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The purpose of this paper is to examine whether or not driver job satisfaction, carrier performance, and customer service can be improved as a result of the use of uniquely constructed, extended regional dispatching systems.

Simulation is used to examine regional dispatching systems that are extended in scope of dispatch by using integrated freight lanes. The results of extended regional dispatching systems are compared to traditional dispatching methods and previous experimentation with stand‐alone regional and lane dispatching.

It is shown that a carrier's adoption of extended regional dispatching can be beneficial to both trucking companies and drivers, while remaining relatively neutral to customers. Additionally, it is shown that this improvement can be obtained without significant degradation of the driving jobs that remain outside the regional dispatching network.

A new method of dispatching has been developed in such a way that very attractive regional driving jobs can be extended to a much larger percentage of drivers than in more established regional alternatives. This reduces reliance on the less effective random, over‐the‐road dispatching systems that are typically utilized in the truckload trucking industry.

Carriers may be able to utilize extended regional dispatching systems as a means of improving driver satisfaction and retention.

This research extends knowledge in the area of alternative dispatching methods for truckload carriers in a way that drastically improves the quality of life for professional drivers.

Freight carriers operating in a spot-market environment are faced with uncertain future capacity demand, actual revenues, and properties of freight items. They require information about the expected future consumption of limited capacity to derive suitable request acceptance decisions. The purpose of this paper is to present a new idea to improve the handling of inaccurate information on the weight and volume of upcoming requests.

The authors start with the definition of a new mathematical optimization model as the backbone of a capacity control system. This model is embedded within a rolling-horizon decision-making process involving consecutively arriving requests. Computational simulation experiments are carried out to evaluate the applicability and efficiency of the proposed decision support system. The authors investigate how the new model contributes towards keeping the negative impacts of inadequate forecasts of the expected volume of future requests as low as possible.

In traditional application fields of capacity control (airline ticketing or hotel reservations) the physical extent of a request is always 1 (set/bed/room). In road-based freight transportation the variety of the physical extent of requests is much more complicated and complex. The major finding is that existing capacity control approaches are unable to meet the special requirements of road-haulage. Innovative capacity control features are necessary in order to cope with the higher request portfolio complexity.

This paper addresses the requirements of a capacity control system for road-based freight transportation. An innovative decision support system is evaluated. For the first time, the authors present a comprehensive quantitative simulation study dedicated to this complicated decision-making situation.

Supply chains deliver goods and services between shippers and receivers, covering collection, transportation, distribution as well as their handling and storage in between. In particular, transportation services are carried out by different transport modes. In some modern supply chains, different categories of air cargo carriers – combinations, freighter-only, and/or integrators – provide critical transport services.

This chapter develops a methodology for estimating the performance of supply chains served by an air cargo carrier network. The methodology is based on indicators of infrastructure use, technical/technological level, operational factors, economic factors, and environmental performance. This proposed methodology is applied to estimate performance of supply chains served by an integrated air cargo carrier – FedEx Express – operating a single hub in the US domestic air network. Results indicate that the methodology may be useful for estimation of overall supply chain performance under the condition that relevant data are available.

Many cities implement freight traffic restriction policy (FTRP) intending to reduce traffic congestion and air pollution. At the same time, city distribution had some negative effects. The purpose of this paper is therefore to study the freight group behavior under FTRP, and to provide some recommendations for the government.

This paper establishes a city distribution system model built by a simulation method of Agent, which includes the complex adaptability of freight individual, event of restriction policy, the influence factor of freight group behavior and its changes from the perspective of restriction policy. The rules of microscopic freight group behavior to macroscopic freight group behavior, the effects on freight group behavior exerted by restriction policy and the dynamic mechanism of freight group behavior are all studied. The model is also simulated with the traffic data of Beijing in China.

Theoretical results ensure that restriction of the passport is not the sole reason that may produce illegal trucks, and other measures need to be taken to solve the traffic problems. And in the long run, increasing fines has a greater effect than strengthening supervision frequency on illegal trucks reduction.

From city distribution perspective, this paper studied freight group behavior under FTRP. This paper also applied the Agent modeling method to build a model of urban distribution system in the FTRP.

The redesign of a product supply chain, in terms of production, cost and delivery capabilities can be effectively accomplished by mapping, analyzing and simulating the changes in the supply chain prior to implementation. The case being discussed pertains to the apparel industry in the USA. The beginning of 2005 marked the end of a 30‐year old quota on the apparel market in the USA. This has led many western apparel manufacturers to outsource their production to low‐labor cost countries. This in‐turn has led to increased customer lead‐times. This paper aims to discuss how the implementation of proper IT systems and supply chain measures can reduce lead‐times and also reduce total cost.

An integrated approach is utilized to model the impact of apparel outsourcing added to a US apparel producer supply chain by studying the process map, data analysis, and simulation of the supply chain using Visio, Excel and @Risk simulation software. Using Monte Carlo simulation, the hypotheses on responsiveness and relative costs were tested with and without the outsourcing feature in the US apparel producer supply chain.

The cost savings through outsourcing in the low‐cost labor countries in Asia for the US apparel producer supply chain can be huge and the lead‐time is quite substantial. Thus, outsourcing is not a viable solution for meeting short‐term market demands. However, for large seasonal orders, outsourcing could be an enormous cost‐saver. The lead‐time of the US apparel producer supply chain could be improved if certain controllable factors such as order processing could be made more efficient.

Recent studies by Acaccia, Conte, Maina and Michelini as well as the Leadership for European Apparel Production From Research along Original Guidelines (LEAPFROG, www.leapfrog‐eu.org/), were reviewed. However, no recent study that uses Monte Carlo simulation to measure the supply chain in the apparel market for the USA was traceable in the existing literature except one done by Naylor, Burdick and Sasser at Duke University in 1967. The process modeling of the US apparel producer supply chain with the outsourcing feature will be a useful decision analysis tool. With more data and better understanding of the industry, this simulation model can be easily expanded to obtain a more in depth understanding of any US apparel producer supply chain with an outsourcing capability. Even with making some realistic assumptions in the model, one can easily see the potential benefits of outsourcing. The study found that the customer lead‐time was averaging around 57 days at three‐fourths of the original cost with the minimum customer lead‐time being 41 days. Improved IT and logistics capabilities can minimize the variability recognized in major components of customer lead‐time, such as ocean freight transportation time, order processing time and manufacturing time.

The contribution of the research results from the apparel industry application, where simulation studies of this kind have recently not been executed for a US apparel manufacturer. It also showcases an innovative approach in analyzing outsourcing strategies for a US apparel producer supply chain. The study makes a business case that process improvement can be effectively accomplished with an integrated approach of using widely available inexpensive and user‐friendly computer‐based tools.

This paper claims that the parking policy is one of the most obvious tools for reducing traffic congestion, pollutant emissions and conflicts between transportation network users. The purpose of this paper is to propose and implement a strategy, via a simulation tool, for the sharing of parking places between light cars and vans for goods delivery.

Temporal and spatial dynamic booking of on‐street parking places is described by using the multi‐agent paradigm. Main agents concerned by the sharing of parking places, their rules and interactions are implemented. Behavioral models and learning process of cognitive agents based on stated preferences collected beside the network users are designed for capturing multi‐agent interactions.

By coupling a 2D traffic simulation tool and the Copert III methodology, it is possible to simulate the traffic and environmental consequences of several scenarios for different infrastructures, occupancy rate of the places reserved for goods delivery and durations of the delivery process.

Several points are under development: a 3D environment will capture with more realism the behavior of agents in a larger spatial scale and in real time. The behavioral models will be designed by stated preferences obtained from surveys containing questions coupled with pictures of possible scenarios.

Applied in a real context, the sharing of parking places strategy shows benefits for traffic and for the environment. A decision maker can use this strategy for simulating scenarios, in the context of an urban area in particular.

The paper demonstrates how a simulation tool based on strategy of parking place sharing can satisfy constraints of transportation network users.

The purpose of this paper is to categorize transportation choice research (mode choice and carrier selection) leading to insight on themes in the literature and directions for future research

The proposed transportation choice research categorization framework is based on a comprehensive literature review of the peer‐reviewed journal papers published over the past 20 years, supplemented with a review of practitioner articles to identify current challenges in the logistics field. The academic papers are analyzed in terms of research purpose/question, methodology, findings, and challenges addressed.

The review reveals that several important themes are under‐represented in the transportation choice literature: environmental and energy use concerns; security in the supply chain; supply chain integration; international growth; and the role of the internet and emerging information technologies. This review also found that simulation, case study, and interview methodologies are under‐represented, and that normative modeling research is only lightly represented in this research.

The contributions of this research are three‐fold: the development of a classification scheme for transportation choice research, a structured review that provides a guide to earlier research on the subject of transportation choice, and the identification of research issues for future investigation.

The purpose of this paper is to investigate the non-linear characteristics and stability of the rolling bearing–axle coupling system under the excitation of the axle/wheel speed of railway freight cars, so as to put forward a rationale for judging the vibration law and running stability of railway freight wagon.

Considering the effects of eccentric force of the railway wagon axle, the non-linear resistance of the wagon and non-linear support forces of axle box rolling bearings, a centralized mass model of rolling bearing-axle coupling system of railway freight wagon is presented on the basis of the theory of rotor dynamics and non-linear dynamics. Then the Runge-Kutta method is adopted to solve the non-linear response of the proposed system, and numerical simulation including bifurcation diagrams, axis trajectory curves, phase plane plots, Poincaré sections and amplitude spectras are analysed when the axle rotating speed is changed. Meantime, the relation curve between Floquet multiplier and axle rotating speed, which affects the stability of coupling system, is plotted by numerical method based on the Floquet theory and method.

The simulation results of the dynamic model reveal the abundant dynamic behaviour of the coupling system when the axle rotating speed changes, including single period, quasi period, multi-period and chaotic motion, as well as the evolution law from multi-period motion to chaotic motion. And especially, the bearing–axle coupling system is in stable state with a single period motion when the axle rotating speed changes from 410 rpm to 510 rpm, in which the running speed of railway freight wagon is changed from 62 km/h to 80 km/h, the vibration displacement of the coupling system in X direction is between 1.2 mm and 1.8 mm, and the vibration displacement of the coupling system in Y direction is between 1.0 mm and 1.45 mm. Meanwhile, the influence law of axle rotating speed on the stability is obtained by comparing the bifurcation diagram and Floquet multiplier graph of the coupling system.

The numerical simulation data obtained in this study can provide a theoretical evidence for designing the running speed of railway freight wagon, utilizing or controlling the non-linear dynamic behaviours of the proposed coupling system, and ensuring the stability of railway freight wagons.

The purpose of this research is to identify key attributes of freight logistics service quality and to examine how these attributes impact shippers' selection of third‐party logistics service providers (3PLs). The knowledge and understanding of these attributes can be of great value to 3PLs when developing marketing strategies to attract and retain clients.

A literature review was carried out to identify the main attributes of freight logistics service quality. In‐depth interviews were subsequently undertaken to validate and refine the freight logistics service attributes. A questionnaire was then developed and a survey conducted. Logistics regression analyses were performed to examine the impact of freight logistics service attributes on shippers' decision to select 3PLs.

A total of 24 freight logistics service attributes were identified and categorised based on the SERVQUAL model into six dimensions: reliability, assurance, tangibility, empathy, responsiveness, and cost. Freight logistics service quality was found to impact shippers' selection of 3PLs significantly. In the assessment of the impact of each individual service attribute it was observed that accuracy of documents; EDI and E‐commerce services; customer relationship management; customer care; updated freight rates; and consolidation provision significantly influenced how shippers selected 3PLs.

The focus of the study is limited to international freight logistics services, while other logistics services, such as inventory management or warehouse management, were not included. The context of the study is related to Thailand and the provision of international freight service in the country.

An understanding of key attributes based on key freight logistics service quality can help 3PLs in developing marketing strategies that provide services that are considered to be critically important to their customers.

The purpose of the study is to define key freight logistics service quality attributes and their respective impact on shippers' decision‐making process when choosing a 3PL.