Tons Of Cargo Research Articles

Exploring preference heterogeneity of air freight forwarders in the choices of carriers and routes

This paper investigates important factors affecting the decisions of air freight forwarders in choosing air carriers and shipping routes. To examine the preferences and choice behavior across firms of various sizes, a total of 285 air freight forwarding firms offering air freight services from Taiwan to Asia or global were categorized into small, medium, and large by the average tons of cargo handled annually. The latent class model that identifies the heterogeneous preferences among different categories of air freight forwarders was found to perform well in estimating influential factors. The findings indicate that large-sized and medium-sized firms have different concerns about the choice of air carriers from small-sized firms, e.g., (1) offering shipping discounts for high-volume customers, (2) ensuring a low rate of lost, damaged or destroyed cargo, and (3) performing freight forwarding service consistent with the shipping agreements. The findings also identify heterogeneity in preferences for shipping routes between large-sized and small-sized firms, e.g., (1) destination airports providing efficient cargo handling services, and (2) destination airports offering fast and effective customs clearance services.

New Studies in the History of Railway Transportation in São Paulo

To introduce recent historical research on railways in Brazil, the case of one of its states makes a useful example. Concentrating on railway history in São Paulo will permit a more historiographical and thematic point of view. The São Paulo state railway is of particular significance in Brazil. At 4,041 km in 1907, it accounted for more than one-fifth of the total extent of all Brazilian railways (17,605 km), well ahead of runners up in the states of Minas Gerais (3,932 km) and Rio de Janeiro (2,422 km).2 The state of São Paulo also led in cargo transportation. The São Paulo Railway Company alone transported 1.9 million tons of cargo. Among the six most profitable transportation companies in Brazil, four were in São Paulo: São Paulo Railway Company, Sorocabana Railway Company, Paulista Railway Company (Companhia Paulista de Estradas de Ferro) and Mogiana Railway Company (Companhia Mogiana de Estradas de Ferro). Doctoral theses and academic papers on the history of Brazilian railways have grown in the last ten years, and studies of São Paulo predominate.

Financial Performance of Airlines Industry

Nearly three billion people and forty seven million metric tons of cargo were transported safely by air in 2012. That activity supported some 57 million jobs and $2.2 trillion in economic activity which is about 3.5% of global GDP. More than half the world’s tourists travel by air. In 2012, the industry made an aggregate profit of $7.6 billion on revenues of $638 billion, that’s a 1.2% net profit margin. Passenger traffic (expressed in revenue passenger kilometers) grew 5.3% in 2012. Although the growth rate is in line with industry trends, it should be noted that the rate of expansion slowed for the second consecutive year. Air travel nevertheless has been unusually robust in the face of difficult economic conditions. In the past 20 years, air travel growth has averaged 1.8 times that of global GDP growth. But in 2012, air travel grew 2.5 times as fast as global GDP. In 2012, the number of international passengers traveling in premium-class seats rose 4.8%, which was slightly down on the 2011 growth of 5.5%. Economy travel, however, saw greater expansion, of 5.8%, modestly reversing the 2011 trend that saw premium travel grow 0.4 percentage points faster than economy travel. In contrast to passenger travel, air freight volumes were again weak relative to global economic conditions. Growth in world trade has slowed sharply, but it still expanded 2.9% in 2012. Air freight, measured in global freight weights in kilometers, nonetheless shrank 1.5% as it lost share to other modes of transport. In view of all these trends, the present study is an attempt of understanding the financial performance of two airlines selected for the study and a comparison among them during the past two years back to 2012.

Effect of climate change on navigation channel dredging of the Parana River

This paper presents an analysis of the effect of climate change on modifying the dredging cost to maintain the navigation channel at the actual capacity of the Parana waterway (Argentina). The Parana−Paraguay Rivers system is one of the most important inner navigation waterways in the world, where approximately 100 million tons of cargo are transported per year. Maintenance of the navigation channel requires continuous dredging by Hidrovía SA (limited liability company), which is responsible for ensuring the minimum water depth for navigation. A failure event occurred during January 2012 when a bulk cargo carrier ran aground, interrupting fluvial trading for 10 days. Numerical models were applied to simulate hydro-sedimentation processes at the Lower Parana River to estimate dredging costs for a given flow discharge. The resulting function relates the sedimentation rate (i.e. the dredging effort required to keep the present depth for vessel draft) to forcing hydrology conditions. This function and the statistical evaluation of climate scenarios were used to calculate the probability of failure for navigation and the associated cost of channel maintenance. The most appropriate dredging effort was estimated by detecting the minimum total cost (i.e. dredging plus failure) to varying the yearly average discharge and by analysing the sensitivity of the total cost to different degrees of economic impact.

Operational distribution of the train traffic volume on the sections of railway operating domain

Purpose. The task of the operational distribution of train traffic volume on the sections of operating domain is the optimization one. It is solved in the operational conditions by the dispatch station. The article sets the problem of formalizing and finding the new ways to solve this urgent problem. Methodology. A new approach to solving the problem of operational distribution of train traffic volume on the sections of the rail network with a choice of routes for all train traffics was proposed. Findings. A study of possible routes for the train traffic handle on the operating domain used for mass freight transportations between Krivyi Rih and Donbas was carried out. The use of the proposed method allowed us to obtain a rational distribution of trains on the rail network sections. Originality. The method of train traffic volume distribution in the network under operational conditions was improved. The method, as opposed to the current one allows one to select the route of separate units handle (according to the criteria of the weighted average cost for 1 ton of cargo). Practical value. The use of the proposed technology of the operational distribution of train traffic volume will increase the efficiency of the railways in general and ensure the competitiveness of rail transportations. The methodology implementation involves the use of railway dispatch station for the automated workplaces with appropriate informational support.

Marine accessibility along Russia's Northern Sea Route

Recent Arctic sea ice retreat indicates that the Russian coastal seas encompassing the Northern Sea Route (NSR) will be among the first marine environments to transition to a summer ice-free state. Forty-six voyages carrying 1.26 million tons of cargo in 2012 suggest increasing economic viability of the NSR for eastward transport of natural resources from northern Norway and Russia. However, considerable uncertainty remains about the near-term length and variability of the navigation season, and shelf bathymetry presents a critical constraint limiting vessel draft and cargo capacity. This paper aims to quantify the length and variability of the NSR navigation season as constrained by both sea ice and bathymetry over the next 15 years. We present simulations of accessibility to the Russian maritime Arctic by Polar Class and nonice-strengthened vessels, as based on CCSM4 daily projections of sea ice concentration and thickness averaged for 2013–2027. Results indicate strong navigation uncertainties in the Kara, Laptev, and East Siberian Seas, while destinational shipping to the Barents and Chukchi Seas will be relatively unencumbered by ice. Shallow-draft ships may be required for maximum utilization of the navigation season for full NSR transits. This study can be viewed as support to strategic planning in identifying key navigational challenges and opportunities along the NSR.

Investigation of Existing Nonintrusive Inspection Technologies for Port Cargo Inspections

The quantity of cargo handled by U.S. ports has increased significantly in recent years. According to 2010 data, 2,333.4 million short tons of cargo passed through U.S. ports in 1 year. All such cargo must be inspected by U.S. Customs and Border Protection officials in the most effective manner possible. Existing nonintrusive inspection (NII) technologies have significant strengths, but they also have weaknesses, such as a low detection rate and long inspection time. Newer and more advanced technologies can be used to inspect cargo with higher accuracy and less delay. Research was conducted to identify the most effective and efficient combination of NII technologies for inspection of cargo arriving at U.S. ports. A discrete-event simulation model was developed to simulate the cargo inspection procedure. The effectiveness and the efficiency of the various combinations were evaluated through simulation of the operations of combinations of NII technologies. This information was used to provide recommendations about the most effective and efficient combinations of NII technologies for detecting a wide range of contraband. The results of this research will help decision makers choose the appropriate NII technologies for inspecting cargo that enters U.S. ports.

“Talk with Jure Kotnik”

Mobile lighthouse was designed to commemorate the 40th anniversary of the Paris port and to bring closer its activities to a broader audience. Port is not a thing that most people would associate when mentioning Paris but with its 20 million tons of cargo and 7 million people transported by water Paris port is the biggest inland port in France and second biggest in Europe and one of the aims of this lighthouse was a promotion of the fluvial transport as an environmental sustainable type of transport. Yearly transport on the rivers conducted by Paris port means one million fewer trucks on the roads and doing so, 200 000 tones CO2 are saved. Container mobile lighthouse was, also symbolically, illuminating those facts, enlightening the visitors and surroundings of five different port locations along the rivers Seine and Marne (Ports of Evry, Limay, Paris, Gennevilliers and Bonneuil-sur-Marne) for a period of three months. The design of the mobile lighthouse connects two basic port elements, a traditional lighthouse and containers. Lighthouses are one of most notable symbols of nautical transport and can be found in all traditional ports. Containers on the other hand are the symbol of the modern ports being one of the main transport elements, but also at the same time they are a perfect material to construct event architecture. They are accessible, they allow mobility and are easy to be constructed and re-set again on some other location. Four recycled 20-foot container are forming this 10 meters high Lighthouse. Top container has two rotating beam headlights, while the ground floor container hosts an information office/gallery promoting port activities in the Paris region and river transport as an alternative to road transport.

Ship Generated Exhaust Emissions and Their Externalities for Greece

Amidst growing international awareness on the impact ship exhaust emissions on climate and air quality, the case of Greece is of particular interest because the dense ship traffic within the Greek seas directly imposes the impact of its exhaust emission pollutants (NOX, SO2 and PM) upon the highly populated, physically sensitive and culturally precious Greek coastline, as well as upon the land and seas of Greece in general, whereas the contribution of Greece in the global CO2 inventory at a time of climatic change awareness cannot be ignored. With regard to the shipping activity within the Greek seas, the utilization of the fuel-based methodology for domestic shipping and the activity-based methodology for international shipping shows that in 2008 the ship generated emissions of CO2, SO2, NOX and PM reached 7.4 million tons (7 million tons of CO2) and their externalities totaled 2.95 billion euro (155 million euro for CO2). Finally, the internalization of the emission externalities of domestic shipping was found to produce an increase of 12.96 and 2.71 euro per passenger and transported ton of cargo, respectively.

Estimating GHG emissions of marine ports—the case of Barcelona

In recent years, GHG inventories of cities have expanded to include extra-boundary activities that form part of the city's urban metabolism and economy. This paper centers on estimating the emissions due to seaports, in such a way that they can be included as part of the city's inventory or be used by the port itself to monitor their policy and technology improvements for mitigating climate change. We propose the indicators GHG emissions per ton of cargo handled or per passenger and emissions per value of cargo handled as practical measures for policy making and emission prevention measures to be monitored over time. Adapting existing methodologies to the Port of Barcelona, we calculated a total of 331,390 tons of GHG emissions (CO2 equivalents) for the year of 2008, half of which were attributed to vessel movement (sea-based emissions) and the other half to port, land related activities (land-based emissions). The highest polluters were auto carriers with 6kg of GHG emissions per ton of cargo handled. Knowing the highest emitters, the port can take action to improve the ship's activities within the port limits, such as maneuvering and hotelling. With these results, the port and the city can also find ways to reduce the land-based emissions.

Maritime Archaeology and Trans-Oceanic Trade: A Case Study of the Oranjemund Shipwreck Cargo, Namibia

Routine sand dredging for alluvial diamonds at Oranjemund on the southern coast of Namibia exposed remnants of a long forgotten Portuguese merchant ship believed to have wrecked in the 1530s. The rescue excavations yielded over 40 tons of cargo consisting of thousands of gold and silver coins, tons of copper and lead ingots, and large quantities of ivory together with food refuse, part of personal possessions and the superstructure of the ship. This paper discusses the cargo from the shipwreck. The varying provenances show that overland inter-and intra-regional networks fed into the maritime trade between Europe and the Indian sub-continent. As such, the wreck is a lens through which we can view what was happening on the seas as well as on land. Finally we consider wider issues raised by this discovery relating to the protection and management of such material wherever it may be found in future.

Cost-Effectiveness of Five Emission Reduction Strategies for Inland River Tugs and Towboats

Waterborne transit is one of the safest and most efficient forms of goods movement. The tug and tow industry transports more than 800 million tons of cargo each year and is a vital component of the U.S. intermodal freight transportation network. However, emissions from tugboat operations on the nation's inland river waterways and at ports affect air quality, public health, and welfare. Although ports and vessel operators can mitigate these environmental impacts with a variety of technological and operational strategies, the effectiveness and cost of each strategy vary greatly. This study analyzes the cost-effectiveness of five tugboat emission reduction strategies: (a) vessel engine repowering, (b) vessel speed reduction, (c) biodiesel, (d) diesel particulate filters, and (e) selective catalytic reduction. Each strategy is evaluated for its emissions benefits, total costs to involved parties (potentially including the tugboat industry, ports, and government agencies), and overall cost-effectiveness in reducing emissions of nitrogen oxide, carbon monoxide, particulate matter, and carbon dioxide. Application to the Ports of St. Louis, Missouri, and Houston, Texas, show that the cost-effectiveness of each strategy varies by port and depends on characteristics of the local tugboat fleet. The results of this study can be applied by public agencies and private operators when considering investments in tugboat emission reduction measures.

Evaluating Economic Reasons for China's Stance on Ship-Based Greenhouse Gas Reduction Negotiations

Greenhouse gas emissions from international shipping are an increasing concern of those interested in mitigating global climate change. Countries have not reached a consensus on ship-based greenhouse gas reduction strategies and on the responsibilities each country should take. In this paper, the economic reasons for China's insistence that the regulatory regime of the International Maritime Organization specifically address the Kyoto axiom of “common but differentiated responsibility” is evaluated, and fundamental equations relating power, speed, energy consumption, and cost to evaluate the impact of emission reduction on a selected set of routes and vessel data are applied. The policy options that are under discussion regarding ship-based carbon dioxide (CO2) reduction and China's viewpoint are reviewed, and economic justifications for China's stance are discussed. Estimates indicate that ships flying the Chinese flag accounted for 3.4% of the approximately 35 million metric tons of CO2 emitted by container ships calling at U.S. ports in 2005, and ships carrying Chinese exports accounted for 17%. Further estimates suggest that China will pay approximately $238 to $298 million more for container ship services and international trade with the United States if all vessels are required to reduce ship-based CO2 emissions. The direct cost is equivalent to about 0.20% of the total value of goods carried by container ships to the United States from China, or an $11 increase per ton of cargo. For some low-value goods, this is about an 8% increase in terms of price per ton, decreasing the already thin profit margins of Chinese exporters. These results, discussed in the context of policy-based actions, may limit or affect the choice of policy instruments.

Development Plan for Future Mission from HTV System

The H-II Transfer Vehicle (HTV) is an unmanned transfer vehicle that will rendezvous with manned facilities and deliver up to six tons of cargo. HTV is a key space transportation system technology in Japan together with the H-IIA/H-IIB launch vehicle and is designed to fully satisfy the manned safety requirements of the International Space Station (ISS) program. Therefore, the technology and its system acquired through HTV development and operation will be widely utilized in future manned transportation and lunar and planetary exploration missions.

Building the Wilts and Berks Canal, 1793–1810

(2006). Building the Wilts and Berks Canal, 1793–1810. Transactions of the Newcomen Society: Vol. 76, No. 2, pp. 291-313.

Ports in a Storm

In many parts of the world, shipping-related emissions have already exceeded or are expected to soon exceed those from land-based sources. Shipping emissions can be reduced substantially by using some of the same technologies being applied to land-based sources, including cleaner engines and fuels, exhaust control methods, and operational modifications. Various ports are testing the feasibility of these mechanisms with varying degrees of success. What is perhaps most greatly needed is expedited creation of better regulations at all levels, from the International Maritime Organization to port city authorities.

Le Saint-Laurent, facteur de localisation industrielle

With almost 100 million tons of cargo yearly, of which more than 80 millions pass through Québec ports, the St. Lawrence is an important artery of transport. The fluvial communications System, comprising gulf, estuary, river, and the Great Lakes, extends deep into the north American continent; Duluth, for example, is 2,200 miles from the sea. Although the Seaway has opened the Great Lakes to ocean-going ships, the general increase in tonnage and draught of these vessels has allowed Québec ports, located at the break point between maritimes and Great Lakes traffic, to maintain their privileged position. Nevertheless, transhipment cargoes here are not particularly impressive (about 30 million tons yearly, mainly cereals) if one considers the enormous industrial capacity of the basin; this is because the Great Lakes-St. Lawrence network is in many ways an autonomous unit, essentially continental, and supplied from the interior rather than from the exterior, as is the case of the Rhine basin, for example. In Québec, cargoes originating from « secondary » industries scattered along the river and its tributaries (for example, the Saguenay) are relatively unimportant in terms of tonnage ... only 22 million tons of cargo from these industrial zones pass through Québec ports. Only 3.9% 0of the 6,539 factories located in cities touching on water, and only 13% of the total industrial payroll in these cities, are directly related to the St. Lawrence. This « underuse »of the river can be explained by Québec s industrial structure, geared to the production of consumer goods for local markets ; in contrast, Ontario has much heavy industry tied directly to the St. Lawrence network.

L’agglomération portuaire de Port-Alfred – Bagotville

The Saguenay fjord contains ten port agglomerations, among which that of Port-Alfred-Bagotville is the most important. The port of Port-Alfred started to expand in earnest in 1929, when the Aluminum Company of Canada Limited decided to improve and enlarge its facilities to meet the needs of its new Arvida plant. Today some 2,500 ships call at Port-Alfred yearly and over 3,500,000 tons of cargo are handled annually over its wharves. Imports of industrial commodities, notably aluminum ore from Guiana, make up the greater part of its traffic. The hinterland includes some ten important industrial establishments, distributed among the main centres of the Saguenay - Lake St. John area. Among these, ALCAN is the most important. Port-Alfred plays an important role in this industrial complex. In spite of certain handicaps, traffic pertaining to the aluminum and newsprint industries assures the harbour of con-tinuing prosperity in the years to come. One may even hope that further develop-ments in the hinterland will contribute to future growth of port activity. Located half a mile northeast of Port-Alfred, Bagotville seems more like an appendix of its powerful neighbour than an autonomous port. Its facilities and traffic are quite limited. The main port traffic up until 1965, but now discontinued, consisted of the calls of the Canada Steamship Lines' passenger vessels during the summer season.

From cobra swamp to international airport: ground improvement at Suvarnabhumi International Airport, Thailand

The construction of Suvarnabhumi International Airporthas been planned since 1960 to accommodate the rapid growth of air traffic in this region. The 41-year project was finally approved for construction by the Thai government in 1991, and the airport is scheduled to open in December 2004 with capacity to deal with 30 million passengers and 1·46 million tonnes of cargo per year. Owing to the high compressibility and low strength of the underlying soft marine clay, ground improvement is necessary to reduce post-construction settlement prior to construction of the permanent airport facilities. Two ground improvement projects, for the airside pavements and the landside road system, are currently being implemented at the new airport site. This paper discusses the design concept, construction method, and up-to-date ground improvement performance of both projects. La construction de l'aéroport international de Suvarnabhumi a été projetée en 1960 afin de faire face à une croissance rapide du trafic aérien dans cette région. Ce projet vieux de 41 ans a finalement été ratifié par le gouvernement thaïlandais en 1991 et l'aéroport devrait ouvrir en décembre 2004; il fera transiter 30 millions de passagers et 1,46 tonnes de fret par an. En raison de la forte compressibilité et basse résistance de l'argile marine tendre sous-jacente, il est nécessaire d'améliorer les sols afin de réduire les tassements post-construction, avant de bôtir les installations aéroportuaires permanentes. Deux projets d'amélioration du sol, pour les trottoirs côté air et le système routier côté terre, sont actuellement mis en uvre sur le site du nouvel aéroport. Cet exposé examine les principes de conception, la méthode de construction et la performance d'amélioration du sol à ce jour pour les deux projets.

Le transport fluvial, un mode très ancien devenu moderne

Inland shipping is, with the horse and the donkey. the oldest transport mode used by mankind. But, unlike these animals, its evolution has been important. Its modern form - large-scale ships carrying 3000 to 5000 tonnes of cargo - can bring an important contribution to contemporary economy. The French waterway network was the best in Europe at the beginning of the XX th century, but France is now late in that evolution and has no reallarge-scale network at the present time, unlike Germany, where inland shipping represents 20 % of the traffic. This situation is all the more regrettable since inland shipping is the least polluting, the most energy saving, the most silent and the safest of all transport modes.