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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>A METHODOLOGY FOR DETERMINING THE FREIGHT BORDER TRANSPORTATION IMPACT OF THE NORTH AMERICAN FREE TRADE AGREEMENT</title>
      <link>https://trid.trb.org/View/573545</link>
      <description><![CDATA[The demand for infrastructure investment in the Texas-Mexico border region -- a demand heightened by the growth in trade resulting from the North American Free Trade Agreement (NAFTA) -- has created the need for a comprehensive freight forecasting model.  Accordingly, this report presents a methodology useful in forecasting the effects of NAFTA on the demand for freight transportation at the Texas-Mexico border.  In developing long-term estimates of future freight-related traffic crossing the border, the methodology employs three steps:  (1) an economic analysis of the region, (2) calibration of modal choice models, and (3) an assessment of inventory practices.  This methodology is designed to improve upon previous efforts by considering how NAFTA would alter the economic environment in which firms operate, as well as the decisions these firms make regarding modal choice and shipment size.  By optimizing the efficient allocation of staff and resources, this methodology could be used to upgrade the operations and infrastructure of the Texas-Mexico border region.]]></description>
      <pubDate>Wed, 24 Sep 1997 00:00:00 GMT</pubDate>
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      <title>JUST-IN-TIME AND THE USE OF TRANSPORTATION BY MINNESOTA AND WISCONSIN MANUFACTURERS</title>
      <link>https://trid.trb.org/View/410200</link>
      <description><![CDATA[In this report, just-in-time (JIT) is defined to mean that physical goods arrive just in time to be used, processed, or transported.  The objectives of the study were to determine (1) the extent to which manufacturers in Minnesota and Wisconsin have adopted the JIT concept for inbound or outbound movements; (2) what kinds of firms can successfully use JIT in terms of their size, plant location, products produced, and type of manufacturing (repetitive or non-repetitive); (3) for those manufacturers that have adopted the JIT philosophy, what their reasons were for doing so and, for non-users of JIT, why they had not done so; and (4) to what extent the assumptions concerning the use of transportation in a JIT environment are supported by the experience of manufacturers in Minnesota and Wisconsin, i.e., what was the effect of their participation in JIT on their use of transportation.  The methodology used in the study was a mail questionnaire sent to a random sample of 281 manufacturers with fifty or more employees in Minnesota and Wisconsin.  The return of usable questionnaires was 97, or 34.5%.  Of these, 29, or 29.9%, were users of JIT.  Ten of the JIT users and ten of the non-users of JIT were interviewed personally on an in-depth basis.  Among the findings are the following:  The motivation for using JIT is often to reduce the amount of inventory held, frequently associated with a co-objective of improving the quality of the products or materials involved.  The assumption that the manufacturer should have control over transportation in JIT systems was generally supported among inbound JIT companies but less so among outbound JIT companies.  The assumption that the adoption of JIT leads to smaller shipment size was partially supported.  As to frequency of shipments, there is evidence that whatever increase in frequency occurred after implementing JIT systems would have happened without JIT.  There is no evidence that the institution of JIT has any effect of shortening the length of haul.  There is no support of the assumption that the adoption of JIT results in a reduction in the number of carriers used.  The modal choices of the JIT firms generally conform to what would be expected of JIT users, although non-users made similar choices. The modes of transportation used by JIT users and non-users were Truckload Common, Truckload Contract, Less-Than-Truckload (LTL) Common, LTL Contract, Air, Water, Pipeline, Railroad, Intermodal Rail-Truck, Supplier's/Customer's Truckload Private, Own Truckload Private, Supplier's/Customer's LTL Private, and Own LTL Private.  Transportation cost increases usually do not occur after JIT is implemented, contrary to what is usually assumed about JIT.]]></description>
      <pubDate>Thu, 27 Oct 1994 00:00:00 GMT</pubDate>
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