Igor Davydenko

Incorporating Logistics in Freight Transport Demand Models: State-of-the-Art and Research Opportunities

Freight transport demand is a demand derived from all the activities needed to move goods between locations of production to locations of consumption, including trade, logistics and transportation. A good representation of logistics in freight transport demand models allows us to predict the effects of changes in logistics systems on future transport flows. As such it provides better estimations of the costs of interaction and allows to predict changes in spatial patterns of freight transport flows more accurately. In recent years, the attention for freight modelling has been growing and new research work has appeared aimed at incorporating logistics in freight models. In this paper we review the state of the art in the representation of logistics considerations in freight transport demand models. Our focus is on the service and cost drivers of changes in logistics networks and how these affect freight transport. Our review proceeds along a conceptual framework for modelling that goes beyond the conventional 4-step modelling approach. We identify promising areas for freight modelling that have an integrative function within this framework, such as spatial computable general equilibrium models, supply chain choice models and hypernetwork models.

Estimation of Warehouse Throughput in Freight Transport Demand Model for the Netherlands

This paper presents an extension of the classical four-step freight modeling framework with a logistics chain model. Modeling logistics at the regional level establishes a link between trade flow and transport flow, allows the warehouse and distribution center locations and throughput volumes to be determined, and permits more detailed and accurate policy decision support systems. This paper describes a two-stage logistics model that estimates the volume of regional warehouse throughput. The first stage estimates interregional trade flows by means of a gravity model application and starts from regional production and consumption volumes. The second stage, the logistics chain model, splits the production–consumption flow between direct shipments and shipments that go through warehouse facilities. An aggregate multinomial logit discrete choice model is used to determine the flow volumes for each of the possible logistics chains. Consistency is achieved between the gravity and logistics chain models by a joint estimation of unknown parameters. A new data set from a transport flow survey produced by Statistics Netherlands is used; the data set includes information on the types of loading and unloading location. This data set enables model calibration with respect to regional warehouse throughput. The proposed logistics chain model produces accurate estimates of regional warehouse throughput and plausible parameter values. The paper presents the specification of the new model, the data set used, and the results of the estimation.

4 – Distribution Structures

Distribution structures are important elements of the freight transportation system. Goods are routed via warehouses on their way from production to consumption. This chapter discusses drivers behind these structures, logistics decisions connected to distribution structures on the micro level, and possible modeling methodologies on the macro level. The authors show the connection between the micro and the macro level and highlight advantages of the different modeling approaches.

Global Standardisation of the Calculation of CO2 Emissions Along Transport Chains - Gaps, Approaches, Perspectives of the Global Alignment Process

The transport industry, consumers, shippers and political bodies are all pressing for a global standard for the calculation of emissions along supply chains. Comparability of the chains’ efficiency, reduction of energy consumption, transparency of the carbon footprint of products and identification of best practice are at the core of the need for such a standard. It has several important pre-conditions though: it needs to be globally applicable, cover all modes of transport and all supply chain elements, it needs to be easy to use and transparent in its mechanisms. Furthermore, it must be clear and concise, particularly in its requirements towards quality of data used for emission calculations, whether it is measured, standard or default values. In order to meet these requirements and to ensure the standard’s acceptance, its development needs to be industry-led. Additionally, the standard needs to balance the aspects of ease of use, transparency and flexibility. Several steps into that direction have been taken, such as: EN 16258, GHG Protocol, ISO 14064, ISO/TS 14067, standards developed by IATA, Smart Way and Green Freight Europe or tools and approaches such as EcoTransIT or GreenEfforts and many more. So far there is no standard in place though that aims at the specific transport chain requirements, is globally applicable and covers all supply chain elements as well as all modes. It is the aim of this paper to show in more detail, based on the findings of real-life test cases, which existing gaps need to be addressed in a next step of standardisation efforts. Furthermore, the paper describes which approaches and perspectives offer themselves from a combined industry-research perspective for the development of a standard for emissions along transport chains.