THE IMPACT OF INFORMATION AND
COMMUNICATION TECHNOLOGY ON ROAD FREIGHT
TRANSPORTATION
Ryuichi YOSHIMOTO Toshinori NEMOTO, Ph.D.
Senior Researcher Professor
Systems Research & Development Institute of Japan Graduate School of Commerce and Management
Tokyo, Japan Hitotsubashi University
Tokyo, Japan
(Received February 7, 2005)
Surveying the recent trend toward e-commerce and computerization in the trucking industry, this paper establishes a framework for analyzing
the impact of information and communication technology on road freight transportation in terms of commerce, logistics and fleet management, and
proposes hypothetical mechanisms of influence. The authors note that the rapid growth of e-commerce and freight fleet management systems make
it difficult to arrive at firm, statistics-based conclusions about their impact on road freight transportation, but suggest that more sophisticated govern-ment management of transportation demand as well as freight fleet management systems could cancel out the negative impact of e-commerce on
road transportation.
Key Words:EC (Electronic Commerce), EDI, Logistics, ITS (Intelligent Transportation Systems), FFMS (Freight Fleet Management Systems)
1. INTRODUCTION
E-commerce is growing as the cost of information
and communication equipment, as well as communica-tion fees, fall and the number of Internet users rises. Al-though e-commerce liberates sellers from the need to
maintain a store, and buyers from the need to visit one,
it requires the delivery of goods from seller to buyer. This
has led some to argue that e-commerce will increase road
freight transportation and lead to worse urban road con-gestion
1
.
At the same time, other research suggests that in-formation and communication technology (ICT) will have
a positive effect on traffic. For example, once e-com-merce has reached a certain level of diffusion there may
be reduced use of private vehicles for shopping
2
and more
efficient joint delivery systems based on shared opera-tional information that work to prevent an increase in traf-fic volume
3
.
Research focusing on ICT’s impact on passenger
and freight transportation has existed for some time
4
but
the recent rapid growth of e-commerce, computerization
of truck transportation providers and trends in e-govern-ment make necessary the establishment of a new analyti-cal framework. This paper establishes a framework for
analyzing the impact of ICT on road freight transporta-tion in terms of commerce, logistics and fleet management,
and proposes hypothetical mechanisms of influence.
2. A FRAMEWORK FOR EVALUATING THE
INFLUENCE OF ICT
2.1 Developments in ICT
In recent years, the cost of personal computers and
peripherals has dropped sharply even as their processing
power and storage capacity have skyrocketed. Likewise,
as the growth of broadband and always-on Internet con-nections illustrates communication fees continue to drop
even as connection speeds increase. The lower cost and
higher functionality of information and communication
systems has had a profound effect in increasing the popu-lation of Internet users and fostering the growth of e-com-merce.
In the transportation field, Intelligent Transportation
Systems (ITS) like car navigation systems and VICS (Ve-hicle Information and Communication System), which
provides drivers with traffic information, have begun to
find their way into private vehicles. For commercial ve-hicles it is now easy to track the location of vehicles and
freight using GPS, and apply such information to the op-timization of travel routes and freight arrival times. In
addition, great promise is also seen for the use of elec-tronic tags (RFID) and Dedicated Short Range Commu-nication (DSRC) systems such as the ETC system used
to collect highway tolls.
Internet-accessible mobile phones have rapidly be-come commonplace and, together with their ability also
IATSS RESEARCH Vol.29 No.1, 2005 • 17
THE IMPACT OF COMPUTERIZATION ON ROAD FREIGHT TRANSPORTATION R. YOSHIMOTO, T. NEMOTO
to use e-mail messaging services, are used to find road
traffic information. Business uses for such phones include
everything from management of a salesperson’s sched-ule to logistics applications like photographing the inside
of a shipping container with the internal digital camera
and sending the image overseas to show how an item was
packaged. In fact, by the end of September 2004 the num-ber of mobile phone users had reached 89 million. The
total number of GPS-equipped mobile phones sold
through 2003 is estimated to have been roughly 12 mil-lion.
2.2 Logistics system stakeholders
E-commerce is defined as “doing business over the
Internet” and includes business-to-customer (B2C) trans-actions like those at Internet bookstores as well as busi-ness-to-business (B2B) transactions. To enable a closer
examination of the role of logistics-related e-commerce
we further divide businesses (B) into shippers (manufac-turers, wholesalers and retailers) (S) and logistics service
providers (such as transportation, fowarding and ware-housing companies) (L). Generally when people refer to
B2B they mean S2S. ICT has the greatest impact on lo-gistical efficiency at the point between the logistics ser-vice provider and the shipper (L2S) where the shipper
purchases logistics services. In looking at the impact of
ICT on logistics we must specify the relationships be-tween the stakeholders, including government (G) as well
as the above-mentioned S, L and C(Fig. 1).
Consumers
(C)
Shippers
(S)
Governments
(G)
Logistics
service
providers
(L)
B2C
Businesses
C2B
B2G
G2B
S2L L2S C2G G2C
C2C
S2S
L2L
G2G
Fig. 1 Logistics system stakeholders
Shippers include both consigners and consignees,
who share a concern with minimizing the lead time be-tween receipt of an order and delivery of goods, reduc-ing the opportunity cost that accompanies fluctuations of
supply and demand and maximizing the profit associated
with the sale of goods. Some shippers make a point to
conduct logistics functions in-house in order to gain a
competitive advantage. In general, however, there is a
growing trend toward outsourcing such functions to lo-gistics service providers as a way to reduce costs.
To meet shipper demands, logistics service provid-ers try to minimize logistics costs (transportation costs
and storage costs as well as general management costs
including information processing). Meanwhile, growing
demand from shippers for services such as time-specific
delivery, temperature control and cargo tracking works
to increase such costs.
Consumers seek to maximize their consumer sur-plus by purchasing what they want at low cost. While cost
is an important factor in consumer satisfaction, consum-ers are willing to bear a certain additional cost if they can
obtain the items they want in a timely manner. Mean-while, consumers who live along major roads bear the
effects of traffic congestion, traffic accidents and envi-ronmental degradation such as air and noise pollution.
Needless to say, they would prefer that such problems
were alleviated and a more pleasant urban environment
maintained.
In general, government is assumed to seek maxi-mization of social welfare (overall benefits minus over-all costs). While e-commerce and logistics are private
sector activities, government involvement is appropriate
in areas such as providing public funds to support trans-portation and information infrastructure projects, adopt-ing regulations to ensure safety, internalization of external
costs, efficient and appropriate resource allocation and the
fair income distribution.
2.3 The impact of ICT on logistics systems
Information and communication technologies, par-ticularly the growth of the Internet and ITS, are having a
variety of effects on logistics systems
5
. Such effects can
be divided into three categories(Fig. 2).
(1) The Internet increases B2B and B2C transactions,
leading to greater transportation demand (e-com-merce).
(2) The Internet and ITS create more sophisticated mar-kets for L2S and L2L transactions and promote freight
consolidation (e-logistics).
(3) ITS promotes optimization of fleet management based
on traffic and other real-time information, leading to
better transportation efficiency (e-fleet management).
THE COMPUTERIZATION OF TRANSPORTATION: Sophisticated Systems Incorporating IT in the Mobility of People and Goods
18• IATSS RESEARCH Vol.29 No.1, 2005
Internet
(mobile)
B2B, B2C
transaction
(e-commerce)
S2L, L2L
transaction
(e-logistics)
logistics operations
(e-fleet mgnt)
ITS
Fig. 2 ICT and logistics system
E-commerce changes the supply chain; it enables
manufacturers, wholesalers and retailers to perform trans-actions directly with consumers. As a result, small and
mid-sized companies in outlying areas can sell their prod-ucts directly to consumers overseas. The change affects
not only B2C but also B2B transactions. The Internet of-fers a means of dealing with small and mid-sized firms
while at the same time offering a means to find the low-est-cost provider of mass-produced items.
E-logistics, that is, e-commerce in logistics services
markets, is expected to increase competition by adding
the potential business partners and enabling wide-rang-ing searches for cost information. As competition grows
fiercer, weaker logistics services providers will be weeded
out or reorganized. At the same time, the tendency to re-duce costs by outsourcing in-house logistics operations
to outside providers can be expected to continue.
As competition heats up, logistics services provid-ers will have to work to reign in costs even as they work
to meet shipper demands for services such as time-spe-cific delivery and temperature control. E-fleet manage-ment – fleet management that implements ITS – can
contribute to greater transportation efficiency. The
clearest example is GPS-based vehicle tracking systems.
Further efficiency can be expected from the use of ve-hicle and freight-specific data culled from Dedicated
Short Range Communication (DSRC) systems and elec-tronic tags (RFID) in combination with route planning
based on road traffic information and digital road maps.
3. THE IMPACT OF ICT ON ROAD FREIGHT
TRANSPORTATION
ICT exerts an effect on road freight transportation
through the development of e-commerce, e-logistics and
e-fleet management. Here, in addition to offering some
hypotheses concerning ICT’s impact and the role of gov-ernment, we examine data that addresses whether some
of these trends are already underway, measuring road
freight transportation in tons, ton-km, vehicle-km and
urban vehicle-km. In general, increases in freight trans-portation volume in tons and ton-km are accompanied
by increases in vehicle-km and urban vehicle-km but pri-vate-sector efforts such as joint delivery and government
introduction of road pricing may work to limit increases
in vehicle-km and urban vehicle-km.
3.1 Hypothesis: E-commerce will increase consumer
demand
E-commerce creates consumer demand that may
lead to higher demand for freight transportation. Con-sumer demand is believed to rise because of the spread
of the Internet means saving in transaction cost that lead
to lower prices, careful B2C marketing that leads to bet-ter matching of products with consumer needs, and in-creased value-added that changes in the amount the
consumer is willing to pay.
Turning now to some related statistical data, e-com-merce is still growing, from nine trillion yen in 1998 to
82 trillion yen in 2003 (Fig. 3). E-commerce can be di-vided into a seventy-seven trillion yen B2B market and
a four trillion yen B2C market, with the mobile B2C mar-ket for transactions through mobile phones growing es-pecially fast. Nevertheless, despite the nine-fold growth
in e-commerce during the five years since 1998, house-hold consumption expenditure has fallen in each of those
years, suggesting that e-commerce has not caused an in-crease in consumption expenditure.
3.2 Hypothesis: E-commerce will foster increased
orders for logistics providers, particularly parcel
delivery services
E-commerce will reduce shipping volume. Trans-portation to retail stores has generally been by pallet or
returnable container. E-commerce creates a need to ship
a variety of items as individual units. Furthermore, the
fickle consumer wants immediate delivery. Unable to
cope with theses demands, more and more shippers who
have conducted their own logistics operations in-house
are outsourcing to logistics services providers, particularly
the parcel delivery services.
Increased demand for parcel delivery could increase
market concentration in the hands of a few major trans-portation companies. Most smaller transportation compa-nies rely on chartered transport and lack the network of
IATSS RESEARCH Vol.29 No.1, 2005 • 19
THE IMPACT OF COMPUTERIZATION ON ROAD FREIGHT TRANSPORTATION R. YOSHIMOTO, T. NEMOTO
sales offices needed to combine numerous smaller clients
or the truck terminals with sorting operations necessary
to conduct trunk route operations. As with such facilities
networked, special services like inspection, cargo track-ing and return and repair are only available from the ma-jor players.
Statistics demonstrate the increasing role of logistics
service providers. The share of vehicle-km freight traffic
volume accounted for by commercial trucks has steadily
increased, from 17.6% in 1980 to 34.4% in 2001 (Table
1). Commercial vehicles carry mixed loads so they also
have a higher loading ratio than private vehicles. The in-crease in commercial vehicles should lead to an increase
in transportation efficiency and reduction in traffic in
terms of vehicle-km. In practice, however, traffic volume
in terms of vehicle-km was already increasing in the
1980s even before e-commerce due to smaller lot ship-ping and time-specific delivery, an increase too great to
be offset entirely by the rising share of commercial ve-hicles.
Parcel delivery has increased at a rate of 10% an-nually from 1.8 billion parcels in 1998 to 2.8 billion in
2003, but it is impossible to know what share of the
freight originated in e-commerce. Overall freight traffic
demand in Japan in tons or ton-km is falling. Seen by
mode, however, there is a slight rise in automotive ton-km, although it is difficult to draw conclusions about any
relationship to e-commerce or the growth in parcel de-livery services.
3.3 Hypothesis: E-logistics can reduce the volume of
freight transportation
Schemes to match cargos and trucks are nothing
new. Logistics service providers have long communicated
Table 1 Freight traffic in Japan in terms of vehicle-km, ton-km and tons
Freight Traffic in Vehicle-km
Freight Traffic Freight Traffic
Billion Vehicle-km Commercial Trucks PrivateTrucks in Ton-km in Tons
(%) (%) (Billions) (Millions)
1980 136 17.6 82.4 179 5,318
1985 139 22.1 77.9 206 5,048
1990 159 26.6 73.4 274 6,114
1995 166 30.6 69.4 295 6,017
2000 165 34.2 65.8 313 5,774
2001 164 34.4 65.6 313 5,578
Source: http://www.mlit.go.jp/
Note: Freight traffic in vehicle-km excludes special kind vehicles and small trucks.
internet
contents
contents exclusive
for IMPs
internet
(including extra-net)
internet mobile phone (IMP) net
E-commerce : 81,856 billion yen
(including B2C: 4,424 billion yen)
mobile B2C commerce: 777 billion yen
desk-top
personal
computers
mobile
phones
note-book
personal
computers
IMPs with
micro-browsers
Source: http://www.eom.or.jp
Fig. 3 E-commerce in Japan in 2003
THE COMPUTERIZATION OF TRANSPORTATION: Sophisticated Systems Incorporating IT in the Mobility of People and Goods
20• IATSS RESEARCH Vol.29 No.1, 2005
over the phone to cooperate in finding backhaul freight
for empty trucks. Recently such efforts have moved to
the Internet and now even involve shippers directly. Load
efficiency can be improved and loaded miles increased
through joint pick-up and delivery systems involving
multiple shippers. Internet-based systems for joint pick-up and delivery are now being adopted by logistics ser-vices providers and shippers.
Internet-based systems for matching cargos and
trucks underwent something of a boom and increased rap-idly a few years ago but the simple information-sharing
sites and freight charge auction sites have largely disap-peared. Today, only those systems for matching cargos
and trucks that operate between qualified logistics ser-vices providers remain in active use. Among websites run
by shippers’ logistics subsidiaries (non-asset based sys-tems) are companies that provide third-party logistics
(3PL) services in conjunction with inventory management
and distribution processing.
Unfortunately, there are many obstacles to actual
operations and few examples of successful joint pick-up
and delivery systems are to be found. It is particularly dif-ficult to determine cost and profit in such collaborations
and maintain an equitable distribution among partner
firms handling differing volumes of freight
6
. In addition,
it is difficult for parcel delivery services, for which pick-ups double as sales and marketing calls, to defer work to
others.
3.4 Hypothesis: ITS will improve transportation ef-ficiency
Dispatch centers can access road traffic information
as they direct deliveries and routings. This increases their
accuracy in predicting vehicle arrival times and improves
their ability to respond quickly and accurately to customer
inquiries. Recently, compilations of GPS data have en-abled route selection and coordination of departure times
by day and time that improve the accuracy of arrival
times. Real-time road traffic information is available not
only at dispatch centers but also to drivers through mo-bile phones. Drivers are now able to contact customers
directly.
Automatic Vehicle Identification/Automatic Equip-ment Identification (AVI/AEI) is also expected to con-tribute to improved transportation efficiency and security.
For example, a trailer could be automatically identified,
given permission to enter a container yard and instructed
where to drop its load. The ISO is standardizing data dic-tionary and message sets in anticipation of an interna-tional, inter-modal freight tracking system.
That many trucking companies are small and mid-sized has prevented the spread of ICT. Usage has finally
increased, however, with the recent availability of inex-pensive, high-speed, always-on Internet access in offices
and the development of vehicle-side applications incor-porating GPS and packet communication. In the four
years starting in 2000, there were a total of 37,400 ve-hicles equipped with GPS-based tracking systems and
another 86,000 (including 9,200 units of hybrid type with
GPS) equipped with digital tachographs that provide
speed and other information to improve driving safety and
economy, for a total of 114,200 vehicles
7
(Table 2).
Table 2 Diffusion of in-vehicle equipment
Year GPS Digital Tachograph
2000 4,100 12,000
2001 12,600 29,000
2002 21,400 53,000
2003 37,400 86,000
Source: Yano Research Institute (2004)
3.5 Hypothesis: Transportation demand can be
managed through government investment in in-formation infrastructure
As the ICT is applied to logistics operations for
shippers and logistics service providers, attention is turn-ing to the role of government. In particular, there is a need
to develop databases of digital road maps and road traf-fic information systems as a form of public infrastructure.
Development of inexpensive, easy-to-use databases would
lead the private sector to develop various e-logistics and
e-fleet management services
8
.
There is also a need for government to better regu-late transportation demand through information and com-munication technology. Applications might include
monitoring of hazardous materials transport or guiding
vehicles along low-risk routes using vehicle identifica-tion and mobile communication systems. This could con-tribute to improved safety and response in the event of
natural disaster or accident. Road pricing schemes could
be adopted that vary the amount charged based on ve-hicle type and level of congestion. Environmental road
pricing that directs large trucks, at a discount, to routes
with a lower environmental impact on the surrounding
area is being implemented on roads such as Tokyo’s Met-ropolitan Expressway.
The hypotheses described above can be summarized
as shown in Figure 4, which depicts how freight volume
measured in tons, ton-km, vehicle-km and urban vehicle-
IATSS RESEARCH Vol.29 No.1, 2005 • 21
THE IMPACT OF COMPUTERIZATION ON ROAD FREIGHT TRANSPORTATION R. YOSHIMOTO, T. NEMOTO
km is influenced by other factors. Arrows marked with a
“+” indicate a direct increasing relationship between one
variable and the other, while those marked with a “-” in-dicate an inverse relationship.
4. CONCLUSIONS
Information and communication technologies are
having an enormous influence on road freight transpor-tation. This paper has established a framework for evalu-ating their impact not only in terms of e-commerce but
also in terms of the computerization of the logistics mar-ket and the increasing sophistication of fleet management
systems.
The broad impact of ICT on road freight transpor-tation combines a trend toward increase caused by the
growth in e-commerce with a trend toward decrease
caused by improved transportation efficiency. A dearth
of concrete examples and statistical data, however, makes
it difficult to reach clear conclusions about the overall
impact of ICT at the current time. In particular, it is im-possible to determine the degree to which e-commerce
has increased the volume of parcel delivery and road
freight transportation. There is a need for further moni-toring of trends in the development of information and
(e-commerce)
(e-logistics)
(e-fleet management)
(e-government)
ICT
internet
ITS
&
Information
Infra
e.g.
digital map,
traffic info,
Electronic
Registration
Identification
Transportation
Demand
Management
e.g.
monitoring
dangerous
goods,
road
pricing
freight
ton
ton-km
vehicle-km
vehicle-km
in urban areas
passenger car
vehicle-km
more value
added products
substituting
shopping trips
global
procurement
small-sized/
JIT delivery
outsourcing
logistics
milk-run
pick-up/delivery
urban
consolidation
optimized routing
more efficient transaction
internet EDI (B2B)
cyber mall (B2C)
more customized products
information sharing (B2B)
one-to-one marketing (B2C)
new business model
reverse auction (C2B)
auction (C2C)
advanced logistics market
matching cargos and trucks (S2L, L2L)
cooperative delivery system (L2L)
more efficient transaction
courier, 3PL,4PL (L2S)
delivery & collection points (L2L)
more efficient logistics operation
route planning (L2L)
cargo tracking (L2S)
+ : increasingeffect – : decreasingeffect
+
+
+
+
+
+
+
+
–
–
–
–
–
–
–
–
–
–
–
Fig. 4 Impacts of ICT on logistics system
communication technology as well as the latest efforts by
shippers and logistics providers, and for continued obser-vation and evaluation of the changes in road freight trans-portation that result.
Terjemahan
COMMUNICATION TECHNOLOGY ON ROAD FREIGHT
TRANSPORTATION
Ryuichi YOSHIMOTO Toshinori NEMOTO, Ph.D.
Senior Researcher Professor
Systems Research & Development Institute of Japan Graduate School of Commerce and Management
Tokyo, Japan Hitotsubashi University
Tokyo, Japan
(Received February 7, 2005)
Surveying the recent trend toward e-commerce and computerization in the trucking industry, this paper establishes a framework for analyzing
the impact of information and communication technology on road freight transportation in terms of commerce, logistics and fleet management, and
proposes hypothetical mechanisms of influence. The authors note that the rapid growth of e-commerce and freight fleet management systems make
it difficult to arrive at firm, statistics-based conclusions about their impact on road freight transportation, but suggest that more sophisticated govern-ment management of transportation demand as well as freight fleet management systems could cancel out the negative impact of e-commerce on
road transportation.
Key Words:EC (Electronic Commerce), EDI, Logistics, ITS (Intelligent Transportation Systems), FFMS (Freight Fleet Management Systems)
1. INTRODUCTION
E-commerce is growing as the cost of information
and communication equipment, as well as communica-tion fees, fall and the number of Internet users rises. Al-though e-commerce liberates sellers from the need to
maintain a store, and buyers from the need to visit one,
it requires the delivery of goods from seller to buyer. This
has led some to argue that e-commerce will increase road
freight transportation and lead to worse urban road con-gestion
1
.
At the same time, other research suggests that in-formation and communication technology (ICT) will have
a positive effect on traffic. For example, once e-com-merce has reached a certain level of diffusion there may
be reduced use of private vehicles for shopping
2
and more
efficient joint delivery systems based on shared opera-tional information that work to prevent an increase in traf-fic volume
3
.
Research focusing on ICT’s impact on passenger
and freight transportation has existed for some time
4
but
the recent rapid growth of e-commerce, computerization
of truck transportation providers and trends in e-govern-ment make necessary the establishment of a new analyti-cal framework. This paper establishes a framework for
analyzing the impact of ICT on road freight transporta-tion in terms of commerce, logistics and fleet management,
and proposes hypothetical mechanisms of influence.
2. A FRAMEWORK FOR EVALUATING THE
INFLUENCE OF ICT
2.1 Developments in ICT
In recent years, the cost of personal computers and
peripherals has dropped sharply even as their processing
power and storage capacity have skyrocketed. Likewise,
as the growth of broadband and always-on Internet con-nections illustrates communication fees continue to drop
even as connection speeds increase. The lower cost and
higher functionality of information and communication
systems has had a profound effect in increasing the popu-lation of Internet users and fostering the growth of e-com-merce.
In the transportation field, Intelligent Transportation
Systems (ITS) like car navigation systems and VICS (Ve-hicle Information and Communication System), which
provides drivers with traffic information, have begun to
find their way into private vehicles. For commercial ve-hicles it is now easy to track the location of vehicles and
freight using GPS, and apply such information to the op-timization of travel routes and freight arrival times. In
addition, great promise is also seen for the use of elec-tronic tags (RFID) and Dedicated Short Range Commu-nication (DSRC) systems such as the ETC system used
to collect highway tolls.
Internet-accessible mobile phones have rapidly be-come commonplace and, together with their ability also
IATSS RESEARCH Vol.29 No.1, 2005 • 17
THE IMPACT OF COMPUTERIZATION ON ROAD FREIGHT TRANSPORTATION R. YOSHIMOTO, T. NEMOTO
to use e-mail messaging services, are used to find road
traffic information. Business uses for such phones include
everything from management of a salesperson’s sched-ule to logistics applications like photographing the inside
of a shipping container with the internal digital camera
and sending the image overseas to show how an item was
packaged. In fact, by the end of September 2004 the num-ber of mobile phone users had reached 89 million. The
total number of GPS-equipped mobile phones sold
through 2003 is estimated to have been roughly 12 mil-lion.
2.2 Logistics system stakeholders
E-commerce is defined as “doing business over the
Internet” and includes business-to-customer (B2C) trans-actions like those at Internet bookstores as well as busi-ness-to-business (B2B) transactions. To enable a closer
examination of the role of logistics-related e-commerce
we further divide businesses (B) into shippers (manufac-turers, wholesalers and retailers) (S) and logistics service
providers (such as transportation, fowarding and ware-housing companies) (L). Generally when people refer to
B2B they mean S2S. ICT has the greatest impact on lo-gistical efficiency at the point between the logistics ser-vice provider and the shipper (L2S) where the shipper
purchases logistics services. In looking at the impact of
ICT on logistics we must specify the relationships be-tween the stakeholders, including government (G) as well
as the above-mentioned S, L and C(Fig. 1).
Consumers
(C)
Shippers
(S)
Governments
(G)
Logistics
service
providers
(L)
B2C
Businesses
C2B
B2G
G2B
S2L L2S C2G G2C
C2C
S2S
L2L
G2G
Fig. 1 Logistics system stakeholders
Shippers include both consigners and consignees,
who share a concern with minimizing the lead time be-tween receipt of an order and delivery of goods, reduc-ing the opportunity cost that accompanies fluctuations of
supply and demand and maximizing the profit associated
with the sale of goods. Some shippers make a point to
conduct logistics functions in-house in order to gain a
competitive advantage. In general, however, there is a
growing trend toward outsourcing such functions to lo-gistics service providers as a way to reduce costs.
To meet shipper demands, logistics service provid-ers try to minimize logistics costs (transportation costs
and storage costs as well as general management costs
including information processing). Meanwhile, growing
demand from shippers for services such as time-specific
delivery, temperature control and cargo tracking works
to increase such costs.
Consumers seek to maximize their consumer sur-plus by purchasing what they want at low cost. While cost
is an important factor in consumer satisfaction, consum-ers are willing to bear a certain additional cost if they can
obtain the items they want in a timely manner. Mean-while, consumers who live along major roads bear the
effects of traffic congestion, traffic accidents and envi-ronmental degradation such as air and noise pollution.
Needless to say, they would prefer that such problems
were alleviated and a more pleasant urban environment
maintained.
In general, government is assumed to seek maxi-mization of social welfare (overall benefits minus over-all costs). While e-commerce and logistics are private
sector activities, government involvement is appropriate
in areas such as providing public funds to support trans-portation and information infrastructure projects, adopt-ing regulations to ensure safety, internalization of external
costs, efficient and appropriate resource allocation and the
fair income distribution.
2.3 The impact of ICT on logistics systems
Information and communication technologies, par-ticularly the growth of the Internet and ITS, are having a
variety of effects on logistics systems
5
. Such effects can
be divided into three categories(Fig. 2).
(1) The Internet increases B2B and B2C transactions,
leading to greater transportation demand (e-com-merce).
(2) The Internet and ITS create more sophisticated mar-kets for L2S and L2L transactions and promote freight
consolidation (e-logistics).
(3) ITS promotes optimization of fleet management based
on traffic and other real-time information, leading to
better transportation efficiency (e-fleet management).
THE COMPUTERIZATION OF TRANSPORTATION: Sophisticated Systems Incorporating IT in the Mobility of People and Goods
18• IATSS RESEARCH Vol.29 No.1, 2005
Internet
(mobile)
B2B, B2C
transaction
(e-commerce)
S2L, L2L
transaction
(e-logistics)
logistics operations
(e-fleet mgnt)
ITS
Fig. 2 ICT and logistics system
E-commerce changes the supply chain; it enables
manufacturers, wholesalers and retailers to perform trans-actions directly with consumers. As a result, small and
mid-sized companies in outlying areas can sell their prod-ucts directly to consumers overseas. The change affects
not only B2C but also B2B transactions. The Internet of-fers a means of dealing with small and mid-sized firms
while at the same time offering a means to find the low-est-cost provider of mass-produced items.
E-logistics, that is, e-commerce in logistics services
markets, is expected to increase competition by adding
the potential business partners and enabling wide-rang-ing searches for cost information. As competition grows
fiercer, weaker logistics services providers will be weeded
out or reorganized. At the same time, the tendency to re-duce costs by outsourcing in-house logistics operations
to outside providers can be expected to continue.
As competition heats up, logistics services provid-ers will have to work to reign in costs even as they work
to meet shipper demands for services such as time-spe-cific delivery and temperature control. E-fleet manage-ment – fleet management that implements ITS – can
contribute to greater transportation efficiency. The
clearest example is GPS-based vehicle tracking systems.
Further efficiency can be expected from the use of ve-hicle and freight-specific data culled from Dedicated
Short Range Communication (DSRC) systems and elec-tronic tags (RFID) in combination with route planning
based on road traffic information and digital road maps.
3. THE IMPACT OF ICT ON ROAD FREIGHT
TRANSPORTATION
ICT exerts an effect on road freight transportation
through the development of e-commerce, e-logistics and
e-fleet management. Here, in addition to offering some
hypotheses concerning ICT’s impact and the role of gov-ernment, we examine data that addresses whether some
of these trends are already underway, measuring road
freight transportation in tons, ton-km, vehicle-km and
urban vehicle-km. In general, increases in freight trans-portation volume in tons and ton-km are accompanied
by increases in vehicle-km and urban vehicle-km but pri-vate-sector efforts such as joint delivery and government
introduction of road pricing may work to limit increases
in vehicle-km and urban vehicle-km.
3.1 Hypothesis: E-commerce will increase consumer
demand
E-commerce creates consumer demand that may
lead to higher demand for freight transportation. Con-sumer demand is believed to rise because of the spread
of the Internet means saving in transaction cost that lead
to lower prices, careful B2C marketing that leads to bet-ter matching of products with consumer needs, and in-creased value-added that changes in the amount the
consumer is willing to pay.
Turning now to some related statistical data, e-com-merce is still growing, from nine trillion yen in 1998 to
82 trillion yen in 2003 (Fig. 3). E-commerce can be di-vided into a seventy-seven trillion yen B2B market and
a four trillion yen B2C market, with the mobile B2C mar-ket for transactions through mobile phones growing es-pecially fast. Nevertheless, despite the nine-fold growth
in e-commerce during the five years since 1998, house-hold consumption expenditure has fallen in each of those
years, suggesting that e-commerce has not caused an in-crease in consumption expenditure.
3.2 Hypothesis: E-commerce will foster increased
orders for logistics providers, particularly parcel
delivery services
E-commerce will reduce shipping volume. Trans-portation to retail stores has generally been by pallet or
returnable container. E-commerce creates a need to ship
a variety of items as individual units. Furthermore, the
fickle consumer wants immediate delivery. Unable to
cope with theses demands, more and more shippers who
have conducted their own logistics operations in-house
are outsourcing to logistics services providers, particularly
the parcel delivery services.
Increased demand for parcel delivery could increase
market concentration in the hands of a few major trans-portation companies. Most smaller transportation compa-nies rely on chartered transport and lack the network of
IATSS RESEARCH Vol.29 No.1, 2005 • 19
THE IMPACT OF COMPUTERIZATION ON ROAD FREIGHT TRANSPORTATION R. YOSHIMOTO, T. NEMOTO
sales offices needed to combine numerous smaller clients
or the truck terminals with sorting operations necessary
to conduct trunk route operations. As with such facilities
networked, special services like inspection, cargo track-ing and return and repair are only available from the ma-jor players.
Statistics demonstrate the increasing role of logistics
service providers. The share of vehicle-km freight traffic
volume accounted for by commercial trucks has steadily
increased, from 17.6% in 1980 to 34.4% in 2001 (Table
1). Commercial vehicles carry mixed loads so they also
have a higher loading ratio than private vehicles. The in-crease in commercial vehicles should lead to an increase
in transportation efficiency and reduction in traffic in
terms of vehicle-km. In practice, however, traffic volume
in terms of vehicle-km was already increasing in the
1980s even before e-commerce due to smaller lot ship-ping and time-specific delivery, an increase too great to
be offset entirely by the rising share of commercial ve-hicles.
Parcel delivery has increased at a rate of 10% an-nually from 1.8 billion parcels in 1998 to 2.8 billion in
2003, but it is impossible to know what share of the
freight originated in e-commerce. Overall freight traffic
demand in Japan in tons or ton-km is falling. Seen by
mode, however, there is a slight rise in automotive ton-km, although it is difficult to draw conclusions about any
relationship to e-commerce or the growth in parcel de-livery services.
3.3 Hypothesis: E-logistics can reduce the volume of
freight transportation
Schemes to match cargos and trucks are nothing
new. Logistics service providers have long communicated
Table 1 Freight traffic in Japan in terms of vehicle-km, ton-km and tons
Freight Traffic in Vehicle-km
Freight Traffic Freight Traffic
Billion Vehicle-km Commercial Trucks PrivateTrucks in Ton-km in Tons
(%) (%) (Billions) (Millions)
1980 136 17.6 82.4 179 5,318
1985 139 22.1 77.9 206 5,048
1990 159 26.6 73.4 274 6,114
1995 166 30.6 69.4 295 6,017
2000 165 34.2 65.8 313 5,774
2001 164 34.4 65.6 313 5,578
Source: http://www.mlit.go.jp/
Note: Freight traffic in vehicle-km excludes special kind vehicles and small trucks.
internet
contents
contents exclusive
for IMPs
internet
(including extra-net)
internet mobile phone (IMP) net
E-commerce : 81,856 billion yen
(including B2C: 4,424 billion yen)
mobile B2C commerce: 777 billion yen
desk-top
personal
computers
mobile
phones
note-book
personal
computers
IMPs with
micro-browsers
Source: http://www.eom.or.jp
Fig. 3 E-commerce in Japan in 2003
THE COMPUTERIZATION OF TRANSPORTATION: Sophisticated Systems Incorporating IT in the Mobility of People and Goods
20• IATSS RESEARCH Vol.29 No.1, 2005
over the phone to cooperate in finding backhaul freight
for empty trucks. Recently such efforts have moved to
the Internet and now even involve shippers directly. Load
efficiency can be improved and loaded miles increased
through joint pick-up and delivery systems involving
multiple shippers. Internet-based systems for joint pick-up and delivery are now being adopted by logistics ser-vices providers and shippers.
Internet-based systems for matching cargos and
trucks underwent something of a boom and increased rap-idly a few years ago but the simple information-sharing
sites and freight charge auction sites have largely disap-peared. Today, only those systems for matching cargos
and trucks that operate between qualified logistics ser-vices providers remain in active use. Among websites run
by shippers’ logistics subsidiaries (non-asset based sys-tems) are companies that provide third-party logistics
(3PL) services in conjunction with inventory management
and distribution processing.
Unfortunately, there are many obstacles to actual
operations and few examples of successful joint pick-up
and delivery systems are to be found. It is particularly dif-ficult to determine cost and profit in such collaborations
and maintain an equitable distribution among partner
firms handling differing volumes of freight
6
. In addition,
it is difficult for parcel delivery services, for which pick-ups double as sales and marketing calls, to defer work to
others.
3.4 Hypothesis: ITS will improve transportation ef-ficiency
Dispatch centers can access road traffic information
as they direct deliveries and routings. This increases their
accuracy in predicting vehicle arrival times and improves
their ability to respond quickly and accurately to customer
inquiries. Recently, compilations of GPS data have en-abled route selection and coordination of departure times
by day and time that improve the accuracy of arrival
times. Real-time road traffic information is available not
only at dispatch centers but also to drivers through mo-bile phones. Drivers are now able to contact customers
directly.
Automatic Vehicle Identification/Automatic Equip-ment Identification (AVI/AEI) is also expected to con-tribute to improved transportation efficiency and security.
For example, a trailer could be automatically identified,
given permission to enter a container yard and instructed
where to drop its load. The ISO is standardizing data dic-tionary and message sets in anticipation of an interna-tional, inter-modal freight tracking system.
That many trucking companies are small and mid-sized has prevented the spread of ICT. Usage has finally
increased, however, with the recent availability of inex-pensive, high-speed, always-on Internet access in offices
and the development of vehicle-side applications incor-porating GPS and packet communication. In the four
years starting in 2000, there were a total of 37,400 ve-hicles equipped with GPS-based tracking systems and
another 86,000 (including 9,200 units of hybrid type with
GPS) equipped with digital tachographs that provide
speed and other information to improve driving safety and
economy, for a total of 114,200 vehicles
7
(Table 2).
Table 2 Diffusion of in-vehicle equipment
Year GPS Digital Tachograph
2000 4,100 12,000
2001 12,600 29,000
2002 21,400 53,000
2003 37,400 86,000
Source: Yano Research Institute (2004)
3.5 Hypothesis: Transportation demand can be
managed through government investment in in-formation infrastructure
As the ICT is applied to logistics operations for
shippers and logistics service providers, attention is turn-ing to the role of government. In particular, there is a need
to develop databases of digital road maps and road traf-fic information systems as a form of public infrastructure.
Development of inexpensive, easy-to-use databases would
lead the private sector to develop various e-logistics and
e-fleet management services
8
.
There is also a need for government to better regu-late transportation demand through information and com-munication technology. Applications might include
monitoring of hazardous materials transport or guiding
vehicles along low-risk routes using vehicle identifica-tion and mobile communication systems. This could con-tribute to improved safety and response in the event of
natural disaster or accident. Road pricing schemes could
be adopted that vary the amount charged based on ve-hicle type and level of congestion. Environmental road
pricing that directs large trucks, at a discount, to routes
with a lower environmental impact on the surrounding
area is being implemented on roads such as Tokyo’s Met-ropolitan Expressway.
The hypotheses described above can be summarized
as shown in Figure 4, which depicts how freight volume
measured in tons, ton-km, vehicle-km and urban vehicle-
IATSS RESEARCH Vol.29 No.1, 2005 • 21
THE IMPACT OF COMPUTERIZATION ON ROAD FREIGHT TRANSPORTATION R. YOSHIMOTO, T. NEMOTO
km is influenced by other factors. Arrows marked with a
“+” indicate a direct increasing relationship between one
variable and the other, while those marked with a “-” in-dicate an inverse relationship.
4. CONCLUSIONS
Information and communication technologies are
having an enormous influence on road freight transpor-tation. This paper has established a framework for evalu-ating their impact not only in terms of e-commerce but
also in terms of the computerization of the logistics mar-ket and the increasing sophistication of fleet management
systems.
The broad impact of ICT on road freight transpor-tation combines a trend toward increase caused by the
growth in e-commerce with a trend toward decrease
caused by improved transportation efficiency. A dearth
of concrete examples and statistical data, however, makes
it difficult to reach clear conclusions about the overall
impact of ICT at the current time. In particular, it is im-possible to determine the degree to which e-commerce
has increased the volume of parcel delivery and road
freight transportation. There is a need for further moni-toring of trends in the development of information and
(e-commerce)
(e-logistics)
(e-fleet management)
(e-government)
ICT
internet
ITS
&
Information
Infra
e.g.
digital map,
traffic info,
Electronic
Registration
Identification
Transportation
Demand
Management
e.g.
monitoring
dangerous
goods,
road
pricing
freight
ton
ton-km
vehicle-km
vehicle-km
in urban areas
passenger car
vehicle-km
more value
added products
substituting
shopping trips
global
procurement
small-sized/
JIT delivery
outsourcing
logistics
milk-run
pick-up/delivery
urban
consolidation
optimized routing
more efficient transaction
internet EDI (B2B)
cyber mall (B2C)
more customized products
information sharing (B2B)
one-to-one marketing (B2C)
new business model
reverse auction (C2B)
auction (C2C)
advanced logistics market
matching cargos and trucks (S2L, L2L)
cooperative delivery system (L2L)
more efficient transaction
courier, 3PL,4PL (L2S)
delivery & collection points (L2L)
more efficient logistics operation
route planning (L2L)
cargo tracking (L2S)
+ : increasingeffect – : decreasingeffect
+
+
+
+
+
+
+
+
–
–
–
–
–
–
–
–
–
–
–
Fig. 4 Impacts of ICT on logistics system
communication technology as well as the latest efforts by
shippers and logistics providers, and for continued obser-vation and evaluation of the changes in road freight trans-portation that result.
Terjemahan
DAMPAK
TEKNOLOGI INFORMASI DAN KOMUNIKASI DI
JALAN FREIGHT TRANSPORTASI
1.
PENGANTAR
E-commerce
berkembang sebagai biaya informasi dan peralatan komunikasi, serta biaya
komunikasi, jatuh dan jumlah pengguna internet meningkat. Meskipun e-commerce membebaskan
penjual dari kebutuhan untuk menjaga toko, dan pembeli dari kebutuhan untuk
mengunjungi salah satu, membutuhkan pengiriman barang dari penjual kepada
pembeli. Ini telah menyebabkan beberapa untuk berpendapat bahwa e-commerce akan
meningkatkan jalan angkutan transportasi dan menyebabkan kemacetan jalan
perkotaan buruk1.
Pada
saat yang sama, penelitian lain menunjukkan bahwa teknologi informasi dan
komunikasi (TIK) akan memiliki efek positif pada lalu lintas. Misalnya, sekali
e-commerce telah mencapai tingkat tertentu difusi mungkin ada dikurangi
penggunaan kendaraan pribadi untuk belanja2 dan lagi sistem pengiriman gabungan
yang efisien berdasarkan informasi operasional bersama yang bekerja untuk
mencegah peningkatan volume lalu lintas. 3
Penelitian
berfokus pada dampak TIK terhadap penumpang dan angkutan transportasi telah ada
selama beberapa waktu4 tapi pertumbuhan yang cepat baru-baru ini e-commerce,
komputerisasi penyedia transportasi truk dan tren di e-government membuat
diperlukan pembentukan kerangka analisis baru. Makalah ini menetapkan kerangka
kerja untuk menganalisis dampak ICT di jalan transportasi angkutan dalam hal
perdagangan, logistik dan manajemen armada, dan mengusulkan mekanisme hipotetis
pengaruh.
2.
Sebuah
KERANGKA MENGEVALUASI PENGARUH TIK
a.
Perkembangan
TIK Dalam beberapa tahun terakhir, biaya komputer pribadi dan peripheral telah
menurun tajam bahkan sebagai pengolahan mereka kekuasaan dan kapasitas
penyimpanan telah meroket. Demikian juga,sebagai pertumbuhan broadband dan
selalu-on koneksi internet menggambarkan biaya komunikasi terus menurun bahkan
sebagai kecepatan koneksi peningkatan. Biaya yang lebih rendah dan
fungsionalitas yang lebih tinggi dari informasi dan komunikasi sistem telah
memiliki efek mendalam dalam meningkatkan populasi pengguna internet dan
mendorong pertumbuhan e-commerce.
Di
bidang transportasi, Cerdas Transportasi Sistem (ITS) seperti sistem navigasi
mobil dan VICS (Kendaraan Informasi dan Sistem Komunikasi), yang menyediakan
driver dengan informasi lalu lintas, mulai menemukan jalan mereka ke kendaraan
pribadi. Untuk kendaraan komersial sekarang mudah untuk melacak lokasi
kendaraan dan angkutan menggunakan GPS, dan menerapkan informasi tersebut untuk
optimalisasi rute perjalanan dan waktu kedatangan barang. Di Selain itu, janji
besar juga terlihat untuk penggunaan tag elektronik (RFID) dan Dedicated Short
Range Komunikasi (DSRC) sistem seperti sistem ETC digunakan untuk mengumpulkan
tol jalan raya.
Ponsel Internet yang dapat diakses dengan
cepat telah menjadi biasa dan, bersama-sama dengan kemampuan mereka juga
menggunakan layanan pesan e-mail, digunakan untuk menemukan jalan informasi
lalu lintas. Menggunakan bisnis untuk ponsel tersebut termasuk segala sesuatu
dari pengelolaan jadwal penjual untuk aplikasi logistik seperti memotret di
dalam dari kontainer pengiriman dengan kamera digital internal yang dan
mengirimkan gambar ke luar negeri untuk menunjukkan bagaimana item itu dikemas.
Bahkan, pada akhir September 2004 jumlah pengguna ponsel telah mencapai 89 juta.
The jumlah ponsel dilengkapi GPS dijual sampai 2003 diperkirakan telah sekitar
12 juta.
2.2
Logistik stakeholder sistem
E-commerce
didefinisikan sebagai "melakukan bisnis selama Internet "dan termasuk
business-to-customer (B2C) transaksi seperti yang di toko buku internet serta
business-to-business (B2B) transaksi. Untuk mengaktifkan lebih dekat
pemeriksaan peran terkait logistik e-commerce kita lanjut membagi bisnis (B) ke
pengirim (produsen, distributor dan pengecer) (S) dan logistik layanan penyedia
(seperti transportasi, fowarding dan perusahaan pergudangan) (L). Umumnya
ketika orang menyebut B2B mereka berarti S2S. TIK memiliki dampak terbesar pada
efisiensi logistik pada titik di antara penyedia layanan logistik dan pengirim
(L2S) di mana pengirim membeli jasa logistik. Dalam melihat dampak ICT pada
logistik kita harus menentukan hubungan antara para pemangku kepentingan,
termasuk pemerintah (G) serta sebagai yang disebutkan di atas S, L dan C
(Gambar. 1).
Businesses
C2B
B2G
G2B
S2L
L2S C2G G2C
C2C
S2S
L2L
G2G
Fig.
1 LOGISTIK STAKEHOLDER SYSTEM
Pengirim mencakup consigners dan penerima
barang, yang memiliki kepedulian dengan meminimalkan lead time antara
penerimaan pesanan dan pengiriman barang, mengurangi biaya kesempatan yang
menyertai fluktuasi penawaran dan permintaan dan memaksimalkan keuntungan
terkait dengan penjualan barang. Beberapa pengirim membuat sebuah titik untuk melakukan
fungsi logistik di rumah untuk mendapatkan keunggulan kompetitif. Secara umum,
bagaimanapun, ada tren yang berkembang menuju Outsourcing fungsi seperti untuk
penyedia layanan logistik sebagai cara untuk mengurangi biaya.
Untuk
memenuhi tuntutan pengirim, penyedia layanan logistik mencoba untuk
meminimalkan biaya logistik (biaya transportasi dan biaya penyimpanan serta
biaya manajemen umum termasuk pengolahan informasi). Sementara itu, tumbuh
permintaan dari pengirim untuk layanan seperti-waktu tertentu pengiriman,
kontrol suhu dan kargo pelacakan karya untuk meningkatkan biaya tersebut.
Konsumen
berusaha untuk memaksimalkan surplus konsumen mereka dengan membeli apa yang
mereka inginkan dengan harga murah. sedangkan biaya merupakan faktor penting
dalam kepuasan konsumen, konsumen bersedia untuk menanggung biaya tambahan
tertentu jika mereka dapat mendapatkan barang-barang yang mereka inginkan pada
waktu yang tepat. Sementara itu, konsumen yang tinggal di sepanjang jalan-jalan
utama menanggung efek dari kemacetan lalu lintas, kecelakaan lalu lintas dan
degradasi lingkungan seperti polusi udara dan kebisingan. Tak perlu dikatakan,
mereka akan lebih suka bahwa masalah tersebut yang dikurangi dan lingkungan
perkotaan lebih menyenangkan dipertahankan.
Secara
umum, pemerintah diasumsikan untuk mencari maksimalisasi kesejahteraan sosial
(manfaat keseluruhan dikurangi biaya keseluruhan). Sementara e-commerce dan
logistik swasta kegiatan sektor, keterlibatan pemerintah sesuai di daerah
seperti menyediakan dana publik untuk mendukung transportasi dan infrastruktur
informasi proyek, mengadopsi peraturan untuk memastikan keamanan, internalisasi
eksternal biaya, alokasi sumber daya yang efisien dan tepat dan distribusi
pendapatan yang adil.
2.3
Dampak ICT pada sistem logistik
Informasi
dan komunikasi teknologi, khususnya pertumbuhan Internet dan ITS, mengalami
berbagai efek pada sistem logistik5. Efek seperti bisa dibagi menjadi tiga
kategori (Gbr. 2).
(1)
Internet meningkatkan transaksi B2B dan B2C, menyebabkan permintaan
transportasi yang lebih besar (e-commerce).
(2)
Internet dan ITS menciptakan pasar yang lebih canggih untuk transaksi L2S dan
L2L dan mempromosikan barang konsolidasi (e-logistik).
(3)
ITS mempromosikan optimalisasi manajemen armada berdasarkan pada lalu lintas
dan informasi real-time lain, menyebabkan efisiensi transportasi yang lebih
baik (manajemen e-armada).
Penyedia layanan logistik telah lama
dikomunikasikan melalui telepon untuk bekerja sama dalam menemukan barang backhaul untuk
truk kosong. Baru-baru ini
upaya tersebut telah pindah ke Internet dan sekarang bahkan melibatkan pengirim langsung.
Efisiensi beban dapat ditingkatkan
dan dimuat mil
ditingkatkan melalui bersama pick-up dan sistem pengiriman yang melibatkan beberapa pengirim. Sistem berbasis internet untuk pickup bersama dan pengiriman sekarang sedang diadopsi oleh penyedia logistik layanan dan pengirim.
Sistem berbasis internet untuk
pencocokan kargo dan truk mengalami sesuatu boom
dan meningkat pesat beberapa tahun yang lalu namun informasi-situs berbagi sederhana dan situs lelang biaya pengiriman sebagian besar telah menghilang. Hari ini, hanya sistem-sistem
untuk pencocokan kargo dan truk yang beroperasi antara penyedia jasa logistik yang berkualitas tetap aktif
digunakan. Di antara situs
yang dijalankan oleh anak perusahaan
logistik pengirim '(sistem non-aset berbasis) adalah
perusahaan yang menyediakan jasa logistik pihak ketiga (3PL) dalam
hubungannya dengan manajemen persediaan dan pengolahan distribusi.
Sayangnya, ada banyak hambatan
untuk operasi aktual dan beberapa contoh bersama pick-up dan pengiriman sistem
yang berhasil ditemukan. Hal ini sangat sulit untuk menentukan biaya dan keuntungan dalam kolaborasi tersebut dan mempertahankan pemerataan antara perusahaan mitra penanganan yang berbeda volume barang. Selain
itu, sulit untuk jasa pengiriman paket, yang
pickup ganda sebagai penjualan dan pemasaran panggilan, untuk menunda pekerjaan kepada orang lain.
3.4 Hipotesis:
ITS akan meningkatkan
efisiensi transportasi
Pusat pengiriman dapat mengakses
informasi lalu lintas jalan sebagai pengiriman langsung dan rute. Hal ini
meningkatkan akurasi dalam memprediksi kedatangan kali kendaraan dan
meningkatkan kemampuan mereka untuk merespon dengan cepat dan akurat untuk
pertanyaan pelanggan. Baru-baru ini, kompilasi data GPS telah memungkinkan
pemilihan rute dan koordinasi kali keberangkatan siang hari dan saat itu
meningkatkan akurasi kali kedatangan. Real-time informasi lalu lintas jalan
yang tersedia tidak hanya di pusat-pusat pengiriman tetapi juga untuk driver
melalui ponsel. Beberapa sopir sekarang dapat menghubungi pelanggan secara
langsung.
Automatic Vehicle Identification /
Identifikasi Otomatis Peralatan (AVI / AEI) juga diharapkan dapat memberikan
kontribusi untuk meningkatkan efisiensi dan keamanan transportasi. Sebagai
contoh, sebuah trailer bisa secara otomatis diidentifikasi, diberi izin untuk
memasuki halaman kontainer dan menginstruksikan mana untuk menjatuhkan
muatannya. ISO adalah standardisasi kamus data dan pesan set untuk
mengantisipasi, antar-moda sistem pelacakan kargo internasional.
Bahwa banyak
perusahaan truk kecil dan menengah
telah mencegah penyebaran ICT. Penggunaan akhirnya
meningkat, namun, dengan ketersediaan baru-baru ini yang murah,
kecepatan tinggi, selalu-on Internet akses di kantor dan pengembangan aplikasi kendaraan-side menggabungkan GPS dan komunikasi paket. Dalam empat tahun dimulai pada tahun 2000, ada total 37.400 kendaraan yang dilengkapi dengan sistem pelacakan berbasis GPS dan 86.000 lainnya (termasuk 9.200 unit tipe hybrid dengan GPS) yang dilengkapi dengan tachograf digital yang memberikan kecepatan dan informasi lainnya untuk meningkatkan keamanan berkendara dan ekonomi, untuk total 114.200 vehicles7 (Tabel 2).
kecepatan tinggi, selalu-on Internet akses di kantor dan pengembangan aplikasi kendaraan-side menggabungkan GPS dan komunikasi paket. Dalam empat tahun dimulai pada tahun 2000, ada total 37.400 kendaraan yang dilengkapi dengan sistem pelacakan berbasis GPS dan 86.000 lainnya (termasuk 9.200 unit tipe hybrid dengan GPS) yang dilengkapi dengan tachograf digital yang memberikan kecepatan dan informasi lainnya untuk meningkatkan keamanan berkendara dan ekonomi, untuk total 114.200 vehicles7 (Tabel 2).
3.5 Hipotesis:
permintaan Transportasi dapat dikelola melalui investasi pemerintah dalam
infrastruktur informasi
Sebagai ICT diterapkan untuk operasi
logistik untuk pengirim dan penyedia layanan logistik, perhatian beralih ke peran
pemerintah. Secara khusus, ada
kebutuhan untuk mengembangkan database
dari peta jalan digital
dan sistem informasi lalu lintas jalan sebagai bentuk infrastruktur publik. Pengembangan murah, database
mudah digunakan akan
menyebabkan sektor swasta untuk
mengembangkan berbagai e-logistik dan jasa manajemen
e-armada.
Ada
juga kebutuhan bagi pemerintah untuk lebih mengatur permintaan
transportasi melalui teknologi informasi dan komunikasi. Aplikasi
mungkin termasuk pemantauan berbahaya bahan transportasi
atau kendaraan membimbing sepanjang rute-risiko rendah menggunakan identifikasi kendaraan dan sistem komunikasi mobile. Ini bisa berkontribusi
untuk meningkatkan keselamatan dan respon dalam hal bencana
alam atau kecelakaan. Skema
road pricing bisa diadopsi yang bervariasi jumlah biaya berdasarkan jenis kendaraan dan tingkat
kemacetan. Road pricing lingkungan
yang mengarahkan truk-truk besar,
di diskon, untuk rute
dengan dampak lingkungan
yang lebih rendah di daerah sekitarnya yang dilaksanakan di jalan seperti Tokyo Metropolitan
Expressway.
Hipotesis yang dijelaskan
di atas dapat diringkas seperti
yang ditunjukkan pada Gambar 4, yang
menggambarkan bagaimana Volume
angkutan diukur dalam ton, ton-km, kendaraan-km dan
km kendaraan perkotaan dipengaruhi
oleh faktor lain. Panah ditandai dengan "+"
menunjukkan peningkatan hubungan langsung antara satu variabel dan lainnya, sedangkan
yang ditandai dengan "-" menunjukkan hubungan terbalik.
4.
KESIMPULAN
Teknologi
informasi dan komunikasi
mengalami pengaruh yang sangat besar
pada transportasi angkutan jalan.
Makalah ini telah membentuk kerangka kerja untuk mengevaluasi dampaknya tidak hanya
dalam hal e-commerce, tetapi juga dalam hal komputerisasi pasar logistik dan meningkatnya
kecanggihan sistem manajemen
armada.
Dampak luas TIK pada transportasi angkutan
jalan menggabungkan kecenderungan
peningkatan yang disebabkan oleh pertumbuhan e-commerce dengan
kecenderungan penurunan yang disebabkan oleh efisiensi transportasi ditingkatkan. Sebuah kelangkaan contoh-contoh
konkret dan data statistik,
namun, membuatnya sulit untuk mencapai kesimpulan yang jelas tentang dampak keseluruhan ICT pada waktu saat ini. Secara khusus, adalah mustahil untuk menentukan sejauh mana e-commerce
telah meningkatkan volume pengiriman paket dan transportasi angkutan jalan. Ada kebutuhan untuk pemantauan lebih lanjut dari tren dalam pengembangan teknologi informasi dan komunikasi serta
upaya terbaru oleh
pengirim dan penyedia logistik, dan untuk
pengamatan terus dan evaluasi
perubahan dalam transportasi angkutan jalan yang dihasilkannya.
ANALISIS JURNAL
Dalam
jurnal ini membahas tentang teknologi komunikasi yang dimanfaatkan untuk
mempermudah administrasi transportasi, salah satunya adalah e-commerce. E-commerce
berkembang sebagai biaya informasi dan peralatan komunikasi, serta biaya
komunikasi, jatuh dan jumlah pengguna internet meningkat. Meskipun e-commerce
membebaskan penjual dari kebutuhan untuk menjaga toko, dan pembeli dari
kebutuhan untuk mengunjungi salah satu, membutuhkan pengiriman barang dari
penjual kepada pembeli. Ini telah menyebabkan beberapa untuk berpendapat bahwa
e-commerce akan meningkatkan jalan angkutan transportasi dan menyebabkan kemacetan
jalan perkotaan buruk.
Agar lebih mempermudah alam
empat tahun dimulai pada tahun
2000, ada total 37.400 kendaraan yang dilengkapi dengan sistem pelacakan berbasis GPS dan
86.000 lainnya (termasuk
9.200 unit tipe
hybrid dengan GPS)
yang dilengkapi dengan tachograf digital yang memberikan kecepatan dan informasi lainnya untuk
meningkatkan keamanan berkendara dan
ekonomi, untuk total 114.200 vehicles.
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