十堰市生产服务型国家物流枢纽推动物流业降本增效的对策研究

随着经济全球化的进一步发展，数字信息技术的地位不断提高，运用范围也越来越广。湖北是我国经济大省之一，制造业的发展在全国经济结构中占有重要地位，对整个国家的经济发展有着巨大影响。本文从湖北制造业的发展现状着手，运用比较分析法对湖北与中部六省的产业结构从工业规模、现代制造业以及装备制造业结构三个方面进行比较；此外，运用PEST分析法对湖北制造业的政治、经济、社会和环境四个方面着力探讨湖北制造业的问题及数字经济给予其发展的多方面影响；最后，剖析数字经济背景下湖北制造业升级的路径并给出相关对策：优化制造业环境；培养复合型人才；完善基础设施建设。

高质量发展是当前我国经济发展的总风向标，也是我国构建社会主义现代化强国的必然要求。产业结构、质量在很大程度上决定着一个地区经济的内生韧性与速度效率，因此推动产业升级已成为实现高质量发展的立足点和落脚点。湖北省作为国内的重工业和农业大省，升级转型任务艰巨。面板数据显示，近年来湖北省经济水平不断提高，但产业结构仍显传统，集群效应仍显不足，产业链条仍需延伸。研究发现，人才储备、资源投入、企业规模及科技含量、创新成果转化渠道平台以及政府的宏观调控是影响产业升级的重要因素。因此，应优化制度供给，加快完善政策支持体系和制度保障能力；优化产业业态，加快培育特色产业集群，发展高新技术企业，推动信息平台建设；优化人才保障，丰富校企合作机制，完善人才服务配套服务，建立人才储备池。以此强化经济内力、形成发展张力，为湖北省产业升级提供更加切实可行的优化路径。

产业发展与经济发展联系紧密，集聚经济影响产业发展。基于2003~2019年中国285个地级市面板数据，以中欧班列开通作为准自然实验，本文运用多期双重差分模型实证检验了中欧班列开行的产业集聚影响及作用机制。实证研究发现：中欧班列开通引致“重服务、轻制造”的偏向性产业集聚态势，该结论在经过一系列稳健性检验后依然成立。异质性检验显示：中欧班列开通的制造业集聚减少效应在西部、内陆以及人口规模较小的地区更明显，而生产性服务业集聚的增长效应在东部、沿海以及人口规模较大的地区更加明显。文章为中欧班列开行的经济潜能研究提供了新的视角，为优化中欧班列运行模式提供了参考，并丰富了跨境铁路交通基础设施影响产业集聚的文献研究。

本研究主要探讨数字贸易带动制造业产业结构升级的内在逻辑和实践路径。在全球网络中，制造业地位由交易关系和知识流动一同塑造，数字贸易能扩大跨境协作半径，但要素错配、低端锁定和技术吸收能力薄弱等问题限制了产业结构升级。这些问题主要来源于信息零散、合规不确定与服务环节不完善，致使企业难以把设计、品牌与数据本领转化成稳固的价值链控制点。针对上述实际限制，本文围绕三条主线开展研究：其一，借助平台化要素共享以及供应链金融减少资源配置摩擦；第二，借助服务化与品牌化拓展客户界面并重新组合收益结构；第三，借助联合研发、数据治理与人才组织提高技术转化效率。本文构建的升级路径展现机制梳理和操作方案对应关系，还着重讲了企业、平台和中介机构的协同作用。

At present, the economy of China has changed from a high-speed growth stage to a high-quality development stage. Integrate the existing logistics infrastructure resources, give better play to the scale economy effect of logistics hub, promote the reform of logistics organization mode, and improve the overall operation efficiency and modernization level of logistics. It is conducive to making up the shortcomings of logistics infrastructure, expanding the supply of high-quality logistics services, building a low-cost and efficient national logistics service network, and improving the vitality and competitiveness of the real economy. Select the 32 key cities in China that the Warehousing in Cloud focuses on, and the 32 key cities carry different types and functional positioning of the national logistics hub. In order to compare the input of transportation logistics land and the performance and output of different types of logistics hubs based on DEA, the data of 32 cities are used as the sample of decision-making units. Firstly, the selection and analysis of input and output indicators are carried out. Secondly, using the data of 32 cities as the sample of decision-making unit, the normality test and correlation analysis of the above input and output indicators are carried out. From the perspective of correlation, the land for logistics storage is related to the land for road traffic facilities. The land for road traffic facilities is related to the added value of the secondary industry, the total retail sales of consumer goods, the import and export volume of goods, and the cargo and mail throughput of the airport. The land for logistics and storage is related to the total retail sales of consumer goods and the import and export volume of goods. Based on the analysis of BCC model of DEA, it is found that from the comparison of the sample cities of different cities’ transportation and logistics land input and the performance output of the production-oriented national logistics hub, Foshan City and Shijiazhuang city are strongly effective in DEA, while other cities are non DEA effective. From the comparison of the sample cities of different cities’ transportation and logistics land input and the performance output of commercial and trade national logistics hub, it can be seen that Shanghai, Hefei and Shijiazhuang are the most efficient DEA cities, while the rest are non DEA cities. From the comparison of the sample cities of transportation and logistics land input in different cities and the performance output of the airport type national logistics hub, it can be seen that Shenzhen is the most efficient city in DEA, while other cities are non DEA efficient. From the comparison of the sample cities of transportation and logistics land input in different cities and the performance output of the inland port type national logistics hub, Shijiazhuang is the only city where DEA is strong and effective, while other cities are non DEA effective. From the comparison of the sample cities of transportation and logistics land input in different cities and the performance output of the port type national logistics hub, it can be seen that Shenzhen, Suzhou and Ningbo are highly effective in DEA, while the rest of the cities are non DEA effective. The corresponding return to scale analysis also gives the direction and trend that the return to scale will change under different production scales of different logistics hub carrying cities.

Since the State Council issued the “Plan for the Adjustment and Revitalization of the Logistics Industry” in 2009, the logistics industry, as the basic and strategic industry in the development of the national economy, has played an increasingly important role in promoting industrial transformation and upgrading and promoting economic development. In order to promote the development of logistics industry, a large number of logistics parks have been built all over the country under the guidance of policies and the promotion of the market. However, after the construction of these logistics parks has been put into operation, There are a series of problems in its development and profit. This paper analyzes the present situation and profit of logistics park in China, and briefly analyzes the main business characteristics of freight hub, production service, port service, trade service and comprehensive service. On this basis, the main problems existing in the existing profit model of logistics park in China are summarized.

The article emphasizes the prospects for enhancing the agricultural sector’s efficiency through infrastructure modernization, balanced development of logistics systems, expansion of multimodal transportation, introducing digital technologies at the regional level, and establishing interaction among all participants in the transport and logistics chain. The analysis makes it possible to assert that the digitalization of logistics processes, particularly the implementation of transport monitoring systems, predictive planning, load analytics, and route optimization, can significantly increase the delivery efficiency index and improve the fundamental elements of agricultural transport services’ organizational and economic mechanism. It is reasonable to consider that, under current conditions, a key component of the modern organizational and economic mechanism is the system of public regulation, which ensures equal access for agricultural producers to transport services, contributes to rural infrastructure development, stimulates investment in logistics hubs, and supports innovative solutions. There are grounds to state that integrating logistics services within public support programs for agriculture requires alignment with spatial development forecasts and state-level strategies. In this context, implementing public-private partnership mechanisms is a critical factor, as it facilitates the mobilization of additional financial resources and managerial expertise for developing transport infrastructure in the agricultural sector. The presented data indicates that digitalizing logistics processes such as electronic document management, real-time transport monitoring systems, and automated supply chain management—has become a key factor in enhancing transparency, responsiveness, and operational efficiency within logistics systems. The arguments provided lead to the conclusion that digital technologies optimize costs and enable a new quality of institutional interaction, automation of control, and trust among all logistics stakeholders. There are objective grounds to conclude that agricultural transport provision’s modern organizational and economic mechanism cannot function effectively without a digital component, ensuring flexibility, adaptability, and strategic resilience in a rapidly changing environment. Keywords: digitalization, organizational and economic mechanism, challenges, regulatory instruments, forecasting, innovations, transport services, agricultural products, infrastructure, transport system, sector, regulatory mechanism, multimodal transportation, production efficiency, logistics, competitiveness, extraordinary challenges, agriculture.

Indonesia's logistics costs remain high, at around 23-24% of  PDB, well above the global average and that of other Southeast Asian countries, reducing national competitiveness. Land transportation contributes about 50% of domestic logistics costs. Multimodal transportation-combining multiple modes under one contract-is an efficient solution by simplifying administration and lowering costs. The national logistics system (Sislognas) continues to be developed through technology investment and stakeholder collaboration. Initiatives such as the National Logistics Ecosystem (NLE) and Indonesia National Single Window (INSW) 2.0 accelerate administrative processes and reduce waiting times at ports, thereby helping to reduce logistics costs. The transformation of INSW into Lembaga National Single Window (LNSW) strengthens the integration and coordination of the national logistics system. With multimodal and digitized processes, logistics cost efficiency is expected to improve, supporting Indonesia's economic growth and competitiveness.

Transportation is an important foundation for supporting modern logistics development, and it is also an important link for logistics cost reduction and efficiency improvement. Based on the analysis of the current characteristics of logistics development in Shandong Province, this paper analyzes the mechanism of transportation promoting logistics cost reduction and efficiency improvement, systematically summarizes the achievements and problems of Shandong Province's work in promoting logistics cost reduction and efficiency improvement through transportation, and puts forward the path and specific measures for promoting logistics cost reduction and efficiency improvement through transportation from the perspectives of optimizing the network layout of transportation hubs, improving the transportation service system, strengthening the efficient linkage of transportation, and optimizing the business environment for transportation and logistics.

Under the concept of cost reduction and efficiency enhancement, the realization of a multi-network integration operation mode of three-level (county, township, and village level) network nodes in rural logistics is conducive to change the status quo of large number, small scale and high cost of rural logistics operations. In the multi-network integrated operation of the rural logistics tertiary network, the top priority is optimal selection and organization of multiple transport capacities. Based on the comparative analysis of the three feasible operation modes of independent operation of rural logistics three-level network nodes, urban and rural coordination, and multi-network integration, the corresponding capacity selection and optimization model is established for the most cost-effective multi-network integration operation model. The objective function is to minimize the total transportation cost (the sum of transportation cost, delay penalty cost, and transportation safety cost), taking into account constraints such as the satisfaction of distribution demand and the carrying capacity of each capacity. Data research is conducted on the established model, and corresponding algorithms are designed to solve. The results show that the number of types of integrated capacity is related to the transportation demand. The larger the transportation volume, the greater the number of types of integrated capacity; The priority of integration is low cost of transportation safety and large-scale operation capacity.

: In the era of digital economy, the application of digital technology using value chain analysis tools to optimize the cost management of intelligent logistics enterprises can reduce the development cost of logistics enterprises and realize the high-quality development of logistics enterprises. With the deepening of the supply-side structural reform, the current logistics enterprise development mode changes, the traditional logistics management mode and the modern logistics development mode conflict between the new development situation needs to strengthen the value chain management of the logistics enterprise, improve the efficiency of logistics operation, therefore, the development mode of the intelligent logistics enterprise has attracted the attention of the relevant scholars. This paper takes enterprise A as an example, outlines the development mode of the logistics enterprise, analyzes in depth the problems encountered in the external value chain cost management of the enterprise, and puts forward the optimization of the enterprise value chain cost management related suggestions on this basis, aiming at promoting the sustainable development of the intelligent logistics enterprise.

Against the backdrop of the deep integration between the digital economy and intelligent manufacturing, artificial intelligence (AI) technology has emerged as a critical driver for enterprises to reduce costs, improve efficiency, and optimize organizational structures. Using a sample of Chinese A-share listed companies during 2011–2023, this study constructs a novel text-mined AI application index through systematic analysis of annual report disclosures. Employing a two-way fixed-effects model (controlling for firm and year fixed effects), we empirically examine the impact mechanism of AI adoption on enterprises’ warehousing and logistics cost control. Our key findings are as follows: (1) AI application significantly reduces corporate logistics costs, and this result remains robust after a series of robustness tests, including alternative variable measurements, exclusion of special years (e.g, 2020 amid the COVID-19 pandemic), and instrumental variable estimation to address potential endogeneity. (2) Mediation analysis reveals three underlying channels: AI technology reduces logistics costs by enhancing the level of specialized division of labor, promoting supply chain diversification, and optimizing inventory management through real-time demand forecasting and predictive analytics. (3) Heterogeneity analysis indicates that the cost-reducing effect of AI application is more pronounced for firms located in eastern China and those operating in technology-intensive industries. This study provides empirical evidence for understanding the micro-level mechanism through which AI influences enterprise operations and cost control, and offers important implications for policymakers formulating digital economy policies and for enterprises implementing intelligent supply chain management. It also contributes to the literatures on operations management and corporate digital transformation by uncovering empirically grounded pathways linking AI deployment to logistics cost performance.

With the continuous development of the economy, the logistics industry has become increasingly important in the national economy. Logistics efficiency is the key to the operational development of logistics enterprises, and the operational efficiency level of listed logistics enterprises better reflects the overall efficiency of the logistics industry. Therefore, this paper evaluates the operational efficiency of listed logistics enterprises from the perspective of input and output. The BCC model and Malmquist index model, both from the data envelopment analysis (DEA) method, are applied. Data from 62 listed logistics enterprises in the transportation, warehousing, and postal sectors, categorized in the 2012 edition by the China Securities Regulatory Commission, covering the years 2019 to 2023, are selected for analysis. Operational cost, number of employees, total assets, and management expenses are used as input indicators, while net profit and operating revenue are used as output indicators. A comprehensive analysis from both static and dynamic perspectives leads to the conclusion that, over the past five years, the technical efficiency level of listed logistics enterprises is not high, scale efficiency has not reached the optimal level, and there is insufficient technological innovation capacity. Finally, based on the above analysis, specific suggestions are made regarding resource allocation, production scale, and technological innovation for enterprises.

The article examines the role of the platform economy and cloud infrastructure in enhancing interfirm coordination and managing supply chains in the agro-industrial sector under increasingly frequent logistics shocks. The aim of the study is to use industry statistics, data from 50 agricultural and processing enterprises for the period 2018–2024, as well as expert assessments, to quantitatively evaluate the impact of cloud platform adoption on the operational and financial performance of supply chains and their resilience to disruptions. A set of comparative-analytical and scenario-based methods is applied: analysis of the dynamics of digital solution adoption in agro-logistics; comparison of key performance indicators between companies using and not using cloud platforms; modeling of a hypothetical logistics shock with an assessment of disruption detection speed, rescheduling time, cost increases, and the share of completed orders; and calculation of the economic effect of platform solution implementation. The results show that increased penetration of cloud platforms is accompanied by a reduction in average order fulfillment time by roughly 40%, a decrease in the share of logistics costs in revenue by about one-third, a 40% cut in safety stocks, and an increase in the share of on-time orders to 90–95%. In a logistics shock scenario, digitally integrated supply chains demonstrate a multiple reduction in disruption detection and recovery time, more than a threefold decrease in additional cost growth, and maintenance of a high level of customer service. Economic calculations confirm the high profitability of digitalization: the project payback period is about one year, and the cumulative return on investment exceeds 300% over five years. The study concludes that the platform model and cloud technologies transform supply chains in the agro-industrial sector from a vulnerable element into a source of competitive advantage and resilience under logistics shocks.

In the real business environment, due to unpredictable market demand or high prediction difficulty and low prediction accuracy, there will be inevitably operational loss in the field of e-commerce logistics caused by undersupply or oversupply of express service capabilities. At present, China is deepening the supply-side structural reforms. Confronted with the growing demand for e-commerce logistics express delivery, especially the urgent demand for tackling orders piling up to 1 billion pieces during the recent “Double 11” shopping carnival, it is very important and practical for us to study how to make scientific decisions on the supply side in the field of e-commerce express delivery. Therefore, in this paper, we design a sharing logistics cooperation mechanism considering both the undersupply and oversupply of express delivery service capabilities under stochastic demand. By comparing the earnings data of several listed express companies, we analyze four types of optimization strategies: the order flow proportion revenue sharing strategy (RE-OFP), the combined factors revenue sharing strategy (RE-RSF), the order flow proportion risk sharing strategy (RS-OFP), and the combined factors risk sharing strategy (RS-RSF). The research results demonstrate that the four optimization strategies of RE-OFP, RE-RSF, RS-OFP, and RS-RSF could achieve Pareto improvements in the operational performance of e-commerce express service. The performance of four revenue sharing and risk sharing strategies varies with different revenue sharing or risk sharing factors. Under some certain combined factors, the revenue sharing contract could help realize the supply chain coordination of the sharing logistics service. The sharing logistics cooperation mechanism based on equity investment proposed hereafter provides a feasible solution to solve the problems of high empty driving rate and operational cost of e-commerce express delivery service in urban areas.

The logistics industry is an essential component of economic and social development. Enhancing its efficiency contributes to national economic progress. However, the sector faces challenges such as high costs and pollution. This paper conducts an empirical study on the logistics efficiency of 30 Chinese provinces (excluding Xinjiang Uygur Autonomous Region) from 2004 to 2021 using a three-stage DEA model. Findings reveal that before adjustment, five provinces, including Beijing and Shanghai, were on the efficiency frontier, reduced to three after adjustment. Other provinces exhibit room for improved logistics efficiency, particularly in addressing cost and pollution issues. The key to enhancing efficiency lies in technical and scale efficiency adjustments. External environmental factors significantly influence logistics efficiency; social retail goods consumption positively correlates, while Gross Regional Product negatively correlates. Overall, China's logistics efficiency displays an upward trend but with notable regional disparities, indicating higher efficiency in the eastern region and lower efficiency in central and western regions, resulting in an overall "high in the east, low in the west" pattern.

Combining the super‐efficiency model based on data envelopment analysis (DEA) with the Malmquist index model, this paper evaluated the efficiency of the logistics distribution center comprehensively considering the truck traffic restriction and provided decision suggestions to improve the efficiency of the logistics distribution center. This paper takes 20 logistics distribution centers as the research objects and uses economic factors, transportation factors, quality of distribution center business activities, and quality of customer service as the primary input indicators; selects eight indicators such as construction cost, transportation cost, labor cost, road facilities, accessibility, business demand, number of laborers, and customer satisfaction as the secondary input indicators; chooses distribution time and profit as the output indicators; and measures the static efficiency of logistics distribution centers from two perspectives, including the traditional unconstrained super‐efficiency model and the truck‐ restricted conditions, using the super‐efficiency model of data envelopment analysis (DEA). The Malmquist index model was used to measure the dynamic efficiency and change trend efficiency of the logistics distribution center, and a unified and comprehensive analysis was also made. The results of the case study show that the average efficiency of the logistics distribution center in the driving and nondriving restriction area is 0.872 and 0.914, respectively, and the average efficiency in the driving restriction area is about 4.5% lower than that of the nondriving restriction area, and variance is 1.58 times of the latter. Therefore, it can be concluded that the measures of truck driving restriction have an impact on the efficiency of the logistics distribution center, and the results of the super‐efficiency model with the restriction constraint have a greater impact on the logistics efficiency of the logistics distribution center than the traditional unconstrained super‐efficiency model. According to the evaluation results, suggestions on reasonable assignment of labor and other resources input are put forward for logistics distribution centers in areas where driving is restricted to improve efficiency.

The transport and logistics market is facing growing demand volatility, fuel and labour cost pressure, and increasingly complex service models that require reliable, timely and comparable performance assessment across branches, fleets and routes. In practice, managerial decisions are often based on heterogeneous data sources (TMS/WMS/ERP, telematics, accounting modules and spreadsheet reports), which produces inconsistent KPI definitions and weak traceability from operational drivers to economic results. This extended abstract presents the concept of an information and analytical system (IAS) for assessing the economic efficiency of transport and logistics enterprises. The IAS integrates operational and financial data into a unified analytical environment (data warehouse + semantic KPI layer) supported by standardized ETL/ELT procedures and data quality controls (completeness, timeliness, reference data harmonization, deduplication and anomaly checks). The system combines (i) a KPI dashboard/scorecard to monitor cost efficiency, profitability, asset utilization, process productivity, service quality and working-capital indicators, (ii) an integrated efficiency index for quick cross-unit ranking and managerial focus, and (iii) Data Envelopment Analysis (DEA) to benchmark decision-making units (branches, fleets, warehouses or route clusters) against a best-practice frontier without ex-ante weighting of indicators. The paper outlines key data objects, calculation rules and «KPI passports» that fix formulas, owners, granularity and target thresholds, ensuring transparency and reproducibility of results. The practical value of the proposed IAS is threefold: it reduces reporting latency, increases comparability of performance across units, and supports evidence-based actions by revealing the drivers of deviations (e.g., empty miles, dwell time, service failures, claims and penalties). The approach is applicable for continuous improvement programmes and for strategic alignment of operational decisions with profitability and service-level commitments.

Digitalisation represents one of the key processes of modern society and the economy. It refers to the systematic use of digital tech-nologies to improve business processes, increase efficiency, create new value, and provide additional opportunities for generating rev-enue. Digitalisation is changing the way businesses operate, commu-nicate, manage resources, and connect with customers and partners. The European Union recognizes digitalisation as a strategic priority through initiatives aimed at strengthening digital infrastructure, skills, and innovation, while Croatia actively participates in these processes by supporting businesses and modernizing the public sector. To inves-tigate the impact of digitalisation on business efficiency, a quantita-tive study was conducted using a survey among logistics companies in northwestern Croatia. The results show that digitalisation positively affects business operations, particularly in warehouse operations, cost management, and employee productivity. The study concludes that continuous investment in digital solutions and employee training is essential for sustaining competitiveness in today’s business environment.

methods, and tools that ensure the achievement of maximum logistics operation productivity through cost optimization, reduction of delivery times, and enhancement of the competitiveness of business entities. In this regard, the aim of this article is to substantiate the economic foundations and identify directions for improving the efficiency of logistics centers in modern business conditions. The research results indicate that the economic foundations of logistics center operations should be based on a comprehensive approach that combines cost optimization, productivity enhancement, innovation implementation, and strategic activity planning. In modern business conditions, the key directions for improving logistics center efficiency are: rationalization of resources and inventory management; automation and introduction of innovative technologies; optimization of logistics processes and routes; economic planning and cost control; and enhancement of personnel competence and motivation. The study demonstrated that rationalizing resources and managing inventory ensures the optimization of warehouse locations, centralization of material flows, and the implementation of effective accounting and demand forecasting systems. The research also found that automation and the introduction of innovative technologies increase the speed of order processing and the accuracy of logistics operations, while optimization of logistics processes and routes reduces delivery time and improves logistics reliability. Furthermore, the study illustrated that economic planning and cost control ensure improved profitability of logistics center operations, while enhancing personnel competence and motivation, which affects the productivity of the logistics center and the quality of customer service. The overall value of the study lies in demonstrating that implementing the above directions enables logistics centers to adapt to a dynamic market environment, increase operational efficiency, and strengthen their competitive positions in the market.

The article examines the problem of assessing the economic efficiency of logistics systems using simulation models and determines the likely conditions for the application of this method. The relevance and necessity of optimizing the management of logistics costs in the complex management system of production enterprises is highlighted. The set of logistics costs in the total cost of production enterprises of Ukraine and countries of the world is determined. The specifics of displaying logistics costs in the company's accounting system have been determined. The formation of logistics cost is inseparable from the functioning of the enterprise's logistics system. In the process of optimizing the company's activities, logistics costs are coordinated with operational costs. The determination and evaluation with the appropriate level of detail of all factors for optimizing logistics costs in production companies confirm the basic principles of finding reserves for reducing and optimizing logistics costs.

In recent years, the rise of online platform transactions has led to the rapid development of the logistics industry. On the other hand, the extensive management mode of China's logistics industry can be changed to precise management, which has more advantages in international competition. This paper adopts a combination of literature research and case analysis to analyze how SN Holdings can use value chain cost management to optimize and allocate internal and external resources in the process of cost management, reduce energy consumption and improve resource efficiency, so as to maintain the long-term competitive advantage of the enterprise.

In the context of the digital economy, data, algorithms, and computing power are profoundly reshaping the collaborative patterns and value creation mechanisms of the logistics industry chain. Focusing on the smart logistics industry chain, this study aims to explore the intrinsic logic and pathways of collaborative mechanism optimization and value chain restructuring under digital empowerment. By systematically reviewing relevant literature and constructing an integrated analytical framework of "digital empowerment, collaborative mechanism optimization, value chain restructuring, and enterprise competitiveness enhancement," the paper examines three core collaborative mechanisms—platform collaboration, data collaboration, and technology collaboration—and analyzes the evolutionary characteristics and differentiated models of full-chain, multi-actor cooperation in smart logistics. The results show that digital empowerment not only breaks information silos and improves resource flow and operational coordination efficiency across the industry chain but also extends service boundaries, fosters innovation in value co-creation models, and enhances user experience, thereby facilitating the transformation of logistics enterprises from traditional service providers to data-driven, value co-creation platforms. The study concludes that collaborative mechanism optimization and value chain restructuring constitute a dynamically coupled process in which digital technologies continuously drive value chain innovation through strengthened collaboration, ultimately generating competitive advantages. Smart logistics enterprises should regard digital empowerment as a strategic resource and build a fully integrated development model centered on data-driven operations, intelligent collaboration, and value co-creation to adapt to the complex and evolving market and supply chain ecosystems.

No abstract available

The logistics sector plays a crucial role in promoting the implementation of the "carbon peak" policy and the high-quality improvement of China's economy as it is an industry with excessive energy consumption. In this study, the logistics efficiency of 30 Chinese provinces and cities (districts) is measured using the DEA model, and the factors influencing China's low-carbon logistics efficiency are identified using the Tobit regression model. The findings show that efficiency varies greatly between regions of China, with an east to west trending steady drop. The low comprehensive efficiency of logistics industry is mainly restricted by technical conditions. The efficiency of low-carbon logistics is positively impacted by per capita GDP, region entropy, and transport network density, but negatively impacted by R&D spending and energy intensity. This study puts forward some countermeasures and suggestions on the application of logistics public information service platform to narrow regional logistics differences, improve transport structure and develop smart logistics

General background: Transport systems serve as fundamental components in regional economic development, directly influencing interregional relations, production growth, and investment climate improvement. Specific background: Advanced countries employ digital logistics platforms, public-private partnerships, and green transport strategies to enhance economic efficiency, yet developing nations struggle to adapt these innovations systematically. Knowledge gap: Limited empirical analysis exists on how integrated transport service models—combining digitalization, PPP mechanisms, and sustainable policies—can be strategically applied to accelerate regional economic growth in emerging markets like Uzbekistan. Aims: This study examines foreign transport practices to identify effective organizational and economic mechanisms for regional development, analyzing reforms in aviation, motor transport, and digital service implementation. Results: Comparative analysis reveals that Germany's Smart Logistics increased efficiency by 25%, South Korea's PPP model reduced budget burdens by 30%, and China's Belt and Road Initiative expanded regional trade by 40%. Uzbekistan's freight volumes grew from 650 million tons (2020) to 703.6 million tons (2024), with service value rising from 75 to 108.4 trillion UZS. Novelty: The research provides integrated assessment of digital transformation, multimodal corridor development, and green mobility strategies specifically contextualized for transitional economies. Implications: Findings establish strategic directions for implementing intelligent transport systems, expanding PPP infrastructure, and strengthening regional integration to achieve sustainable economic growth.Highlight : Digital transformation improves efficiency by 25% and reduces logistics costs through AI-based management and intelligent transport systems. Public-private partnerships enable infrastructure financing with 1:1.7 investment multiplier effect while reducing state budget burden by 30%. Multimodal integration drives regional trade growth by 40% and reduces carbon emissions by 12-14% through sustainable transport policies. Keywords : Transport Infrastructure, Regional Development, Logistics Optimization, Public-Private Partnership, Sustainable Mobility

This study investigates the strategic drivers of multimodal transportation efficiency- Capacity, Velocity, Duration, and Transfer Points (CVDT) within the framework of India’s PM Gati Shakti National Master Plan for Multimodal Connectivity. Multimodal transportation has emerged as a critical enabler of economic growth, sustainable mobility, and global trade competitiveness. However, efficiency within these systems is not merely an infrastructural challenge but a complex interplay of operational, digital, and policy-driven factors. Drawing from an extensive review of literature and empirical evidence from government reports, this paper examines how each driver shapes logistics outcomes, identifies their interdependencies, and highlights complementarities and trade-offs. The study finds that capacity expansion in isolation yields limited results unless matched with improved transfer points, while gains in velocity and duration are contingent upon synchronized infrastructure and digital integration. PM Gati Shakti addresses these challenges through coordinated investments in dedicated freight corridors, multimodal logistics parks, port modernization, and digital platforms like the Unified Logistics Interface Platform (ULIP). The findings underscore that the CVDT framework provides a holistic lens for understanding multimodal performance and clarifies where efficiency gains can be maximized through integrated strategies. Policy implications include the need for balanced capacity planning, smart transfer point development, and institutional coordination to align efficiency with sustainability and economic objectives. The paper contributes by offering a CVDT-centric analytical framework that situates multimodal efficiency within India’s developmental trajectory toward reducing logistics costs, enhancing resilience, and achieving the vision of a globally competitive logistics ecosystem.

This article explores the growing importance of the Europe-Asia transport corridor, with a particular focus on the logistics routes connecting China and Europe. It examines how rail, maritime, and road networks contribute to the efficiency, sustainability, and resilience of transcontinental trade flows. The paper highlights the strategic role of China’s Belt and Road Initiative and the European Union’s Global Gateway in shaping infrastructure development, regulatory cooperation, and geopolitical influence. Drawing on recent data and academic research, the study analyzes the strengths and limitations of different transport modes, including the China-Europe Railway Express and maritime shipping via the Suez Canal. In addition, the article addresses environmental concerns, emphasizing the carbon reduction potential of shifting freight from road and sea to rail. Technological innovations such as digital platforms, automated freight terminals, and smart customs systems are also considered key enablers of improved logistics performance. The analysis shows that a coordinated and multimodal approach is essential for optimizing the corridor’s strategic value. Ultimately, the findings emphasize the need for continued investment in infrastructure, policy harmonization, and sustainability practices to ensure the long-term viability and competitiveness of the corridor in a rapidly evolving global trade environment.

Against the backdrop of global supply chain optimization, rail-sea intermodal transport holds a relatively dominant position among multimodal transport methods. Its 'port-railway-inland hinterland' model significantly contributes to advancing economic globalization. This study systematically analyzes its role through the comparison between traditional and modern models and cases such as the Port of Antwerp. The analysis shows that the rail-sea intermodal transport model significantly improves the overall efficiency of the supply chain by integrating sea and land transport resources, refining process integration and information flow, reducing the overall transportation cost, and improving the point-to-point transportation timeliness. However, as an emerging transport model, it still has the problem of insufficient adaptability to diversified cargo types, which may make it lack momentum under the trend of gradual expansion of international trade. Nevertheless, this problem can be gradually solved by promoting standardized operations, improving the intelligent level, and setting up a scientific freight rate system.

No abstract available

Background: Sustainability is a critical concern in transportation, notably in light of governmental initiatives such as cap-and-trade systems and eco-label regulations aimed at reducing emissions. In this context, collaborative approaches among carriers, which involve the exchange of shipment requests, are increasingly recognized as effective strategies to enhance efficiency and reduce environmental impact. Methods: This research proposes a novel collaborative planning model for multimodal transport designed to minimize the total costs associated with freight movements, including both transportation and CO2 emissions costs. Transshipments of freight between vehicles are modeled in the proposed formulation, promoting carrier coalitions. This study incorporated eco-labels, representing different emission ranges, to capture shipper sustainability preferences and integrated authority-imposed low-emission zones as constraints. A bi-objective approach was adopted, combining transportation and emission costs through a weighted sum method. Results: A case study on the Naples Bypass network (Italy) is presented, highlighting the model’s applicability in a real-world setting and demonstrating the effectiveness of collaborative transport planning. In addition, the model quantified the benefits of collaboration under low-emission zone (LEZ) constraints, showing notable reductions in both total costs and emissions. Conclusions: Overall, the proposed approach offers a valuable decision support tool for both carriers and policymakers, enabling sustainable freight transportation planning.

As a core model integrating railway, road, waterway, and air transportation, the multimodal transport supply chain plays a critical role in improving logistics efficiency, reducing costs, and enhancing supply chain resilience. Against the backdrop of China’s “domestic and international dual circulation” strategy and the deepening of the “Belt and Road Initiative”, this paper explores the development status, existing problems, and optimization paths of China’s multimodal transport supply chain. However, its development is constrained by several critical challenges that need to be addressed. Through a systematic analysis of policy documents, industry reports, and academic literature, this study finds that China has made phased progress in infrastructure construction, market scale expansion, and low-carbon exploration, but still faces three key dilemmas: market-legal-cost constraints, information-standard barriers, and regional imbalance-low-carbon obstacles. Corresponding suggestions are proposed: improving infrastructure and standard systems, and optimizing policy and legal mechanisms. The proposed framework and recommendations not only contribute to the theoretical discourse on integrated logistics management but also offer actionable insights for policymakers and logistics enterprises to enhance operational efficiency and competitiveness.

In order to verify the high efficiency and low carbon nature of multimodal transport, this paper, according to the main components and network characteristics of multimodal transport, takes container multimodal transport as the research object, and comprehensively considers the carbon emission and transportation time in the transportation process. To minimize the comprehensive cost of container multimodal transport, the comprehensive cost model of multimodal transport including time, transportation and replacement cost is established. At the same time, combined with the actual calculation of examples, the design and analysis of the multimodal transport scheme. As for the transportation time, this paper introduces the monthly depreciation rate of goods and transforms the transportation time into the time cost. It can be concluded that with the increase of the monthly depreciation rate of goods, the multimodal transport mode is more economical and efficient than the single transportation mode. For the problem of carbon emission, this paper will quantify the carbon emission, it can be found that in the multimodal transportation, the reasonable connection of transportation mode can greatly reduce the carbon emission in the transportation process, so as to achieve low carbon transportation

The article examines the current state of the transport and logistics services market in the Russian Far East and the prospects for its development. Within the framework of the recent history of the economic development of the transport industry, four main stages have been identified, each of which was accompanied by an increase in the cost of transportation and the transition to the use of innovative technologies by enterprises of modes of transport. The long-term and medium-term trends in the development of market conditions are presented, among which it is possible to highlight the expansion of the practice of organizing transportation involving several modes of transport. For the Far East, in conditions of limited development of transport infrastructure, taking into account the experience of the western and central parts of the country, this practice is especially relevant. Studying the main trends and taking them into account in the activities of market participants will improve business efficiency and ensure financial well-being.

Abstract. By two or more modes of transportation to connect with each other and complete the transport process, multimodal transport could significantly improve transport efficiency, reduce costs, while promote energy conservation and emission reduction, compared with the traditional single mode of transport. Therefore, the multimodal transport development reflects the level of national or regional economic development to some extent. In this study, multimodal transport potential index was built to evaluate the possibility of multimodal transport. Remote sensing images from satellites were used to extract roads, railway stations and airports. A method was proposed to derive the road-rail transport potential index and road-air transport potential index, and then for the analysis of multimodal transport potential in 36 cities. Results show that there is a big gap among 36 cities on the development potential of road-rail and road-air transport. Compared with the road-rail transport potential index, the distribution of road-air transport potential index is more consistent among and within the seven regions. Index values of megacity and super cities are much higher than type I and II big cities. Moreover, in the 36 cities, there is a positive correlation between the multimodal transport potential index and GDP. The research results could be used to quantitatively evaluate the development of transport infrastructure, consequently provide more solid and reliable basic information for the planning, design and scheme adjustment of multimodal transport, thus comprehensively improve the efficiency and quality of multimodal transport, serve the territorial spatial planning.

Yangtze River Economic Zone shoulder strategic missions of regional economic development as well as eco-civilization improvement. There for its multi-modal transportation system should be stressed in terms of high efficiency operation. High lighted by the first theorem of welfare economics, the paper works out the technical model of efficient allocation of multimodal transport resources in the Yangtze River Economic Zone by applying the transportation optimization method. As the findings of the paper, there are al least 6 categories of the resolutions in improving the transport efficiency, namely reducing the institution cost, improving the transportation demand, reducing the freight rate, shortening the transfer time, shortening the transit time, breaking the bottleneck of transportation between the two dams. The results of the research are respected to reduce the negative impact of the unfavorable shipping conditions as well as the blocks of river dams on the smooth operation of multimodal transport turnover in the region.

This study investigates a rail-water multimodal transport system composed of a railway company, a liner company, and an emerging multi-modal operator. Based on the co-opetition game, we discuss decision strategy preference and conflict from a multi-stakeholder perspective to optimize individual profit and system efficiency. It is found that although the invasion of multi-modal operators into the market poses a threat to competition, their service effort directly affects the market demand and promotes the profits of each carrier. The free-riding and market expansion effects triggered by service effort interact with each other. However, multi-modal operators can cope with the negative impact of the free-riding effect through the service strategy and promote system efficiency optimization. Specifically, discussing each carrier's decision-making preferences for maximizing profits, we find that the multi-modal operators’ strategy can achieve the Pareto optimal of triple-win, and the system efficiency is also optimal simultaneously.

The downstream petroleum products distribution is beset with significant challenges due to ageing pipeline infrastructure, pipeline vandalism and other logistical constraints. These challenges have given rise to soaring pump prices of premium motor spirit (PMS), product shortages and unavailability across some locations in Nigeria. Thus, deploying alternative transport modes for PMS distribution is explored to improve product distribution efficiency. The decision to combine inland waterway transport (instead of pipeline network) and road transport modes would activate the intrinsic advantages inherent in the multimodal transport system. However, the efficiency outcome of using multi-modes may be eroded if the multimodal transport operators compete (instead of collaborating) in service provisions. This research investigated cost efficiency in cooperative collaboration among multimodal transport carriers. We proposed collaboration among six multimodal transport operators. The aim of encouraging such a large-scale coalition (S) is the expectation that costs emanating from their joint operation would be reduced. We applied the Shapley value cost allocation method to distribute the costs of operation and profit to the collaborators. After the analysis, we observed that the unit cost for coalition S1 was reduced by N17.16 (5.10 %) million naira. Similarly, we observed respective reductions in unit costs for coalitions S2, …, S10. We observed a reduction in cost by N107.84 million naira, which represents a 6.15 % reduction in total unit cost for the multimodal transportation carriers. Thus, the observed cost efficiency represents savings due to distribution chain efficiency if the multimodal transport carriers collaborate to improve product availability. Working as a coalition would offset PMS pump price variation attributable to distribution chain inefficiency.

The transport system is one of the basic branches of the economy, the stable and effective functioning of which provides the necessary conditions for national security, the integrity of the state, raising the standard of living of the population, as well as revenues to the State Budget. All transport complex components are important for the transit role performance of the country: road, rail, pipeline, water, air modes of transport, which require an effective management strategy and a clearly organized transportation process. The transport sector integration directions are focused on new developments and the efficiency of the transport modes choice and on multimodality. In recent years, there has been a steady trend towards globalization of the goods and services market, and Ukrainian trade market is not an exception. This leads to the need to use effective technologies for transporting products from producers to consumers. The most widespread among such technologies is the technology of multimodal transportation. Most often, multimodal transportation includes the transportation of goods in universal containers. Containerization of transportation is a progressive direction in the organization of cargo delivery, which allows to shorten cargo delivery times, reduce cargo losses during transportation, reduce logistics costs and generally increase the efficiency of the transportation process. Multimodal transportation provides convenience for export and import companies, frees from overloading of goods and the need to complete additional documents. In order to improve the organization of multimodal transportation, it is necessary to create comprehensive plans for the development of sea (river) ports and near-port railway stations; ensure the implementation of large-scale investment projects, including international, aimed at the development of transit transportation, in particular with regard to the development of port infrastructure, elimination of "bottlenecks" of railway infrastructure, improvement of operational reliability and technical characteristics of roads in the directions of international transport corridors, construction of border crossing points in accordance with modern European standards, which will strengthen the competitiveness of the national transport system.

—An integration of resources related multimodal transport and urban distribution and unblocking channels for seamless connection between multimodal transport and urban distribution will be a great help to solve problems of fragmented operation and hard logistics, and to improve the logistics efficiency and reduce the costs of logistics. Based on the significance of study, the current domestic and foreign development, the existing foundation and conditions as well as the project implementation proposals, the article raises assumptions for the research project, which will lay a foundation for implementing the project research.

Multimodal transport can integrate the advantages of various types of transportation, improve the efficiency and quality of transportation, meet the requirements of personalized demand for commodity transportation. It is an inevitable trend for production enterprises to cope with the increasingly fierce global competition. Starting from the “The Belt And Road” strategy and the current situation of China’s multimodal transport, this paper analyzes the development of China’s multimodal transport under the “The Belt And Road” strategy. The development of international multimodal transport is analyzed. The countermeasure under“The Belt And Road” is put forward.

No abstract available

The current system of public transport services in regional areas demands a comprehensive approach to address challenges such as optimizing multimodal routes and transfers, improving transport accessibility, and enhancing the operational efficiency of regional and interregional mobility. A systematic framework is essential for organizing transport services, enabling the development of integrated solutions that support a balanced and coordinated passenger transport network. The article presents a model for delivering integrated transport services to the public, combining road and rail systems, with the main goal of reducing overall system expenses. These include organizational transport costs and passenger waiting time costs, subject to constraints on demand satisfaction, vehicle capacity, non-negativity, permissible waiting times, and spatial coverage. The proposed model supports strategic planning of public transport services across all relevant modes and facilitates route optimization, improved modal coordination, cost reduction, and increased operational profitability. The model's application presents an effective solution for modern cities and regions seeking to enhance the quality, efficiency, and sustainability of public transport systems.

Special attention is paid to the Russian transportation and logistics infrastructure development. The speed of commodity flows reorientation to southern and eastern directions depends on the efficiency and effectiveness of its activity. The existing logistical limitations on the throughput capacity of seaports and port areas reduce the transportation process efficiency and slow down export-import operations. Dry ports as a relatively new element of transport and logistics infrastructure could significantly overcome these limitations through implementing intermodal and multimodal transportation of resources and goods in international trade. The importance of dry ports is actualized by their potential role in developing new transport corridors linking Russia with “friendly” countries. Theoretical approaches to the dry port definition in the world practice have been considered. The main features of dry ports and their functions within the framework of transport and logistics infrastructure have been defined. The main technical, organizational, and economic requirements for dry ports in modern conditions have been analyzed. The advantages and risks of using dry ports for economic entities and the country’s economy as a whole have been identified. The experience of creating new dry ports in Russia and the prospects of their development within the framework of international transport corridors have been considered.

The article examines the key trends shaping the modern transport services market, including logistics digitalisation, the introduction of innovative technologies in transport management, the expansion of multimodal and intermodal transportation systems, and the environmental modernisation of the global transport sector. The international transport services market plays a pivotal role in ensuring the mobility, stability and efficiency of global trade flows, while simultaneously strengthening economic integration and supporting the development of sustainable supply chain architectures. The study further develops an econometric model designed to analyse the relationship between global exports of transport services and global merchandise exports. The obtained results demonstrate a strong positive correlation, confirming the functional dependence of transport services on the dynamics of international trade and revealing the sensitivity of transport operations to fluctuations in global economic activity. The research highlights the multifaceted influence of technological, economic and geopolitical factors on the evolution of the global transport market. Particular attention is paid to the growing importance of Asia in the redistribution of global freight flows, the intensification of production capacities in the Asia-Pacific region, and the strategic role of new Eurasian transport corridors. The analysis underscores how geopolitical disruptions, military conflicts, energy price volatility and sanctions regimes reshape established routes, create bottlenecks, and stimulate the emergence of alternative logistics pathways. Additionally, the article highlights the increasing role of artificial intelligence, data-driven logistics platforms and predictive analytics in optimising supply chains, improving route planning, enhancing operational transparency and reducing transaction costs. The findings emphasise the strategic importance of the transport services market in enhancing the resilience, competitiveness and long-term sustainability of global value chains. They outline the necessity of improving international transport infrastructure, harmonising regulatory and environmental frameworks, supporting low-carbon transport initiatives, and promoting innovative logistics solutions capable of adapting to the challenges of global economic turbulence. Taken together, these insights reinforce the conclusion that transport services constitute a core structural component of international trade and an essential driver of global economic development.

Multimodal transportation, which involves the use of two or more modes of transport under a single contract, has evolved into the backbone of global supply chain efficiency. This journal presents an in-depth analysis of the theoretical foundation, operational principles, as well as the strategic implications and challenges in the implementation of multimodality, based on a synthesis of literature from leading experts in the fields of logistics and transportation. The discussion includes the central role of containerization, the development of transshipment infrastructure, the adoption of information technology, as well as the regulatory and policy frameworks that support it. The main focus is on how multimodality fundamentally changes the paradigm of goods movement, from fragmented to integrated, in order to achieve cost, time, reliability, and sustainability optimization.

The methodology developed by the authors for designing a stage-by-stage change the shape and capacity of a multimodal transportation network allows, on the basis of the initial set of strategies, forming the area of effective strategies. This area is used to make an optimal design decision. The article discusses the efficiency of the strategy that stage-by-stage changes shape and capacity of the multimodal transportation network. In this study the strategy efficiency is the strategy compliance with the set goals and interests of potential participants of the investment project for its implementation. At the same time, the use of only economic indicators does not always determine the optimal strategy. For this purpose, in the multimodal transportation network designing methodology a set of interrelated balanced indicators is applied: economic, social, technical, operational, environmental, etc. The article provides recommendations for determining the indicators of economic efficiency: social, national (federal), regional and industry efficiencies included in the Balanced scorecard. These indicators allow estimating possible outcomes of strategies implementation of multimodal transport network development in economic and social spheres for society as a whole, economy of the country, transport industry, and also investment appeal of strategy for potential participants of the project on its realization.