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Showing posts from October, 2013

Air Transport Geography

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  A knowledge of geographical areas connected with air transport including countries , major commercial centers and cities code is essential for the efficient handling of the air cargo . IATA airlines have found it convenient to divide the world into three Traffic Commercial Areas taking into account differing economic , social and business conditions and practices preventing in different parts of the world . These area are known as TC1  , TC2  , TC3  and comprise the following  territories . 1)     IATA Traffic Conference Area 1  (TC1)                   North America                   Central America                   South  America                   Green Land                   Bermuda and The Hawaiian Island 2)     IATA Traffic Conference  Area 2  (TC2)                   Europe including the erstwhile Russia as far as the Urals                   Iceland                   The Azores                   Africa and adjacent Island                   The Middle East i

Decision Areas for Transporters

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The Important objectives if a carrier are to manage its operations effectively and efficiently , and to provide better consumer services . The important areas that require management's attention can be summarized as pricing and negotiations , routing and scheduling , service offering  ( including fleet mixed) , amidst a scenario of competition and required marketing activities .    For this these are the decision areas for Transporters . 1) Pricing and Negotiation :-  Pricing of transportation services could be mainly cost - based or based on the value provided to the customer and the customer's ability to pay ( as in the case of private trucking operators)  . In any case , a knowledge of cost involved in providing the service is essential .    There are several useful ways of looking  at costs associated with transportation operations . One way is to separate the total costs into the following components . a)   Direct Costs : b)  Indirect Costs : Another useful way

Convention on Transit Trade of Land - Locked State .

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The convention on Transit Trade of Land - Locked Countries embodies the principle of the freedom of the high seas for countries whose geographic situation provides them with no direct access to sea   , i.e. they have no coastline .  The Convention on they high sea states that the high seas are open to all nations , and no state make any part of them subject to sovereignty . In order to enjoy the freedom of sea on equal terms with coastal states , states having no sea coast should have free access to the sea . States situated between the sea and a land - locked state should allow it free transit through their territory ,, and should allow ships to the land - locked country treatment equal to that of their own ship regarding access and use of sea port .   Goods in transit should not be subject to duty , but charges may be levied to  cover the expanses of  supervision and administration entente by  transit . The means of transport used for transit includes railway stock , sea - going

Quality of Service vs Mode of Transport

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There are different aspects of the quality of transport service , which can not be readily evaluated . The value a shipper will ascribe to a particular quality will largely depend on his/her individual situation but certain transport quality  do play important role in deciding the shipper's choice of the mode of transport for a particular leg of the journey . Such qualities can be generalized as follows : 1) Speed 2) Door to door capability 3) Reliability 4) Security 5) Flexibility 6) Safety  7)Availability In today's world , time is considered as money and therefore speed is the most important factor in the determination of the mode of transport . In the international trade scenario , guaranteed transit time is the order of the day and there is cut throat competition among the shipping lines to reduce the transit time  . In Multi - Model Transportation the time taken in inland movement is also equally important and the speed with which these modes are serving the

Logistics Costs

The Cost Structure show a striking uniformity . Logistics adds value , the basic assumption beaning that trade offs exits within the system and surface when conscious attempts are made of optimize the system . Trade off are therefore central to logistics and provide the raison d'etre for total distribution cost approach with characterizes modern Logistics  Management . Logistics Cost would ordinary include items such as :- 1) Packaging 2) Mateial Transfer 3) Marking the Trade offs of goods identifiers 4) Stacking/Unstacking 5) Storage/Warehousing 6) Consolidation/De-consolidation 7) Transport activities all modes 8) Time value for investments in goods in the Logistics System including the added value of  Transportation ,    Storage and Handling . 9)  Physical  form changes required for effective and/or safe Transport , Storage and Handling . 10) Marking , identification , recording , analysis , data transfer and handling . 11) Electronic data integration . 12) Logi

Effact of Port Linkages For Planning A Dry Port (ICD)

While the Porty or Ports of entry and exit may not have a direct bearing on the location and size or even the basic facilities and functions of the dry port , the structural and institutional linkage with one or more ports may have a direct bearing on the marketing of the dry port services and in turn on the future traffic flows through the dry port . The grater the number of port linked to the dry port , the larger would be the likely volumes of traffic ordered . To some extent the cargo for various ports needs to be segregated and in the case of Rail Transport , directional train formation needs to be organized . These aspects may have some bearing on the micro level designing of the layout facilities . Something up , a dry port can be planned on the basis of trade volumes , traffic flows , transport linkages and locational advantages . For trade forecasting both inclusive methods can be used . The intuitive method is based on trend analysis and experiences of the forecaster comb

Comperision of Cargo Aircraft

" type="text/j Aircraft Cargo Volume Cargo Mass Cruise Speed Maximum Range Aircraft Category Airbus A400M - 37,000 kg (82,000 lb) 780 km/h (420 kn; 480 mph) 6,390 km (3,450 nm) Military Airbus 300-600F 115.7 m3 kg ( lbs) km/h ( mph) km (4,000 nm, mi) Commercial Airbus 330-200F 475 m3 70,000 kg (154,000 lb) 871 km/h (537 mph) 7,400 km (4,000 nm, 4,600 mi) Commercial Airbus Beluga 1210 m3 47,000 kg (104,000 lb) - 4,632 km (2500 nm) Commercial Antonov 124 - 150,000 kg (331,000 lb) 800 km/h (430 kn, 490 mph) 5,400 km (2,900 nm, 3,360 mi) Military & Commercial Antonov 225 1,300 m3 (46,000 cu ft) 250,000 kg (551,000 lb) 800 km/h (430 kn, 500 mph) 15,400 km (9,570 mi) Commercial Boeing C-17 Globemaster III m3 ( cu ft) 77,519 kg (170,900 lb) 830 km/h (450 kn, 515 mph) 4,482 km (2,420 nmi, 2,785 mi) Military Boeing 737-700C 107.6 m3 (3,800 cu ft) 18,200 kg (40,000 lb) 931 km/h (503 kn, 578 mph) 5,330 km (2,880