International Freight Research Articles

Analysis of Recruitment, Talent Management, and Work Engagement Impact on Sustainability Organization at International Freight Forwarding Company

This research aims to look at the relationship between variables and analyze the factors causing decreased organizational sustainability. This research uses a literature review study to systematically review previous articles to see their correlation with current research. The results show a relationship between all independent variables and the dependent variable. This finding could really be something new in qualitative research, organizational sustainability can increase with effective recruitment, and the implementation of talent management at all levels, thus creating an atmosphere of work engagement from new employees entering work until retirement in expedition companies. In human resource management research, there is no research framework like this article and the hypotheses in this research are very rarely found in previous research.

Operational planning of international freight trains considering the dynamic demands and capacities of border ports

This paper presents a solution to address congestion at border ports that may cause significant delays and affect shipment delivery time for the China Railway Express trains. The proposed bi-objective 0–1 integer linear programming model takes into account the capacities of border ports and dynamic freight transportation demands at the network level over large time scales. A heuristic approach based on the Advanced NSGA-II (HANSGA-II) is proposed. Intensive numerical experiments using real network data were conducted to verify the proposed model and algorithm. Additionally, the sensitivity analysis proves that the proposed HANSGA-II is found to outperform the CPLEX solver in terms of solution quality, solution diversity and computational time, and can adapt to the expansion of future rail networks and the growth of demands. With the development of the consolidation mode, some cost parameters in the model can be adjusted to obtain more suitable solutions.

COMPARATIVE ANALYSIS OF THE UNIT COSTS OF THE POLISH FREIGHT INTERNATIONAL TRANSPORT OPERATING ON THE EASTERN AND EU MARKETS, 2009-2021

The article represents next part of the cyclical publications of the Departmentof Economic Research and Transport accessibility in the field of cost analysis ofthe Polish international freight transport companies. It made a comparative assessmentof the average unit costs of international carriers incurred in 2021 inrelation to the results from previous years. The study covered enterprises servingEastern markets and the European Union (EU). The statistical characteristics ofthe surveyed entities are presented, taking into account their size, determinedbased on the size of the fleet of trucks operated. It also shows the average costsof one vehicle-kilometre (vehicle-km) of mileage for a truck over 12 Mg GVM,depending on the size of the enterprise and taking into account the direction oftransport. The generic cost structure of the surveyed carriers was also analysed.The development of unit costs in 2021 in relation to the period 2009-2020 is presentedin tabular and graphic form. A summary of the evaluation of the impact ofexternal factors on the functioning of the sector, from the carriers’ perspective, wasalso presented. The study was conducted based on the questionnaires completedby carriers associated with (ZMPD) Association of International Road Carriers.

The role of road freight transport in ensuring international trade of the EAEU countries

Regionalization and digitalization are significant factors in the development of international transport, including road transport. Liberalization of mutual trade, creation of a single customs territory and gradual elimination of non-tariff barriers within integration unions have generally led to an increase in the speed of international movement of goods. Today the EAEU is the most advanced integration project in the post-Soviet space. Transport as an area of Eurasian integration occupies a special place in the integration process due to the spatial characteristics of the association and its transit potential. It is expected that the common transport space (CTS) will be created without exceptions and limitations by 2025. Trade relations of EAEU member states are provided by all modes of transport (including pipeline transport, but this study focuses only on long-distance modes of transport). In terms of countries, road transport plays the largest role in transport support of foreign trade in the Kyrgyz Republic, and the smallest role in the Russian Federation, where other modes of transport are more involved, mainly sea and rail transport. At the same time, the Russian and Kazakh segments account for more than 95 % of the freight transportations of the EAEU countries carried out by road transport, which determined the relevance of the research topic. This investigation presents the role of road transport in ensuring the international transport of goods of the EAEU countries. The results of the study, aimed at determining the role of road transport in the provision of international freight transportation of EAEU countries, were obtained through an empirical analysis of the road transport industry. The analysis identified the key features of the development of this segment in the EAEU countries. In turn, the assessment of the place of road transport in ensuring foreign trade of EAEU countries was carried out on the basis of two quantitative indicators of transport as an industry - the volume of freight traffic and cargo turnover.

Optimization for Green Container Shipping: A Review and Future Research Directions

Maritime freight transportation is one of the least emissions-producing transportation alternatives in terms of transported tonnage per distance. However, it produces a high amount of emissions as around 80% of international freight transportation is conducted through seas and 20% of maritime transportation is conducted through container shipping. This makes it crucial to reduce emissions in container shipping. In this regard, this study reviewed previous studies on the environmental optimization of container shipping and identified various future research directions. The results showed that in the sea segment of environmental optimization of container shipping, decisions which require further attention include resource allocation, emission reduction technology choice, disruption recovery, freight rate optimization, and shipment scheduling. The decisions that require future research in the port segment are related to internal transportation and handing operations in container terminals (i.e., yard crane deployment, yard truck deployment, yard truck scheduling, yard container stack allocation, yard container retrieval), renewable energy source installation, and emission reduction technology choice. Vessel scheduling and speed optimization decisions are the most frequently studied decisions in the sea segment, but they are rarely considered for inland shipping of containers. In the sea-port combined segment of container shipping, future studies are required in quay crane scheduling, vessel scheduling, container route allocation, ship route allocation vessel deployment, and emission reduction technology choice. The least studied decision in the door-to-door segment of container shipping includes hub location-allocation, empty container relocation, ship route allocation, vessel deployment, environmental taxation and subsidy scheme, emissions reduction technology choice, and speed optimization. It was also demonstrated that modeling of future studies should more frequently consider uncertainties and social sustainability parameters.

Анализ выбросов парниковых газов стран BRICS и пути сокращения выбросов на железнодорожном транспорте

Purpose: To analyze greenhouse gas emissions from the BRICS countries, as well as ways to reduce emissions from rail transport. Methods: The contribution of the BRICS countries to global greenhouse gas emissions based on an array of statistical data for the period from 1990 to 2019 has been estimated. The value of CO2 emissions per unit of energy produced in the BRICS countries from 1965 to 2021, as well as the sources of CO2 emissions, have been determined. Results: It is shown that the most effective way to combat climate change is to directly reduce emissions. In general, the emissions of the railway industry depend on the level of electrification. However, when assessing not only direct but also indirect emissions, the energy source and its carbon footprint become of primary importance. The development of intermodal transportation in BRICS countries is significant because these routes have the potential to reduce emissions. Carbon regulation leads to a redistribution in the sphere of international freight transportation among BRICS countries. Competitive advantages are increasingly evident in the railway transportation sector. However, this effect depends on the measures taken to adapt to changes in the transportation market by other modes of transportation. Practical significance: Ways to improve the sustainability of transport infrastructure have been formulated. The lowcarbon transport industry in the BRICS countries can be seen as an important component in reducing gross greenhouse gas emissions given the current high level of reliance on fossil carbon fuels and the inertia driven by the long life of fossil fuel infrastructure. Without the use of negative emission technologies, the required costs for reducing greenhouse gas emissions can be 40 % higher than with the use of negative emission technologies. As part of the reduction of greenhouse gas emissions by railway transport facilities in the BRICS countries, the following measures can be implemented: direct reduction of greenhouse gas emissions; introduction and implementation of technologies for negative emissions at railway transport facilities, taking into account their geospatial distribution and their specific characteristics; attracting investments and ensuring access to more affordable financing for these projects; integration of climate change mitigation issues into the strategies of transportation companies; further electrification in transportation and transitioning to alternative fuel sources; utilization of digital technologies to optimize transportation systems and reduce the environmental impact of the railway industry.

Changes in external costs and infrastructure costs due to modal shift in freight transport in North-western Europe

Modal shift in freight transport entails moving freight from road to rail, inland waterways, and short sea shipping. In current Dutch and European freight transport policy, modal shift is foreseen to play an important role to mitigate external effects of freight transport. Policy efforts on modal shift are legitimate because the size of the external costs of freight transport are considerable. But can modal shift policies also be effective? In other words, can policy efforts on modal shift result in a decrease of external costs and infrastructure costs due to freight transport? Our research approach falls apart into three steps. In the first step we analyse the transported weight by road on four international freight corridors in North-western Europe that could be transported against at least 10% lower private costs by rail or inland waterways. The share of road transport (transported weight) on the corridors in total road transport in the Netherlands is about 10%. The weight of the cargo that could potentially be shifted on the basis of the transport cost criterium is called the modal shift potential (MSP). We estimate the MSP for the base year 2018 and for the future year 2050. Also in this step, we translate the MSP into changes in transport performance per transport mode. In the second step we determine differences in external costs and user dependent infrastructure costs per unit of transport performance (tonkm) between the transport modes road, rail, and inland waterways. The following external effects are included: greenhouse gas emissions (tank-to-wheel), air pollutant emissions (tank-to-wheel), noise, traffic accidents, congestion, and emissions from fuel and electricity production (well-to-tank) for freight vehicles. Including all these effects, we take a more integral approach than existing studies on the effect of modal shift on the external costs of freight transport. In the third step, we combine the results of steps 1 and 2 and calculate the changes in external costs and infrastructure costs that result from the MSP’s. We find MSP’s of between 35 and 55%, depending on the market segment (container, or non-container transport, and year). These percentages may seem substantial, but we emphasize that on the freight transport corridors rail and inland waterways are (very) competitive to road. Estimates for the decrease in external- and user dependent infrastructure costs if the MSP’s are fully realized point to reductions of €67 million to €150 million for the Netherlands, and €87 million to €136 million abroad for 2018 (considering all countries through which the corridors pass). We emphasize that these are maximum annual savings which can only be achieved if all non-transport cost obstacles for modal shift can be removed. For 2050 estimating a maximum and minimum for the change in external- and infrastructure costs is impossible due to uncertainties in the development of the transport costs and the external costs of freight transport. Because for the year 2018 the MSP’s result in a decrease of external costs and infrastructure costs from freight transport on the corridors, we conclude that in the coming years policy efforts on modal shift can be effective. We can however not conclude anything about the efficiency: are the benefits of policy efforts on modal shift larger than the costs? If that is not the case, taking modal shift measures can eventually not be justified from an economic welfare point of view.

Environmental Sustainability of Inland Freight Transportation Systems in Bangladesh

Bangladesh is committed to perform on Sustainable Development Goals (SDGs) and prioritizing climate change issues to create a safe living and working environment for all. Transport has an enormous contribution to society in functioning our daily life also a cause of environmental degradation. More than 95% of containerized cargo are moving from/to Chattogram Port by using road mode that is liable for Carbon dioxide (CO2) emission, congestion, and high transport cost. Rail intermodal is facing capacity constraints in Dhaka rail Inland Container Depot (ICD), and river intermodal is under-utilized for the shortage of hinterland logistics facilities, the mindset of users, and poor terminal productivity. This research applied the quantitative method to analyze the port throughput of Chattogram Port and its hinterland connectivity by nodes to get innovation and sustainability to identify environmental factors in international freight movement economically. On the basis of a literature review, and explored research gaps before data analysis, it is clear that environmental factors including SDGs are not considered in the inland freight transportation systems of Bangladesh. The research findings alerted that people in the freight movement system do not present a wide awareness of their activities and due diligence to environmental sustainability in creating a wider room for the next generations. The quantitative analysis of port throughput data indicated to increase in the share of intermodal especially river intermodal which has a wider scope to use available river ports in all parts of the country naturally. The practical impact of the research is to formulate a long-term environmental strategy in freight transport, corporate execution by all transport business-oriented companies/organizations, and enabling technologies in inland freight operations and monitoring. Overall, this paper provides a conceptual framework for the environmental sustainability of inland freight transportation systems in Bangladesh in doing international shipping and trade.

Analysis of The Elements of Logistics Customer Service In Freight Forwarding

Logistics is as service industry that relies heavily on people to execute operations in order to provide a better perception to customers through customer service. In stiff competition, customer service will make a big difference between competitors. A qualitative study using in-depth interview analyse the effectiveness of implementing three elements of logistics customer service, i.e., pre-transactions, in transactions and post-transactions, particularly in the international freight forwarding activities to understand the three elements of customer service transactions. The result shows a strong relationship and impact between the elements, although most of the topics in these elements are not relevant to freight forwarding industry.

A Study on Freight Forwarders’s Function with Reference to Maxxpress Logistics Pvt Ltd.,

Freight forwarders typically arrange cargo movement to an international destination. Also referred to as international freight forwarders, they have the expertise that allows them to prepare and process the documentation and perform related activities pertaining to international shipments. Some of the typical information reviewed by a freight forwarder is the commercial invoice, shipper's export declaration, bill of lading and other documents required by the carrier or country of export, import, or transhipment. Much of this information is now processed in a paperless environment. A freight forwarder organizes the safe, efficient movement of goods on behalf of an exporter, importer or another company or person, sometimes including dealing with packing and storage. Taking into account the type of goods and the customers' delivery requirements, freight forwarders arrange the best means of transport, using the services of shipping lines, airlines or road and rail freight operators. In some cases, the freight forwarding company itself provides the service. Companies vary in size and type, from those operating on a national and international basis to smaller, more specialized firms, who deal with particular types of goods or operate within particular geographical areas.

Air Pollution by Inland Waterways Transportation in India

Economy of any country depends on the existence of an efficient transport sector. There exists different modes of transportation such as railways, roadways, inland waterways, coastal shipping and airways. Sea freight is the best choice for international freight shipping because ships are used for transporting 80% of the world’s goods by volume. But at the same time, it becomes a great threat to human and ecosystem in the form of carbon emissions. Now-a-days, inland waterways are preferred over roadways and railways for domestic shipping in all the countries. India invests more in the development of inland waterways to have a cost effective cargo shipping. As the number of inland vessels increases, it may lead to the severe impact on environment due to more carbon emissions. Unless steps to reduce carbon emissions from vessels are adopted, it could increase by as much as 20% to 120% by 2050. This study reviews the inland waterways transportation of India and investigates the air pollution from inland vessels.

Global Shrinkage of Space and the Hub-and-Spoke System in the Global Trade Network

We explore how the hub-and-spoke system in the international freight transportation network contributes to the global shrinkage of space. The friction in long-distance trade routes varies by the location of shippers and nodal characteristics of traversed ports, and is mitigated by the quality of scale economies driven by the hub-and-spoke distribution system along the trajectory of the logistic process. In order to confirm the shrinkage of space brought about by the hub-and-spoke shipping economies through transshipment routes via hub ports, we examine disaggregated cross-Atlantic cargo shipping trajectory data from Europe to the U.S. recorded both on landside and seaside with a discrete choice model. The results present that hub-and-spoke shipping economies arise with the scales of landside and maritime port operations and with shipping line diversity. Generally, they are found to offset distance friction that occurs along landside and maritime shipping voyages, but hub-and-spoke shipping economies arise differently depending on how hub-and-spoke configurations are set. They mainly stem from larger scale of ports’ operation and more diverse shipping lines serving the final port of export. The hub-and-spoke system is confirmed as a main driver of global shrinkage of space in terms of long-distance commercial activities.

Development of Container Transportation Logistics in the Republic of Kazakhstan

. The state of container transportation in Kazakhstan and the ways of their further development were considered. The analysis of the level of containerization in the Republic of Kazakhstan in comparison with the world container powers is presented. Transport companies and stakeholders ready to implement this logistics technology for containerization of the market have identified a number of opportunities, the solution of which will lead to the expansion of importexport transport services, including transit. Such qualitative changes will be based on the end-to-end, single multimodal transportation document proposed by stakeholders belonging to a single operator from the shipper to the consignee. The main task of each node is to reduce the time spent in the container, which is possible due to a single information database and digitization of uniform legal regulations to the contract on the international carriage of goods and the agreement on international freight traffic

국제 항공화물 운송계약 당사자의 법률관계에 관한 연구: 국제물류주선업자의 지위를 중심으로

Nowadays, international freight forwarder can important roles in the international air cargo transportation. The purpose of this study is present on the legal relationship of the party of contract of international carriage of cargo by air which focused on the legal status of the international freight forwarder. An international freight forwarder has four different kinds of legal status in korea. First, they can role as the pure definition of the freight forwarder which they have status of a shipper as a party to the carriage contract in this cases. Second, they are acts an agent of the shipper, which they are no relation to air carrier and not as a party of the contract. The party of contract of carriage are the shipper, and the international freight forwarders will according to order of shipper in this case. Third, they are acts an agent of the air carrier, and which called forwarder consolidation who perform all the service such as arranging for consolidation or relation of logistics and delivery of the goods. They are not immediately a party to the contract of carriage but they have as the status of air carrier and plays from the receipt of the goods to delivery with a consignee. Fourth, they are acts as the contracting carrier who as a party to the contract of carriage, undertaking the responsibility for the period of carriage upon issuing AWB as the air carrier. They are issuing the HAWB to an actual shipper and they are receives the MAWB from an actual carrier, therefore they have must a break bulk agent to delivery of carriage goods by air in the arrives area. In conclusion, they are must considering to the different of duty and liability of the legal status not only as the freight forwarder but also as the contracting carrier.

Proposed Business Strategy for International Freight Forwarding Company (Case: PT Jahermosa)

PT Jahermosa is an international freight forwarding company established in 2012. This company has experience handling several types of goods with various services and modes of transportation. The services provided include export-import goods delivery using sea, air, and land modes. Due to COVID-19, the company’s sales performance has decreased from 2019 to 2021. However, according to data from the Central Bureau of Statistics, Indonesia’s total exports and imports from 2020 to 2021 have experienced a drastic increase. This gap indicates an increase in the market for goods delivery services to and from Indonesia but did not accompany PT Jahermosa’s ability to absorb the market. Therefore, this study aims to provide strategic business proposals for PT Jahermosa in the freight forwarding industry to improve the company’s sales performance. This research is qualitative research using primary data and secondary data. Primary data was obtained through interviews with several customers and management participants. While secondary data is obtained through company financial reports, websites, journals, and articles. First, an analysis was carried out on the external and internal conditions of PT Jahermosa’s freight forwarding business. External analysis was conducted using the PESTEL Framework, Porter’s Five Forces Model, Customer Analysis, and Competitor Analysis. Meanwhile, internal analysis was carried out using the Resource Based View Model, VRIO Analysis, Porter Value Chain Analysis. After that, the internal and external analysis will be put into the Business Model Canvas. Then, SWOT analysis is used to evaluate the strengths, weaknesses, opportunities, and threats to assess the condition of PT Jahermosa using the data from external and internal analysis. Evaluation of these four factors forms the basis for formulating strategic alternatives using the TOWS Matrix. Finally, root cause analysis is carried out to find the real cause of the problems encountered using Problem Tree Analysis. Based on the results of this research, the strategy is formulated using the Diamond Strategy Model by considering four factors: vehicles, arenas, differentiators, speed, and economic logic. Value proposition canvas is used to support the proposed strategy. The limitation of this research is that financial reports need to be explained in detail to keep company documents secret. In addition, this research only covers PT Jahermosa as a freight forwarding and logistics service company. Further investigation can be made based on this research in the supply chain management, human resource management, and marketing strategy.

Proposed Business Strategy for International Freight Forwarding Company (Case: PT Jahermosa)

Proposed Business Strategy for International Freight Forwarding Company (Case: PT Jahermosa)

Algorithm for accounting for the cost of International freight transportation: influencing factors and information support

The article describes the peculiarities of accounting for the cost of international freight transportation. The purpose of the article is to generalize the cost accounting experience and develop proposals for improving the pricing algorithm under different conditions. The results of the study are based on questionnaire data of 20 enterprises and entrepreneurs-carriers of the Volyn region, whose main type of service is international transportation. Most of them (18 out of 20 enterprises) belong to the general classification of micro- and small enterprises, which characterizes this business as small, 2 enterprises belong to the average in terms of the number of employees and the currency of the balance sheet. For the purpose of research, they were divided into 3 groups: small (0–10 employees), medium (11–20 employees), large (21–30 employees). In order to study the peculiarities of cost formation, their distribution was carried out by the number of cars, as this affects the number of transportations. The main principles of formation and calculation of the cost of freight transportation, types of cost of freight transportation, composition of cost items that form the cost of transportation are considered. The main influencing factors that led to changes in the cost of road transportation are characterized: the influence of military actions, the influence of the size of the enterprise, the influence of the volume of work performed by a unit of motor vehicles. According to the results of the assessment of the factors affecting the cost of road transportation, it was established that the share of production costs decreases with the increase in the size of the enterprise, while the share of general production and other costs increases, that is, micro-enterprises are more flexible.

Analysis of the international road freight transport market in Ukraine under martial law

The article analyses the current state of the Ukrainian market of international road freight transport under martial law and describes the operational, tactical and strategic problems faced by road transport enterprises (RTEs) involved in this segment of transport. Despite the ongoing war with the russian federation and its negative impact on the Ukrainian economy, the financial and economic indicators of the domestic road transport industry demonstrate positive dynamics, especially in the segment of international road transport. An analysis of cargo transportation volumes over the past sixteen years has shown that the share of road freight in total cargo turnover has been systematically increasing. This is due to a number of global and local trends in the international freight transport market in Europe, including an increase in the volume of consumption of products by the population, growing demand for road transport services, the convenience of door-to-door delivery, the development of multimodal transport, etc., and in Ukraine, the reorientation of large volumes of agricultural products from sea to land transport. With a view to analysing the current state and forecasting further development of the Ukrainian market of international road freight transport, the article builds a SWOT-matrix, which allowed to allocate the categories relevant for domestic carriers for strategic planning. Based on the results of the analysis, it was concluded that modern geopolitical realities require the development and implementation of new scientific approaches that will ensure the competitiveness of domestic international road carriers in the context of European integration and an increased degree of protection of road transport and warehouse infrastructure.

ОСНОВНІ КРИТЕРІЇ УПРАВЛІННЯ ЛОГІСТИЧНИМ СЕРВІСОМ ВАНТАЖНИХ ПЕРЕВЕЗЕНЬ

In the conditions of economic uncertainty, more and more people are paying attention and taking into account the optimization processes that occur in logistics activities. This is especially true for cargo transportation that must be delivered to the destination at a certain time. At the same time, the route and force majeure are calculated at the time of transportation. A huge contribution is made by the logistics service during the transportation of goods, because the transportation of goods is not only its transportation, but also a range of actions that are the driving force for the implementation of a logistics operation. The article examines the main criteria for the management of the logistics service of cargo transportation, which are revealed through the prism of indicators for evaluating the effectiveness of the logistics service of cargo transportation: labor productivity; quality of transportation; simple under load – unloading (ramp); expenses for transport and forwarding services; transportation information service; work of logistics centers. Each performance indicator has an impact on the consumer when choosing a company and must be transformed when the environment changes. The technological development of countries leads to the development of every industry and enterprise, and logistics also includes new technologies that help to improve customer service and improve the logistics process both in and out of production. At the same time, the demand for domestic and international freight transportation continues to grow, as within the country, because the consumption of goods increases, as the new generation will have more pleasure and opportunities to purchase goods and use an efficient service. Consumers also demand to receive logistics services quickly and with high quality, which refers to the main criteria of logistics service, and this trend is emphasized by the availability of information and technologies. New trends allow users to determine the types of services they need, effectively integrate their needs (problems) and make choices for cargo transportation.

Accessibility Measures in Modal Choice Models: A Proof of Concept Applied to Freight Transport

Modal choice models applied to interregional or international freight transportation network models are often based on rather coarse origin-destination matrices, containing annual transported tonnages between (sub)regions, for instance. Generally, only basic (sometimes constructed) independent variables (transportation costs or transit times) are used because other variables such as shipment sizes, service frequencies, etc. are not available. Using origin-destination matrices and an assignment model, it is also possible to compute spatial accessibility measures that can further be used as additional explanatory variables. Indeed, several published studies have identified network accessibility as an important element in the mode-choice decision. This paper also shows that the inclusion of an accessibility measure in the utility functions of a logit model substantially improves the performance of a transportation network model, both in the modal choice and the assignment levels of the classical four-step model. Consequently, the assignment of the estimated modal demands results in more accurate estimated traffic on the networks. The model presented in this paper is to be considered as a proof of concept because its workflow should further be streamlined to make it easily useable by modelers.