Freight Flows Research Articles

Improving transport logistics of extractive industry products in the context of capacity constraints on the railways

Purpose. To improve the distribution methods of freight flows on the railway network under conditions of capacity constraints. Methodology. Methods of railway operation theory and operations research were used. The problem of cargo flow distribution on the railway network was solved as a multi-product (interchangeable cargoes) transport linear programming problem with capacity constraints in the network form. The average cost of freight transportation is established by the methods of probability theory. Findings. In the course of the research the methods of cargo traffic calculation on the railway network are improved. The proposed approach to the formalisation of the task makes it possible to take into account the presence of different cargoes to be transported, capacity constraints of some railway network sections, as well as non-linear nature of dependence between the volume and cost of transportation. To meet the requirement of consignors equal access to public carrier services, the method for calculating the cost of transportation for an individual consignor is improved. Originality. Scientific novelty of the paper consists in improvement of methods of cargo traffic distribution on the railway network and tariffing of cargo transportation services in conditions of restricted supply capacity of separate sections. Practical value. The extractive industries have a steady flow of goods. The main logistic tasks in this case are to ensure transportation of the given volume of cargo and reduce the cost of transport services. Using the proposed mathematical methods of optimization allows you to get higher-quality solutions compared to the method of technical-economic comparison of options, which provides an overall cost reduction for cargo transportation. The improved method of tariffication of transportation can reasonably allocate the savings from reducing the cost of transportation among cargo consignors and thus reduce their logistics costs.

Delineating Functional Regions as New Strategic and Spatial Planning Clusters and Identifying Megaregions Based on Intercity Freight Flows and a Composite Economic Index: Case of Turkey

Delineating Functional Regions as New Strategic and Spatial Planning Clusters and Identifying Megaregions Based on Intercity Freight Flows and a Composite Economic Index: Case of Turkey

Interregional economic impacts of an extreme storm flood scenario considering transportation interruption: A case study of Shanghai, China

As engines of economic growth, coastal cities are vulnerable to future extreme floods with climate change and rapid urbanization. Flood damage and flood-induced transportation interruptions inevitably affect local economic activities and generate interregional ripple effects due to the networked economy. We incorporate the impacts of transport disruptions into the interregional input-output (IRIO) model and evaluate the combined economic effects of transport disruptions and supply chain bottlenecks on the mainland of China due to a 1,000-year return period storm flood scenario in Shanghai. Except for production bottlenecks, the temporary rerouting of freight flows, transport delay and transport cost change are modeled, and important adaptive behaviors such as supplier substitution and inventories are also considered. Our results show that East China may suffer more than 53.1% of China's indirect economic losses (IELs), while Shanghai's IELs account for 28%. National IELs are very sensitive to the duration of transport delay, i.e., China's IELs increase by 80.8% if the delay time increases from 3 to 14 days. These findings highlight the importance of building a resilient transportation system and strengthening the resilience of regional supply chains and have significant implications for promoting urban resilience through various resilience strategies.

Examining the Impacts of Highway Proximity on Freight Flow Patterns of Establishments

Highway proximity is essential to the economic growth of establishments and productivity of freight operations. The present study is motivated by the discernible gap in knowledge about the potential impacts of highway proximity on freight flow patterns of establishments. This knowledge gap impedes accurately estimating the potential benefits associated with infrastructure investments, especially related to freight-specific facility planning in developing countries. This paper investigates highway proximity impacts on freight establishments’ travel and shipment patterns using a comparative experiment approach. A total of 17 explanatory variables reflecting the freight flow pattern of an establishment have been considered. Proximity impact is evaluated by comparing the means of these explanatory variables among establishments closer to the highway, termed the “Influence” group, and those farther from the highway, defined as the “Control” group. Spatial and kernel analyses are carried out to determine the cut-off distance for demarcating samples into Influence and Control groups. The propensity score matching technique is subsequently used to create matched samples for a one-to-one comparison between the Influence group and Control group establishments. Results suggest that the Influence group typically consists of older establishments with larger business areas, generates many small-sized trips, and is associated with lower tonnage generation, expenditure, and shipment size than the Control group. The study findings are expected to have important implications on the infrastructure investment decision process and planning of freight operations.

A robust rolling horizon framework for empty repositioning

Naturally imbalanced freight flows force transportation service providers to reposition empty resources. When constructing empty repositioning plans, the cost of repositioning empty resources needs to be weighed against the cost of corrective actions in case of unavailable resources. This is especially challenging given the uncertainty of future demand. We design and implement a robust rolling horizon framework for constructing effective empty repositioning plans. An extensive computational study demonstrates the benefits of explicitly accounting for uncertainty in future demand by using robust optimization, and pragmatically controlling the level of conservatism in hedging against this uncertainty. We also investigate practical strategies for reducing the complexity of managing the repositioning of empty resources in transportation service networks covering huge geographic areas.

Spatiotemporal investigation and determinants of interprovincial innovation network from a multilayer network perspective

ABSTRACT Technology cooperation and technology transfer can be beneficial for realising the flow of innovative resources and promoting technological progress and growth, which is crucial to achieving sustainable and coordinated economic development. We investigate the structural characteristics of interprovincial innovation multilayer network, also called technology cooperation and transfer network, including the technology cooperation sub-network and technology transfer sub-network. Data are derived from Patent Information Service Platform for 2008–2018. The results are as follows: (1) the two sub-networks and multilayer network show the increasing density, and all of those networks display large cluster coefficients and short average paths. The degree between different networks is highly relevant. GDP, indegree and outdegree are linearly related. (2) As the two sub-networks in different provinces become increasingly integrated, the core provinces control the flow in the network and the edge provinces surround the core provinces, indicating a clear ‘core-edge’ structure. (3) The exponential random graph model regression results demonstrate a significant ‘path dependence’ property for technology cooperation-transfer network. GDP, R&D, distance and railway freight flow have a significant impact on network format.

Simulation of terminal and logistics processes of foreign trade cargo processing at the Grodekovo border station

Introduction. The transport and logistics business has undergone significant changes while overcoming the challenges facing the transport industry. It requires new approaches to rational use, as well as the introduction of innovative technologies in the organisation of foreign trade transportation. This issue is especially relevant in the Far East region, where there is an imbalance of incoming freight flows and traffic capacity of the transport network, which leads to a decrease in the quality of transport services and the competitiveness of transport corridors running through Russia. The key elements of international transport corridors are transport hubs and border checkpoints; therefore, the purpose of the study is to assess the workload of a railway cargo terminal of the Pogranichny checkpoint within the Primorye-1 transport corridor. The object of study is the terminal and logistics complex of the Grodekovo border station.Materials and methods. In this study, methods of system analysis and information synthesis were used, as well as a programme for simulating the operation of technological zones of a border terminal and logistics centre.Results. The developed simulation programme made it possible to assess the workload of the warehouse terminal of the Grodekovo border station for processing foreign trade freight flow arriving by rail and road from Heilongjiang Province (PRC). The article presents the results of simulation modelling.Discussion and conclusion. Analysis of the results of simulation modelling showed the functioning of the cargo terminal of the Grodekovo border station with an increase in freight flow coming by road for reloading onto railway rolling stock, taking into account the duration of customs clearance, the limited capacity of the storage area and the cargo front, the number of handling equipment. Further research is aimed at creating a comprehensive programme that takes into account the traffic capacity of the entire system of ground checkpoints in the Far East region and the volume of the predicted freight flow.

Truck industry classification from anonymous mobile sensor data using machine learning

Freight demand forecasting models used by federal, state, and local transportation agencies to predict future freight flows are often based on economic forecasts of industry growth and/or commodity production/consumption rates which are then used to estimate expected freight movement, e.g., truck volumes. Unfortunately, there is a lack of data connecting industry served and commodity carried to freight movements which limits the accuracy and usability of such models. While the private sector collects robust data on freight movements including commodity carried, when shared with the public sector, this data is anonymized to protect privacy. Thus, there is a critical need to re-identify industry served and commodity carried from anonymous freight movement data in ways that maintain privacy standards. To address this research gap, we developed a classification model using data mining and machine learning methods to predict industry served by a truck from daily activity patterns of trip and stop sequences extracted from truck Global Positioning System (GPS) data. A Weighted Random Forest (WRF) supervised machine learning model is used to predict five industry groups: farm products, mining materials, chemicals, manufactured goods, and miscellaneous mixed goods. The WRF model achieves 88% prediction accuracy and explicitly accounts for class imbalance. The model does not reveal fleet, driver, company, etc. and thus, we are able to provide necessary insight into the relationship between truck movement and economic (industry) forecasts without violating data privacy standards. Ultimately, our model allows large streams of truck movement data to be leveraged for freight travel demand forecasting.

Last-Mile Strategies for Urban Freight Delivery: A Systematic Review

Trends in retail and e-commerce have led to greater demand for urban freight and last-mile deliveries. This is a concern for urban planners, parcel carriers, and citizens as they struggle to cope with the demands that increased freight flows create in an urban context. This topic has also seen a corresponding expansion in the academic literature as researchers propose solutions to the problem of last-mile delivery. We conduct a systematic review of the literature to identify innovative last-mile delivery strategies as well as ways that those strategies are evaluated by researchers. This study will help academics as they consider directing future research as well as practitioners as they assess how delivery patterns may shift. We identify 22 last-mile delivery strategies and group them into four categories: innovative vehicles, urban goods consolidation, technological and routing advances in city logistics, and emerging planning tools and policies. We find that urban consolidation centers, freight bicycles, and collaborative logistics are the strategies that have received the most attention to date. Analyses of these options has focused on operational, environmental, social, and economic impacts with operational efficiency, emissions, and congestion being the three evaluation criteria discussed most in the literature. We propose that safety has not been adequately considered as a means for evaluating last-mile delivery strategies and should be a higher-priority focus for urban freight research going forward.

Marketing of iron ore products under COVID-19 pandemic conditions

Marketing of iron ore products under the COVID-19 pandemic conditions became a robustness test for the metallurgy sector and the whole global economy. Most of the countries imposed various restrictions on the frontier crossing and business activities, the industrial scheduling and freight flows were essentially revised, and the supply and demand for goods and raw materials was accordingly restructured. The raised social expenditures in many countries resulted in higher issues of banknotes by central banks. The commodity markets experienced alternating price behavior of basic materials. Staring from the second half of 2020, the deferred demand for metal grew gradually, which entailed the additional requirement of the raw material and the rising prices quotes. In 2021, including recovery of metallurgy industry, the iron ore prices on the world markets continued rising. In the conditions of periodically shut-off paths of supplies (mostly because of the pandemic) and under varying demand for mineral raw materials, Lebedinsky GOK maintained its production capacity utilization and remained present on all critical markets. To this effect, Lebedinsky GOK improved the range of products, flexibly changed sales and logistics depending on the market situation, closely cooperated with all production units within the Metalloinvest Group and preserved the yield of iron ore and hot briquetted iron (HBI). Within a short term, Lebedinsky GOK successfully tuned up production of premium quality pellets, which was internationally appreciated, as well as increased production of re-enriched concentrate and its shipment to Mikhailovsky GOK for manufacturing higher quality pellets in the framework of economic cooperation at the Metalloinvest Group of Companies. In the period of the pandemic, Lebedinsky GOK successfully maintained stable iron ore production and shipment at the effective healthcare and health protection.

Класифікація технологічних процесів за їхньою реалізацією на космічній індустріальній платформі

The purpose of this article is to develop a classifier and classification of technological processes in space to implement them on a space industrial platform. In the nearest future, mankind may face global challenges, first of all, the global warming problem and the problem of limited terrestrial resources. One of the obvious solutions to these problems is the industrialization of near space first and deep space and celestial bodies in the future. The initial stage of space industrialization is the construction of space industrial platforms in Earth orbits. The problem of space industrial platform construction is many-sided and requires various information. Currently, there exist works that are concerned to some extent or anther with the implementation of a number of technological processes in space, which are studied by scientists and developers in the relevant fields. Implemented in space, unique technological processes allow one to obtain materials with qualitatively new characteristics. The article presents a set of criteria for the classification of technological processes in space, a classifier developed on their basis for the classification of the processes in terms of their implementation on a space industrial platform, an analysis of technological processes to be implemented in space, and a set of their parameters to be provided on the platform. Using the classifier, functional diagrams of various technological processes implementable in near space are analyzed. The functional diagrams contain basic and auxiliary modules according to the process type. A relationship between the process and basic parameters of an industrial platform is shown. The freight flow, the communication and control channels, the power supply, and the thermal regime, ventilation, and vacuumizing assurance of the platform are determined and shown schematically.

Experience of the eventual model application for logistics infrastructure assets’ location in Ukraine and its regions

Relevance of the problem. Russia's military invasion in Ukraine induced the issue of logistics optimization at the national and regional level. Now, despite the fact of ongoing hostility in Ukraine, it is necessary to build new and optimized logistics system. It is an important component of the country's infrastructure, and its economy`s recovery, which will prevent a prolonged crisis and create the conditions for sustainable development. Problem statement. Conceptual principles of the updated logistics infrastructure building at the regional and national levels require the development of measures for their practical implementation in the process of state reconstruction. This necessitates the development and justification of the algorithm for its application in Ukraine in the future. Analysis of recent research. Analysis of the current position of logistics in Ukraine after the beginning of hostility and Russian aggression has been made. Given that the hostility continues, and there are temporarily occupied territories as well, characterized by the unrated damage and destruction of logistics infrastructure, the official data for the only region completely freed from invaders, namely Kyiv region, has been analyzed. Unsolved parts of the general problem. Thus, quick national logistics infrastructure recovery needs theoretical, methodological and practical justification of the renewed structure at the national and regional level. Study task and objective. The eventual model will be applied in the study to solve the practical task, namely to use the developed methodology and algorithm for selecting potential locations of regional distribution logistics centers to determine their location as the basis of a new logistics map of Ukraine. The main material (study results). Practical adaptation of the developed model for the renewed logistics infrastructure system of Ukraine has been described in the study. Expertise research method has been used to make the territorial binding of the location of regional distribution logistics centers network. On the basis of an expert survey, not only Kyiv, but four other potential locations of regional distribution logistics centers have been identified. It is advisable to redistribute freight flows across the territory of Ukraine through them. They are Odesa, Lviv, Dnipro, and Kharkiv. These centers are the main transport routes connecting Western and Eastern Europe, and Asia. Thus, the distribution model of trade flows and logistics load throughout Ukraine could be forecasted as follows: Central region -> the city of Dnipro; Eastern region the city of Kharkiv; Western region -> the city of Lviv; Southern region -> the city of Odesa; Northern region -> the city of Kyiv. Conclusions. The developed practical algorithm of the renewed system of logistics infrastructure of Ukraine considering its regional features will allow to modernize national economy and its warehouse logistics taking into account foreign experience of similar structural institutions and country`s social-economic characteristics. The proposed and substantiated model with cluster approach has practical topological relationship to specific regions and country in general.

Assessment of freight traffic flows and harmful emissions in euro-mediterranean context: scenario analyses based on a gravity model

Maritime transport contributes significantly to environmental pollution. The Mediterranean Sea Area is particularly affected by marine emissions from particulate matter, black carbon, nitrogen oxides and sulphur oxides. In addition to international and crossing traffic, the Mediterranean Sea is affected by the freight flows moved between its shores (in the North–South direction and vice versa), but also by transverse freight flows (East–West); these are freights transported through Short Sea Shipping. The Mediterranean Sea is the area where there is the highest concentration of short sea shipping in the EU-27. There are different types of Short Sea transport: container and bulk handling, general cargo ships and Ro-Ro transport. In such scenario, the analysis of trade flows as well as their spatial and geographical distribution, becomes fundamental. The paper proposes a gravity model for estimating trade flows, considering 18 countries boarding the Euro-Mediterranean Sea, in 2019. The proposed gravity model assumes that one of the main factors affecting trade is the economic dimension of a country which is directly related to the volume of imports and exports. In the paper, after a literature review on the gravity models, the illustration of the different phases investigation and construction of the database (specification, calibration and validation) to the definition and implementation of the proposed model is proposed. Scenario analyses are therefore proposed for assessing the environmental impacts generated by maritime transport in the Mediterranean basin as the freight flows vary. The analyses are carried out using a simulation approach which, starting from hypotheses on the economic and social development trends of the countries of the southern shore, made it possible to evaluate the variations in terms of freight flows and environmental impacts in terms of pollution.

A multimodal multicommodity network equilibrium model with service capacity and bottleneck congestion for China-Europe containerized freight flows

As a traditional way for transporting containerized cargoes, international liner shipping has long played a dominant role in the China-Europe freight transportation market. In recent years, China Railway Express has offered a new and competitive freight transportation option, contributing to a significant increase in the trade volume by rail between China and Europe. With the goal of providing a holistic computational tool that can predict and analyze the spatial distribution of containerized freight flows and suggest strategic transportation infrastructure and service expansion options, this paper develops and implements a multimodal multicommodity freight transportation network equilibrium model, based on a newly constructed supernetwork integrating international liner shipping lines, international freight rail services, and international and domestic highway networks in relevant countries. The combined transportation mode-route choice behavior of individual shippers is characterized by the widely used multinomial logit model, where the values of time of different commodity categories are included in its utility functions. The congestion effects arising from bottleneck facilities along liner shipping and freight rail lines (i.e., seaports, water channels, and break-of-gauge stations) are first captured by queueing models and then approximated by polynomial delay functions, while the accommodation capacity of individual service lines is explicitly embedded into the model as hard constraints. This supernetwork equilibrium model is tackled by a subgradient algorithm in the Lagrangian relaxation framework embedding a disaggregate simplicial decomposition algorithm. Computational experiments are conducted with a multi-layer, hetero-structure set of supply and demand data collected from multiple data repositories, government agencies, freight carriers, and research papers and reports. The preliminary results exhibit the computational performance of the solution procedure and reveal the variation of congestion levels of bottleneck facilities, capacity usage profiles of service lines, and competitiveness conditions between liner shipping and freight rail services under different monthly demand patterns.

Cross-docking cargo delivery routing for guaranteed minimum period

The article is devoted to the problem of effective use of cross-docking as a technology of cargo delivery with increased time requirements, which allows to resolve the contradictions of guaranteed delivery time ensuring and the efficiency of the existing fleet of trucks. The process of delivery organization is considered as the ordering on the transport network of many discrete freight flows in the form of their phases. If qualitative and / or quantitative changes do not occur from phase to phase with the flow, then the tact of such flow is constant. However, cross-docking flows change the size of the band of moving goods. Cargo can be moved as intended by any group size, which, however, is limited by the maximum and minimum values. A two-stage algorithm for solving the problem has been developed. The transport network is represented as a graph. The content of the route search problem is optimization, as it consists of multiple selections from the initial graph of arcs in the presence of restrictions on input and output flows. One needs to replace every each edge of the graph with an arc of the forward or reverse direction, or remove this edge. The criterion for the optimal solution of the problem, which is applied, is the minimum guaranteed duration of delivery of goods throughout the set of specified freight flows. At the first stage of the algorithm, the search for the shortest paths in the graph is performed, along which every given cargo flow can pass. The first stage of optimization is a linear problem of integer programming, the dimension of which is not too large. The initial data of the second stage is freight flows matrix, which is obtained as a result of optimization in the first stage. The content of the second stage of the algorithm is the solution of the equation of the balance of discrete goods flows. The balance equation means that all flows entering each peak including the sources of cargo flows of this peak have an average intensity equal to the intensity of the outgoing cargo flows from each source peak, including runoff. Due to the studied dependencies between the individual phases of the delivery process on the example of a cargo carrier on the transport network of Ukraine, the formulated restrictions and boundary conditions, the possibility of guaranteed accurate solution of a complex problem is obtained. At the same time, the shortest routes were found, reloading points were identified as well as time parameters of operation and the degree of loading of cars. According to the results of the research, a threefold increase in the productivity of the fleet of road trains with a reduction in the guaranteed delivery time by 30%.

Economic Fundamentals for Development of International Road Freight Transportation Logistics in the Republic of Belarus under Coronavirus Pandemic

The paper considers an issue of international logistics development in Belarus under world coronavirus COVID-19 pandemic. As a result of analytical reviewing of the up-to-date scientific literature on the problem under study, the expediency is stated for highlighting the logistics of international road freight transportation as an independent area of theoretical research and practical activity. Further development of international road freight transportation logistics in the Republic of Belarus requires a complex economic analysis of the present state and dynamics of the international road freight transportation market, which is the main purpose of the present publication. The paper contains the results of the analysis of the market for international and transit freight road transportation. Separately the paper points out the dynamics of transit goods transportation segment in this market in response to the reorientation of international freight flows. Interconnection is shown between the volume indices of international road freight transit through the territory of Belarus and the dynamics of goods import to the Russian Federation from the EU countries. For the first time a proposal is given to use the methodological tools of systemmatrix diagnostic analysis for investigation of the macroeconomic development process of international road freight transit logistics. The author’s set of initial parameters for the analysis has been formed, and its results are presented on the basis of the data of the State statistical reporting form for 2019–2020. A suggestion is given for joint usage of system-matrix diagnostic tools in combination with author’s methodology for assessing the effectiveness of transit (international) freight transportation while evaluating the competitiveness of economic entities in the industry. The most typical trends of the market development in the short term are stated, taking into account the more complicated market conditions.

Budget-Constrained Rail Electrification Modeling Using Symmetric Traffic Assignment: A North American Case Study

We consider a budget constrained rail network electrification problem with associated changes in costs of energy usage (via path gradient and curvature), operations, and long-term maintenance. In particular, we consider that freight flows on such a network form a user equilibrium. Interactions between electric and diesel trains on the same corridor are represented with nonseparable link performance functions, which nevertheless have a symmetric Jacobian. This bi-level formulation is solved for the North American railroad network using a genetic algorithm (GA), incorporating domain-specific insights to reduce the number of solutions which must be considered. We analyze solution characteristics and decision-making implications. Results show that broad connectivity would be beneficial for most impact. Increasing demand shifts electrified corridors towards the more populous east and gulf coasts, while increased operational costs results in electrification of routes through mountainous terrains.

Evaluating the Impact of Urban Consolidation Center and Off-Hour Deliveries on Freight Flows to a Retail District Using Agent-Based Simulation

With rapid ongoing urbanization, cities across the world face a multitude of challenges in urban logistics. Delivery of goods to retail districts is particularly challenging as these places are typically located in congested urban centers. In response, policy makers have explored various freight management initiatives, including urban consolidation centers (UCC) and off-hour deliveries (OHD). This study examines the impact of these initiatives on freight flows to a retail district in Singapore. The study approach pairs empirical behavioral models and an agent-based simulation. First, using results from a stated preference survey, the choice behavior of two relevant actors—establishments that ship goods and establishments that receive goods within a retail district—and their likelihood of participating in UCC or OHD are analyzed. Then, the resulting behavioral models are incorporated into a city-scale agent-based simulator to evaluate the impact of these initiatives on freight flows, tracking multiple logistics-related performance indicators. The results show that the likelihood of participating in UCC and OHD declines when multiple actors are involved in the participation decision. Both UCC and OHD have the potential to reduce freight traffic and parking demand, although in different ways. For UCC, a minimum level of participation must be achieved to guarantee increase in vehicle load factors. OHD decreases load factors as well as the required number of dedicated trips to the retail district.

Traffic and freight flow predictions and effects of capacity expansion in the urban–port road interface: The case of a port city in Poland

ABSTRACT This paper elaborates on forecasts in the road traffic and freight flows in the urban–port transport system to quantify the effects of the freight traffic performance considering road capacity expansion in a port city in Poland. The urban–port transport system was broken down into a subsystem of roads that lead directly to the port transshipment areas and a subsystem of urban roads with mixed freight and passenger traffic. The research resulted in an elaborated long-term forecast of freight and traffic flows in the porttransshipmenturban road system. Also, the impact of capacity improvements in the local transport system on port-related freight traffic performance was quantified using an incremental calculus for transport performance for two options: with and without road capacity expansion. As investigated, an intervention will lead to a reduction in time of freight traffic trips, freight transports, and drivers working time as well as to decreased emissions of CO2.

A data-driven framework to evaluate the indirect economic impacts of transportation infrastructure disruptions

Transportation systems are critical to the sustainable development and economic vitality of cities. However, they are vulnerable to disruptions that can result from natural and man-made disasters as well as maintenance activities that may require temporary closure of road segments. Previous research indicated that transportation disruptions can cause not only significant direct economic losses, but also substantial indirect impacts, which are difficult to analyze and quantify. The comprehensive estimation of the indirect economic impacts calls for interdisciplinary research frameworks. This study introduces a new analytical framework for estimating the indirect economic impacts that are caused by various direct effects of transportation disruptions, including building and content losses, business interruptions, freight flow perturbations, and passenger flow perturbations. One of the state-of-the-art Computable General Equilibrium (CGE) models, the TERM model, is leveraged to calculate the indirect economic impacts, fed with information on transportation disruptions generated by explicit transportation network models through a series of well-built model linkages. These linkages are set based on a thorough investigation of the potential indirect impacts due to transportation disruptions. Besides, critical data that are required to achieve a comprehensive and accurate estimation of the indirect economic impacts are identified. Potential double counting issues related to the implementation of the framework and mitigation solutions are discussed. To deploy the framework, a case study of a hypothetical earthquake scenario in the Greater Los Angeles Area was conducted. The indirect economic impacts of transportation disruptions caused by earthquake-induced bridge damages were estimated and analyzed. Simulation results indicated that millions of dollars could be lost in this case due to road transportation network disruptions, and the geographical distribution of those losses could be quantified. This study lays a foundation for further interdisciplinary research on the integration of transportation system analyses with economic models.