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Intermodal system management and economics
Published in Jason Monios, Rickard Bergqvist, Intermodal Freight Transport and Logistics, 2017
The analysis presented in this section is relevant mostly to Europe; in the United States, a vertically integrated business model is used, whereby all items in Figure 8.2 (1–6) are operated by a single rail company, who then sells cargo space (5) either directly to a shipper or to an intermediary, whether a third-party logistics providers (3PL), freight forwarder or even a shipping line who offers a door-to-door price to the shipper. Organising the transport of maritime containers between the port and hinterland is divided into carrier haulage, which is when the shipping line books the space with the rail operator as part of the door-to-door service to the shipper, and merchant haulage, which is when the shipper organises their own hinterland transport after the container leaves the ship. Carrier haulage creates more opportunities for efficiencies such as triangulating transport legs, for example transporting a container that has been emptied by an importer to a nearby exporter requiring a container. Merchant haulage requires that the shipper returns the empty container to the port or nominated depot which may result in increased empty transport distance in the system.
The Road Haulage Role in Intermodalism
Published in Lowe FCILT David, Intermodal Freight Transport, 2006
Road haulage is also a complex business, being burdened with a large number of restrictive governmental directives and regulations. Nevertheless, in terms of its role in intermodalism it offers, on the plus side, a degree of convenience and flexibility unmatched by any other mode. The principal tools of its trade, (heavy lorries), can go virtually anywhere, by comparison with other modes, to load or deliver goods. Lorries can be de spatched at very short notice to destinations either near or far, being reasonably assured that these will inevitably be served by a road, even if not by rail or waterway. Also, the operator or the customer, or both, can give precise instruction about their delivery requirements directly to the lorry driver in the reasonable belief that he will carry them out to the best of his ability. In many instances, this is seen as a considerable plus point in favour of lorry transport.
Review and evaluation of truck dispatching systems at surface mines in Canada
Published in Tad S. Golosinski, Val Srajer, Off-Highway Haulage in Surface Mines, 1989
The system treats the haulage fleet as a pool of equipment to be dispatched in a manner which maximizes equipment productivity and minimizes overall cost. Equipment location is determined after considering the current positions and status of haulage and loading units.
Digital technologies for energy efficiency and decarbonization in mining
Published in CIM Journal, 2023
Most of the aforementioned initiatives are in the development phase. Teck launched its RACE 21 program in 2019, which aimed to implement digital technologies such as advanced analytics, ML, and automation to improve performance, safety, and sustainability at Teck mine sites. Teck (2022) estimated that annual savings would be in the range of US$1.1 billion based on the following initiatives: Using ML to optimize mining equipment utilization (trucks, drills) improved productivity up to 10%, lowered fuel costs, and improved the quality of processing plant feed.A combination of automation, simulation models, process control, and ML models increased process plant throughput by 9–15% and improved copper recovery by 3%.Vehicle monitoring systems, collision and proximity detection, and autonomous haulage improved safety. Autonomous haulage is also more energy efficient (International Mining, 2019).
Inland terminal location selection using the multi-stakeholder best-worst method
Published in International Journal of Logistics Research and Applications, 2021
Fuqi Liang, Kyle Verhoeven, Matteo Brunelli, Jafar Rezaei
The transport layer contains the transport and transshipment operations that realize the designed transport chain services described above. The main haulage, in the form of either a rail or barge transport, is performed via intermodal transport operators, while pre-/end-haulage activities are conducted by truck transport operators (De Langen, Fransoo, and van Rooy 2013). Since these transport operators actively use inland terminals in their operations, they are seen as key stakeholders in regard to selecting the best inland terminal location. Transshipment operations are performed at inland terminals by inland terminal operators, which are regarded as key stakeholders in the transport layer. In addition to basic logistics services, value-added services, which involve extra services aimed at improving the (cost) efficiency of the broader transport chain, can also be provided (Rodrigue et al. 2010).
Multi-body dynamic modelling of ultra-large dump truck-haul road interactions towards haul road design integrity
Published in International Journal of Mining, Reclamation and Environment, 2020
Bruno Ayaga Kansake, Samuel Frimpong, Danish Ali
The safety, productivity and equipment longevity of mines employing ultra-large trucks (≥ 220 tons capacity) are reliant on well-designed, constructed and maintained haul roads [9]. Truck component and tire wear and damage increase significantly due to poor haul roads. Efficient haul road design and maintenance minimise these problems and ensure efficient haulage operations. Efficient haul road design comprises designing roads with adequate structural integrity to withstand the dynamic loads from trucks. Building good haul roads usually has a high initial cost, but the long-term benefits of efficient haulage, minimal road maintenance, improved productivity, safety, and tire life, and operator and machine health, outweigh this cost [6]. Maintaining poor haul roads can ultimately cost about 10 times the cost of building good haul roads [10] over the mine life.