Hasil untuk "Shipment of goods. Delivery of goods"

Jaume Llabrés, Onkar Sadekar, Federico Malizia et al.

Evolutionary game theory has provided substantial contributions to explain the emergence of cooperation under unfavourable conditions in ecology, economics, and the social sciences. Recently, inspired by newly available empirical evidence on group interactions, higher-order networks have emerged as a natural framework to properly encode multiplayer games in structured populations. Here, we study the emergence of cooperation in a nonlinear public goods game (PGG) on hypergraphs, where collective reinforcement captures the synergistic or discounting effect associated with each additional cooperator. In well-mixed populations, single-order PGGs, where all games have the same number of players, display a change in the nature of transition from continuous to discontinuous depending on the exact form of nonlinearity. By contrast, mixed-order PGGs, where games with different number of players coexist, exhibit a richer dynamical regime wherein a state of active coexistence of bistability and cooperation can arise. We further find that scale-free hypergraphs promote cooperation, highlighting the crucial role played by both the initial placement of cooperators and the presence of hyperdegree correlations. Overall, our results provide a comprehensive characterization of nonlinear PGGs on hypergraphs and open up new avenues for richer models of evolutionary dynamics of multiplayer interactions on structured populations.

Hyunju Lee, Kikun Park, Hyerim Bae

Traditional route recommendation systems optimize navigation paths using environmental variables such as weather and sea conditions, but often fail to account for real-world factors encountered by mariners. To address this gap, this study proposes a knowledge transfer Q-learning (KT-QL) algorithm, a reinforcement learning method built upon the Q-learning framework. The proposed KT-QL algorithm integrates expert trajectory knowledge derived from Automatic Identification System data into the Q-learning process, enabling the agent to combine trial-and-error exploration with data-driven guidance. Experimental results show that KT-QL reduces Hausdorff distances by approximately 39 % compared with conventional reinforcement learning and traditional search methods, and enhances fuel consumption prediction accuracy by approximately 2 %. These findings highlight the potential of KT-QL to enhance maritime operational efficiency, safety, and environmental sustainability.

Adrian Nicoll, Jackie Dawson, Jérôme Marty et al.

This study presents a comprehensive comparative analysis of three primary datasets commonly employed to evaluate shipping patterns in Arctic waters: 1) Northern Canada Vessel Traffic Zone (NORDREG), 2) satellite-based Automatic Identification System (S-AIS) from a private provider, and 3) the Arctic Ship Traffic Database (ASTD). Covering the years 2011 to 2022, the analysis assesses spatial and temporal metrics for each dataset while employing robust data cleaning techniques to address signal manipulation and detection gaps. Findings reveal that S-AIS and NORDREG excel in detecting vessel traffic in Canadian waters, including the Northwest Passage (NWP), while ASTD demonstrates strong performance in regions with dense terrestrial AIS coverage, such as Norway and Iceland. However, ASTD is less effective along critical shipping routes, including the NWP and the Northern Sea Route (NSR), where S-AIS provides broader coverage. Both datasets indicate an upward trend in AIS-based traffic throughout the Arctic. The results underscore the value of fusing S-AIS and ASTD datasets to provide a more complete and accurate understanding of Arctic shipping patterns. This research offers critical insights for policymakers and researchers selecting ship traffic data for regional and global Arctic analyses, maritime safety, and environmental decision-making.

Yukun Zhang, TianYang Zhang

This paper conceptualizes Large Language Models (LLMs) as a form of mixed public goods within digital infrastructure, analyzing their economic properties through a comprehensive theoretical framework. We develop mathematical models to quantify the non-rivalry characteristics, partial excludability, and positive externalities of LLMs. Through comparative analysis of open-source and closed-source development paths, we identify systematic differences in resource allocation efficiency, innovation trajectories, and access equity. Our empirical research evaluates the spillover effects and network externalities of LLMs across different domains, including knowledge diffusion, innovation acceleration, and industry transformation. Based on these findings, we propose policy recommendations for balancing innovation incentives with equitable access, including public-private partnership mechanisms, computational resource democratization, and governance structures that optimize social welfare. This interdisciplinary approach contributes to understanding the economic nature of foundation AI models and provides policy guidance for their development as critical digital infrastructure

Somphong Jitman

For nonzero coprime integers $a$ and $b$, a positive integer $\ell$ is said to be \emph{good with respect to $a$ and $b$} if there exists a positive integer $k$ such that $\ell$ divides $a^{k} + b^{k}$. The concept of good integers has been the subject of continuous investigation since the 1990s due to their elegant number-theoretic properties and their significant applications in various areas, particularly in coding theory. This paper provides a comprehensive review of good integers, emphasizing both their theoretical foundations and their practical implications. We first revisit the fundamental number-theoretic properties of good integers and present their characterizations in a systematic manner. The exposition is enriched with well-structured algorithms and illustrative diagrams that facilitate their computation and classification. Subsequently, we explore applications of good integers in the study of algebraic coding theory. In particular, their roles in the characterization, construction, and enumeration of self-dual cyclic codes and complementary dual cyclic codes are discussed in detail. Several examples are provided to demonstrate the applicability of the theory. This review not only consolidates existing results but also highlights the unifying role of good integers in bridging number theory and coding theory.

Kai Xie, Attila Szolnoki

Understanding and resolving cooperation dilemmas are key challenges in evolutionary game theory, which have revealed several mechanisms to address them. This paper investigates the comprehensive influence of multiple reputation-related components on public cooperation. In particular, cooperative investments in public goods game are not fixed but simultaneously depend on the reputation of group organizers and the population's cooperation willingness, hence indirectly impacting on the players' income. Additionally, individual payoff can also be directly affected by their reputation via a weighted approach which effectively evaluates the actual income of players. Unlike conventional models, the reputation change of players is non-monotonic, but may transform abruptly due to specific actions. Importantly, a theoretically supported double Q-learning algorithm is introduced to avoid overestimation bias inherent from the classical Q-learning algorithm. Our simulations reveal a significantly improved cooperation level, that is explained by a detailed Q-value analysis. We also observe the lack of massive cooperative clusters in the absence of network reciprocity. At the same time, as an intriguing phenomenon, some actors maintain moderate reputation and are continuously flipping between cooperation and defection. The robustness of our results are validated by mean-field approximation.

Simina Brânzei

We present a simple local search algorithm for computing EFX (envy-free up to any good) allocations of $m$ indivisible goods among $n$ agents with additive valuations. EFX is a compelling fairness notion, and whether such allocations always exist remains a major open question in fair division. Our algorithm employs simulated annealing with the total number of EFX violations as an objective function together with a single-transfer neighborhood structure to move through the space of allocations. It found an EFX allocation in all the instances tested, which included thousands of randomly generated inputs, and scaled to settings with hundreds of agents and/or thousands of items. The algorithm's simplicity, along with its strong empirical performance makes it a simple benchmark for evaluating future approaches. On the theoretical side, we provide a potential function for identical additive valuations, which ensures that any strict-descent procedure under the single-transfer neighborhood ends at an EFX allocation. This represents an alternative proof of existence for identical valuations.

Camilla Domenighini

Abstract Pilot tests for (semi-)autonomous transport via inland waterways are already taking place in Belgium and other European countries. However, the full commercial implementation of autonomous inland shipping might be hampered by liability issues. The allocation of liability, especially extracontractual liability, is an important concern for shipowners who want to invest in autonomous barges, and for other ecosystem actors. For this reason, a balanced risk distribution framework could boost the investment decision. A legal analysis of the current laws and regulations is necessary to evaluate whether they can be applied to new autonomous systems. The research approach consists of two steps. First, an in-depth literature review is carried out to determine whether extracontractual liability research has already been conducted and to highlight the gaps in autonomous inland waterways transport studies. Once it is proved that the vast majority of the research focuses on technology, it can be affirmed that there is a need to inquire about extracontractual liability. In the second part, thus, the two international Conventions on liability limitation and collision in inland navigation are examined.

Lucas S. Flores, The Anh Han

Studying social dilemmas prompts the question of how cooperation can emerge in situations where individuals are expected to act selfishly. Here, in the framework of the one-shot Public Goods Game (PGG), we introduce the concept that individuals can potentially adjust their behaviour based on the cooperative commitments made by other players in the group prior to the actual PGG interaction. To this end, we establish a commitment threshold that group members must meet for a commitment to be formed. We explore the effects of punishing commitment non-compliant players (those who commit and defect if the commitment is formed) and rewarding commitment-compliant players (those who commit and cooperate if the commitment is formed). In the presence of commitment and absence of an incentive mechanism, we observe that conditional behaviour based on commitment alone can enhance cooperation, especially when considering a specific commitment threshold value. In the presence of punishment, our findings suggest that the survival of cooperation most likely happen at intermediate commitment thresholds. Notably, cooperation is maximised at high thresholds, when punishment occurs more frequently. We also see that when cooperation rarely survives, a cyclic behaviour emerges, facilitating the persistence of cooperation. For the reward case, we found that cooperation is highly frequent regardless of the commitment threshold adopted.

Ling Liu, Shanxiang Lyu, Cong Ling et al.

In this work, we prove that polar lattices, when tailored for lossy compression, are quantization-good in the sense that their normalized second moments approach $\frac{1}{2πe}$ as the dimension of lattices increases. It has been predicted by Zamir et al. \cite{ZamirQZ96} that the Entropy Coded Dithered Quantization (ECDQ) system using quantization-good lattices can achieve the rate-distortion bound of i.i.d. Gaussian sources. In our previous work \cite{LingQZ}, we established that polar lattices are indeed capable of attaining the same objective. It is reasonable to conjecture that polar lattices also demonstrate quantization goodness in the context of lossy compression. This study confirms this hypothesis.

Mojtaba Eshraghi Arani

The simple method of transportation is that the cargo is loaded in port of delivery and unloaded from the same vessel in the port of discharge. However, there are frequent cases that accomplishment of the voyage requires the transfer of cargo to another vessel, whether to the same (sea vessel to vessel for instance) or another mode (sea vessel to vehicle, vehicle to aircraft, etc) which is called “transshipment”. Transshipment from a technical viewpoint, is a cargo management operation which along with other methods, including “Ro-Ro carriage” and “Cross-stuffing” leads to less cost in transportation. However, in the legal terms it might be deemed as “deviation” and a fundamental breach of the contract.Transshipment is either predicted by the parties to contract of carriage (bill of lading) or the fortuitous events in the voyage necessitate such operation. This issue is so important that not only in the bill of lading but also in the sale contract and letter of credit is dealt with and one must answer this question that in the case of no agreement on the transshipment, is such operation, in principle, allowed or not? Obviously, this operation brings about delay in the process of carriage and other risks like sea pollution (in the case of oil transfer) which affects the interests of not only the cargo owner but also other merchants including the LC issuing bank and even the state authorities like department of Customs. Therefore, this article is going to scrutinize the legal conditions under which the carrier is authorized to do transshipment in accordance with the international conventions and the particular contractual conditions like “liberty to transship clause”.Moreover, the consequences that such operation brings in terms of the liability and rights of carrier are dealt with in this article. These consequences are analyzed in two parts: when the transshipment is allowed and when it is not allowed. In the latter case, one should see whether the same impacts of deviation under maritime law are applied on trans-shipment so that the contract of carriage is frustrated and the carrier is deprived of invoking to liability exclusions and limitations (based on the international conventions) or some other peculiar consequences must be looked for. On the other hand, this article has analyzed the consequences of allowed transshipment in particular, whether the carrier liability ceases to continue after the transshipment or he is still liable for all damages; moreover, this issue is dealt with that whether the exclusion of liability clause for damages after transshipment is valid or not. Finally, the carrier entitlement to freight after the transshipment is discussed in this article further to the person who is liable for transshipment costs: carrier, shipper or consignee? According to the explanations given in this article, it can be concluded that despite the many risks caused by transshipment or the transfer of cargo from one device to another, this operation is an integral part of transporting goods in Many items have been converted. The advancements of the transportation industry, especially the container revolution, have helped to resolve the concerns of traders about the risks and costs of transshipment, so that the agreement between the buyer and the seller on the possibility of transshipment if the cargo is transported in a container, is recognized by the legislative authorities and the International Chamber of Commerce, a clear example of which can be seen in UCP 600 (Article 20).Not only transshipment is done under the strict control of government authorities to reduce the scope of fraud in relation to export, import and customs regulations, but in the private relations of the parties to the contract of carriage, the principle is that the transshipment is impermissible unless according to the explicit or implicit agreement of the parties or the procedure of the related business is that the transshipment is predictable and within the common intention of the parties, or that due to unforeseen reasons, the completion of the voyage depends on it, which in the latter case, the Iranian Maritime Law (Article 157) not only allows the captain but also obligates him to transfer the cargo by another means.Unauthorized transshipment, although according to the opinion of some jurists, it produces the same effects as "deviation" in maritime law, but the opinion that only considers it a fundamental violation of the contract of carriage and causes the right of termination and compensation for the cargo owner is in accordance and more compatible with the legal rules. In the assumption that the carrier is authorized to carry out these actions, the governing spirit of the international regulations of transportation as well as the Iranian commercial law indicates that the responsibility of the carrier remains after the transshipment, although the exclusion of liability clause for damages after that should also be legitimate under certain conditions.Also, it is concluded in this article that the costs of transporting the cargo by another means of transport due to the termination of the transport contract and according to the rule of the management of third party’s property (which is applicable in fortuitous transshipment) should be charged to the account of the owner of the goods, unless the incident is temporary and the carrier is in line with the execution of the contract has taken it upon himself. The same reasoning will apply to the carrier freight the carrier shall not be deprived of its outstanding freight due to transshipment.

Januwar Hadi, Dimitrios Konovessis, Zhi Yung Tay

The actual operational data, such as a time sequence of fuel consumption and speed, is usually unlabeled or not associated with a specific activity like tugging or cruising. The operation type is critical for further analysis, as tugging and cruising operations require different fuel and navigation profiles. This paper aims to develop a self-labelling framework for tugboat operation by using unsupervised machine learning and a proposed intensity indicator. The framework considers two sets of data: the positional data and the fuel consumption rate data. The fuel consumption data is obtained from mass flowmeters installed on tugboats, while the positional data are navigational data purchased from marine data aggregators. The developed self-labelling enables ship operators in identifying operations and locations that require heavy fuel consumption andcan be used for further big data analytics and machine learning for fuel consumption prediction when vessel speeds are known.

Ahmed Abbasi, Roger H. L. Chiang, Jennifer J. Xu

Data science has been described as the fourth paradigm for scientific discovery. The latest wave of data science research, pertaining to machine learning and artificial intelligence (AI), is growing exponentially and garnering millions of annual citations. However, this growth has been accompanied by a diminishing emphasis on social good challenges - our analysis reveals that the proportion of data science research focusing on social good is less than it has ever been. At the same time, the proliferation of machine learning and generative AI have sparked debates about the socio-technical prospects and challenges associated with data science for human flourishing, organizations, and society. Against this backdrop, we present a framework for "data science for social good" (DSSG) research that considers the interplay between relevant data science research genres, social good challenges, and different levels of socio-technical abstraction. We perform an analysis of the literature to empirically demonstrate the paucity of work on DSSG in information systems (and other related disciplines) and highlight current impediments. We then use our proposed framework to introduce the articles appearing in the special issue. We hope that this article and the special issue will spur future DSSG research and help reverse the alarming trend across data science research over the past 30-plus years in which social good challenges are garnering proportionately less attention with each passing day.

Chih-Hung Hsu, Ru-Yue Yu, An-Yuan Chang et al.

As the global economy develops and the complexity of supply chains increases, the effective mitigation of sustainable supply chain risks in electronics manufacturing has become important. While quality function deployment (QFD) has been successfully applied to many fields of multicriteria decision-making (MCDM), there is a lack of research on constructing a house-of-quality model that can be combined with MCDM for connecting supply chain agility with sustainable supply chain risks, especially in the field of electronics manufacturing. The objective of this study was to develop an integrated framework of QFD and MCDM and to devise an effective method to mitigate sustainable supply chain risks by improving supply chain agility. Such a method can help the multinational electronics manufacturing industry to develop stable and sustainable supply chains. In a multinational electronic manufacturing enterprise as an example, the results showed that the case enterprise work should focus on improving agility ‘production and sales capability’, ‘quick decision-making/strategic flexibility’, ‘electronic shiapment of finished products to control shipment operations’, ‘supplier on-time delivery rates’ and ‘cost minimization’. Improving agility would help enhance the ‘credibility and competence of operators and leaders’ and ‘product safety and quality’ and reduce ‘goods disruption or delay due to inadequate supply mobility and poor financial performance’, ‘information system instability’, the ‘long product lead time’ and other key sustainable supply chain risks. The proposed framework can not only be effectively used by other electronics manufacturers to develop agile strategies to mitigate sustainable supply chain risks, but also provides a reference for risk management for manufacturers in other fields.

Fani Hatziioannidu, Amalia Polydoropoulou

The objectives of this study are to analyze, explain, visualise, and deliver insights into the passenger ferry transport system of the Aegean Archipelagos. The strong points of this system, its weaknesses, and the competition and complementarity from air are discussed. Policy testing and new configurations are offered through a transport simulation model developed for a specific area. An example is given for the efficiency of new connections through two insular minor transfer hubs aimed at improving network integration and interconnection among the islands of Aegean Archipelagos. The transport system of the area is described using vast information gathered and processed adequately in a detailed transport model. Transport and tourism statistics integrated into the model were used to estimate travellers to the islands segmented into domestic and foreign tourists during the peak summer season. Advanced public transport modelling techniques and multimodal assignment algorithms were used to simulate trip interchanges and to identify the important transfer hubs of the area. Reference surveys on mobility patterns from mobile phone records and on travel preferences were combined to complete the modelling process and for cross-evaluation.

Igor Lugo, Gustavo Martínez-Mekler

Abstract This paper explores theoretically the formation of a system of cities in which ports affect the spatial location and the size of cities. We use a complex systems and economic geography approach to generate 2D cellular automata to simulate the formation of the landscape of urban agglomerations based on different configurations of port locations. The dynamics of the model shows the emergence of the classical city-size distributions in which the number of ports and their layout affects the growth rate and location of the city-size values. Our findings showed that the two port-city configuration give rise to cities at a long distance from a small number of ports. The size of the cities shows a positive correlations with their distance to ports. A four port-city configuration showed that if the number of ports increases, lower city-sizes are attained and their population displays a negative correlations with their distance to ports. For a lateral configuration with a significantly increase in the number of ports, mainly homogeneous city-size distributions are favored with a slight long-distance size correlation. Therefore, our theoretical model shows a high internal consistency between the theory and assumptions used for describing reliable scenarios in the relationship of ports and urban systems.

Оlga Shkurenko

The article is devoted to the definition of strategic imperatives for the development of logistics infrastructure of Ukraine in the conditions of formation of a new economic model – the paradigm of the closed cycle economy. It is substantiated that the effective functioning of the economy of any country is impossible without the creation of proper logistics infrastructure as a factor in the formation of aggregate demand, in the environment in which the movement of goods. In general, the high level of logistics development in a closed cycle economy provides the following positive effects: reducing the cost of goods and services, creating new jobs, increasing the turnover of wholesale and retail trade and improving customer service, increasing the investment attractiveness of developed transport infrastructure, improving environmental situation due to the optimization of transport infrastructure, increasing state revenues from the realization of transit potential. These are the aspects that confirm the relevance of the study. The place of Ukraine during 2010-2018 is analyzed according to the logistics efficiency index calculated by the World Bank. It is proved that according to the components of the logistics efficiency index, the worst situation is with the quality of logistics infrastructure due to the high level of physical and moral deterioration, which slows down the development of the country as a whole. The relationship between the components (efficiency of customs processing of cargo; quality of logistics infrastructure; international shipments; quality of logistics services; control and tracking of goods; timeliness of cargo delivery) and the index of logistics efficiency are presented. Strategic guidelines for the development of logistics infrastructure in terms of creating a new economic model with a focus on the closed cycle economy, which is part of the national logistics strategy, which aims to harmonize the interests of economic process participants in the socio-economic environment, its main directions should be aimed at improving parameters. incoming flows of resources based on improving relations with business entities; improvement of internal flows, in results and coherence of actions; improving relations with consumers, ensuring the most accurate compliance of outgoing flows of goods and services with their requirements.

Giorgi Tadumadze, Simon Emde

Abstract We address the operational planning problem of loading and scheduling outbound trucks at a dispatch warehouse shipping goods to several customers. This entails, first, assigning shipments to outbound trucks given the trailers’ capacities and, second, scheduling the trucks’ processing at the dock doors such that the amount of required resources at the terminal (e.g., dock doors and logistics workers) does not exceed the available levels. The trucks should be scheduled as late as possible within their time windows, but no later than the deadlines of the loaded shipments. Such planning problems arise, e.g., at dispatch warehouses of automotive parts manufacturers supplying parts to original equipment manufacturers in a just-in-time or even just-in-sequence manner. We formalize this operational problem and provide a time-indexed mixed-integer linear programming model. Moreover, we develop an exact branch-and-price algorithm, which is shown to perform very well, solving most realistically sized problem instances to optimality within a few minutes. In a numerical study, we also look into the interplay between the time window policy for trucks and just-in-time deliveries. Finally, we find evidence that too small a workforce or too few outbound dock doors in the dispatch warehouse can substantially compromise the punctuality of the deliveries.

Lucky T. Sithole, Rose Luke, Sumayah Goolam Nabee

Background: The distribution of bulk fuel products to customers is one of the key activities in the downstream petroleum supply chain. For this activity to be effected successfully, three groups of supply chain participants, drivers, supervisors and customers, play key roles. Truck drivers are responsible for conveying the final product to the customer, whilst supervisors ensure that trucks are dispatched on time, driver performance is monitored and performance feedback is properly communicated to drivers. Customers, who purchase the final products, are the foundation of business success. Business success is only possible by meeting or exceeding customer expectations, and it is therefore imperative that the performance of employees is measured and monitored regularly. Objectives: This study was undertaken to determine the impact of measuring driver performance on the bulk fuel supply chain and on customer service. Method: A quantitative research methodology was conducted using structured questionnaires which were disseminated before and after the key performance indicators were implemented to three target groups. Results: The study found that the performance of drivers improved because of the performance feedback they received from supervisors who were perceived to have improved in their performance through the effective utilisation of key performance indicators, and as a result, this increased customer service levels. Conclusion: Whilst the research was limited to a single petroleum company, the results can provide management with guidance and insight on how to improve performance of employees through the use of key performance indicators, with a goal of providing excellent customer service.