Complexities in moving from commodity to vehicular flows.

dc.contributor.authorJoubert, Johan W.
dc.contributor.editorBehrens, Roger
dc.contributor.editorCameron, Bill
dc.contributor.editorFroschauer, Pauline
dc.contributor.emailjohan.joubert@up.ac.zaen_US
dc.contributor.otherSouthern African Transport Conference (32nd : 2013 : Pretoria, South Africa)
dc.contributor.otherMinister of Transport, South Africa
dc.contributor.upauthorVan Heerden, Quintin
dc.contributor.upauthorVan Schoor, Christiaan de Wet
dc.date.accessioned2014-02-04T10:03:37Z
dc.date.available2014-02-04T10:03:37Z
dc.date.created2013-07-08
dc.date.issuedJuly 2013en_US
dc.descriptionThis paper was transferred from the original CD ROM created for this conference. The material was published using Adobe Acrobat 10.1.0 Technology. The original CD ROM was produced by Document Transformation Technologies Postal Address: PO Box 560 Irene 0062 South Africa. Tel.: +27 12 667 2074 Fax: +27 12 667 2766 E-mail: nigel@doctech URL: http://www.doctech.co.zaen_US
dc.description.abstractPaper presented at the 32nd Annual Southern African Transport Conference 8-11 July 2013 "Transport and Sustainable Infrastructure", CSIR International Convention Centre, Pretoria, South Africa.en_US
dc.description.abstractTwo main schools of thought exist in the modelling of commercial vehicle movement. Firstly, the top down commodity flow models start at an aggregate level using metrics such as Gross Domestic Product (GDP) to derive the origin-destination flows of different commodities. The vehicle flows are then inferred using, amongst other things, traffic counts. The downside is that vehicle activity chains are disregarded, and load factors are overly simplified. Secondly, disaggregate activity-based models consider the more detailed movement of the logistic vehicles, but often disregard the commodities being carried. Although disaggregate models are much more accurate for predicting the influence of commercial vehicles on traffic patterns, they offer little help in evaluating the more aggregate economic impact challenges. In this paper we take a valuable step in bridging the gap between the two seemingly divergent schools of thought. Using recent agent-based developments in transport modelling, we demonstrate how different agents can be added to the transport model’s commuter population. Shipper agents are those wanting to convey goods (commodity perspective), and assign the shipments in a market-environment to logistic service providers and, ultimately, Carriers. The latter is injected into the agent-based model as individual commercial vehicles executing the pickups and deliveries that result from typical routeoptimisation initiatives within companies (activity-based perspective).en_US
dc.description.librarianmv2014en_US
dc.format.extent9 p.en_US
dc.format.mediumPDFen_US
dc.identifier.isbn978-1-920017-62-0
dc.identifier.urihttp://hdl.handle.net/2263/33265
dc.language.isoenen_US
dc.relation.ispartofSATC 2013en_US
dc.relation.ispartofseries3A_Joubert_Complexitiesen_US
dc.rightsUniversity of Pretoriaen_US
dc.subjectModellingen_US
dc.subjectCommercial vehicle movementen_US
dc.subject.lcshTransportationen_US
dc.subject.lcshTransportation -- Africaen_US
dc.subject.lcshTransportation -- Southern Africaen_US
dc.titleComplexities in moving from commodity to vehicular flows.en_US
dc.typePresentationen_US

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