As commercial vehicle activity grows, the environmental impacts of these movements have increasing negative effects, particularly in urban areas. The transportation sector is the largest producer of CO2 emissions in the United States, by end-use sector, accounting for 32% of CO2 emissions from fossil fuel combustion in 2008(1).
Container terminals are important intermodal interfaces between marine and land transport networks. These interfaces have historically been sources of congestion and logistical inefficiencies. Exacerbated by growing trade volumes, the terminals have become bottlenecks in the port-related supply chain. This research explores using truck arrival information to integrate drayage truck and container terminal operations and improve intermodal system efficiency.
In this paper we examine the Port of Prince Rupert as a case study of the Canadian Gateway strategy. We consider the effect of the Gateway strategy on the development of a container terminal at the Port of Prince Rupert, and Prince Rupert's effect on discretionary cargo at west coast ports in North America. Canada's Asia-Pacific Gateway Initiative was developed specifically to increase trade between Canada and the Asia-Pacific region.
This paper quantifies the benefits to drayage trucks and container terminals from a data-sharing strategy designed to improve operations at the drayage truck-container terminal interface. This paper proposes a simple rule for using truck information to reduce container rehandling work and suggests a method for evaluating yard crane productivity and truck transaction time.
This paper uses simulation to evaluate the use of truck arrival information to reduce container rehandles during the import container retrieval process by improving terminal operations. A variety of scenarios with different levels of truck information and various container bay configurations are modeled to explore how the information quality and bay configuration affect the magnitude of benefit.
Between 1998 and 2005, employment in the U.S. warehousing industry grew at a compound annual growth rate of 22.23%, and the number of establishments increased at compound annual growth rate of 9.48%. Over this same period of time, the price for transportation fuels increased dramatically and became much more volatile. In this paper we examine the microeconomic and macroeconomic forces that have enabled such rapid growth in the warehousing industry.
Activities of commercial vehicles just prior to or just following international border crossings are not well understood. Logistical responses to border crossings are believed to increase empty miles traveled, travel times and total vehicle emissions.
Intra-industry trade (IIT) occurs when trading partners import and export similar products. Ahigh volume of IIT of horizontally differentiated goods implies a deep level of regional integration, stable regional trading patterns, and potentially significant consequences from border delay. In this paper, trade between Washington State and British Columbia, Canada (the Cascade gateway), is compared with trade between Michigan State and Ontario, Canada (the Great Lakes gateway).
At the Pacific Highway port of entry between the United States and Canada, typical delays are known to regional carriers and internalized into schedules. Due to their relative infrequency, the largest crossing times are not internalized into schedules and cause significant disruptions to regional supply chains.
The management of transportation systems for resilience has received significant attention in recent years. Resilience planning concerns the actions of an organization that reduce the consequences of a disruption to the system the organization manages. Little exploration has been made into the connections between resilience planning and the actions of a state department of transportation (DOT) that contribute to resilience of a freight transportation system.