Freight Transport and Logistics Services

Freight Transport and Logistics Services Intermodal (rail) freight transport market assessment Coursework requirement Intermodal solutions are regularly promoted as a key way in which modal shift from road to rail can be achieved. As discussed in the class in Week 3, there is a range of different intermodal types used for rail movements, the key ones being ISO containers, swap bodies, piggyback and rolling road. You are required to conduct a strategic assessment of the current and future role of each of these types of intermodal operation within the European Union. This assessment should focus on intermodal freight transport which involves the use of rail and must include: INTRODUCTION Intermodal transport focus on freight system as a regular mode to promoted as a key way in which modal shift from road or rail can be achieved. There are four different intermodal types used for rail movements, the main ones being ISO containers, swap bodies, piggyback and rolling road. This report will be summarised of the general purpose of intermodal transport and the key characteristics for each intermodal type mentioned above. Second will be highlighting their relative strengths and weaknesses and identifying the typical markets for intermodal transport. Third, will be given a brief overview of the existing intermodal market in the European Union. Then, will create action plan containing for the short-term and long-term to develop European intermodal transport activity. Finally, some conclusions. THE PURPOSE OF INTERMODAL TRANSPORT The simple concept of Intermodal transport the goods are usually located in a container that is created to store various products and be moved with no effort from one point to another, (S. Brian, 2016, p.219). Intermodal transport on other hand refers to liking the two appropriate modes in conjunction to formulate an incorporate transport chain, designed to achieving operationally efficient, cost-effective and delivery of goods in an environmentally sustainable method from their point of origin to their ending, (D. Lowe, 2006, p.1). The loading unit, reliant on the method in used, may be a swap body, container, complete road vehicle or a separated articulated semi-trailer. The objective of these modes here is to transferred from one mode to another is an important aspect of the intermodal transportation, (D. Lowe, 2006, p.21). The purpose of transportation is to moving goods for short, medium or long distances in large quantities by road, rail and collecting or distribute, (Arnold, P ., Pierre et al, 2004, pp.255-270). CHARACTERISTICS OF THE INTERMODAL TRANSPORT Following those definitions of intermodal transport, the characteristic of the intermodal transport should be cited. First, all intermodal transport is not only a mode of transport, like trucks or railways are, but is an idea for establishing the logistics chain. As bundling is an important component of generating competent and effective transport chains, the character of intermodal transport permit this feature, (Joseph S. Szyliowicz et al, 2016, p.22) The intermodal transport method of transportation of goods and incorporated into standardised loadings, such as semi-trailers, ISO containers and/ or swap-bodies, between their dispatchers they are collected and receivers where they are delivered, which are situated on both end of a given freight transport access to the market. The dispatchers and receivers are typically large or small size but huddled logistics centres, warehouses freight terminal and or manufacture plants. The arrangement combines at minimum two transport modes, rail and road in this situation- whose vehicle fitting at the intermodal road and rail terminal, where they swap loading units, using transhipment services and equipment according to the process. The goods receivers can be in the warehouse and could be shippers or should stay for short time at the intermodal terminals, i.e. to be unloading from the incoming trucks and loading onto the outgoing characteristics of intermodal freight transport or Long Intermod al Freight Trains at the receive side, and vice versa, at the shipper side, (J., Milan., 2008). The road transport mode is the complement and challenging the alternative delivery loading units door-to-door principally by trucks, in most cases, without the middle transhipment and loading. Nevertheless, in some aspects, loading at depots along the route, as well as transfer the loading units by different vehicles, which suggests both their unloading and loading, can also take place, (J., Milan., 2008). STRENGTHS AND WEAKNESSES ISO containers Strengths Weaknesses It is strong and resilient to carriers all heavy, tall or hard to load material such as vehicle, trucks, trains, etc. out of railway container transport Swap bodies Strengths Weaknesses It fit on the road train, and contribute a similar space as a conventional road train. Fits on a semi-trailer chassis. Offers the same interior space as a conventional semi-trailer used. Use for international transport in Europe. Short transposition over the road and port operation. Weak support legs. Source: Adapted from: (International Transport Forum, 2009, p.121) Piggyback Strengths Weaknesses Strong to transport vehicle, trailers and containers every way. Operation in diverse type of services including groupage, packing and track. Dependent with another trailer to be lifted on to a rail flatcars. Can transportation container with high volume, example larger ISO container, etc. Rolling road Strengths Weaknesses Ease and rapidly to loading and unloading the goods. Investment requires for the terminals. Geographical restriction access. The condition of different regions could not be the similar and not comparable. THE TYPICAL MARKETS FOR INTERMODAL TRANSPORT In Europe, intermodal transport has grown significantly; typically, with such operation as the French and German road-rail systems, which transportation ISO containers, swap bodies, piggyback and use Rolling road between ports and inland destination, (D. Lowe, 2006, p.12). The intermodal transport mode is efficient to use the unit-load system and proficient of transfer between road, rail and other transport modes, and which permits for the collection of loads by delivery without trans-shipment or repacking of the consignment itself. The normal loading unit take the form of any road-going semi-trailers conforming to standard dimension and designed to be piggybacked aboard rail waggons, or more habitually, swap bodies and shipping containers build to international ISO standards which are completely transposable between a diversity of road vehicle combinations, sea-going ships, rail waggons and river and canal barges. In all situations, the load remains complete and secure within the loading unit which is lifted or transferred by exclusive equipment into the hold of a ship, a canal barge, rail wagon and then back to a road vehicle at the end of the trunk-haul leg of the journey (D. Lowe, 2006, p.3). Such intermodal system offers greater flexibility for the client, who may be either the consignor or the beneficiary, by permitting the goods to be loaded or unloaded at customer premises in a conventional manner without changing the present practices applied to national or international. It also promises to see the freight securely packed and wrapped in an intermodal loading unit, the customer knows that it will not be bothered again until it delivers the goods its final destination it is the responsibility of a groupage load, (D. Lowe, 2006, p.3). The main benefits of unit-load intermodal transport are: Long journeys the cost is lower. In certain circumstances delivery time is fast, in particular, cases require to be assesse as individually process. A diminution in road congestion, a main advantageous factor in these modern time. Some dangerous products are safer for the transit. Overview of the existing Intermodal transport market in the European Union In general, the new intermodal operator are found in the northern part of Europe and particular in the lager market for hinterland transport of maritime containers related to the ports of Hamburg, Bremerhaven, Rotterdan and Antwerp. The ports themselves have also demonstrated their interest in hinterland transport by rail. In the case of Germany, for instance, the port operator HHLA has bought 50 per cent of transfracht from DB. These initiatives all aim at cherry-picking EIT: they do not capture new market shares from road transport, but rathe existing intermodal services. P. (9) TitleJ. W. Konings (2008) The Future of Intermodal Freight Transport: Operations, Design and Policy, Transport Economics, Management and Policy Series, Editors-Hugo Priemus, Peter Nijkamp, Publisher-Edward Elgar Publishing, p. (9), 360 pages, [Online], https://books.google.co.uk/books, [Accessed 15/03/17] Because of growing freight traffic and an increasing imbalance in the use of the various transport modes and infrastructure, the transport system in the European Union is showing signs of inefficiency from a socio-economic point of view. Increasingly, freight transport appears as a source of environmental and social costs to its citizens. Intermodal freight transport provides transport for consolidated loads such as containers, swap-bodies and semi trailers by combining at least two modes (European Commisson, 2002). In Europe, intermodal freight transport has frequently been seen as a potentially strong competitor to road transportation and to be environmentally friendlier in many contexts.1 Its development to date, however, has not confirmed such expectations. For example, during 1990-1999, European intermodal freight transport grew steadily from an annual volume of about 119 to about 250 billion t-km2 with an increase in its market share volumes from about 5%-9%.3 This was mainly due to enhancement of operations in Trans-European corridors of 900-1000 km that carried about 10% of the tonnage. (J. Milan, 2007) Janic, M., 2007. Modelling the full costs of an intermodal and road freight transport network. Transportation Research Part D: Transport and Environment, 12(1), pp.33-44 Overview of the existing Intermodal transport market in the European Union 2. A concise overview of the existing intermodal market in the European Union, including discussion of the key statistics relating to trends in activity. You must ensure that you focus on the most important information (20% of marks) intermodal transport market in the European Union, discussion of the key statistics relating to trends in activity. overview of the existing intermodal market in the European Union discussion of the key statistics relating to trends in activity the most important information Discussion of the key statistics relating to intermodal transport market activity in the European Union Development European Intermodal activity in 5 years and more than 5 years the opportunities and barriers relating to its implementation   Original action plan containing for 5 years and more than 5 years to develop European intermodal transport activity and assess the opportunities and barriers 3. An original action plan containing specific actions for the short-term (i.e. within 5 years) and long-term (i.e. more than 5 years) to develop European intermodal activity. For each action, you must justify the reason for its inclusion in the plan and assess the opportunities and barriers relating to its implementation. In developing the action plan, you should prioritise actions so as to gain maximum benefit in each time period (40% of marks) European intermodal activity with ISO containers, swap bodies, piggyback and Rolling road development in 5 years and more than 5 years plan opportunities and barriers Conclusion: The development of intermodal freight is regarded as a key way in which rail can achieve a greater share of the freight transport market, but the limitations of official datasets make it difficult to develop a strong appreciation of the characteristics of existing intermodal flows References: Arnold, P., Peeters, D. and Thomas, I., 2004. Modelling a rail/road intermodal transportation system. Transportation Research Part E: Logistics and Transportation Review, 40(3), pp.255-270. David L. (2006), Intermodal Freight Transport, Publisher-Routledge, p.1,304 pages, [Online], https://books.google.co.uk/books, [Accessed,10/03/17]. European Conference of Ministers of Transport (1998) Report on the Current State of Combined Transport in Europe, Source OECD.: Transport, Publisher-OECD Publishing, p. (34), 168 pages, [Online], https://books.google.co.uk/books, [Accessed, 15/03/17] International Transport Forum (2009) Intermodal Transport National Peer Review: Turkey: National Peer Review: Turkey, Publisher-OECD Publishing, p.121, 196 pages, [Online], https://books.google.co.uk/books, [Accessed,14/03/17]. Joseph S. S., Luca Z., Genserik L.L. R., Dawna L. R., (2016), Multimodal Transport Security: Frameworks and Policy Applications in Freight and Passenger Transport, Publisher-Edward Elgar Publishing, (p.22), 328 pages, [Online], https://books.google.co.uk/books, [Accessed, 13/03/17]. Janic, M.., (2008) An assessment of the performance of the European long intermodal freight trains (LIFTS). Transportation Research Part A: Policy and Practice, 42(10), pp.1326-1339. Slack, B., (2016), Intermodal transportation, Sustainable Railway Futures: Issues and Challenges, Routledge, New York, pp.219-231.

Defining Culture Essay

How can you define culture? What is intercultural communication? How much does the same language used by native and non-native speakers vary? This paper would attempt to answer. Three sources on the subject matter will be used. These are: Jan Blommaert’s â€Å"How much culture is there in intercultural communication? †, â€Å"Talking a Person into Interethnic Distinction: a Discourse Analytic Case Study† by Volker Hinnenkamp and â€Å"Rapport Management Theory and Culture† by Helen Spencer-Oatey. In the first article, Blommaert focused on what theory or theories in the science of linguistic would be most useful to obtain an accurate analysis of intercultural communication as well as the role to the study of linguistics plays in the study of intercultural communication. The author began the article with the thesis that the study of intercultural communication will pose challenges in the science of linguistics due to two reasons. One of these reasons is that each communication by two parties from two different cultures would have certain features that would make it unique that it would need a specific methodology and theory to be elaborated for every communication that occurs. The second reason is that the study of intercultural communication would need the knowledge of other branches of the social sciences such as social psychology and anthropology for it to be properly analyzed (13). Two concepts were used by the author in order to answer the questions stated in the article. The first is that culture is fundamental in the study of intercultural communication, and the primary cause for communication conflicts that may rise in intercultural communication. The author coined this as the â€Å"culture collide perspective. † This is because when two parties belonging to different culture groups meet, their cultures also come across and eventually collide with each other. One example provided by the author to support this is the conflict present in politics. The author considered this perspective as a crude approach in understanding intercultural communication since this concept follows that intercultural communication only occurs when conflict is present in the process and in order for the communication to be successful; the culture of any one of the parties involved would need to be managed. The concept is also seen by the author as ethnocentric in nature in that it assumes that one culture in the intercultural communication process is more superior to the other. Furthermore, it fails to take into consideration the fact that one or both parties involved will try to adjust to the situation prevent intercultural communication conflicts (Blommaert, 14, 17-20). The second concept analyzed in the article is that culture is incorporated into the communication process, depending on the circumstances surrounding the parties involved and represented clearly and without reservation during the process. This makes culture as not only a vital component to the identity of the parties involved, but the situation surrounding the communication in general (Blommaert, 21-22). Based on the information obtained, Blommaert concluded that the non-objective approach is the most appropriate linguistic method to be used in the analysis for intercultural communication. Furthermore, the study of linguistics in intercultural communication should be able to represent a collaborative accord between parties from different cultures (30). The second article is a case study an intercultural communication scenario between a Turk and a German. The case study aimed to show how communication problems arise when two parties communicate using a language which the native to one party and foreign to another as a result of on how the experiences of each party affect how they interpret the message being sent (Hinnenkamp, 91). According to Hinnenkamp, the culture of an individual affects various aspects of the communication process such as the degree of interaction permitted, how often will an individual will allow the other to respond, what topics to discuss, how direct he or she can be in addressing or questioning the other party, and their obligations in reference to their status. Should any of these aspects are not met; one or both parties would attempt to â€Å"repair† the communication by neutralizing and restoring the normative order as dictated by culture who considers the language being used as its native language. This is most exemplified in intercultural communication when an individual speaks in a language that is not native to him or her where the individual tries various methods like mimicking in order to make himself or herself understood (106, 108). The third article focused more on the reactions of the receiver of the message in a communication process. The article aimed to identify factors that affect the judgment of an individual involved interpersonal communication (Spencer-Oatey, 336-337). Spencer-Oatey defined culture as an indistinct collection of attitudes, beliefs, assumptions and values shared by a group of people which influence an individual’s behavior and how the individual views another’s behavior which has a major impact in scenarios where intercultural issues are present (338-339). Contrary to Blommaert’s statement, the author believes that culture is not always manifested depending on the situation when intercultural communication is present. She stated that on some occasions, certain very deep-seeded cultural traits will manifest itself in the intercultural communication process regardless if the situation makes it conducive or not (340). This is because individuals have the freedom to choose whether to uphold, modify or abandon his or her cultural practices when communicating. Culture, then is not manifested in a single encounter. Rather, it becomes only apparent when patterns in communicating develop (342). She did, however, agree that what goes on in an intercultural communication cannot be accurately predicted (345). In the article, John Gumperz specified the variation that occurs in intercultural communication between a native and non-native speaker are the â€Å"different conventions of communication, different speech styles, narrative patterns, in short, the deployment of different communicative repertoires† (qtd. in Spencer-Oatey, 343). The author concluded the article stating that more research is needed in order to fully understand intercultural communication. Unlike Blommaert who recommended that further research must concentrate in being able to gain an agreement between parties in the communication process to occur (30), Spencer-Oatey stated that in order to understand the process, the research should be continuous since intercultural communication occurs in relationships that have spanned for a long period of time (346). To summarize, intercultural communication refers to the interaction between two parties belonging to two different cultures where the culture of each party is manifested in the communication process depending on the length of time the interaction has been taking place and the situation surrounding the communication activity. Culture was defined in the texts as a vague group of attitudes, beliefs, behavioral principles, assumptions and values shared by a group of individuals that influence their conduct as well as how they interpret the behavior another. Finally, certain variations occur in intercultural communication between a native to the language being used and a non-native using the same language in order to be understood by the other. These variations include mimicking, speech styles and narrative patterns. Works Cited

City Symphony Orchestra - 870 Words

Case: City Symphony Orchestra The City Symphony Orchestra is a branch of the Center for Performing Arts. It performs regular concerts throughout the year and has been reasonably profitable in the past. However, in recent years, concert attendance has been declining and the Orchestra is looking for ways to boost attendance. The traditional customers of the Orchestra have been the older and more affluent segment of the population that live in the suburbs. The recent boom in the high-tech sector, however, has created an affluent population that is younger and has different musical tastes. This younger affluent group prefers to live in the city rather than commute from the suburbs. Older people concerned about crime in the downtown†¦show more content†¦Since this is a new direction with no prior sales history, the director of the Orchestra, Sarah Bernhardt, is concerned about the certainty of ticket sales. She has asked the box office manager to provide some sense of how sure he is that 141,000 tickets can be sold. She wanted to know the range of ticket sales so she could assess the risk the Orchestra faces. The box office manager has provided the following additional information. CITY SYMPHONY CASE EXHIBITS Table 1 City Symphony—Proposed Season Concert Type Average Ticket Price Number of Nights Tickets Sold Variable Cost/Night Beethoven Brahms $35 30 30,000 25,000 Mozart 30 30 45,000 27,500 Contemporary Pop 20 30 66,000 30,000 Total 90 141,000 Total Fixed Costs $1,000,000 Table 2 City Symphony—Range of Sales for Current Mix* Ticket Sales Probability of sales 100,000 15.00% 120,000 30.00% 140000 40.00% 160,000 15.00% 100.00% Table 3 City Symphony—Alternate Proposal Concert Type Average Ticket Price Number of Nights Tickets Sold Variable Cost/Night Beethoven Brahms $35 20 20,000 25,000 Mozart 30 30 45,000 27,500 Contemporary Pop 20 40 88,000 30,000 Total 90 153,000 *The probability distributions in Tables 2 and 4 represent a simplification. 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High Quality Method Of Instruction Essay - 1304 Words

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