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Road versus rail debate : logistics opportunity cost of using road transport in a mining companyVan Jaarsveld, Leani 18 July 2013 (has links)
M.Com. (Business Management) / Transport plays a pivotal role within the South African economy as it enables the country to achieve economic growth. The transport industry does not only facilitate the movement of freight and people, it also employs a great number of individuals and forms a major part of South Africa‟s GDP. The 8th Annual State of Logistics Survey for South Africa indicated that transport costs were accountable for 6.8 per cent of the country‟s GDP in 2010. The importance of the transport industry necessitates that the industry is operated efficiently and effectively. Transport mode choices are not only made based on transportation costs but various other factors are affecting how companies choose the mode of transport for their freight movement requirements. Other factors that are considered include transit time, reliability, accessibility, capability and security/safety. Opportunity costs should also be considered when choosing a mode of transport. There are various different types of opportunity costs that exist within the supply chain, these include the opportunity cost associated with poor service levels, the opportunity cost of returning a vehicle without a backhaul, opportunity costs due to delays, the opportunity cost of holding inventory and lost sales opportunity costs. As transportation costs are not the only factor that companies consider when making a modal choice decision, many companies within South Africa have been moving their goods off rail and onto road. This study highlights the importance of determining the impact that an inefficient mode of transport has on a company‟s transportation model and costs. The main focus of this study is to determine the logistics opportunity cost of using road transport within a mining company. A case study approach is followed as the study aims to present a complex problem experienced by one company to be analysed and presented in an easily understandable format. All the data and company information used within this study was supplied by company DKVL. Data was collected through unstructured personal interviews and specific questions were developed for each person interviewed. The data was triangulated and verified through the use of company DKVL‟s financial statements. From the results of this study, the logistics opportunity cost associated with the mode of transport is substantial. This necessitates the need for companies to revise their transport mode choice on a regular basis as it has a major impact not only on their transportation costs, but also on their inventory holding and carbon emissions. Based on the findings of this study, Transnet Freight Rail (TFR) should not only focus on expanding its existing capacity, it should also focus on improving its customer service delivery. By providing poor service delivery, companies will not shift their freight back onto rail and will rather choose to use road transport to receive the benefit of reliability and flexibility, even if it is a more expensive mode of transport. The knock-on effect of companies choosing to use road transport as opposed to rail transport is significant. The quality of South African roads will continue to deteriorate, companies will continue to pay more to maintain and repair their vehicles and the transport industry will continue to increasingly damage the environment through increased carbon emissions. The impact of not having reliable rail transport is increased logistics costs which have a significant impact on the South African economy.
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System modeling for connected and autonomous vehiclesJian Wang (5930372) 17 January 2019 (has links)
<p>Connected and autonomous
vehicle (CAV) technologies provide disruptive and transformational
opportunities for innovations toward intelligent transportation systems.
Compared with human driven vehicles (HDVs), the CAVs can reduce reaction time
and human errors, increase traffic mobility and will be more knowledgeable due
to vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communication. CAVs’
potential to reduce traffic accidents, improve vehicular mobility and promote
eco-driving is immense. However, the new characteristics and capabilities of
CAVs will significantly transform the future of transportation, including the dissemination
of traffic information, traffic flow dynamics and network equilibrium flow.
This dissertation seeks to realize and enhance the application of CAVs by
specifically advancing the research in three connected topics: (1) modeling and
controlling information flow propagation within a V2V communication
environment, (2) designing a real-time deployable cooperative control mechanism
for CAV platoons, and (3) modeling network equilibrium flow with a mix of CAVs
and HDVs. </p>
<p>Vehicular traffic
congestion in a V2V communication environment can lead to congestion effects
for information flow propagation due to full occupation of the communication
channel. Such congestion effects can impact not only whether a specific
information packet of interest is able to reach a desired location, but also
the timeliness needed to influence traffic system performance. This dissertation
begins with exploring spatiotemporal information flow propagation under
information congestion effects, by introducing a two-layer macroscopic model
and an information packet relay control strategy. The upper layer models the information
dissemination in the information flow regime, and the lower layer model
captures the impacts of traffic flow dynamics on information propagation.
Analytical and numerical solutions of the information flow propagation wave
(IFPW) speed are provided, and the density of informed vehicles is derived
under different traffic conditions. Hence, the proposed model can be leveraged
to develop a new generation of information dissemination strategies focused on
enabling specific V2V information to reach specific locations at specific
points in time.</p>
<p>In a V2V-based system,
multiclass information (e.g., safety information, routing information, work
zone information) needs to be disseminated simultaneously. The application
needs of different classes of information related to vehicular reception ratio,
the time delay and spatial coverage (i.e., distance it can be propagated) are
different. To meet the application needs of multiclass information under
different traffic and communication environments, a queuing strategy is
proposed for each equipped vehicle to disseminate the received information. It
enables control of multiclass information flow propagation through two
parameters: 1) the number of communication servers and 2) the communication
service rate. A two-layer model is derived to characterize the IFPW under the
designed queuing strategy. Analytical and numerical solutions are derived to
investigate the effects of the two control parameters on information
propagation performance in different information classes. </p>
<p>Third, this dissertation
also develops a real-time implementable cooperative control mechanism for CAV
platoons. Recently, model predictive control (MPC)-based platooning strategies
have been developed for CAVs to enhance traffic performance by enabling
cooperation among vehicles in the platoon. However, they are not deployable in
practice as they require anembedded optimal control problem to be solved
instantaneously, with platoon size and prediction horizon duration compounding
the intractability. Ignoring the computational requirements leads to control
delays that can deteriorate platoon performance and cause collisions between
vehicles. To address this critical gap, this dissertation first proposes an
idealized MPC-based cooperative control strategy for CAV platooning based on
the strong assumption that the problem can be solved instantaneously. It then
develops a deployable model predictive control with first-order approximation
(DMPC-FOA) that can accurately estimate the optimal control decisions of the
idealized MPC strategy without entailing control delay. Application of the
DMPC-FOA approach for a CAV platoon using real-world leading vehicle trajectory
data shows that it can dampen the traffic oscillation effectively, and can lead
to smooth deceleration and acceleration behavior of all following vehicles.</p>
<p>Finally, this dissertation
also develops a multiclass traffic assignment model for mixed traffic flow of
CAVs and HDVs. Due to the advantages of CAVs over HDVs, such as reduced value
of time, enhanced quality of travel experience, and seamless situational
awareness and connectivity, CAV users can differ in their route choice behavior
compared to HDV users, leading to mixed traffic flows that can significantly
deviate from the single-class HDV traffic pattern. However, due to a lack of
quantitative models, there is limited knowledge on the evolution of mixed
traffic flows in a traffic network. To partly bridge this gap, this dissertation
proposes a multiclass traffic assignment model. The multiclass model captures
the effect of knowledge level of traffic conditions on route choice of both
CAVs and HDVs. In addition, it captures the characteristics of mixed traffic
flow such as the difference in value of time between
HDVs and CAVs and the asymmetry in their driving interactions, thereby
enhancing behavioral realism in the modeling. New solution algorithms will be
developed to solve the multiclass traffic assignment model. The study results can
assist transportation decision-makers to design effective planning and
operational strategies to leverage the advantages of CAVs and manage traffic
congestion under mixed traffic flows.</p>
<p>This dissertation deepens
our understanding of the characteristics and phenomena in domains of traffic
information dissemination, traffic flow dynamics and network equilibrium flow in
the age of connected and autonomous transportation. The findings of this dissertation
can assist transportation managers in designing effective traffic operation and planning
strategies to fully exploit the potential
of CAVs to improve
system performance related to traffic safety, mobility and energy consumption. </p>
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Plano de Ação de Emergência Integrador: uma proposta com base no COMPERJ/CONLESTE / Plano de Ação de Emergência Integrador: uma proposta com base no COMPERJ/CONLESTE / Integrating emergency plans: a proposal basedon COMPERJ/CONLESTE / Integrating emergency plans: a proposal basedon COMPERJ/CONLESTEMarco Antonio da Costa 27 March 2013 (has links)
Há uma grande incidência de acidentes com produtos perigosos, na tipologia
rodoviária. A tese se situa no contexto da elaboração e da implementação dos
planos de emergência, ou seja, do planejamento formal para lidar com as
emergências. Dividem-se, neste trabalho, os planos de emergência em duas
classes: os planos individuais e os planos integradores. Os planos individuais tem o
seu foco centrado na atuação, considerando as ênfases técnico-operacional e de
comunicação. Já os planos integradores, usualmente na alçada do poder público ou
na área corporativa de grandes empresas, devem, como o nome sugere, integrar os
recursos técnicos e humanos disponíveis. O principal ponto desta tese é a
conceituação e a análise crítica tomando como base a situação atual e futura do
CONLESTE, de quatro eixos estruturais a serem considerados nos planos
integradores: de acompanhamento, fiscalizador, autorizador e operacional.
Apresenta-se, adicionalmente, um modelo que se divide em nove itens, articulados
com os eixos estruturais já citados. / There is a high incidence of accidents with dangerous products in the road typology.
This thesis aims to create and implement emergency plans, that is, the formal
planning to deal with emergencies. The emergency plans are divided into two
classes in this work: individual and integrating plans. The individual plans focus on
the action, taking into consideration technical-operational and communication
emphases. The integrating plans, usually under the government scope or in the
corporate area of big companies, should be able to integrate technical and human
resources. The main item of this work is the concept and critical analysis based on
the present and future situation of CONLESTE, of four structural axes to be
considered in the integrating plan: observation, supervision, authorization and
operational axes. Additionally, we present a model divided into nine items, articulated
with the structural axes mentioned above.
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Plano de Ação de Emergência Integrador: uma proposta com base no COMPERJ/CONLESTE / Plano de Ação de Emergência Integrador: uma proposta com base no COMPERJ/CONLESTE / Integrating emergency plans: a proposal basedon COMPERJ/CONLESTE / Integrating emergency plans: a proposal basedon COMPERJ/CONLESTEMarco Antonio da Costa 27 March 2013 (has links)
Há uma grande incidência de acidentes com produtos perigosos, na tipologia
rodoviária. A tese se situa no contexto da elaboração e da implementação dos
planos de emergência, ou seja, do planejamento formal para lidar com as
emergências. Dividem-se, neste trabalho, os planos de emergência em duas
classes: os planos individuais e os planos integradores. Os planos individuais tem o
seu foco centrado na atuação, considerando as ênfases técnico-operacional e de
comunicação. Já os planos integradores, usualmente na alçada do poder público ou
na área corporativa de grandes empresas, devem, como o nome sugere, integrar os
recursos técnicos e humanos disponíveis. O principal ponto desta tese é a
conceituação e a análise crítica tomando como base a situação atual e futura do
CONLESTE, de quatro eixos estruturais a serem considerados nos planos
integradores: de acompanhamento, fiscalizador, autorizador e operacional.
Apresenta-se, adicionalmente, um modelo que se divide em nove itens, articulados
com os eixos estruturais já citados. / There is a high incidence of accidents with dangerous products in the road typology.
This thesis aims to create and implement emergency plans, that is, the formal
planning to deal with emergencies. The emergency plans are divided into two
classes in this work: individual and integrating plans. The individual plans focus on
the action, taking into consideration technical-operational and communication
emphases. The integrating plans, usually under the government scope or in the
corporate area of big companies, should be able to integrate technical and human
resources. The main item of this work is the concept and critical analysis based on
the present and future situation of CONLESTE, of four structural axes to be
considered in the integrating plan: observation, supervision, authorization and
operational axes. Additionally, we present a model divided into nine items, articulated
with the structural axes mentioned above.
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Napojení města Hradce Králové na nadřazený dopravní systém / Connection of the city Hradec Králové to the superior transport systemBurdová, Martina January 2011 (has links)
The aim of this thesis is to describe and evaluate current road transport conditions in Hradec Králové. Next, this paper explains planned constructions in detail and then evaluates benefits of their implementation for the city. In the theoretical part, terms connecting with the road transportation are described. In the practical part, there are the most important roads discussed. Then the author suggests the effect from connecting all mentioned roads to traffic system of Hradec Králové and assess impact for the region. There is also the swot analysis included to evaluate current conditions of road transport in Hradec Králové.
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Vliv polohy stavby na cenu a náklady stavebního objektu / The influence of the position of the object at the price and cost of the buildingŠindler, Pavel January 2018 (has links)
The diploma thesis focuses on impact of construction position and its impact on price of off-road transport. One of the main aims of the thesis is to assess influence of location of construction on its price and cost. Furthermore, the work aims at creating optimal procedure for processing information obtained from the budget. The diploma thesis is divided into two parts. In the theoretical part are described themes related to the given topic and in the practical part the obtained data are analyzed and subsequently processed
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Řízení průběhu zakázky organizací / Management of Order Processing through the OrganizationSedláčková, Martina January 2008 (has links)
This diploma work analyses logistic process in the company SVOBODA-výroba domácích knedlíků s.r.o. It includes studies of logistic conceptions, that help at building of customer-orientated company and pervasion to the foreign marketplace.
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Electronic Transportation Markets and New TechnologyGolaj, Taulant, Sümegi, Bo, Wargenkrook, Hakija January 2014 (has links)
En transportbörs är en elektronisk marknadsplats där transportsäljare kan annonsera ledig kapacitet till försäljning och transportköpare kan ge förfrågningar på transporter. När aktörerna på transportbörsen har hittat en sälj- eller köpannons som passar deras behov sluter de avtal om en transport. Transportbörser underlättar för transportsäljare att öka sina fyllnadsgrader samtidigt som den även underlättar för transportköpare att hitta transportörer. Då fyllnadsgrader och samlastning ökar med hjälp av transportbörserna tjänar även miljön på detta då antalet använda fordon minskar (Kovács, 2009).I denna studie har vi undersökt vad som fungerar bra respektive mindre bra med befintliga transportbörser, och genom detta har en konceptuell transportbörs tagits fram där dess fördelar förstärks och nackdelar minimeras. Studien baseras på en enkätundersökning med ansvariga transportsäljare samt en personlig djupintervju med en verksam transportplanerare. Vi har genom litteraturstudier även tagit reda på om det finns några tekniska hjälpmedel som skulle kunna användas för att understödja transportbörsernas syfte att öka samlastningen.Våra egna undersökningar samt litteraturstudie visar på vikten av affärsrelationer; de flesta transportsäljare beräknar i dagens läge sina fyllnadsgrader manuellt och därefter frågar de sina etablerade kunder om de är i behov av transporter. Transportköpare arbetar på ett liknande sätt – vid transportbehov ringer de till sina etablerade transportörer och frågar om de har tillgänglig kapacitet. Därför blir manuell koordination av offerter en standardprocedur vilket resulterar i att transportbörser fungerar som en sista utväg. Därför blir det inte heller någon direkt ruljans och fart på handeln på transportbörserna (Anonym transportsäljare).Vid våra empiriska undersökningar framgår det tydligt att det främsta konkurrensmedlet bland säljande företag på transportbörser är priset, något som också bekräftas av forskare i ämnet (Nandijaru & Regan, 2003). Prispressen får följden att andra konkurrensmedel såsom kundservice och kundrelationer hamnar i skymundan. Ett flertal respondenter i vår undersökning ansåg detta vara ett stort problem vilket har resulterat i att det är svårt att tjäna några pengar på transportbörserna.Om man på transportbörsen kan möjliggöra för transportörer att marknadsföra sig med andra konkurrensfördelar än pris kommer det att skapa en helt ny marknadssituation. Resultatet blir en jämnare konkurrens mellan aktörerna på transportbörsen. Låter man dessutom köpare och säljare att betygsätta varandra bidrar detta ytterligare till en ökad transparens och mer jämlik konkurrens. Anledningen till att marknaden blir mer jämlik är att företag som marknadsför sig med hög servicenivå och således ett något högre pris känner att de kan konkurrera på lika villkor med konkurrenter som använder sig av en prispressande strategi.RFID är en teknik som skulle kunna underlätta användandet av transportbörser då tekniken kan användas för att beräkna tillgänglig kapacitet samt automatiskt skapa annonser på transportbörserna. Tekniken skulle således även kunna vara ett sätt för företagen att framhäva de icke-ekonomiska konkurrensfördelarna såsom service, då en implementering av RFID skulle spara arbetstid inom de transportsäljande företagen; lägger man mindre tid på transportplanering och annonsering kan man lägga mer tid på sin kärnverksamhet och kundservice och relationer. / An electronic transportation market is a market place where transport sellers can advertise free capacity and transport buyers can make inquires on transports. When the sellers and buyers have found an offer that fits them they reach an agreement. The electronic transportation markets help to increase the average payload and gives opportunities for co-loading, which benefits both the transport carriers, transport buyers as well as the environment (Kovács, 2009).In this study we have examined what works well respectively less well with existing electronic transportation markets. This has been done through a survey among transport selling companies as well as an interview with a transport planner. Through literature study we have also investigated if there are any technical aids that can be used to support the functionality of electronic transportation markets.Our research and literature study reveals that most transport sellers manually calculate their payloads and then manually calls their customers to see if they want anything transported. We therefore suspect that manual coordination of offers and advertising is a normal procedure amongst transport selling and transport buying companies. This results in the electronic transportation markets works as a last exit for the transport sellers. As a result of this there is no momentum on the electronic transportation markets when nobody is trading there on a bigger scale (Anonymous transport seller).Our survey and interview show that the main competitive advantage amongst transport sellers on electronic transportation markets is the price. This is a theory confirmed by several authors in the field, for example Nandijaru and Regan (2003). The price focus results in other competitive advantages such as service and customer relations tend to be forgotten on electronic transportation markets. Many respondents in our survey found the price fixation to be a major problem resulting in low profits on the electronic transportation markets.If you can make it possible for transport sellers to advertise themselves with other competitive advantages than price it will create a new market situation. The will result in a more equal competition on the electronic transportation markets. The market place will be even more equal and transparent if you allow the sellers and buyers to rate one another on different scales such as service ratio. The mentioned implementations will lead to sellers that advertise themselves with a high degree of service will feel that they compete on the same terms as sellers that focus on price.RFID may offer the possibility to automatically calculate available payload and automatically create advertisements on electronic transportation markets. This can also be a way to increase the importance of non-economic competitive advantages such as customer service, as a direct result of less time spent manually calculating payload and creating advertisements.
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Os chapas e o seu papel no meio técnico-científico-informacional e na logística dos transportes no Brasil: estudo de caso na cidade de Ribeirão Preto/SP (2003 - 2006) / The \"Chapas\" and their role in technical-scientific-informational environment and in logistics of transportation in Brazil: study of case in the city of Ribeirão Preto/SP (2003-2006)Mezgravis, Pedro 16 October 2006 (has links)
Carregar e descarregar caminhões, informar e orientar motoristas. Estas são as principais atividades realizadas por trabalhadores conhecidos como Chapas, que se fazem presentes praticamente na totalidade do Território Brasileiro. Nesta perspectiva, as diferentes formas de uso deste território são os preceitos principais para a observação e estudo destes trabalhadores. Portanto, é possível pensá-los a partir dos mais diferentes referenciais, desde um debate clássico como o urbano/rural, como as questões agropecuárias no Brasil, desenvolvimento urbano, transportes e fluidez territorial, entre tantos outros. Buscamos compreender sua posição diante das Normas da Moderna Logística e do Transporte Rodoviário de Cargas no Brasil. Estudo de caso em Ribeirão Preto / To load and to unload trucks, to inform and to show truck drivers a way in the city and the region. These are the main activities realized by the working men know as \"Chapas\", that are present almost in the totally of the Brazilian Territory. According to this perspective, the different forms of the use of such territory are the main rule to the observation and study of these working men. Therefore, it is possible to think them from the most different points of view, since the classic debate of urban/rural relations, transports and territorial flowing, and many others. We do look forward to comprehend their position face to the Modern Logistics Rules and from the Road Transportation in Brazil. Study of case in the city of Ribeirão Preto/SP
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Relationships Between On-road FFCO2 Emission and Socio-economics/Urban Form FactorsJanuary 2018 (has links)
abstract: Fossil fuel CO2 (FFCO2) emissions are recognized as the dominant greenhouse gas driving climate change (Enting et. al., 1995; Conway et al., 1994; Francey et al., 1995; Bousquet et. al., 1999). Transportation is a major component of FFCO2 emissions, especially in urban areas. An improved understanding of on-road FFCO2 emission at high spatial resolution is essential to both carbon science and mitigation policy. Though considerable research has been accomplished within a few high-income portions of the planet such as the United States and Western Europe, little work has attempted to comprehensively quantify high-resolution on-road FFCO2 emissions globally. Key questions for such a global quantification are: (1) What are the driving factors for on-road FFCO2 emissions? (2) How robust are the relationships? and (3) How do on-road FFCO2 emissions vary with urban form at fine spatial scales?
This study used urban form/socio-economic data combined with self-reported on-road FFCO2 emissions for a sample of global cities to estimate relationships within a multivariate regression framework based on an adjusted STIRPAT model. The on-road high-resolution (whole-city) regression FFCO2 model robustness was evaluated by introducing artificial error, conducting cross-validation, and assessing relationship sensitivity under various model specifications. Results indicated that fuel economy, vehicle ownership, road density and population density were statistically significant factors that correlate with on-road FFCO2 emissions. Of these four variables, fuel economy and vehicle ownership had the most robust relationships.
A second regression model was constructed to examine the relationship between global on-road FFCO2 emissions and urban form factors (described by population
ii
density, road density, and distance to activity centers) at sub-city spatial scales (1 km2). Results showed that: 1) Road density is the most significant (p<2.66e-037) predictor of on-road FFCO2 emissions at the 1 km2 spatial scale; 2) The correlation between population density and on-road FFCO2 emissions for interstates/freeways varies little by city type. For arterials, on-road FFCO2 emissions show a stronger relationship to population density in clustered cities (slope = 0.24) than dispersed cities (slope = 0.13). FFCO2 3) The distance to activity centers has a significant positive relationship with on-road FFCO2 emission for the interstate and freeway toad types, but an insignificant relationship with the arterial road type. / Dissertation/Thesis / Doctoral Dissertation Environmental Social Science 2018
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