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Shifting from fossil fuels to clean alternative fuel options such as hydrogen is an essential step in decarbonising the road freight transport sector and facilitating an efficient transition towards zero-emissions goods distribution of the future. Designing an economically viable and competitive Hydrogen Supply Chain (HSC) to support and accelerate the widespread adoption of hydrogen powered Heavy Goods Vehicles (H 2 -HGVs) is, however, significantly hindered by the lack of the infrastructure required for producing, storing, transporting and distributing the required hydrogen. This paper focuses on a bespoke design of a hydrogen supply chain and distribution network for the long-haul road freight transportation in the UK and develops an improved end-to-end and spatially-explicit optimisation tool to perform scenario analysis and provide important first-hand managerial and policy making insights. The proposed methodology improves over existing grid-based methodologies by incorporating spatially-explicit locations of Hydrogen Refuelling Stations (HRSs) and allowing further flexibility and accuracy. Another distinctive feature of the method and the analyses carried out in the paper pertains to the inclusion of bulk geographically agnostic, as well as geological underground hydrogen storage options, and reporting on significant cost saving opportunities. Finally, the curve for H 2 -HGVs penetration levels, safety stock period decisions, and the transport mode capacity against hydrogen levelized cost at pump have been generated as important policy making tools to provide decision support and insights into cost, resilience and reliability of the HSC. [ABSTRACT FROM AUTHOR]

Programme CYCLAMEN was initiated to manage the risk of non-conventional terrorism in the United Kingdom following Al-Qaeda's attacks against the United States in 2001. Under Programme CYCLAMEN, the UK developed a border monitoring capability to detect and deter the illicit cross-border movement of radiological and nuclear materials by malicious non-state actors. This paper examines the development of border monitoring technologies before and after 9/11 with a focus on Programme CYCLAMEN using two models of state response to terrorism. Under the Control Model, state agencies seek to manage the risk associated with terrorism through disruption of terrorist activities. Under the Regulatory Model, actions are conceptualised as safeguarding public health and safety from various sources of risk including terrorism. The Regulatory Model is found to be dominant before 9/11 but the Control Model dominated thereafter and Programme CYCLAMEN is best understood as emanating from the Control Model. However, earlier action under the Regulatory Model shaped later consideration of this particular border-based protective security measure. This paper explores this shaping process and concludes that the Regulatory Model is under-considered as a model of state response to terrorism. [ABSTRACT FROM AUTHOR]

Copyright of Ingegneria Ferroviaria is the property of Ingegneri Ferroviari and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Governments, industry and academia are paying high attention to autonomous vehicles and platooning, due to their high potential to transform public and private transport and reduce carbon emissions generated by road transport. The road freight sector is expected to be an early adopter of the autonomous technology due to the potential cost reduction for logistics companies. However, despite the expected fuel savings and polluting emission reductions due to truck platooning, actual benefits would strongly depend on the adopted technology and the operational conditions of the system. This paper investigates the potential for truck platooning to reduce carbon emissions from road freight, presenting a series of scenarios that vary by adoption rates, operational models and platoon size. Scenarios were co-designed with freight stakeholders to build a Truck Platooning Roadmap (2025–2050), considering a specific case study: the UK. Polluting emissions and related external costs are calculated across the different scenarios. Results show that there is high uncertainty for the adoption of truck platooning, with a potential first phase involving a small pool of low-automated trucks, and a second phase with a larger pool of high-automated trucks, reflecting higher economic and environmental benefits. A series of other technological and policy considerations are presented to support policymakers to draw a zero-carbon road freight strategy. [ABSTRACT FROM AUTHOR]

Rail has increased its share of the British freight market in the past decade. One particular growth market has been intermodal traffic, where consignments are carried in unit loads (i.e. containers and swap bodies): these accounted for one-fifth of rail freight volumes in 2006/07. In this paper, the key trends are identified, considering both port and domestic services. A critical component of the rail system in allowing further development is the availability and capability of rail terminals. An analysis of terminal provision has been conducted, examining the relationship between the development of intermodal terminals and service provision, and identifying the key challenges for the future. [ABSTRACT FROM AUTHOR]

Between 1997 and 2004, gross domestic product increased in real terms in the UK by one‐fifth, while the volume of road freight movement remained stable. This suggests that the long‐awaited decoupling of economic and freight transport growth has begun, possibly leading to a new era of sustainable logistics. This paper reviews previous research on the decoupling issue and recent trends in gross domestic product/freight tonne‐km elasticities in Europe and the USA. It then examines 12 possible causes of the observed decoupling in the UK using published statistics from a wide range of British and European sources. This analysis indicates that around two‐thirds of the decoupling is due to three factors whose impact can be quantified: the increased penetration of the British road haulage market by foreign operators, a decline in road transport’s share of the freight market, and real increases in road freight rates. Several other factors, most notably the relative growth of the service sector, the diminishing rate of centralization, and the off‐shoring of manufacturing, appear to be having a significant effect, though this finding cannot be measured on the basis of available statistics. The paper concludes that, while the decoupling is in the right direction from a public policy standpoint, the net environmental benefits are likely to be quite modest. [ABSTRACT FROM AUTHOR]

A new measure, "overall vehicle effectiveness" (OVE), is proposed to aid improvements in the UK road transport system. OVE is designed to reflect the importance of the road freight transport industry to the UK's sustainable development strategy, and to leverage transport providers' profitability. The paper's main contribution is the definition of OVE and five transport losses based on a performance metric from the lean paradigm. A case study tested OVE with an output of 54%. Subsequent discussion derives an estimate of a 70% OVE target for the company. Further research is recommended to test OVE in the UK with statistically significant studies. [ABSTRACT FROM AUTHOR]

• A two-stage stochastic model is proposed for a sustainable intermodal transport. • The model enhances network resilience by preparedness and recovery initiatives. • The model incorporates various environmental and social sustainability metrics. • Potential benefits of consolidation strategies in intermodal freight are assessed. • A new solution method based on Lagrangian relaxation and inequalities is developed. Intermodal freight transport plays a pivotal role in addressing the challenges posed by global warming. The incorporation of consolidation strategies within intermodal transport networks introduces specific challenges that can exacerbate vulnerability to disruptions. This paper presents a two-stage stochastic optimization model that aims to enhance the sustainability and resilience of intermodal transport networks in the face of unexpected disruptions, while also harnessing the potential benefits of consolidation strategies. The proposed model incorporates various environmental and social sustainability metrics, including greenhouse gas emissions, noise pollution, and traffic congestion. An efficient solution methodology grounded in Lagrangian relaxation and valid inequalities is developed to deal with the inherent complexities of the proposed model. Real data from the UK's transportation system is employed to validate the effectiveness of the proposed approach. The case study exemplifies the application of the proposed model in generating practical insights for transport managers and policymakers to help them identify where to prioritize investments across the transport network. Most notably, we find that allocating a mere 0.4% of the total cost to preparedness and recovery initiatives can yield a substantial reduction of approximately 4.7% in total costs. Likewise, we find that even a modest investment in consolidation initiatives can result in remarkable cost savings of up to 34 times of the initial investment. [ABSTRACT FROM AUTHOR]

The proportion of lorry-kilometres run empty in the UK declined by 11% between 1982 and 1993, yielding significant economic and environmental benefits. This paper examines possible reasons for this trend and identifies five contributory factors: the lengthening of lorry journeys, increasing number of drops per trip, expansion of load-matching services, growth in the reverse flow of packaging material/handling equipment and greater effort by shippers to obtain return loads. Original survey data are used to classify and rank the different types of return loading in which manufacturers and retailers engage. Company responses suggest that backloading is likely to increase significantly, though still be subject to numerous constraints. The paper examines these constraints in detail and suggests ways in which they might be relaxed. The development of supply chain management, advances in vehicle routeing software and increasing road transport costs are likely to promote more balanced vehicle loading. [ABSTRACT FROM AUTHOR]

With the amalgamation of Britain's rail network in 1923, the role of the Railway Clearing House (RCH) in co-ordinating, operating and commercial decision making might have been expected to diminish. Instead the Clearing House secretariat extended its involvement in pricing and co-ordination between the ‘big four’ railway companies and even became the basis for the new nationalised industry in 1947. This paper explores the RCH as a venue for discussion and negotiation, where routines were articulated and codified, extending those within individual railway companies. In so doing, the RCH is revealed as an extension of the managerial hierarchy of each separate firm. [ABSTRACT FROM PUBLISHER]

Purpose - The purpose of this paper is to refine a logistics triad uncertainty model taking a supply chain perspective, to determine and assess the different causes and sources of supply chain uncertainty that impact on the sustainability of the UK road freight transport sector. Design/methodology/approach - To clarify the link between sustainability and transport uncertainty, a methodological triangulation strategy is applied combining the results of eight focus groups and an online structured questionnaire. Findings - The findings indicate that the main drivers impacting the sustainability of transport operations are delays, variable demand/poor information, delivery constraints and insufficient supply chain integration. The consequence of these problems is to reduce the efficiency of transport operations. Research limitations/implications - The model has been refined based only on participants' perceptions. Therefore, the finding should also be verified through the investigation of real-world situations. Moreover, the transport uncertainty model needs to be incorporated within a wider business process re-engineering approach to evaluate solutions to reduce transport uncertainty within supply chains. Practical implications - The findings further strengthen the understanding of the main uncertainty sources within supply chains in the UK. The internal root causes of uncertainty can be mitigated while external issues have to be accommodated; therefore, mitigation techniques, methods and strategies for reducing external and internal supply chain uncertainty in transport operations need to be identified through the research. Originality/value - This paper determines the industry perceived economic and environmental risks associated with transport operations in four UK sectors. [ABSTRACT FROM AUTHOR]

Purpose - This paper examines the diversification of services and activities by freight forwarders in the UK. Following similar studies conducted in the USA, the paper analyses the trends towards service and revenue diversification that has been observed in this sector. Design/methodology/approach - The study is based on a survey of 100 UK-based freight forwarders-based and empirically tests the firms' respective revenue generation structures, as well as the range of services offered. The survey is complemented by semi-structured interviews at a further four companies in order to provide additional contextual explanations of the empirical findings. Findings - The results show that diversification appears to be closely related to both company size and a diversified asset base. The motivation for diversification stems mainly from a perceived erosion of the traditional freight forwarding revenue streams, as companies are seeking higher profit margins outside their traditional core business, while addressing the increasingly comprehensive needs of their customers at the same time. The findings show that, although diversification is much less prominently seen in their revenue structures, companies are quite diverse in terms of the services offered. Service diversification was found to be a strategy predominantly followed by the larger companies with wider asset bases. Practical implications - The freight forwarding industry is experiencing significant volatility as a result of technological advances, regulatory changes, customer pressures and increased competition. This study provides the empirical clarification needed for freight forwarding companies to derive a business strategy appropriate to their respective settings. Original/value - Previous studies have largely reported findings from research conducted in North America, which features a structurally very different population of freight forwarders and logistics operators. This study presents the status quo and trends of diversification in the UK, which features a population of considerably smaller firms and thus requires a different decision framework towards adopting a diversification strategy. [ABSTRACT FROM AUTHOR]

The benchmarking of freight transport efficiency is a key element in the UK government's sustainable distribution strategy. In recent years, the government has sponsored several road transport benchmarking exercises. This paper summarises the results of the second major key performance indicator (KPI) survey of road transport in the food supply chain carried out in 2002. This survey took the form of a synchronised audit of the efficiency of 53 vehicle fleets over a 48-hour period. Five sets of KPIs were monitored relating to vehicle fill, empty running, fuel efficiency, vehicle time utilisation and deviations from schedule. A composite index of energy intensity was calculated to assess the combined effect of vehicle utilisation and fuel efficiency on operating costs and CO 2 emissions. Analysis of the KPI data revealed wide variation both within and between industry sub-sectors. Some of this variation was attributable to differences in the nature of the distribution operation. There was also evidence that some companies could achieve significant improvements in transport efficiency by emulating current best practice within their particular sub-sector. The paper concludes with a review of the limitations of this research and recommendations for future surveys of this type. [ABSTRACT FROM AUTHOR]

This paper examines the development of road freight transport operations to, from, and within London, from medieval times to the present. Until the twentieth century, road transport was the dominant mode within London but was less important for goods moved between the rest of the country and the capital. However, since the mid-twentieth century, road transport has also dominated goods movements to and from London, mainly through technological developments in goods vehicle speed and size. Since the introduction of a Mayor of London in 2000, there has been much interest in the efficiency and sustainability of road freight transport measures at a London level. Analysis suggests that present day journeys from London generate approximately four times fewer vehicle miles per tonne lifted than in the 1830s and nine times fewer than in the 1690s. [ABSTRACT FROM AUTHOR]

Since rail privatization the performance of passenger services has received considerable publicity and comment, but that of the rail freight industry has received scant attention. The freight operators, industry planners and regulators, and governments have proclaimed it a ‘success story’ and advanced ambitious growth targets. This paper evaluates the overall performance of rail freight and argues it has been, at best, disappointing. The projected growth figures for rail freight are wildly optimistic. [ABSTRACT FROM PUBLISHER]

Copyright of International Journal of Maritime History is the property of Sage Publications, Ltd. and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Twice over the past 30 years Britain has suffered severe paralysis of its road freight system. This paper explores the likely consequences of a complete cessation of trucking services over the period of a week, By analysing inventory levels, lead times, dependence on road transport and opportunities for substitution in critical sectors, it forecasts a rapid rate of economic collapse. [ABSTRACT FROM AUTHOR]

Purpose - The aim is to examine the recent trend in empty running by trucks in the UK and assesses the potential for a further reduction in empty running in the food supply chain using a new technique. Design/methodology/approach - Data from the UK Government's main road freight survey and other studies are used to investigate the causes of the decline in empty running. Previous attempts to quantify opportunities for backloading are reviewed. The 2002 KPI Survey in the UK food supply chain created a large multi-fleet database of over 20,000 trips, which permitted retrospective analysis of backloading opportunities. A method was devised to screen these opportunities against four selection criteria and assess the overall potential for cutting empty truck-kms. Findings - Suitable backloads were found for only 2.4 per cent of the empty journey legs, representing 2 per cent of empty truck-kms. The analysis highlights the operational constraints on backloading in a sector characterised by short average trip length, tight scheduling and variable use of refrigeration. Research limitations/implications - The analysis provides a more accurate and realistic assessment of backloading potential than previous studies, though is still deficient in several respects. The main shortcomings relate to the sampling method and structure of the Transport KPI Survey. The analytical framework requires further development to refine backload search areas, incorporate commercial data and permit sensitivity analysis. Originality/value - The paper shows how retrospective analysis of road deliveries made over a short period (48 hour) can identify opportunities for backloading at a sectoral level. It combines government statistics and original survey data to provide both a macro- and micro-level perspective on the empty running problem. [ABSTRACT FROM AUTHOR]

The paper addresses the use of Life Cycle Assessment as a tool for analysing freight transport activity in product supply chains. Published works that have assessed freight transport energy use in supply chain operations are reviewed and their results summarized. A case study of the energy use in the supply chains for jeans sold in both the UK and France is presented. The results of this case study indicate that the location from which cotton is sourced can have a major impact on the total energy used in commercial transport in the jeans supply chain. However, overall, this has a limited impact on the total energy used in producing and supplying jeans. This is because the vast majority of total energy used in the supply chain is consumed during cotton cultivation, denim production and jeans manufacture. The work also demonstrates that the amount of energy used by consumers transporting jeans to their homes by car can be greater than the total commercial transport energy used in the supply chain (per kg of jeans transported). [ABSTRACT FROM AUTHOR]

This paper reports on ongoing research into the potential for rail freight service developments to achieve a significant modal shift away from road towards more sustainable modes of transport for freight movements. It is based on the analysis of comprehensive databases of rail freight flows in Great Britain in 1991 and 1997, a period in which there has been dramatic upheaval of rail freight services. This reveals that traffic volumes in early 1997 were still below those in early 1991, but that many new flows were beginning to manifest themselves as a result of traffic gains by the newly privatized operators who have been actively seeking new custom. Some of these flows are ones that were lost from rail during the period of decline, but it is clear that a significant volume of traffic gained is entirely new to rail. Finally, the need for more research on the interactions between these supply-side developments and logistical restructuring is highlighted. [ABSTRACT FROM AUTHOR]

This paper analyses aggregate time-series data to estimate the direct rebound effect in UK road freight over the period 1970–2014. We investigate 25 different model specifications, conduct a comprehensive set of diagnostic tests to evaluate the robustness of these specifications and estimate the rebound effect using three different elasticities. Using the mean of the statistically significant estimates from these specifications, we estimate a direct rebound effect of 61% - which is larger than previous estimates in the literature and almost twice as large as the consensus estimate of direct rebound effects in road passenger transport. Using the mean of the estimates from our most robust models, we estimate a slightly lower direct rebound effect of 49%. Our estimates are fairly consistent between different model specifications and different metrics, although individual estimates range from 21% to 137%. We also find that an increasing proportion of UK road freight is being undertaken by foreign registered vehicles, and that increases in the vehicle weight limits have encouraged more freight activity. We highlight the significant limitations imposed by the use of aggregate time series data and recommend that further studies in this area employ data from vehicle use surveys. [ABSTRACT FROM AUTHOR]

Road freight transport performs a vital service function within urban areas, yet it is also perceived as a cause of many problems such as energy use, pollution, noise, damage to roads and congestion. This paper begins by considering the importance of urban road freight transport and its scale and impact in urban areas in Britain. A case study of road freight transport in London is included. The case study has been undertaken to help illustrate the composition of road freight transport in Britain's capital city, to indicate the importance of freight traffic (in comparison with other motorised road traffic) and to attempt to estimate its effects. This includes quantification of total vehicle activity, energy use and emissions by freight vehicles in London. Within the case study a number of possible freight transport strategies are modelled in order to examine the extent to which they could potentially reduce the negative impacts of London's road freight transport. [ABSTRACT FROM AUTHOR]

Unmanned vehicles have become a part of everyday life, not only in the air, but also at sea. In the case of sea, until now this usually meant small platforms operating near shores, usually for surveying or research purposes. However, experiments with larger cargo vessels, designed to operate on the high seas are already being carried out. In this context, there are questions about the threats that this solution may pose for other sea users, as well as the safety of the unmanned vehicle itself and the cargo or equipment on board. The problems can be considered in the context of system reliability as well as the resilience to interference or other intentional actions directed against these objects—for example, of a criminal nature. The paper describes the dangers that arise from the specificity of systems that can be used to solve navigational problems, as well as the analysis of the first experiences of the authors arising from the transit of an unmanned surface vessel (USV) from the United Kingdom to Belgium and back, crossing the busiest world shipping route—the English Channel. [ABSTRACT FROM AUTHOR]

Evaluating supply chain system improvements and international economic integration patterns to changes in expenditure requires urgent attention from short to long-term supply chain disruption review. Following the United Kingdom's exit from the European Union, the UK and the global economies have been affected. Brexit has affected sectors that rely on cross-border commerce with EU countries, while services that require face-to-face interaction have been negatively impacted by Covid 19. For example, the Roll on Roll off (RoRo) ferry sector has suffered tremendously from the Covid 19 pandemic, which restricts people's travel, and Brexit, which results in the UK having a geographical barrier with the rest of the EU continent. The study examines the ferry RoRo market, maritime links, and its viability in the face of Brexit and the Covid issue between the United Kingdom and short-sea shipping connections with Ireland and continental Europe. Understanding the market is critical since roll-on roll-off (Ro-Ro) traffic plays a significant part in the movement of products between the UK and the EU. Adopting a method mapping provided a defined research paradigm for this study. Mixed-method design technique, a branch of multiple methods research, was employed, resulting in a better understanding of the research topic. The findings demonstrate that nations and the RoRo freight supply chain network have been significantly impacted. However, continuous measures are implemented to ensure continuous freight movement. The study obtained data from 14 respondents and was statistically analysed. The results demonstrate that an organisation's capacity to manage these disturbances significantly impacts its survivability. It also indicates that the government's awareness of the implications of Brexit and Covid 19 significantly determines the impact on organisations. This research concludes that the impact on organisations is minimal, notwithstanding the effects of Brexit and Covid. However, owing to uncertainties, continuous methods for continuous freight transit should be implemented, together with an adequate flow of information. [ABSTRACT FROM AUTHOR]

Over the past decade there has been significant pressure to minimise emissions and safety risks related to commercial driving. This pressure to meet the triple bottom line of cost, environment, and society has often resulted in the rapid application of vehicle technologies designed to mitigate undesired effects. Often the cognitive and behavioural effects of technologies on the commercial driver have not received in-depth analysis to determine comprehensive viability. As such, this paper aims to identify a timescale for implementation for future technologies for UK road freight, and likely associated human factors issues, improving upon the currently employed 'trial-and-error' approach to implementation which may carry high economic, environmental, safety-related risk. Thought experiments are carried out to broadly explore these future systems. Furthermore, this work aims to examine whether technology alone will be enough to meet future CO2 reduction targets, and assess the role of behavioural and systems interventions for future research. [ABSTRACT FROM AUTHOR]

This paper applies the concept of resilience to the rail freight industry, taking a regional perspective and considering the disturbances that have affected demand over a six year period from 2015 to 2021. This contrasts with many existing studies relating to rail freight which look at managerial factors or only consider short term disruptions. To overcome issues with data availability, four sample weeks were surveyed using online data sources, supplemented by secondary sources. Using the Cardiff Capital Region in Great Britain as an example, we show how the rail freight industry is particularly affected by disturbances in other sectors, due to the connecting role it plays, but also that some new growth paths have emerged. The number of trains operated decreased by 30% over the six year period, with significant declines in coal and automotive traffic following the closure of sources for freight. By contrast, intermodal has seen growth, due to wider economic conditions as well as policy disturbances. The study builds on existing rail freight research, the resilience perspective effectively highlighting that external disturbances affect demand over the long term. Such insights are valuable for regional transport policy makers, who often lack awareness of freight and logistics, as well as practitioners in engaging with regional bodies. [ABSTRACT FROM AUTHOR]

Abstract: This paper examines road freight transport activity and its relationship with facility location, logistics management and urban form through an analysis of 14 selected urban areas in the UK. Improved understanding of this relationship will assist planners when making transport and land use decisions. The findings suggest that several geographical, spatial and land use factors have important influences on freight activity in urban areas. Commercial and industrial land use patterns affect the types and quantities of goods produced, consumed, and hence the total quantity of freight transport handled. This also influences the distances over which goods are moved and by what specific mode. There has been relatively low growth in warehousing in many of the selected areas over the last decade compared to the national average as well suburbanisation of warehousing in some locations. This affects the origin and destination of journeys visiting these facilities and typically increases the distance of such journeys. A greater proportion of road freight has been shown to be lifted on internal journeys in large urban areas than in smaller ones. Journeys within urban areas have been shown to be less efficient than journeys to and from the urban area in the 14 locations studied due to the much smaller average vehicle carrying capacities and lower lading factors for journeys within urban areas. The length of haul on journeys to and from urban areas studied was found to be greatest for those areas with a major seaport and/or which were geographically remote. This affects the road freight transport intensity of goods transport journeys. [Copyright &y& Elsevier]

Abstract: Using information gathered from some 30 UK surveys undertaken over the last 15years, this paper provides planners with an understanding of road-based urban retail freight transport activity. The findings suggest that the average High Street business could expect up to 10 core goods and 7.6 service visits per week, in non-peak trading periods with 25% additional activity during the build up to Christmas. Vans (‘light goods vehicles’) were the dominant mode, responsible for 42% of delivery activity with a mean dwell time of 10min. Where possible, load consolidation should be encouraged by methods such as Delivery and Servicing Plans and using out-of-town freight consolidation centres to bring in goods over the last mile in shared vehicles. Where this is not possible, loading bay monitoring and control, and preferred lorry routes can help manage the movement of vehicles in and out of dense urban areas. Service vehicle activity is a significant contributor to urban freight movements and often requires vehicles to be parked close to the premises being served. Centrally coordinating elements of service provision (e.g. for cleaning, equipment maintenance, recyclate collection), or providing improved, more flexible parking provision for service vehicles could be as or more beneficial in reducing overall freight impacts than focusing on core goods deliveries. In the case of the latter, ‘pay-as-you-leave’ car park charging systems could encourage short-stay service vehicles to park off-street. [Copyright &y& Elsevier]

Abstract: Freight pipelines represent a novel way for the movement of freight transport and offer an alternative to conventional transport modes. The aim of this paper is to examine the potential for this transport mode within the UK and Europe. Firstly, the latest technological developments are identified, building on the last major review by . There is then an analysis of the policy landscape towards freight pipelines, as successful implementation will require the support of policy makers. Finally, some of the major benefits and issues with freight pipelines are highlighted. We conclude that there are still opportunities for the use of freight pipelines, but that further research is yet required to fully understand the supply chain, logistics and other related activities that the introduction of this technology may influence. This is because systems which are presently in commercial operation have exhibited excellent characteristics, although they have not been more widely adopted. [Copyright &y& Elsevier]

Road freight transport is one of the major contributors to greenhouse gas and air pollutant emissions. Hence, it is increasingly regulated in urban areas to reduce its impact on the environment and human health. The rich data available from telematics has the potential to provide high-resolution information, yet research has not been conducted to understand, evaluate, and ultimately improve the operation and impacts of urban road freight. This paper demonstrates the role of vehicle telematics data in enabling quantitative assessment of the impacts of urban freight transport for the effective management of relevant policies. We present a comprehensive data-driven approach that provides a robust quantitative evaluation and applies it to a case study of the London Lorry Control Scheme (LLCS) policy in UK. We show that, for the studied freight operator, the LLCS policy affects their drivers' route choice both inside and outside the restricted hours. The spatio-temporal distributions of different parameters including traffic speeds, fuel economy and emissions at different times of the day are compared and analyzed. The results indicate that the unintended consequences of urban freight transport policies can include an extra 15% vehicle-km traveled per trip and 12% liter of fuel consumed per trip. [ABSTRACT FROM AUTHOR]

This paper reports on the management of export physical distribution in the United Kingdom. The approaches that are used by exporters can be categorized into 3 types depending upon the exporter's relationship with his forwarder. One approach, labelled the traditional approach, is being superseded by two other approaches where a logistics-type system has been introduced. The change from the traditional to the more widely adopted of the two evolved approaches is explained by a life cycle model. The changes identified have significant implications especially for the forwarding industry. [ABSTRACT FROM AUTHOR]

Copyright of Journal of International Trade & Arbitration Law / Uluslararasi Ticaret ve Tahkim Hukuku Dergisi is the property of Journal of International Trade & Arbitration Law / Uluslararasi Ticaret ve Tahkim Hukuku Dergisi and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The businesses of developed Europe-transporting freight by a more advantageous mix of ships, trains, and horses-encountered logistic barriers to trade lower than those in the sparsely populated United States. Economically integrated, compact northwest Europe was a multinational market space larger than the United States, and, arguably, as open to interstate commerce as the contemporary American domestic market. By the early twentieth century, the First European Integration had enabled its manufacturers to build more than half the world's giant plants-many more than in the United States-as variously required by factor endowments, consumer demand, and scale economies. [ABSTRACT FROM AUTHOR]

Copyright of International Journal of Maritime History is the property of Sage Publications, Ltd. and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

It is a paradox that Britain's rail industry is now leading Europe in terms of growth in passengers and freight, while policy has been tightly focused on cost management and performance reliability. The author looks beyond these two good management principles to set out a strategy for the rail sector, and outlines how it can address issues of national economic competitiveness. [ABSTRACT FROM AUTHOR]