The Time Cost Distance Model
Th
e
T
i
m
e
Co
s
t
D
i
st
ance
Model
T
r
a
n
s
i
t
c
o
r
r
i
d
o
r
p
e
r
f
o
r
m
a
n
c
e
•
The
objective
of
the
model
is
to
propose
a
methodology
to
illustrate
the
cost
and
time
components
of
door-to-door
movement
by
available
routes
and
modes
as
well
as
to
illustrate
the
delays
at
borders
or
other
inspection
points
up
to
the
point
of
destination
within
a
transit
transport
corridor.
•
The
cost/time
methodology
has
been
adapted
from
Beresford
and
Dubey
(1990),
as
improved
by
Banomyong
(2000)
and
later
disseminated
by
UNESCAP.
•
The
model
includes
costs
and
time
associated
with
transport
by
any
mode
and
with
transfers
between
modes.
The
methodology
is
based
on
the
premise
that
the
unit
cost
of
transport
varies
between
modes
F
o
u
r
d
e
v
e
l
o
p
m
e
n
t
a
l
s
t
a
g
e
s
,
•
Stage
1:
Competition
between
two
modes
of transport
.
•
Stage
2:
a
combination
of
transport
modes
,
where
the
cost
of
transport
by
combining
both
modes
is
less
expensive
than
just
road
transport
and
slightly
more
expensive
than
rail
transport.
•
Stage
3:
Combined
transport,
road-rail-sea
.
•
Stage
4:
Multimodal
transport
,
from
origin
to
destination
S
t
a
g
e
1
:
R
o
a
d
v
e
r
s
u
s
r
a
i
l
a
l
t
e
r
n
a
t
i
v
e
The
distance
and
cost/time
data
are
plotted
on
the
x-axis
and
y-axis,
respectively.
Initially
road
transport
may
be
cheaper
than
rail
transport
over
shorter
distances,
due
to
the
initial
costs
(or
time)
required
to
transport
the
goods
to
the
railway
station.
However,
as
the
distance
increases,
the
two
lines
cross
and
beyond
this
point,
rail
transport
has
a
lower
per
kilometre
cost
than
road
transport,
as
indicated
by
the
flatter
slope.
S
t
a
g
e
2
:
C
o
m
b
i
n
e
d
t
r
a
n
s
p
o
r
t
,
r
o
a
d
-
r
a
i
l
In
the
first
part
of
the
journey,
it
is
cheaper
to
transport
the
goods
by
road
rather
than
by
rail.
However,
if
the
distance
to
be
travelled
is
further
than
the
break-even
distance,
transport
by
rail
becomes
more
economical.
An
intermodal
transfer
can
be
arranged
at
the
closest
rail
freight
terminal
or
inland
clearance
depot
(ICD).
The
vertical
step
in
figure
3
represents
the
costs
(or
time)
involved
when
goods
are
transshipped
from
road
to
rail
at
the
rail
freight
terminal
or
ICD.
The
cost
of
rail
transport,
in
reality,
has
not
increased
but
the
cost
of
the
intermodal
transfer
is
reflected
in
the
combined
transport
cost
from
that
point
on.
S
t
a
g
e
3
:
C
o
m
b
i
n
e
d
t
r
a
n
s
p
o
r
t
,
r
o
a
d
-
r
a
i
l
-
s
e
a
Since
the
overwhelming
majority
of
traded
goods
are
transported
by
sea,
the
most
likely
destination
for
the
freight
in
transit
will
be
a
seaport,
where
the
goods
will
be
transferred
onto
seagoing
vessels.
The
additional
costs
(or
time)
incurred
at
the
port
are
represented
by
the
second
vertical
step.
Thus,
cumulative
costs
from
the
origin
to
the
port
are
the
sum
of
the
cost
of
rail
transport
to
the
ICD
plus
the
cost
of
intermodal
transfer
at
the
ICD
plus
the
cost
of
rail
transport
from
the
ICD
to
the
port
plus
the
handling
charge
at
the
port.
S
t
a
g
e
4
:
M
u
l
t
i
m
o
d
a
l
t
r
a
n
s
p
o
r
t
,
f
r
o
m
o
r
i
g
i
n
t
o
d
e
s
t
i
n
a
t
i
o
n
The
final
stage
shows
that
numerous
modes
of
transport
may
be
involved
for
goods
to
be
moved
door-to-door.
At
each
intermodal
transfer
point
there
will
be
a
cost
(or
time)
increase
represented
by
a
vertical
step.
Should
a
border
crossing
occur
along
the
route,
the
border
crossing
charges
(and
time
spent)
can
be
represented
by
another
vertical
shift
upwards
in
the
cost
curve
at
that
point,
which
can
then
be
cumulated
with
other
costs.
S
o
u
r
c
e
a
n
d
U
n
i
t
s
o
f
I
n
f
o
r
m
a
t
i
o
n
•
Source:
The
data
utilised
are
obtained
during
interviews
with
transit
and
transport
service
providers,
traders
and
governmental
officials.
•
Units:
A
unit
of
analysis
must
be
agreed
upon.
Data
such
as
cost
or
quotes
should
concern
the
shipment
of
one
TEU
on
a
freight-
all-kind
basis
or
for
a
shipment
of
a
particular
product.
•
Information
needed:
–
Origin
and
destination
of
the
cargo;
–
Full
route
details
including
border
crossings
and
modal
transfers;
–
Mode
of
transport
for
each
leg;
–
Distance
for
each
leg;
–
Transit
time
for
each
leg
(in
hours
or
days);
and
–
Cost
or
quotes
for
each
leg.
S
a
m
p
l
e
d
a
t
a
t
a
b
l
e
S
a
m
p
l
e
g
r
a
p
h
For
costs
or
quotes,
the
figure
shows
the
relative
cost
of
each
leg
(or
mode,
where
applicable),
and
the
approximate
proportion
of
non-transport
costs
in
relation
to
transport
costs.
A
breakdown
of
costs
at
border
crossings
or
ports,
can
highlight
areas
for
action.
By
plotting
time
against
distance,
the
relative
speed
of
transit
transport
for
each
leg
(or
mode)
can
be
compared,
and
bottlenecks
at
transshipment
points
can
be
identified.
As
a
rule
of
thumb,
the
higher
the
vertical
step
the
more
likely
that
the
border
crossing
or
the
nodal
link
is
a
bottleneck.
Zamyn
U
ud
1000
km
Average
s
p
eed
2
2.4
k
m
/h
Tian
j
in,
0
k
m
75
hr
s
3
1
min.
500
km
1
0
00
km
2000
km
1500
km
D
a
y
4
1,6
9
1
k
m
33
.7
k
m/h
04
.18
a
.m.
D
a
y
3
D
a
y
2
D
a
y
1
29
hr
s
1
2
min.
Er
e
nh
o
t,
9
8
3
k
m
02
.
3
0
a
.m.
05
.
5
9
a
.m.
20
hr
s
31
min.
Ulaanbaatar
1700
km
Shunting
+
train
formation:
3
hrs.
20
min.
(3.5
min.
per
box)
3
hrs.
35
min.
T
r
a
n
s
sh
ipment:
3
h
rs
.
00
mi
n
.
4
h
rs
.
50
mi
n
.
China,
Mongolia,
Customs:
R
e
s
u
l
t
s
o
f
D
e
m
o
R
u
n
T
i
a
n
j
i
n
-
U
l
a
a
n
b
a
a
t
a
r
D
i
m
e
n
s
i
o
n
s
n
o
t
i
n
c
l
u
d
e
d
•
In
addition
to
transportation
time
and
costs,
traders
and
transit
service
operators
must
also
take
into
consideration
the
reliability
of
the
transit
corridor,
in
terms
of:
–
All
year
consistency
of
transit
times;
–
Frequency
and
quality
of
services;
–
Competition
between
service
providers
–
Balance
of
freight
volumes;
(empty
returns)
–
Predictability
of
costs;
–
Informal
controls
and
check
points;
–
Transport
safety
and
security,
etc.
Thank
y
o
u
f
o
r
y
ou
r
a
t
t
e
n
ti
on
Th
e
T
i
me
Co
s
t
D
i
s
t
ance
Model
The Time Cost Distance Model in Transit Corridors aims to illustrate the cost and time aspects of door-to-door movement along available routes and modes within a transit transport corridor while highlighting delays at borders or inspection points. The model proposes a methodology based on cost and time components, adapting from previous research and focusing on the variation in unit transport costs between different modes. It progresses through stages of competition between transport modes, combination of modes for cost-effectiveness, and ultimately, multimodal transport from origin to destination.
Uploaded on Oct 09, 2024 | 0 Views
Download Presentation
Please find below an Image/Link to download the presentation.
The content on the website is provided AS IS for your information and personal use only. It may not be sold, licensed, or shared on other websites without obtaining consent from the author. Download presentation by click this link. If you encounter any issues during the download, it is possible that the publisher has removed the file from their server.
E N D
Presentation Transcript
T Tr ransit ansitc corrid orrido or rper perf formance ormance Theobjectiveofthemodelistoproposeamethodologyto illustratethecostandtimecomponentsofdoor-to-door movementbyavailableroutesandmodesaswellasto illustratethedelaysatbordersorotherinspectionpoints uptothepointofdestinationwithinatransittransport corridor. Thecost/timemethodologyhasbeenadaptedfrom BeresfordandDubey(1990),asimprovedbyBanomyong (2000)andlaterdisseminatedbyUNESCAP. Themodelincludescostsandtimeassociatedwith transportbyanymodeandwithtransfersbetweenmodes. Themethodologyisbasedonthepremisethattheunit costoftransportvariesbetweenmodes
F Fo ou ur r d de ev vel elopm opme en nt tal alst sta ag ges, es, Stage1:Competitionbetweentwomodesof transport. Stage2:acombinationoftransportmodes,wherethecost oftransportbycombiningbothmodesislessexpensivethan justroadtransportandslightlymoreexpensivethanrail transport. Stage3:Combinedtransport,road-rail-sea. Stage4:Multimodaltransport,fromorigintodestination
S St tage age 1 1: : R Ro oa ad d vers versu us s ra rail il a al lt ter ern native ative Thedistanceandcost/timedataareplottedonthex-axisandy-axis,respectively. Initiallyroadtransportmaybecheaperthanrailtransportovershorterdistances, duetotheinitialcosts(ortime)requiredtotransportthegoodstotherailway station.However,asthedistanceincreases,thetwolinescrossandbeyondthis point,railtransporthasalowerperkilometrecostthanroadtransport,as indicatedbytheflatterslope.
S St tage age 2: 2: Combined Combined transpor rail rail transport t, , roa road d- - Inthefirstpartofthejourney,itischeapertotransportthegoodsbyroadratherthanbyrail. However,ifthedistancetobetravelledisfurtherthanthebreak-evendistance,transportby railbecomesmoreeconomical.Anintermodaltransfercanbearrangedattheclosestrail freightterminalorinlandclearancedepot(ICD).Theverticalstepinfigure3representsthe costs(ortime)involvedwhengoodsaretransshippedfromroadtorailattherailfreight terminalorICD.Thecostofrailtransport,inreality,hasnotincreasedbutthecostofthe intermodaltransferisreflectedinthecombinedtransportcostfromthatpointon.
S St tage age 3: 3: Combined Combined transpor rai rail l- -sea sea transport t, , roa road d- - Sincetheoverwhelmingmajorityoftradedgoodsaretransportedbysea,themostlikelydestinationforthefreight intransitwillbeaseaport,wherethegoodswillbetransferredontoseagoingvessels.Theadditionalcosts(or time)incurredattheportarerepresentedbythesecondverticalstep.Thus,cumulativecostsfromtheoriginto theportarethesumofthecostofrailtransporttotheICDplusthecostofintermodaltransferattheICDplusthe costofrailtransportfromtheICDtotheportplusthehandlingchargeattheport.
S St tage age 4: 4: Multimoda Multimodal l transpor origin origin t to o de des stination tination transport t, , from from Thefinalstageshowsthatnumerousmodesoftransportmaybeinvolvedforgoods tobemoveddoor-to-door.Ateachintermodaltransferpointtherewillbeacost (ortime)increaserepresentedbyaverticalstep.Shouldabordercrossingoccur alongtheroute,thebordercrossingcharges(andtimespent)canberepresented byanotherverticalshiftupwardsinthecostcurveatthatpoint,whichcanthenbe cumulatedwithothercosts.
S So ou ur rce ceand and Un Uni its tso of f I In nf form orma ati tion on Source:Thedatautilisedareobtainedduringinterviewswith transitandtransportserviceproviders,tradersand governmentalofficials. Units:Aunitofanalysismustbeagreedupon.Datasuchascost orquotesshouldconcerntheshipmentofoneTEUonafreight- all-kindbasisorforashipmentofaparticularproduct. Informationneeded: Originanddestinationofthecargo; Fullroutedetailsincludingbordercrossingsandmodaltransfers; Modeoftransportforeachleg; Distanceforeachleg; Transittimeforeachleg(inhoursordays);and Costorquotesforeachleg.
Sampl Sample e da dat ta at table able Leg Mode Distance Cost Cum. Cum. Transit Cum. (km) (US$) distance cost time Time (km) (US$) (hours) (hours) AtoB Road 100 100 50 50 4 4 - - 100 150 6 10 Border Crossing BtoC Road 70 170 30 180 3 13 - - 40 220 3 16 Intermodal transfer CtoD Rail 200 370 60 280 18 34 Port - - 20 300 6 40 DtoE Sea 800 1170 300 600 72 112 TOTAL 1170 600 112
Sampl Sample e graph graph Forcostsorquotes,thefigureshowstherelativecostofeachleg(ormode,whereapplicable),andtheapproximate proportionofnon-transportcostsinrelationtotransportcosts. Abreakdownofcostsatbordercrossingsorports,canhighlightareasforaction. Byplottingtimeagainstdistance,therelativespeedoftransittransportforeachleg(ormode)canbecompared,and bottlenecksattransshipmentpointscanbeidentified. Asaruleofthumb,thehighertheverticalstepthemorelikelythatthebordercrossingorthenodallinkisa bottleneck.
Results of Demo Run Tianjin - Ulaanbaatar Ulaanbaatar 1700km Day 4 04.18 a.m. 75 hrs 31 min. Day 3 Average speed 22.4 km/h Zamyn Uud 1000 km 02.30 a.m. Day 2 20 hrs 31 min. 05.59 a.m. 29 hrs 12 min. Day 1 Erenhot, 983 km Tianjin, 0 km 1,691 km 33.7 km/h 500 km 1000 km 1500 km 2000 km 3 hrs. 00 min. 4 hrs. 50 min. Transshipment: Customs: 3hrs.20min. (3.5min.perbox) 3hrs.35min. China, Mongolia, Shunting+train formation:
D Dimen imens si ion ons s no not t i inc ncl luded uded Inadditiontotransportationtimeandcosts, tradersandtransitserviceoperatorsmust alsotakeintoconsiderationthereliabilityof thetransitcorridor,intermsof: Allyearconsistencyoftransittimes; Frequencyandqualityofservices; Competitionbetweenserviceproviders Balanceoffreightvolumes;(emptyreturns) Predictabilityofcosts; Informalcontrolsandcheckpoints; Transportsafetyandsecurity,etc.
Thank you for your attention The Time Cost Distance Model
