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The purpose of this study is to identify the characteristics of freight mode choices made by shippers and carriers with the introduction of a new freight transport system. We set an area in which actual freight transport takes place as the analysis scope and performed a survey of the shippers and carriers that transport containers to identify their...
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... SP survey design was oriented toward building a new freight transport mode split model by researching and analyzing the possibility of selecting a transport mode after introducing a new freight transport system as shown in Figure 1. The SP survey provides individual respondents with alternatives composed of hypothetical situations, each of which consists of factors such as transport cost and time, which represent the mode choice characteristics. ...
Context 2
... SP survey design was oriented toward building a new freight transport mode split model by researching and analyzing the possibility of selecting a transport mode after introducing a new freight transport system as shown in Figure 1. The SP survey provides individual respondents with alternatives composed of hypothetical situations, each of which consists of factors such as transport cost and time, which represent the mode choice characteristics. ...
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Citations
... The logit model has been widely used in freight structure forecasting [4] and the model requires many assumptions, such as decision preferences of makers, decision criteria, etc. [5]. Moreover, when the model is applied to the national freight structure forecast, the model will be too complex and lack flexibility. ...
After the outbreak of COVID-19, the freight demand fell briefly, and as production resumed, the trucking share rate increased again, further increasing energy consumption and environmental pollution. To optimize the sudden changing freight structure, the study aims on developing an evolution model based on Markov's theory to estimate the freight structure post-COVID-19. The current study applies economic cybernetics to establish a freight structural adjustment path optimization model and solve the problem of how much freight transportation should increase each year under the premise that the total turnover of the freight industry continues to grow, and how many years it will take at least to reach a reasonable freight structure. The freight transport structure of China is used to examine the feasibility of the proposed model. The finding indicates that the development of China's freight transport structure is at an adjustment period and should enter a stable period by 2035 and the COVID-19 makes it harder to adjust the freight structure. Increasing the growth rate of the freight volume of railway and waterway transportation is the key to realizing the optimization of the freight structure, and the freight structure path optimization method can realize the rationalization of the freight structure in advance.
... The findings revealed that reliability is more important than total cost according to logistic managers in the particular state of Brazil, and consequently, policies and investments should give priority to improving reliability rather than lessening the cost to boost the utilization of the intermodal system. Shin et al. (2019) investigated the selection of freight transport modes by Korean companies using an SP experiment and a logit model. The experiment included 350 shippers and carriers who use Busan New Port and handle containers based in Busan, Ulsan, and South Gyeongsang Province. ...
This paper reviews modal choice decisions associated with intermodal freight transportation through decision support models based on the Multi-Criteria Decision-making (MCDM) techniques and modal shift policy assessments based on the Stated Preferences (SP) experiments. The objectives were to determine the relevant decision criteria and their relative significance, to define methods in use, and to identify respective policies that boost intermodality. Google Scholar database and manual search using identified keywords were conducted and references of the relevant articles were double-checked. Consequently, a total of 27 articles consisting of respective 18 and 9 MCDM-based and SP-based articles were reviewed in this study. The results showed that the most commonly used decision criteria were cost, CO2 emissions, delivery time, safety, reliability, flexibility, and frequency. The cost factor was assigned the highest weight in 22 articles (or 81.4%). Analytical Hierarchy Process (AHP) technique was implemented in 12 out of 18 MCDM articles (or 66.6%)). Successful application of MCDM methods (both single and integrated) showed the suitability of these methods for intermodal freight modal choice decision-making. The results of SP experiments revealed that cost reduction policies are more effective than policies addressing other factors to increase the demand for intermodal transportation.
... With a clear organization of trade, optimal distribution of material and financial resources and coordinated work of economic structures, it becomes possible to carry out large-scale foreign trade operations with import and export cargo. And the introduction of innovative digital technologies will allow the use of transport in a more efficient and rational development scenario [5,6]. ...
Coordinated development of foreign economic relations and increase in international trade are the main factors of successful socio-economic growth of the state. And in order to ensure the competitiveness of domestic products on the world market, the primary factors are the intensification of innovative activities of production structures and the optimal use of national resources. The object of research is the processes of forming the infrastructure of customs and logistics systems, taking into account the assessment of the competitiveness of transport services. These results depend on the resource provision of the processes of servicing import-export and transit cargo flows.
In the course of the research carried out in the work, the following methods were used: the method of factor analysis of the use of transport systems infrastructure; mathematical apparatus of decision theory; methods of simulation modeling of development of integration processes for calculations of integrated indicators. Regularities of the organization of foreign trade deliveries of transit and export cargoes as a basis for creation of effective system of management of customs and logistic processes are defined and the methodology of qualitative transport service on an example of grain cargo flows is developed. A method of forming the infrastructure of transport hubs for servicing cargo flows on the basis of economic analysis of the development of integration processes in the form of interaction of structural elements of production systems and their relationships. The performed work provided an opportunity to develop a model of intensive use of existing and promising infrastructure of transport systems and to conduct multivariate calculations to determine the amount of resources for the organization of foreign trade supplies on the basis of demand.
The study is aimed at gaining new knowledge about the patterns of improving the efficiency of customs and logistics services for foreign trade flows in international production structures. In the course of the research the approbation of the developed methodology for the formation and optimization of the infrastructure of transport hubs in the management systems of international production processes was carried out.
... Category six summarises influencing factors related to the transport service, for example, service quality (e.g., [47]), damage and loss (e.g., [48]) or minimum notification time for shipping order [49]. The influencing factors of the category service partly overlap with other categories; however, due to their high occurrence in the literature, they justify the constitution of an own group. ...
... The funders had no role in the design of the study; in the collection, analyses, or interpretation of data; in the writing of the manuscript; or in the decision to publish the results. [25,26,[37][38][39]49,50,52,55,59,60,92,110,111,121] 4.3 Distance of shipment, length of haul [24,26,27,29,30,[34][35][36]38,39,[41][42][43][44]49,[52][53][54][55]59,62,92,95,104,105,107,108,112,114,120,128] [31,[35][36][37]39,40,45,46,[48][49][50]53,58,59,[62][63][64]92,94,99,104,116,118,119,122] 5.18 Availability, availability of freight space, availability of transport units [24,29,32,35,37,40,45,58,59] 5.19 Subsidy on each route [100] 5.20 Flexibility [25,27,[34][35][36][37][38][39]44,46,[50][51][52][53]55,[58][59][60]104,107,110,113,116] 5.21 Advertisement and public announcement through various channels [29] 5 [31][32][33]37,38,43,48,50,53,60,62,104,111,118,121] 6.5 Timeliness, punctuality [29,37,45,50,[58][59][60][61]63,118,119,121] 6.6 Controllability and traceability, shipment tracking, monitoring [26,29,39,50,55,58,59,62,99,119,121] 6.7 Information provision [27,29,49,58] 6.8 ...
... The funders had no role in the design of the study; in the collection, analyses, or interpretation of data; in the writing of the manuscript; or in the decision to publish the results. [25,26,[37][38][39]49,50,52,55,59,60,92,110,111,121] 4.3 Distance of shipment, length of haul [24,26,27,29,30,[34][35][36]38,39,[41][42][43][44]49,[52][53][54][55]59,62,92,95,104,105,107,108,112,114,120,128] [31,[35][36][37]39,40,45,46,[48][49][50]53,58,59,[62][63][64]92,94,99,104,116,118,119,122] 5.18 Availability, availability of freight space, availability of transport units [24,29,32,35,37,40,45,58,59] 5.19 Subsidy on each route [100] 5.20 Flexibility [25,27,[34][35][36][37][38][39]44,46,[50][51][52][53]55,[58][59][60]104,107,110,113,116] 5.21 Advertisement and public announcement through various channels [29] 5 [31][32][33]37,38,43,48,50,53,60,62,104,111,118,121] 6.5 Timeliness, punctuality [29,37,45,50,[58][59][60][61]63,118,119,121] 6.6 Controllability and traceability, shipment tracking, monitoring [26,29,39,50,55,58,59,62,99,119,121] 6.7 Information provision [27,29,49,58] 6.8 ...
A basic assumption of many scientific theories on the topic of decision making is rational behaviour. However, previous authors assume the existence of behavioural biases in freight transport which impede rational decision making. Hardly any research exists on behavioural biases in freight transport. To address this gap, we carry out a systematic literature review on the influencing factors of freight mode choice and provide empirical evidence for the occurrence of behavioural biases in the logistics sector. Fifteen logistics service providers and six shippers are involved in interviews and a focus group to understand their mode choice process and derive information on the existence of behavioural biases. Several biases showed to exist in the practical decision-making process. For example, decision makers tend to avoid complex options (principle of least effort), they stick to already tried and tested options (status quo bias, zero-risk bias) and they tend to make decisions based on immediate and easily accessible information (availability bias). These biases distort the demand for sustainable freight transport. We therefore conclude with several motivational, cognitive and technological debiasing strategies to reduce the negative impact of behavioural biases in freight transport.
... From the analysis of Table 2, it can be seen that the external factors have the greatest influence and the internal factors have the least influence. Its function mode is certain economic, and the institutional environment is the basis of restricting the formation of a cross-border e-commerce logistics mode [18]. Technological progress improves management efficiency and reduces transaction cost, which is the economic portrayal of logistics mode transformation. ...
Cross-border e-commerce and the logistics industry are interrelated in specific economic and circulation fields. Based on the development of cross-border e-commerce in China and Europe, this paper analyzes the economic development of China’s cross-border e-business logistics providers in the context of Internet plus and analyzes the development trend of cross-border e-commerce in China and gives suggestions for optimization, with a view to providing cross-border e-commerce for the future. In-depth cooperation provides reference.
... Besides the traditional determinants such as cost, reliability and service level, information sharing capabilities of the service provider and environmental issues were also considered. According to Shin et al. (2019) Korean freight transport market is characterized by increased structural problems due to an extremely high proportion of road transport in the freight transport process. The authors consider changes in the Korean freight transport system assuming the introduction of a new intermodal automated freight transport system and performed a stated preference survey to identify changes in the perception of the shippers and carriers in the freight transport market. ...
Freight transport represents a very dynamic and competitive market with high requirements for reliability, lead time, cost, flexibility and visibility of transport service. Rationalization of transport service, reduced travelling time and reliable delivery times represent the main prerequisites for lowering the costs and increasing the efficiency of entire transport chain. These performance indicators actually represent the main factors affecting the shipper’s mode choice. Improvement of these factors could be achieved by improved coordination between rail and non-rail-related stakeholders involved in freight transport service planning and realization. Since this solution requires a multi-stakeholder collaboration, it is needed to evaluate the interests of each of them in order to derive a preferred set of indicators, which will facilitate a collectively accepted solution and value alignment of all involved actors. In this paper, the preferred set of indicators was selected by using the DEcision MAking Trial and Evaluation Laboratory (DEMATEL) model technique integrated with the Analytic Network Process (ANP). DEMATEL is applied to analyse the causal relationships among the relevant dimensions and among the criteria within each dimension. The causal relationships are then used in ANP for determining the weights of the criteria. An empirical case study based on implementation of information sharing platform in rail intermodal transport chain is presented to demonstrate the effectiveness of the proposed approach. Based on this study the attributes that belong to reliability (“departing / arriving on-time”, “cancelled services”), lead time (“idle time”) and investment cost (“organizational culture”, “business process redesign”) dimensions represent five the most critical factors for obtaining a collectively accepted solution. This effective evaluation model enables policy makers and stakeholders in transportation / logistics to understand and conduct appropriate actions towards fulfilling the objectives for greener transportation.
... The study even provides the information necessary to derive the boundary of 6 In Shin et al. (2019), time in transit is a negatively valued characteristic; for simplicity, it is redefined to become a positively valued one. 7 "Level of service" comprises reliability (arrival on time), availability, absence of damage, information about location and arrival of cargo, connectivity with other modes of transport, and capacity to deal with a surge in demand. ...
... However, calculated over the customers of the four Swiss and three German providers, the percentage ratios differ, with 1.20 (=25/20) and 1.75 (=28/16), respectively, pointing to a difference in preferences that will become important in Section 3.Transport. Here, shortness of time in transit (c 1 ) 6 and level of service (c 2 ) 7 have been found to be significant attributes for Korean truckers in the stated choice study ofShin et al. (2019) 8 . The authors view truckers as consumers, i.e. as purchasers on behalf of their clientele. ...
... Process for determining declared transportation demand [7]. ...
... A survey of potential respondents in order to establish the declared demand is carried out taking into account the acceptable level of errors during the survey due to the comparison (consideration) of hypothetical scenarios. Figure 2 shows the transportation options, between which the most frequently selected shippers and carriers [7,8]. In addition, other transportation options including rail, air and water modes of transport were analyzed. ...
... In addition, it is worth noting the possibility of applying logistic regression, or the logit model, which is widely used in practice to determine the transportation option. As input variables, we chose the cost, transportation time, and level of service (a qualitative indicator of the freight transportation process), since they play an important role in the models for choosing the transportation option [7,12,13]: ...
The stable economic situation of the enterprise is determined not only by the minimum process costs, but also by the ability to effectively ensure production distribution. When implementing the distribution of goods, it is necessary to solve issues related to delivery, including choosing the option of transportation to the final consumer. The aim of this study is to establish the influence of the characteristics of freight system on the choice of transportation, which is carried out by participants in the transport process, namely, shippers and carriers. The logit model used to assess the need for transportation of goods based on disaggregated data is analyzed. The utility function includes time, cost of transportation and level of service. The evaluation results showed that the main characteristics of the freight system are of statistical significance and allow to determine the main parameters necessary for the decision-making process at the micro level.
... The fourth category is causality between transportation infrastructure and economic growth that cannot be specified [19,20]. In recent years, scholars have focused on the characteristic analysis of freight mode choice models [21], and others have focused on the organization in rail-water intermodal transportation [22]. ...
Studying the coordination of varied freight modes from the perspective of geographic regions is conducive to understanding the regional differences, and this can provide effective countermeasures and suggestions for the sustainable and coordinated development of freight transport. To reflect on the effects of regional differences in the coordination of freight modes, we divided China into four regions: The East, Central, West, and Northeast. We examined freight mode coordination in terms of region and analysed the coordination of freight modes from three aspects: one within a single freight mode system, between varied freight modes, and among freight modes and the economy in different regions. We selected 19 freight indexes based on China’s freight data from 2008 to 2017, and determined the relationship between the freight index and economic index gross domestic product (GDP) growth rate by means of stability, co-integration, and the Granger causality test. The coordination models within a single freight mode and among varied freight modes were established, and we conducted spatial autocorrelation between the freight mode and the economy. The results demonstrated that in the four regions of China, the single-freight mode had coordination of over 0.80; the coordination between waterway and aviation freight transport was over 0.83; and the coordination of varied freight modes in the Eastern region exceeded 0.78, with good overall coordination. Among the four regions, the spatial correlation between the Eastern and Western regions was not significant, while the correlation between the Central and Northeast regions was significant. The model and analysis methods established in this study were feasible and effective. In view of the universality of the model, it can be easily applied and generalized in or out of China.
... The SP methods were employed to understand the attitudes of car owners toward crowdshipping activities. SP surveys are widely used in the field of transportation, assessing the impact of shippers' and carriers' behavioral preferences when introducing new cargo systems, 49 travelers' acceptance of car-sharing systems, 50 and the impact of observable variables and unobservable potential variables on the acceptance of new policies. 19 From January to May 2019, we assessed the attitudes of car owners to participate in this crowdshipping activity through SP survey. ...
To support urban sustainable development, cities need innovative green logistics solutions to meet the needs of economic development. Crowdshipping is regarded as a promising sustainable freight solution. This article aims to assess the feasibility of implementing intercity express crowdshipping using private vehicle traveling. The crowdshipping carrier, who drives his or her private vehicle and travels on the intercity route, carries out the express delivery task between the regional cargo center and the dispatch center along the route. The feasibility assessment covers three parts. First, face-to-face interview and stated preference survey are used to investigate the willingness and preferences of express companies and car owners to participate in crowdshipping activities, respectively. Then, it calculates the environmental benefit and economic benefit brought by the crowdshipping mode in comparison with the traditional mode. The results show that the express companies are willing to pay 30 yuan for each car participating in the crowdshipping activities, and there are considerable numbers of car owners to support this crowdshipping activity, and this crowdshipping activity could bring positive impacts on environment as well as corporate economics. It is hoped that the research could enrich the knowledge of the development of green logistics.
