Thesis (MComm)--University of Stellenbosch, 2008. / Bibliography. Also available via the Internet.

Thesis (M.S.)--Rochester Institute of Technology, 2008. / Typescript. Includes bibliographical references (leaves 102-105).

Thesis (Ph. D.)--Ohio State University, 2005. / Includes bibliographical references (leaves 187-196). Also available online.

Thesis (MComm (Logistics)) University Of Stellenbosch, 2008. / AFRIKAANSE OPSOMMING: In 2006 het F.J. Botes, C.G. Jacobs en W.J. Pienaar van die Universiteit van Stellenbosch artikel gepubliseer oor die Logistieke Koste Model getitel “A model to calculate the cost of logistics at a macro level: a case study for South Africa”. Die Logistieke Koste Model was op daardie stadium al baan breek werk gewees in Suid Afrika en het gelei na die publikasie van die eerste “State of Logistics Survey for South Africa” deur die Wetenskaplike en Nywerheidsnavorsingsraad (WNNR). Sedertdien is die metodologie in die Logistieke Koste Model oor die jare verbeter, veral in 2008 toe nuwe metodes van padvervoer koste berekening op baie gedetailleerde vlak toegepas is, asook nuwe metodes van voorraad drakoste. Dit is hierdie en ander verbeteringe in die Logistieke Koste Model sedertdien die vorige publikasie deur Botes et al wat in hierdie tesis uitgelig word. Tekortkominge en moontlike metodes om die model te verbeter word ook uitgewys. Dit is van mening dat hierdie dokumentasie belangrik van aard is aangesien die Logistieke Koste Model deur die Sentrum vir Voorsieningskettingbestuur (Universiteit van Stellenbosch) gebruik word om te konsulteer aan Transnet, die WNNR en ander vragvervoer diens leweransiers. Die “State of Logistics Survey for South Africa” publikasie deur die WNNR word ook deur publieke asook private ondernemings gebruik in die maak van makro-ekonomiese strategiese besluite. Hierdie navorsing lig ook die uitkomste van die 2008 Logistieke Koste Model opdatering uit. Maniere waarop hierdie uitkomste geïnterpreteer kan word deur industrie om wyse strategiese investeringsbesluite te neem van makro-ekonomiese aard word ook uitgewys. / ENGLISH ABSTRACT: In 2006 F.J. Botes, C.G. Jacobs and W.J. Pienaar from the University of Stellenbosch published an article on the Logistics Cost Model titled “A model to calculate the cost of logistics at a macro level: a case study for South Africa”. Back then already the model proved to be groundbreaking work in South Africa, and led to the publication of the first State of Logistics survey for South Africa through the Centre for Scientific and Industrial Research (CSIR). Since then the methodology of the Logistics Cost Model has been improving every year, especially during 2008 update when new ways of modelling the road transport costs of the country on a highly detailed level were applied, as well as new ways of modelling inventory carrying costs like never before. It is these and other improvements made in the Logistics Cost Model since the previous publication by Botes et al that is highlighted in this research, as well as the shortcomings in the current methodology, coupled with ways of possibly improving it in future. It is felt that this is important work to document since the Logistics Cost Model outcome is used by the Centre for Supply Chain Management (University of Stellenbosch) for consulting to Transnet, the CSIR, and other freight logistics service providers. The State of Logistics survey for South Africa publication is also read by public and private industry and is used in making strategic business decisions. This research also highlights the outcome of the 2008 Logistics Cost Model update, as well as how the outcome can be interpreted by industry in making key strategic decisions in future on a macroeconomic scale.

The research problem addressed in the study was to identify the factors contributing to a competitive advantage in the intermodal industry in the Nelson Mandela Metropolitan Municipality (NMMM). To achieve this objective, a literature study on competitive advantage and the intermodal industry was undertaken. Porter’s diamond of competitive advantage was used as basis for the study. A structured questionnaire was developed from the literature study on competitive advantage, and interviews were with clients of the intermodal industry in the NMMM. The empirical study showed a strong concurrence with the literature on competitive advantage. This study identified the following factors promoting a competitive advantage: performance factors, demand conditions, related and supporting industries, and the organisation’s strategy, structure and rivalry. In conclusion, recommendations on how the intermodal industry can achieve a competitive advantage included the choice between a focused strategy and a combination of price and differentiation strategy. Further recommendations included the development of a comprehensive land freight information system, promotion of environmental protection, human resource development, and the promotion of an efficient and competitive intermodal industry within the limits of the road transport infrastructure.

Transportation has always been of vital importance in the Yukon because of the small population, the harsh climate, and the remoteness from large markets. It has imported almost all of its industrial and consumer goods, supported by the export of a limited tonnage of high value mineral concentrates. Little growth has occurred in the past fifteen years in the value of mineral production, as it has remained fairly constantly at about $14 million. At present, though, the Yukon is in a stage of transition as many ore bodies are being brought into production. The effect on the Yukon economy will be substantial, as one estimate sees the dollar value of production increasing more than three-fold by 1975. The objective of this thesis is to determine the impact of this economic change on the total transport system. It is thus necessary to establish a measurement of the present level of freight services (the year chosen is 1964) and to establish a forecast of freight services for 1975. The measurement and forecast are then used to determine in what way the economic change may influence transport rates and services. The main sources of information for this paper were the various transportation and mining companies that are engaged in Yukon activities. Considerable use was made of the 1966 Stanford Research Institute study that concerned itself with the economics of paving the Alaska Highway. While many other sources were also consulted, they were generally of lesser importance. The growth rate of goods going north into the Yukon is forecast to be a moderate 5% per annum. The growth in the amount of ore concentrates going out of the Yukon should be considerably larger. For every ton moving north into the Yukon in 1964, 1.5 tons of freight moved out of the area, while by 1975 the ratio should increase to 6.5 tons for every northbound ton. As the present and planned mining developments are principally in the area north and northeast of Whitehorse where the White Pass and Yukon Route has the competitive advantage, most of the direct increase in freight traffic should benefit the White Pass and Yukon Route. Other transport companies should benefit also, but more due to indirect effects of the mining developments on freight traffic. The increase in the level of freight should make possible a higher utilization of present facilities and lower average costs. It appears that especially for the White Pass and Yukon Route the potential for reductions in freight rates should increase. / Business, Sauder School of / Graduate

Lately, the attractiveness of cities has contributed to a rise in vehicle movements to and from cities. The growth of freight movements in cities predictably will be one of the critical issues of the near future. Congestion caused by the increased movements of freight impacts the flow of private and transit vehicles. Thus, it is crucial to reduce the congestion on multimodal corridors. Components of the Intelligent Transportation System (ITS) such as Freight Signal Priority (FSP) and Transit Signal Priority (TSP) that promote the freight and transit vehicles may not only help solve these conditions but may assist with the sustainability of the system. The primary objective of this research is to develop guidelines for traffic agencies to implement signal priorities based on identified decision factors on certain corridors. Besides, this study evaluates the efficiency of FSP and TSP in improving the performance of freight and transit systems. Finally, inclusive guidelines are drawn up based on the literature and the conducted simulation. The developed guidelines apply to corridors where freight delay plays a vital role in the assessment of corridor benefits. / Includes bibliography. / Thesis (M.S.)--Florida Atlantic University, 2020. / FAU Electronic Theses and Dissertations Collection

North Dakota's transportation problem is centered on geography and volume. Being a land-locked state and not having an intermodal facility within the economic range of 150 miles from North Dakota production sites, transportation costs severely reduce shipper profit margins. Options available to containerized shippers are limited and expensive. The purpose of this research is to develop a model that evaluates tradeoffs regarding the development of intermodal shipping capabilities in North Dakota. The following are specific objectives to the research process: 1. Examine historical and current issues pertaining to intermodal transportation in North Dakota; 2. Develop an empirical model to evaluate intermodal pricing, revenues, and demand; 3. Conduct a sensitivity analysis on key random variables and interpret the results; 4. Analyze a variety of coalition cooperative efforts among key players and their effect on North Dakota' s transportation environment; 5. Describe a business model that could enable efficient intermodal transportation for North Dakota intermodal operators. Examining both the base case model and sensitivities applied to the base model allowed for examining today's transportation environment and its potential. The results are reported in chapter five and applied to game theory. Incorporating the results to game theory allows development of a business model focused on subsidizing network operators to cooperate and reposition containers to service North Dakota. A linear programming model was developed to analyze logistical costs and payoffs associated with varying game alternatives. Data collected was analyzed using GAMS software to determine the cost minimizing solutions for exporters across the eight regions of North Dakota. Base model results indicate hard IP producers in North Dakota realize minimized costs by draying containers to the intermodal terminals of Saskatoon, Winnipeg, or Minneapolis. Sensitivities were applied to answer "what if" questions related to North Dakota transportation. The first sensitivity test allows for cost of shipping by bulk to the point of export versus required loading of containers at the site of production. Results show that for the three regions encompassing the eastern border and southeast comer of North Dakota (ND4, ND7 and ND8), stuffing containers at the site of production remains the cost minimizing solution. Sensitivity accounts for hard IP shipments and includes the Minot intermodal terminal. Results show that North Dakota realizes the Minot terminal as an important shipping option. The expanded model and final sensitivity accounts for the 21 metric tons per TEU limitation placed on a containers load weight moving by rail. The addition of this parameter slightly changed model results to reflect a loss of market share to the Minot terminal. Sensitivities were then conducted on the expanded model. These sensitivities display a shift in shipping patterns due to the cost of repositioning empty containers, container stuffing fees, and Minot`s terminal handling fee.

This research focuses on the development of multi-criteria tools for measuring and analyzing the impacts of recurring and non-recurring congestion on freight corridors in the Portland Metropolitan Area. Unlike previous studies, this work employs several distinct data sources to analyze the impacts of congestion on Interstate 5 (I-5) in the Portland Metropolitan Area: global positioning system (GPS) data from commercial trucks and Oregon DOT corridor travel-time loop data and incident data. A new methodology and algorithms are developed to combine these data sources and to estimate the impacts of recurrent and non-recurrent congestion on freight movements' reliability and delays, costs, and emissions. The results suggest that traditional traffic sensor data tend to underestimate the impacts of congestion on commercial vehicles travel times and variability. This research also shows that congestion is not only detrimental for carriers and shippers costs but also for the planet due to major increases in GHG emissions and for the local community due to large increases in NOx, PM, and other harmful pollutants. The methodology developed throughout this work has the potential to provide useful freight operation and performance data for transportation decision makers to incorporate freight performance measures into the planning process.

No description available.