In order to solve this, the authors have joined forces: Delft University developed a model that determines transport cost and emissions related to intermodal transport...
The reasons for choosing or promoting a certain way of transporting goods are dependent on a multitude of factors. Shippers will be interested in reliable logistics and low cost, while authorities are in general more concerned with relieving congestion and minimizing the environmental...
Nicolas Rigo, Robert Hekkenberg, Alassane Ballé Ndiaye, Daniel Hadhazi, Gyozo Simongati, Csaba Hargitai -
This paper reports on a reverse logistics survey of shippers and logistics service providers in Flanders, one of the leading logistics regions in Europe. We characterise the reverse logistics activities with respect to return reasons, recovery options, outsourcing, lifecycle length and value of products. Practically all the respondents have to deal either with shortlife cycle or low-value products, or both, stressing the importance of efficient reverse logistics handling. Yet, in spite of the increasing attention that reverse logistics is receiving in management literature, its full potential still appears to be under exploited in practice. Respondents consider reverse logistics processes to be out of control, especially for packaging and support materials and still with relatively modest management attention. In addition, we assess the future outlook and potential growth. Almost all companies expect an increase of management attention for reverse logistics, and the results show a large potential with respect to third party service providers, including decision support tools in this area. Furthermore, we examine the underlying causes of the relatively low reverse logistics performance and point out issues that need improvement.
This paper reports on a reverse logistics survey of shippers and logistics service providers in Flanders, one of the leading logistics regions in Europe. We characterise the reverse logistics activities with respect to return reasons, recovery options, outsourcing, lifecycle length and value of products. Practically all the respondents have to deal either with shortlife cycle or low-value products, or both, stressing the importance of efficient reverse logistics handling. Yet, in spite of the increasing attention that reverse logistics is receiving in management literature, its full potential still appears to be under exploited in practice. Respondents consider reverse logistics processes to be out of control, especially for packaging and support materials and still with relatively modest management attention. In addition, we assess the future outlook and potential growth. Almost all companies expect an increase of management attention for reverse logistics, and the results show...
This paper reports on a reverse logistics survey of shippers and logistics service providers in Flanders, one of the leading logistics regions in Europe. We characterise the reverse logistics activities with respect to return reasons, recovery options, outsourcing, lifecycle length and value...
Sven Verstrepen, Frans Cruijssen, Marisa P. de Brito, Wout Dullaert -
In network location problems, the number of potential locations is often too large in order to find a solution in a reasonable computing time. That is why aggregation techniques are often used to reduce the number of nodes. This reduction of the size of the location problems makes them more computationally tractable, but aggregation introduces errors into the solutions. Some of these errors will be estimated in this paper. A method that helps to isolate the best potential locations for rail-road terminals embedded in a hub-and-spoke network will further be outlined. Hub location problems arise when it is desirable to consolidate flows at certain locations called hubs. The basic idea is to use the flows of commodities and their geographic spreading as input to determine a set of potential locations for hub terminals. The exercise will be done for the trans-European networks. These potential locations can then further be used as input by an optimal location method.
In network location problems, the number of potential locations is often too large in order to find a solution in a reasonable computing time. That is why aggregation techniques are often used to reduce the number of nodes. This reduction of the size of the location problems makes them more computationally tractable, but aggregation introduces errors into the solutions. Some of these errors will be estimated in this paper. A method that helps to isolate the best potential locations for rail-road terminals embedded in a hub-and-spoke network will further be outlined. Hub location problems arise when it is desirable to consolidate flows at certain locations called hubs. The basic idea is to use the flows of commodities and their geographic spreading as input to determine a set of potential locations for hub terminals. The exercise will be done for the trans-European networks. These potential locations can then further be used as input by an optimal location method.
In network location problems, the number of potential locations is often too large in order to find a solution in a reasonable computing time. That is why aggregation techniques are often used to reduce the number of nodes. This reduction of the size of the location problems makes them more...
Sabine Limbourg, Bart Jourquin -
In the late 1960s, Torsten Hägerstrand introduced the conceptual framework of time geography which can be deemed an elegant tool for analysing individual movement in space and time. About a decade later, the auspicious time-geographic research has gradually lost favour, mainly due to the unavailability of robust geocomputational tools and the lack of georeferenced individual-level travel data. It was only from the early 1990s that new GISbased research gave evidence of resurgence in popularity of the field. From that time on, several researchers have steadily been publishing work at the intersection of time geography, disaggregate travel modeling, and GI-science. This paper reviews the most important timegeographic contributions. From this exercise, some prevailing research gaps are deduced and a way to deal with these gaps is presented. In particular, we focus on space-time accessibility measures, geovisualisation of activity patterns, human extensibility and fuzzy space-time prisms in relation to CAD.
In the late 1960s, Torsten Hägerstrand introduced the conceptual framework of time geography which can be deemed an elegant tool for analysing individual movement in space and time. About a decade later, the auspicious time-geographic research has gradually lost favour, mainly due to the unavailability of robust geocomputational tools and the lack of georeferenced individual-level travel data. It was only from the early 1990s that new GISbased research gave evidence of resurgence in popularity of the field. From that time on, several researchers have steadily been publishing work at the intersection of time geography, disaggregate travel modeling, and GI-science. This paper reviews the most important timegeographic contributions. From this exercise, some prevailing research gaps are deduced and a way to deal with these gaps is presented. In particular, we focus on space-time accessibility measures, geovisualisation of activity patterns, human extensibility and fuzzy space-time...
In the late 1960s, Torsten Hägerstrand introduced the conceptual framework of time geography which can be deemed an elegant tool for analysing individual movement in space and time. About a decade later, the auspicious time-geographic research has gradually lost favour, mainly due to the...
Tijs Neutens, Frank Witlox, Philippe Demaeyer -
The 2006 mid-term review of the European Transport White Paper heralded plans for a new European Green Paper on Urban Transport in order to “identify potential European added value to action at local level” (CEC, 2006: p14).1 After a 5-month consultation process between January and June 2007 with European, national, regional and local stakeholders, the Green Paper on Urban Transport was published in September 2007 (CEC, 2007). The result is a document which sets out a series of questions and issues, rather than any new policy instruments or solutions. It provides little clarity about the precise future role of the European Union in urban mobility policy, and the potential European added value.
The 2006 mid-term review of the European Transport White Paper heralded plans for a new European Green Paper on Urban Transport in order to “identify potential European added value to action at local level” (CEC, 2006: p14).1 After a 5-month consultation process between January and June 2007 with European, national, regional and local stakeholders, the Green Paper on Urban Transport was published in September 2007 (CEC, 2007). The result is a document which sets out a series of questions and issues, rather than any new policy instruments or solutions. It provides little clarity about the precise future role of the European Union in urban mobility policy, and the potential European added value.
The 2006 mid-term review of the European Transport White Paper heralded plans for a new European Green Paper on Urban Transport in order to “identify potential European added value to action at local level” (CEC, 2006: p14).1 After a 5-month consultation process between January and June...
Dominic Stead -
This book presents a selection of contributions to the 2003 Conference of The Volvo Research and Educational Foundations in Göteborg. It is not meant as a book of proceedings but as a book representing the major perspectives of the conference on urban transport problems. These perspectives can be summarized as follows: a more or less holistic view to be achieved through a system approach and an emphasis on complexity; in addition, a focus on the long-term dynamics of the development of the transport system. The book is structured into five sections. Section one (chapters 1 through 3) is an attempt to elaborate the above perspectives to provide common ground for the subsequent sections. The perspectives are highly relevant but also very comprehensive. In this light, the discussion is rather brief and could have been more systematic as an introduction.
This book presents a selection of contributions to the 2003 Conference of The Volvo Research and Educational Foundations in Göteborg. It is not meant as a book of proceedings but as a book representing the major perspectives of the conference on urban transport problems. These perspectives can be summarized as follows: a more or less holistic view to be achieved through a system approach and an emphasis on complexity; in addition, a focus on the long-term dynamics of the development of the transport system. The book is structured into five sections. Section one (chapters 1 through 3) is an attempt to elaborate the above perspectives to provide common ground for the subsequent sections. The perspectives are highly relevant but also very comprehensive. In this light, the discussion is rather brief and could have been more systematic as an introduction.
This book presents a selection of contributions to the 2003 Conference of The Volvo Research and Educational Foundations in Göteborg. It is not meant as a book of proceedings but as a book representing the major perspectives of the conference on urban transport problems. These perspectives...
Marina van Geenhuizen