Freight Forwarder's Intermediary Role in Multimodal Transport Chains: A Social Network Approach (Contributions to Management Science)

Freight Forwarder's Intermediary Role in Multimodal Transport Chains: A Social Network Approach (Contributions to Management Science) Review

In this book, the business of international freight forwarding is examined from both a theoretical and empirical point of view with a special emphasis on multimodal transport chains, including sea or air transport operations. In such contexts, the freight forwarder is always considered "The Architect of Transport", but this intermediary role seems to be largely neglected in research to date. Therefore, relevant concepts from economic theory and economic sociology are employed to produce both an intermediary and a network perspective of freight forwarding in order to provide a better understanding of this kind of transportation business. Furthermore, its intermediary role in such inherent network structures is explored by mapping relationship patterns in a stylized model framework applied to a questionnaire-based sample collected among freight forwarders engaged in such multimodal transport chains in Germany (especially from Hamburg, Bremen and Bremerhaven) as well as in Austria in 2003.

Transport metabolism, social diversity and equity: The case of Sao Paulo, Brazil [An article from: Journal of Transport Geography]

Transport metabolism, social diversity and equity: The case of Sao Paulo, Brazil [An article from: Journal of Transport Geography] Review

This digital document is a journal article from Journal of Transport Geography, published by Elsevier in . The article is delivered in HTML format and is available in your Amazon.com Media Library immediately after purchase. You can view it with any web browser.

Description:
The movement of people in space implies the consumption of resources such as time, space, money and energy, as well as the production of negative externalities such as accidents, pollution and congestion. Some of these effects have been analyzed on an aggregate level by comparing regions in the world, a set of selected cities and different geographical areas in a particular city. The analysis of data on a more disaggregate level that considers the differences in the cause and continuance of negative transport externalities among social classes and groups living in a particular city in the developing world is rare. This paper uses the Sao Paulo Metropolitan Region (SPMR) 1997 origin-destination (OD) survey to investigate such phenomenon by taking advantage of the fact that data are divided according to six levels of household income. Results refer to mobility patterns in workable days. The main conclusions are that although people at the lowest income level spend a high share of their income on transport, they have a very low overall mobility and contribute almost nothing to transport externalities. At the other extreme, the two highest income groups that use cars intensively invest much more time, space and money to travel around and so contribute to transport externalities 8.4-15.2 times more than the lowest income group. Such large differences challenge current transport policies in developing countries and call both for a reassessment of assumptions and principles as well as for opposition to the propagation of myths that have sustained such inequitable policies.