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A considerable volume of research exists concerning the domain of automatic planning and scheduling, but many real-world scheduling problems, and especially that of transportation logistics, remain difficult to solve. In particular, this domain demands schedule-solving for every vehicle in a transportation fleet where pick-up and delivery of customer orders is distributed across multiple geographic locations, while satisfying time-window constraints on pickup and delivery per location. This paper presents a successful commercial-grade solution to this problem called Living Systems Adaptive Transportation Networks (LS/ATN), which has been proven through real-world deployment to reduce transportation costs through the optimization of route solving for both small and large fleets. LS/ATN is a novel agent-based resource management and decision system designed to address this highly dynamic and complex domain in commercial settings. We show how LS/ATN employs agent cooperation algorithms to derive truck schedules that optimize the use of available resources leading to significant cost savings. The solution is designed to support, rather than replace, the day-to-day activities of human dispatchers.

This paper presents the development of an optimized transport logistics system (OTLS) which adopts case-based reasoning technology to select appropriate heuristics rules for planning the cargo loading and selecting the appropriate carrier. To validate the proposed system, a prototype has been developed and tested in a third-party logistics firm which helps an electrical appliance manufacturing company to deliver its products to local department stores or customers. The case example is outlined with analysis of the feasibility of this proposed system based on test results.

This paper provides a survey of existing research on agent-based approaches to transportation and traffic management. A framework for describing and assessing this work will be presented and systematically applied. We are mainly adopting a logistical perspective, thus focusing on freight transportation. However, when relevant, work of traffic and transport of people will be considered. A general conclusion from our study is that agent-based approaches seem very suitable for this domain, but that this still needs to be verified by more deployed system.

China has experienced high-speed development since economic reforms in 1978 stimulated a rapid and steady growth rate. As a result of this development, especially in the areas of industrialization and urbanization, there has been rapid development in transportation. Included in this have been improvements in network management and coordinated development and enhanced capabilities for safety and security. This has resulted in the establishment of an increasingly integrated transport system, with a total of 65,000 km of motorways in China at the end of 2009, ranking second highest in the world. Future demands for passenger and freight transportation put a high pressure on China to further develop and modernize the transport system, including five key programs: integration of all transport modes, modern transport logistics, technology upgrading and progress, transport safety and emergency management, and green transport.

2005

We discuss a simulation model used in the analysis of the transport logistics of the Austrian Red Cross rescue organization. The emphasis is on the details of modeling the scheduling of ambulance service in the simulation environment ARENA. A heuristic (near-) optimal strategy is employed to coordinate patients' transports, where some parameters with an intuitive interpretation, which are involved in the decision process, have to be suitably chosen. The validity of the model is apparent from the interpretation of the results in terms of the structure of the organization and coordination of services provided.

[EN] The welfare of commercial rabbits depends on the attitudes and handling procedures used by farmers, hauliers and abattoir personnel, as well as the transport logistics. Many studies have been performed on commercial rabbit production but less attention has been paid to identifying critical points during the whole transport procedure. In this study, a survey of rabbit transport was performed in Spanish abattoirs to determine the parts of the process that most compromise the animal's welfare. Data were collected for the methods for loading, unloading, transporting, holding and slaughter. Handling procedures differ widely among farms, especially regarding cage size (ranging from 1430 cm² to 10000 cm²). Loading facilities were adequate and transport time was short. Only a few hauliers had received specific training courses. The average time before the unloading was short (4.5±13.8 min) but holding time before slaughter was usually longer than one hour and varied widely between abattoirs (ranging from 0 min to 420 min)., We thank the farmers, hauliers and abattoir personnel that helped us fill out the survey. Special thanks to CUIN S.L. (Villanueva de Gállego) for field work and MADECUN and ASESCU for facilitating contacts with farmers and abattoirs. This study is part of the project COTRANS (AGL-2002-01346) funded by the CICYT (National Research Council of Spain).

Background The CenTre transport team transfer infants requiring surgical ligation of patent ductus arteriosus (PDA) to specialist paediatric cardiac hospitals, stay with the baby during surgery, assess the baby carefully post-operatively to ensure stability and transfer infants back to the referring unit. 1 Aims and Method We reviewed the case notes and transport records of a cohort of infants undergoing this procedure on a separate hospital site within the same trust. The aim was to describe transport logistics, intensive care support pre and postoperatively and final outcome. Results The cohort comprised of 20 patients with median gestation at birth, age at surgery and weight being 28 weeks, 29 days and 1.33 Kg respectively. The median transfer duration and stabilisation times were 8 hrs 50 mins and 1 hr 50 mins respectively. Ventilator support pre-and post-operatively is shown in Table 1 (median values). Median days to extubation was 7. Post operatively, 5 infants required inotropes and 9 infants required steroids to wean off CPAP. 18 babies were discharged home, 8 required home oxygen and 1 required home NIPPV. 2 babies died, one of these was due to severe respiratory failure in the first 24 h post-operatively. Conclusions PDA ligation ‘away days’ have significant clinical and resource implications on the transfer team. There was no significant difference between pre and postoperative intensive care support. References Lisa Barker, Richard Hall, Andy Leslie, Anuj Grover. PDA ligation away days are associated with delays and excessive transfer duration. CenTre Neonatal Transport Anne Marie Heuchan, Lindsey Hunter, David Young. Outcomes following the surgical ligation of the patent ductus arteriosus in premature infants in Scotland. Arch Dis Child Fetal Neonatal Ed. 2012;97:F39–F44 Rehman R, Shenvi A, Harrison J, Dhillon A, Skinner A, Rasiah SV. A Increasing demand for drive through PDA Ligations conducted by the west midlands neonatal transfer service (WMNTS)

The paper deals with current status and perspectives of municipal wastes management and monitoring system for Leningrad oblast. Covered some aspects of wastes transport logistics, determination of most suitable places for new landfills allocation constrained by ecological requirements, usage of crowdsourcing data for identification of illegal waste dumps

The article presents the software tools to facilitate the coordination of processes related to rail transport logistics implemented for use in railway companies belonging to the group. Discusses and analyzes the effectiveness of information instruments for increasing the efficiency of logistic processes.

The actions that companies implement to protect business continuity from threats like theft, smuggling and terrorism can reduce supply chain (SC) efficiency. This paper presents an approach to support managers in choosing activities, methods and technologies to increase SC security without reducing its efficiency. It consists of the following steps: 1) identification and assessment of threats along the SC; 2) identification of weak points; 3) identification, development and provision of suitable target processes that increase security without negatively affecting efficiency; 4) evaluation of expected impacts of the identified target processes on SC security and efficiency; 5) implementation and monitoring of performance of the identified target processes. To support the accomplishment of step three, an in-depth literature review was performed to identify a list of possible actions. This was tested in a workshop with SC stakeholders and experts. Suitable actions to solve problems connected with human behaviour and intervention have been identified.

Records of international organisations and reinsurance companies highlight the rising damages caused by extreme weather events. The burden of these hazards for transport and possible adaptation strategies have been explored by the European research project WEATHER. In this paper, we summarise the main findings and link them to supply chain security. In this context, we develop a method for assessing the criticality of certain elements in large networks. This is crucial as shipping constitutes a major element of supply chains and as world economic conditions simultaneously demand for cost savings and more reliability in supply mechanisms. Our findings suggest that extreme weather has significant impacts on transport systems. Highest losses are estimated for road, and here in for user delays and accident consequences. We conclude that weather forecasts should be continuously monitored and the development of business continuity plans on company level should be fostered.

The paper presents some socio-economic and technical issues that arise from the design of an open, multimodal end-to-end tracking & tracing system. An outline of the general background and the project's goals is followed by a discussion of the associated socio-economic aspects. User requirements are also addressed, with respect to the business context of the logistics environment. Subsequently, a brief overview of the project's technical design choices and is given, followed by a more detailed discussion of the individual components of this architecture.

A fundamental change in supplier base management has been under way in the industry in recent years. Since 1991, the supplier base has been reduced significantly (by 50% or more) across all sectors of the industry. Many firms have taken proactive steps to consolidate and restructure their supplier networks in order to reduce cost, improve quality, and strengthen their competitiveness. A major change has been the delegation of greater responsibilities to key suppliers, such as the production of major parts and components, laboratory and inspection functions, and management of lower tier suppliers. The reduction in the supplier base, rather than being confined to the upper-tiers, appears to have permeated all layers of the industry. The paper investigates the transactions costs and optimal number of suppliers for transport logistics using electronic commerce technologies

Information systems can serve as intermediaries between the buyers and sellers in the marketplace. Electronic marketplaces lowers buyers search costs to aquire informations about seller prices and product offerings. In this article the model of n buyers and m sellers of goods is presented, both for physically and electronically transported goods. In the article the difference between the main variable for physical transport - distance and the main variable for electronic transport – time is discussed. The best fit cost and best seller location ( in distance and time ) is calculated

The artical investigate implication of electronic commerce techologies on transport logistic system

Introduction Understanding the current flow of acute neonatal cardiac patients has important implications for patient safety and the future development of services. Embrace, Yorkshire and Humber Infant and Children9s Transport Service is the UK9s first combined neonatal and paediatric team providing a comprehensive service across an entire region and is well placed to provide such information. Aim Evaluation of all Embrace transfers of patients locally identified as potentially duct dependent from local hospitals in Yorkshire and Humber region into the tertiary unit in Leeds. Methods Retrospective case review over a 12-month period (April910 – April911) from the Embrace database. Results Of 2323 transfers, 198 (8.5%) were cardiac (74 paediatric, 124 neonatal). 34 patients were identified with potentially duct dependent lesions at their referring institution. ▶Local echocardiographic diagnosis was attempted in 14/34 (41%) patients of whom the diagnosis proved correct in 9/14 (64%). ▶Median mobilisation time (referral call to departure from base) 42 minutes (15-116). ▶Median time from referral call to arrival at cardiac centre 276 minutes (104-468). Conclusion Cardiac transfers constitute a significant proportion of current transport workload. Early data indicates approximately 200 (30-40 duct dependant) cardiac cases will need transfer per annum in the region currently taking an average of 4.6 hours to reach the tertiary centre. Despite a well-established network the proportion of babies with an adequate diagnosis at transfer is disappointing. Transport logistics and local cardiology services for this patient group remains an issue going forward with the national cardiac review.

This article studies the necessary techniques to determine the economic impact of a port infrastructure, not only on the region where it is located but also on its area of influence. In particular, the present study reflects the analysis carried out in order to obtain the economic impact of Santander’s Port on the economy of Cantabria and its hinterland in the year 2005. It is important to stress that for the first time the impact of a structure on the region where it is located and on the rest of its area of influence is calculated. The economic literature shows many examples of economic impact of a certain infrastructure but only on the region where it is located; therefore, the contribution of this article enriches the previous studies carried out since it quantifies the importance of ports regarding the companies of the area of influence for the generation of value and employment.

Objectives Since 2009 new regulations of periodic examination have been established to help improve the health quality of workers and the surveillance for their health hazard which can affect their general health problem. As a result, the examination varies from one industry to another.The aim of this study:To survey the general health problems of the transportation/logistics workers. Methods A cross-sectional survey was conducted during 2010 among workers. Data was collected through periodic examination, blood test and chest X-ray. Results A total of 3180 people participated in the study (2450 males, 730 females). Results showed that the top 3 health problems were hypercholesterolemia, abnormal body mass index and hypertension. The report of hypercholesterolemia were 2127 (67%), 1047 (49.2% of this group) had high LDL. There were 1203 (56.5%) who had low HDL. The second problem was abnormal BMI. There were 1429 (44.9%) who were overweight, 420 (13.3%) with obesity BMI. Based on a 12-year cohort study of diabetes that has been conducted among Thai population, it could be predicted that this company will contribute to having about 335 new cases of DM in the next 10 years. For hypertension, there were 1235 (38.8%) who were diagnosed with this. The screening chest x-ray was done in this study and there were 423 (13.3%) with abnormal results, for example, fibrosis, lung infiltration in upper lobes. Conclusions This study shows that prevalence of general health problems of Thai workers does not differ from those among normal population. Education for prevention of chronic diseases and health hazardous must be provided.

E-learning is grabbing a foothold as an innovative educational method. Its history leads back to the 1940s and the USA; however, the method only started to conquer the world in the 1990s. Since the creation of the World Wide Web in 1991, technology’s role has expanded annually. Today e-learning is widely utilised both in academia and the business world. The main advantages of e-learning are noted accessibility, cost effectiveness and amplitude of data. However, as all new phenomena, e-learning confronts barriers, which typically arise from cultural and technological contexts. Although the e-learning sector has been widely studied, the logistics sector has not gained further interest. This research tries to fill the gap by presenting a distance learning course organised for Russian (St. Petersburg) logistics specialists. Based on our initial experience, distance learning requires some workshop days (with real interaction between lecturers and students) as well as in non-English speaking countries, lectures are given in their mother tongue.

This study empirically investigates the effects of safety management on safety performance, specifically in the container stevedoring operations context. Hierarchical regression analysis revealed that safety concern, safety motivation, and supervisors' safety management are positively related to safety performance. The results also indicate that the relationships between safety concern, safety motivation and safety performance are significantly mediated by supervisors' safety management. Theoretical and practical implications of the findings for safety performance improvement in the container stevedoring operations context are discussed. Reference to this paper should be made as follows: Shang, K-C., Yang, C-S. and Lu, C-S. (2011) 'The effect of safety management on perceived safety performance in container stevedoring operations', Int. J. Shipping and Transport Logistics, Vol. 3, No. 3, pp.323-341.

The trend of containerisation is prominent internationally, growing simultaneously with the rate of global sourcing. Ocean carriers face the need to move forward and provide maritime logistics instead of plain maritime transport. This paper examines this transition, analysing the transportation characteristics and the technological means that will promote maritime logistics integration. Through a case study, the role of a fourth party logistics provider (4PL) is examined, as well as its adjustments to the new challenges. An integrated operational model is suggested securing the lean flow of cash, cargo and information.

The current decade has seen a considerable growth in worldwide container transportation and with it, an indispensable need for optimisation. This paper seeks to investigate to which extent double-rail-mounted gantry cranes can help to improve a container terminal's efficiency. A simulation study is conducted for evaluating different online algorithms for sequencing and scheduling of jobs for automated double-rail-mounted gantry cranes serving a terminal's storage block. The experiments are based upon scenarios that are derived from the real world (Container Terminal Altenwerder, CTA, Hamburg, Germany) in order to investigate advantages as well as problems and limits of our algorithms and the specific crane systems. Furthermore, the influence of the horizontal transport at the block's interfaces is examined.

This paper utilises revenue management modelling to make an optimal slot allocation serving a specific shipping service route for ocean carriers. The model, incorporating the expected cost of empty container reposition, is formulated through mathematical programming to maximise operational profit of ocean carriers, subject to some constraints of vessel capacity, container demand and empty container supply. Computational results not only present port-to-port slot allocation to be a guideline to implement space control but also provide a criterion to review the status of strategic alliance among ocean carriers.

This paper proposes a method for managing the flow of empty containers as an integral aspect in the application of short sea shipping and regional port system operational concepts. The paper finds support for the implementation of short sea shipping along the US West Coast and argues in favour of the establishment of regional port systems to provide an appropriate institutional framework for the coordination of public and private investments in short sea shipping. Overall, the paper finds that short sea shipping represents a viable tactic in the implementation of a regional port system development strategy on the West Coast of the USA and should be considered as a possible method for alleviating landside congestion stemming from commercial traffic in major urban corridors. Specific opportunities for the implementation of this method in Southern California are found with the redirecting of empty container flows to secondary ports, as well as with international movements to and from manufacturing regions on the USA-Mexico border.

The management of container fleets, regardless of type and size, is a rather costly operation. A number of strategies are present in the literature intending to efficiently and effectively tackle container utilisation emphasising on the position and allocation of empty containers. These strategies can be roughly categorised in two main groups of studies: container fleet management and fleet size planning. In this paper, a more holistic approach takes place by merging the problems of optimum vessel and container fleet size. The paper develops a model which intends to identify the factors that affect container utilisation in order to enable the effective and efficient operation and control minimising container idle time. Results indicate that the development of such a model can assist container shipping companies in improving their operations since decision-making processes relevant to container fleet size, vessel capacity utilisation, scheduling and frequency of service provided by the operators can be improved.

Flexibility is an issue widely studied in the manufacturing literature, but only recently has attention been paid to flexibility in logistics and supply chain management. Flexibility is taking prominence due to the uncertainties and disruptions created in the production and distribution processes of an organisation and its respective supply chains. This paper aims at studying the level of transport flexibility achieved in the ocean transportation industry to gain understanding on the strategic choices of carriers to cope with market changes and customer demand. Our analysis indicates the different strategic choices ocean transportation companies need to make with regards to transport flexibility.

Shipping and Transport Logistics, by Y.H. Venus Lun, Kee-hung Lai and T.C. Edwin Cheng. Singapore, McGraw-Hill Education (Asia), 2006. 252pp. ISBN: 978-007-125342-0

This paper presents the development of an Optimised Transport Logistics System (OTLS) that adopts Case-Based Reasoning (CBR) technology to select appropriate heuristics rules for planning cargo loading, and selecting the appropriate carrier. To validate the proposed system, a prototype has been developed and tested in a third-party logistics firm, which helps an electrical appliance manufacturing company to deliver its products to local department stores or customers. The case example is outlined with analysis of the feasibility of this proposed system, based on test results.

The building of some 75 miles of massive curtain-wall, incorporating forts, milecastles, turrets and bridges, together with a further chain of forts, milefortlets, and turrets 32 miles long on the Cumbrian coast, represents an impressive civil-engineering undertaking by any standards. The fact that this was accomplished in a relatively short space of time on the remote northern fringe of the Roman Empire makes the achievement even more remarkable. Unfortunately, there is a lack of firm evidence for many aspects of the building of the Wall, so that it is impossible to assess precisely the scale of effort and organisational complexity involved in this operation. Many details of its original structure remain a matter for conjecture, since it has nowhere retained anything like its original height, and large sections of its length lie beneath buildings or roads, or have been destroyed by quarrying, cultivation, or the robbing of stone for construction. Alterations during the three centuries of Roman activity on the Wall have, in many cases, obliterated evidence of the earliest structural features. The actual source of much of the original building material is uncertain, so that transport routes and distances must remain a matter for debate. There is little archaeological record of Roman transport methods, and depictions of vehicles, such as those on Trajan's Column, owe more to artistic licence than to realistic detail, so that here again methods can only be conjectured. Literary record of happenings in Britain around A.D. 120 is sparse and precise dating of events, such as Hadrian's presumed visit to Britain, rests largely on a concensus of opinion based on circumstantial evidence.

„Green corridors‟ is a concept introduced by the European Commission to enhance the provision of sustainable freight transport logistics services by concentrating freight traffic between major hubs and by relatively long distances. SuperGreen, a Coordination and Support Action aiming at further defining this concept, identified the characteristics that distinguish a green corridor from an otherwise efficient one. The main thesis of this paper is that the „core network corridors‟ of the new TEN-T guidelines exhibit all these qualities and the vision of a green corridor network in Europe is close to reality. To support this thesis, and in continuation of the work of SuperGreen, the paper examines the proposed new „guidelines‟ for the development of the TEN-T after presenting a brief history of transport network development in Europe.

In the European Commission’s Freight Transport Logistics Action Plan of 2007, a number of short- to medium-term actions are presented that will help Europe address its current and future challenges, and ensure a competitive and sustainable freight transport system there. One action is the “Green transport corridors for freight”. A Green Corridor is characterized by a concentration of freight traffic between major hubs and by relatively long distances of transport. Green Corridors should in all ways be environmentally friendly, safe and efficient. Green technologies and smart utilization of Information and Communication Technologies (ICT), where available, may even improve those corridors. Where not available, new R&D may be required to further develop what is needed. Given the above policy goals, project “Super Green” has been launched. This is Coordination and Support Action co-funded by the European Commission in the context of the 7th Framework Programme for Research and Technological Development, and coordinated by the National Technical University of Athens. The project involves 22 partners from 13 European countries. The purpose of this chapter is to address the key issues involved in the development of Green Corridors for European Freight Logistics, describe the Super Green project, and give an overview of main results to date.

Modern transport and logistics management is replete with the applications of advancements of information and communication technology (ICT). However, the barriers to ICT innovation diffusion in the industry are widely acknowledged, particularly in the context of developing countries. Therefore, this study adopts a qualitative research approach (focus group discussion and in-depth expert interviews) to explore: 1) how institutional forces in Nigeria are influencing ICT diffusion in the transport and logistics industry, using evidence from the local small and medium third-party logistics operators in the region; 2) the perceptions of the relevant stakeholders concerning ICT diffusion challenges in the industry and their roles in modulating them. In exploring the views of the relevant stakeholder, one can observe that the lack of an effective institutional framework in the region is the chief problem militating against efficient ICT diffusion in the industry. An ICT diffusion framework is developed to help address the problem.

Concerning transport logistics as relation between transport and integrated approaches to logistics, some transport and logistics specialists consider the term tautological, however, transport is one of the components of logistics, along with inventory, resources, warehousing, information and goods handling. Transport logistics considers wider commercial and operational frameworks within which the flow of goods is planned and managed. The demand for transport logistics services can be valorised as highly qualitative, differentiated and derived. While researching transport phenomenon the implementation of models is inevitable and demand models highly desirable. This paper as a contribution to transport modelling improves decision making and planning in the transport logistics field.

The increasing importance of logistics and its effects on transportation processes have been considered in freight transport demand modelling by new model developments incorporating several logistics aspects. However, transport logistics hubs – hubs without storage function that are primarily used for transhipment – seem to be not considered adequately in most freight models although they are crucial for freight transport. Currently it is not apparent which models do consider transport logistics hubs and how they do. The aim of this article is, therefore, to review how transport logistics hubs are considered in freight transport demand models and to discuss remaining gaps and challenges. Based on an extensive literature review a broad and internationally oriented analysis of transport models has been conducted. More than 100 models were examined regarding their consideration of logistics in general and transport logistics hubs in particular. The article points out the major importance of transport logistics hubs within freight transport and, thus, underpins the fact that they should also be considered sufficiently in freight demand models. It reveals that there are numerous models in application worldwide and that most of these models do not consider logistics or hubs. Only few models integrate logistics hubs, in general, and transport logistics hubs in particular. Furthermore, the consideration of transport logistics hubs within these models differs quantitatively (number and types of hubs) but also qualitatively (detail of hub integration) – also depending on model properties (e.g., scale of analysis, resolution or level of aggregation). Within freight transport processes, transport logistics hubs gained growing empirical significance in the recent past. This implies a major relevance to consider them in demand modelling, too. However, the article reveals that the integration of transport logistics hubs lags behind their empirical significance and that there are certain restrictions which hamper an adequate integration. The potential of many models is limited by reason of data availability. The lack of detailed data remains a major challenge that is, frankly, not new to the freight modelling community. Closing this data gap will help to consider transport hubs adequately and, thus, increase accuracy of models which would enable policy decision-makers to come to more effective decisions.

The Przewalski’s horse ( Equus ferus przewalskii Po ljakov , 1881), or “T akhi” in Mongolian, became extinct in the wild by the mid 1960’ s. The last recorded sightings of Przewalski’s horses occurred in the Dzungarian Gobi desert in SW Mo ngolia, today’s Great Gobi B Strictly Protected Area (SP A). A re - introduction program was initiated in 1992 and the fi rs t group of captive-born Przewalski’s horses was airlifted to the SPA. Given the logistical challenges associated with such a venture, the initial project focus has been on transport logistics and the well-being of the re-introduced horses. Tod ay, conservation efforts are spread over the entire protected area. Present day ef forts include other mammals, vegetation and the local people. Due to its important symbolic value in Mongolian culture, the Przewalski’ s horse became an important fl agship species for the protected area’s conservation and management.

There is necessary to think about two aspects while applying controlling in logistics. The main aim of the logistics in relationto business economics is assessing support to the invested financial capital resources – it is the first aspect. The second one is basedon the target of controlling – continuous monitoring of company’s economy. In order to make a logistics controlling successful and withrequired results it is necessary to utilize any logistics controlling tools. One of the tools in logistics controlling is a set of indicators.Important part of controlling logistics system is monitoring and evaluation of logistics markers. Logistic markers representsynthetic view to logistic performance and logistic costs by the means of interaction rate so that it can evaluate logistic activities area,cost economy and final productivity of logistics activities in company.This contribution deals with markers system proposal of distribution logistics, transport logistics and materials flow control.System of markers is designed with regard to basic facilities and specifications, who has to copy character and disposition rememberedsubsystems enterprise’s logistics system.