Different Means Of Transport Research Articles

Customer Value Assessment towards Transport Modes of Tourism after a Natural Disaster of Scenic Spots - The Analysis Based on Choice Experiment

This study explores marginal utility of different attributes of means of transportation after a natural disaster in scenic spots and the corresponding marginal value using an analysis method of choice experiment based on marketing strategies of traffic cost. Different from prior studies, this study will first divide traffic cost attributes into three categories, including money cost, time cost, and perceived benefits. Then, to design experiments based on different cost attributes and attribute levels to combine different means of transportation, namely marketing strategies. And this study obtains scores of customers’ willingness to travel for marketing strategies by questionnaires; questionnaire asking way through and transform by questionnaire survey to combine to be two different experimental selection sets. The authors employ choice experiment to establish econometric model to regress. The paper draws the following important conclusions. Firstly, time cost and monetary cost only will affect people's choices of means of transportation. The marginal probability of time cost and monetary cost is 4.9 percent and 0.03 percent. Simultaneously, we estimate that the monetary value of the cost per unit time is 163 yuan. Secondly, for the perceived benefits variable, although the regression coefficient is not significant, We can’t come to a conclusion that whether there is new attractions does not affect customers’ choice. Meanwhile, this study shows the nature of various new attractions may affect customers’ choice for means of transportation. Finally, in addition, for other family variables, including respondent gender, age, education and monthly living expenses, their regression coefficients are not significant. The conclusion is prompted to develop the marketing strategy that discriminatory pricing policy might not effectively improve marketing benefits.

An Open Extensible Platform for Intermodal Mobility Assistance

Mobility can be considered as an important factor when it comes to assessing ones’ quality of life. Today, there are many different means of transportation available, each one with its particular advantages and drawbacks. Recently, a whole set of new transportation concepts made some noise in the world. As an example, consider electric vehicles or Car- and Ride Sharing providers. We do not wish to favour the one or the other concept, in fact, each mean of transportation has its own distinctive charm, depending on the situation. We see the future in an intelligent combination of many different means of transportation, where the selection is aligned with the traffic participants’ preferences and requirement, as well as with external factors. Nevertheless, any attempt implement an automated assistance is aggravated by the distributed nature of the data which is required for such calculation. In this paper we tackle this problem and propose an open, extensible platform on which (mobility) providers can offer their service in a standarised fashion. Based on this platform we present our mobility assistance system which supports users with urban trip-planning and outnumbers comparable approaches inasmuch as intermodal options are considered on yet another level.

Cooperation among freight forwarders: Mode choice and intermodal freight transport

The objective of this paper is to compare vertical and horizontal cooperation among freight forwarders. The paper analyses three freight forwarders (‘players’) with two different means of transportation. The first two players are truck-operating freight forwarders. The third player is a freight forwarder with its own ship. For the purposes of analysis, the paper applied a two-stage game. The results revealed that the best form of cooperation is the one in which the large truck-operating company would establish a coalition with the ship-operating company; that is, vertical cooperation. This cooperation would generate better payoffs in the form of profit, not only to the members of this coalition, but also to the player that has not joined the coalition. However, user surplus is negative in all coalitions, which shows that the establishment of these kinds of cooperation is not beneficial (in terms of prices) for the users of these service providers.

Kesineni Tours and Travels

Subject area Strategy. Study level/applicability Post-Graduate and Executive Programmes in Management. Case overview Mr Srinivas Kesineni has been chairman of Kesineni Tours and Travels for the last 19 years. Kesineni Tours and Travels is one of the fastest growing bus travel and transport organisations. The case describes the journey of Kesineni Tours and Travels since its inception. It also outlines different strategies adopted by the Chairman to reach newer heights, to survive and to grow in the turbulent times of changing technology and rising competition from different means of transportation. This unique organisation is run by family, friends and well-wishers of the owners, yet it is professional in its approach in operations. The board of directors of Kesineni Tours and Travels has approved the financial results of 2010, which shows 55 percent growth and Rs 86.71 crores turnover. This is a remarkable achievement and recognition for a company that has been in the business since 1992. In early 1992, entrepreneur Mr Srinivas Kesineni thought of a bus transportation business when he started with just two buses, and today when the organization is the largest tour and travel company in the region serving approximately 15 lack customers in a year covering 75 destinations with around 425 daily schedules. He and his team have been working tirelessly and the company has a remarkable presence in the tour and travel business in India with occasional innovative moves from optimising bus routing, initiating sleeper coaches, introducing Volvo buses to the fleet, entering the cargo transportation business and more. This business has grown at CAGR of 24.07 percent since 2000-2001. Students reading this case may come to the class with preconceived views that the journey of the organisation since its beginning is an ordinary story, but this case creates an opportunity for students to come to their own conclusion how different strategies and the synthesis is important for achieving desired outcomes form time to time. This case facilitates the deductive learning process by identifying different strategic elements form the case and to understand its synergy to explain McKinsey 7s framework. Expected learning outcomes These include: understanding different strategies and policies adopted by the organisation and its impact on performance; understanding the importance of alignment of processes and departments in achievement of organisational strategy; and analysing and understanding the concept of the McKinsey 7S Framework, which is a helpful tool to understand the performance of the organisation. Supplementary materials Teaching notes are available. Bradach, Jaffrey, Organisational Alignment: The 7S Model, Harvard Business School Publishing are useful for further reading.

Triggering of acute myocardial infarction by different means of transportation

Prior studies have reported an association between traffic-related air pollution in urban areas and exacerbation of cardiovascular disease. We assess here whether time spent in different modes of transportation can trigger the onset of acute myocardial infarction (AMI). We performed a case-crossover study. We interviewed consecutive cases of AMI in the KORA Myocardial Infarction Registry in Augsburg, Southern Germany between February 1999 and December 2003 eliciting data on potential triggers in the four days preceding myocardial infarction onset. A total of 1459 cases with known date and time of AMI symptom onset, who had survived 24 hours after the onset, completed the registry's standard interview on potential triggers of AMI. An association between exposure to traffic and AMI onset 1 hour later was observed (odds ratio: 3.2; 95% confidence interval [CI]: 2.7-3.9, p < 0.001). Using a car was the most common source of traffic exposure; nevertheless, times spent in public transport or on a bicycle were similarly associated with AMI onset 1 hour later. While the highest risk for AMI onset was within 1 hour of exposure to traffic, the elevated risk persisted for up to 6 hours. Women, patients aged 65 years or older, patients not part of the workforce, and those with a history of angina or diabetes exhibited the largest associations between times spent in traffic and AMI onset 1 hour later. The data suggest that transient exposure to traffic regardless of the means of transportation may increase the risk of AMI transiently.

Multimodal Transport Operator Liability Insurance Model

Multimodal transportation means transporting goods from a pickup point, where the operator receives the goods, all the way to the delivery location, using at least two different means of transportation, covered under the same multimodal transport contract and by only one document, regardless of the number or type of transportation vehicles used. The key factor to the optimal operation of multimodal transportation is the multimodal transport operator. It is up to this individual to compensate for various unpredictable circumstances, the complexity of the business processes, nature’s whims and carelessness. He must also organize and execute multimodal transport in all stages. Due to the above mentioned dangers and the fact that the area of liability insurance for multimodal transport operators is still being neglected, this article raises some valid points in favour of a proposal that would cover all of the transportation means as well as all the accompanying activities with a single insurance policy. The model includes 17 elements of liability insurance for a multimodal transport operator and all values which quantify the insurance elements in 2009 as well as the projected values for 2015, when progress is expected in the areas pertaining to the implementation of economical processes concerning transit development, as well as values for 2025, representing a period of innovation, reconstruction, optimization and modernization. With this supposed model for liability insurance of a multimodal transport operator, the foundation is laid for a liability insurance which would be used by a multimodal transport operator. KEYWORDS: transport insurance, multimodal transport, multimodal transport operator, multimodal transport operator liability systems

On-road exhaust emission testing

The paper presents the reasons behind on-road vehicle exhaust emission testing. The latest legislation has been presented in the paper applicable in the EU as well as the research potential of the Institute of Combustion Engines and Transport of Poznan University of Technology. The presentation of the results of the on-road tests pertains to passenger vehicles, buses and non-road machinery (construction machinery, tractors) and aircraft. The comparison of the exhaust emissions from different means of transport under real traffic conditions constitutes an important trend included in the normative legislation related to exhaust emissions

An evaluation of the strategic approach to the rehabilitation of traumatic brain injury (TBI) patients

SummaryBackgroundThe objective of our study was to evaluate a goal-driven strategic plan for the step-by-step rehabilitation of traumatic brain injury (TBI) patients, with effectiveness measured in terms of quality of life, as compared to patients treated according to a standard, progressive rehabilitation program.Material/MethodsWe studied 40 patients after TBI awakened from a long-term coma. The patients were divided into two equal groups: a control group (n=20) involving patients treated before the introduction of the strategic approach, and an experimental group (n=20) involving patients rehabilitated under the strategic approach. In evaluating the effectiveness of rehabilitation we used a structured interview with clinical observation and a scale for assessing the quality of life of patients after TBI.ResultsThe deterioration in the quality of life of TBI patients is mainly related to difficulties in satisfying physiological needs, self-care, reduced mobility and disorders of cognitive, regulatory, and social functions. In both groups, the feature most susceptible to rehabilitation related change was movement, while the least susceptible functions were associated with the use of different means of transport. This change is significantly greater in persons in the experimental group, as compared to controls.ConclusionsWe found that a rehabilitation program controlled by a strategic plan, with the cooperation of the patient, is more effective in improving the quality of life, as the patient is more self-motivated to individually designed objectives.

Designing and Decision Making of Transport Chains between China and Germany

Optimization of an international transport chain may contribute significantly to a successful outcome in international trade. The performance of various modes of transport influences the selection of one over others. This paper analyses the transport chain between China and Germany, comparing routes and aiming to identify the best practices and chose the optimal transport mode. Through analysing secondary data, the different means of transport are presented. The SWOT analysis was selected to analyse and compare the competitive operation of the various methods of transport between China and Germany. This helps us understand what determines the selection of one mode of transport mode rather than another; the development of rail transport between China and Germany should be urged, in addition to the air and sea modes; Price, timing, level of service and relationship with forwarder are vital factors in determining the route option between China and Germany. More secondary data should be used to validate the research in the future. (Abstract)

Physiological responses of food animals to road transportation stress

The increasing demand in proteins to feed the ever-growing world population has necessitated the industrialization and transportation of livestock using different means of transportation across several ecological zones with different climatic conditions. The stress factors acting on animals during road transportation are numerous and the responses of the animal to them are complex, non-specific and often detrimental to their health and productivity. In spite of the numerous recommendations and guidelines by many countries on the welfare of animal transport order and their streaked compliance by transporters, several studies still report severe welfare problems during road transportation of food animals. This review, in a new approach examines the effects of individual or the combination of road transport stress factors, such as: handling, loading, unloading, vehicle type and design, type of road and driving methods, vehicle noise and vibration, stocking rate/density, journey duration, climatic conditions and the general animal welfare implication on different physiological parameters of transported food animals. The review provides an insight on the physiological responses of animals to transport stress and possible areas of intervention and adoption of improved and innovative management strategies toward improving the welfare of the transported animals. Key words: Animal welfare, food animal, stress, road transportation.

Containerisierung und Globalisierung – Restrukturierung der maritimen Logistikkette

Containerisation of maritime transport and globalization. Restructuring of the logistics chain. Standardized containers which are designed to meet the particular needs of different goods turn heterogeneous cargo into homogeneous unit loads which can easily be moved and stacked. Thus for transport handling containers provide opportunities for automation and economies of scale. In the past the transport chain from sender to recipient has been characterized by a sequence of single-transit shipments with interim storage. Nowadays goods shipped in containers can be reloaded to different means of transportation and are transported to their destination under a single through-rate in less time. Planning and control of intermodal transport can be done door-to-door in an integrated full-service approach. The transformation from manual to industrialized transport handling provides opportunities for staff savings, however, it requires considerable investments in different vehicles, containers, equipment and software for operations. Customers benefit from efficiency gains in form of lower shipment prices. This article analyzes the impact of containerisation on liner shipping, harbours and transport in the hinterland as the key elements of the maritime logistics chain. The discussion outlines the topic in the context of globalisation and changing contours of the global economic map.

Energy efficiency in transport and mobility from an eco-efficiency viewpoint

European Union countries’ current energy policies for the transport sector promote, amongst other initiatives; urban mobility plans, the renewal of fleets of cars and industrial vehicles and the introduction of biofuel. From the point of view of eco-efficiency and Life Cycle Assessment (LCA), energy policies must go further. The objective of this paper is to analyse the current transport model and the policies on energy efficiency being promoted in the EU from a LCA point of view. Special attention has been paid to private vehicles, in assessing the environmental impact of the various stages of manufacture, their use and disposal, and the consequences of plans to renew fleets. How old should a vehicle ideally be so that when it is changed, the embodied energy in the materials of the vehicle is less than the gain in energy efficiency due to changing the model for example? In addition the paper analyses the different means of transport in the energy consumption–time ratio from a LCA viewpoint. The fact that reducing transport times leads to greater energy consumption gives rise to the question: how long does nature take to repair the environmental damage caused?

Accidents and Unpleasant Incidents: Worry in Transport and Prediction of Travel Behavior

Worry on nine different means of transport was measured in a Norwegian sample of 853 respondents. The main aim of the study was to investigate differences in worry about accidents and worry about unpleasant incidents, and how these two sorts of worry relate to various means of transport as well as transport behavior. Factor analyses of worry about accidents suggested a division between rail transport, road transport, and nonmotorized transport, whereas analyses of worry about unpleasant incidents suggested a division between transport modes where you interact with other people and "private" transport modes. Moreover, mean ratings of worry showed that respondents worried more about accidents than unpleasant incidents on private transport modes, and more about unpleasant incidents than accidents on public transport modes. Support for the distinction between worry about accidents and unpleasant incidents was also found when investigating relationships between both types of worry and behavioral adaptations: worry about accidents was more important than worry about unpleasant incidents in relation to behavioral adaptations on private means of transport, whereas the opposite was true for public means of transport. Finally, predictors of worry were investigated. The models of worry about accidents and worry about unpleasant incidents differed as to what predictors turned out significant. Knowledge about peoples' worries on different means of transport is important with regard to understanding and influencing transport and travel behavior, as well as attending to commuters' welfare.

The use and abuse of dogs on Scott's and Amundsen's South Pole expeditions

ABSTRACTIn the century since Roald Amundsen and Robert F. Scott led the first and second expeditions to reach the South Pole, commentators have frequently passed judgement on the different means of transport that the two explorers employed. In hindsight, and since he ‘won,’ they have consistently praised Amundsen for using dogs exclusively and criticised Scott for not doing the same. Surprisingly, however, almost no attention has been given to the experience of Amundsen's dogs, whose extreme suffering seems to have vanished into a collective blind spot. Here, with the aim of restoring balance to one part of the vexed historiography of the two explorers, that record is set straight. Amundsen's troubled and contradictory attitude towards his animals is also explored and common misconceptions about Scott's views on the use of dogs for transport are confuted.

Annoyance response to mixed transportation noise in Hong Kong

To better understand mixed transportation noise–annoyance response, a study was undertaken in Hong Kong to (1) unravel factors affecting annoyance response to mixed transportation noise; (2) contrast noise–annoyance relationships between road traffic and railway noise dominant situations; and (3) explain the differences, if any, between the two using structural equation modelling from the data collected in a social survey. Results of this study show that annoyance is largely determined by noise disturbance and perceived noisiness. Personal noise sensitivity, attitudes towards different means of transport and perceived quality of the living environment are secondary contributing factors. When road traffic noise dominates, annoyance is primarily determined by noise disturbance caused by the peaks of railway noise events; when railway noise dominates, peaks of train events can induce annoyance response directly without causing disturbance. Policy implications of such results on how to minimize noise–annoyance response are discussed in the paper.

THE MARKETING PRINCIPLES OF INCREASING THE ECONOMIC EFFICIENCY OF CONTAINER TRANSPORT

This article tackles the problem of necessity of the applying the marketing principles in the management activity. There were defined the main advantages and disadvantages the utilization of the middle-tonnage containers. The aspects of the existing tariff policy were revised as well. Under the conditions of the competitiveness between the different means of transport, in our opinion, the existing tariff policy need to be considerably revised and improved.

A Case Study of Personal Exposure to Nitrogen Dioxide Using a New High Sensitive Diffusive Sampler

P-552 Abstract: Exposure is a key element in the knowledge about health effects of air pollution. For many pollutants, its evaluation remains associated with large uncertainties because of a lack of suitable means for measuring personal exposure. Recent advancements in the field of passive sampling have led to the development of new high sensitive diffusive samplers which can allow a monitoring of exposure based on sequential short-time measurements. By this approach, information on personal exposure is more complete since a distinction can be made between the exposure levels found in different microenvironments. This study was designed to investigate the NO2 personal exposure of 45 volunteers living in Lille, a large city in northern France. Sequential measurements of personal exposure in four microenvironments were carried out using a new diffusive sampler having a high uptake rate estimated to 1 cm3.s−1 and a detection limit of 11 μg.m−3 for a one-hour measurement. This measurement campaign comprised four 24-h periods: two during the working days (from Thurday 12:00 to Friday 12:00) and two during the weekends (from Saturday 12:00 to Sunday 12:00). For each 24-h period, the participants received a diffusive sampler and four sampling cartridges: one cartridge for each of the following microenvironments: homes, other indoor places (including workplace, shops, restaurants…), transports (car, bus, train…) and outdoors. The participants carried the diffusive sampler all sampling period long, changed the cartridge each time they changed microenvironment and noted the corresponding time on a time-activity-diary. Thus, the personal exposure was divided into four parts corresponding to NO2 personal exposure levels in four microenvironment categories. The highest levels were found in transports and outdoors (from 30 to 115 μg.m−3 in average), the intermediate ones in other indoor places (from 29 to 92 μg.m−3) and the lowest in homes (from 14 to 27 μg.m−3). Nevertheless, the indoor pollution remains the main contributor to total NO2 personal exposure (superior to 78%) because people spent the main part of their time in indoor environments (from 20 to 23 hours per day). The average total NO2 personal exposure ranged from 17 μg.m−3 for the summer weekend period to 38 μg.m−3 for the winter weekday period. A Multiple Correspondence Analysis was carried out to highlight the determinants of NO2 personal exposure in homes and in transports. This led to a classification of NO2 personal exposure levels according to different means of transport: from the lowest to the highest exposure levels, train, tramway or underground, bicycle, car or motorcycle. In homes, the rise of NO2 personal exposures is mainly due to environmental tobacco smoke, the use of gas stoves and gas heating and the absence of automatic airing system. A classification of NO2 personal exposure levels was set up according to the characteristics of homes. An analysis of correlations between the home NO2 personal exposures and outdoor concentrations measured by fixed ambient air monitoring stations showed weak relations suggesting that the data of these stations are poor predictors of NO2 personal exposures in homes. In conclusion, this study shows the advantages to use an high sensitive diffusive sampler for personal monitoring to investigate the environmental determinants and contributions of microenvironments to NO2 exposure.

SELECTION OF EFFICIENT DELIVERY SYSTEMS OF POTASH FERTILIZERS OF PRODUCTION ASSOCIATION "BELARUSKALIY"

A methodology and methods of selection of effective delivery systems of potassium fertilizers is considered. Investigation results on determining rational routes dependent on force-majeur circumstances, freight and tariffs rates on different means of transport have been presented.

Perception of Transport Risk in the Norwegian Public

The main aim of the present study is to examine risk perception in transport among a representative sample of the Norwegian public. Further aims included probability assessment, consequence evaluation as well as worry in regard to experiencing an injury when using different means of transportation. The results are based on two questionnaire surveys carried out among a representative sample of the Norwegian public in 2004. The results showed that transport risks fell into two main categories: public and private means of transportation. Respondents assessed the probability of experiencing risk as lower for themselves than others and they were also more worried about others experiencing a transport hazard. Overall, worry was found to be the most important predictor of risk perception. Female subjects were found to emphasize worry in regard to both public and private transportation. On the other hand, worry was found to be most important for public transportation whereas probability assessments (i.e. cognitive evaluations) were found to be most important for private means of transportation. This difference may guide how risk is communicated to the public.

A case study of personal exposure to nitrogen dioxide using a new high sensitive diffusive sampler

Personal NO 2 exposure measurements were achieved during two campaigns in a large northern France city. These campaigns were following an innovating approach based on sequential exposure measurements by diffusive samplers distinguishing four categories of microenvironments (“home”, “other indoor places”, “transport” and “outdoors”). The objective of these campaigns was to obtain NO 2 personal exposure data in different microenvironments and to examine the determinants of personal exposure to this pollutant. Each campaign comprised two 24-h sampling periods: one during a working day and the second during the weekend. The average total NO 2 personal exposure ranged from 17 μg m − 3 for the summer weekend samplings to 38 μg m − 3 for the winter weekday samplings. The highest levels were found in transports and outdoors, the intermediate ones in other indoor places and the lowest in homes. Despite their weak levels, indoor environments contributed for more than 78% to total NO 2 personal exposure because of more time spent in these living places. A Multiple Correspondence Analysis (MCA) highlighted the determinants of NO 2 personal exposure in the “home” and “transport” microenvironments. This led to a classification of NO 2 personal exposure levels according to different means of transport: from the lowest to the highest exposure levels, train, tramway or underground, bicycle, car or motorcycle. In homes, the rise of NO 2 personal exposures is mainly due to the use of gas stoves and gas heating and the absence of automatic airing system. A classification of NO 2 personal exposure levels was set up according to the characteristics of homes. An analysis of correlations between the home NO 2 personal exposures and outdoor concentrations measured by fixed ambient air monitoring stations showed weak relations suggesting that the data of these stations are poor predictors of NO 2 personal exposures in homes.