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The Swedish railway industry faces a predicted increase in demand, a demand shift in each railway product, new noise regulation, and the problem with attaining the right personnel. This creates new operating conditions that railway operators must adapt to. The planning process for allocating empty-wagons from one geographical area to another to fulfill customer demand is manually performed by three experienced Wagon Managers after the discontinuation of a fully automatic system called New VADIS. Green Cargo needs to streamline operations through a standardized empty-wagon allocation process to increase delivery precision, the utilization of the wagon fleet, and to promote cost-efficiency. The thesis will evaluate Green Cargo’s usage of wagons, provide a framework for how to standardize the allocation process, discuss benefits of wagon fleet rationalization, and expand upon the current method to eliminate flaws and internal waste. Literature reviews relating to the New VADIS project, intermodal load unit assignment, and transport fleet standardization were reviewed to provide the theoretical basis of the study. An evaluation of current KPIs resulted in the introduction of the Wagon Fleet Scorecard. Interviews with representatives from the Customer Service and Operations Center departments at Green Cargo formed the basis for necessary operative conditions needed to ensure the success of a future automatic allocation system. An attempt at solving the intermodal demand translation flaw of New VADIS was done through a new mixed-integer-linear programming optimization model for optimal loading of load units on ten intermodal wagon types. The model was evaluated on real-life production data from three intermodal terminals resulting in a significantly better assignment compared to the manual process, with an 11.26% shorter cumulative train length and 10.44% less loaded wagons. An indirect effect was the reduction of the cumulative tare weight of the departing loaded wagons, Den svenska järnvägsindustrin står inför en förutspådd efterfrågansökning, en efterfrågeförskjutning av varje järnvägsprodukt, ny bullerreglering och problem med att anställa personal med rätt kompetens. Detta skapar nya operativa förutsättningar som svenska järnvägsoperatörer måste anpassa sig till. Planeringsprocessen för att allokera tomma vagnar från ett överskottsområde till ett underskottsområde för att realisera kunders transportbehov utförs manuellt av tre erfarna Vagnledare, efter att det automatiserade systemet Nya VADIS avvecklades. Green Cargo behöver effektivisera verksamheten genom en standardiserad vagnförsörjningsprocess för att öka leveransprecisionen, nyttjandet av vagnsflottan och för att främja kostnadseffektivitet. Examensarbetet utvärderar Green Cargos användning av vagnar, tillhandahåller ett ramverk för hur vagnförsörjningsprocessen kan standardiseras, diskuterar fördelarna med en rationalisering av vagnflottan samt utökar den nuvarande metoden för att eliminera brister och internt slöseri. Litteraturgenomgångar relaterade till Nya VADIS-projektet, optimal lastning av intermodala lastbärare och standardisering av vagnflottan utfördes för att ge den teoretiska grunden för examensarbetet. En utvärdering av aktuella nyckeltal resulterade i skapandet av ett Wagon Fleet Scorecard. Intervjuer med representanter från avdelningarna Kundservice och Driftcenter på Green Cargo utgjorde grunden för nödvändiga operativa förutsättningar för att säkerställa framgången för ett framtida automatiskt vagnförsörjningssystem. Ett försök att lösa bristerna i den intermodal efterfrågeöversättningen i Nya VADIS genomfördes genom en ny linjär heltalsoptimeringsmodell för optimal lastning av lastbärare på tio intermodala vagntyper. Modellen utvärderades på verkliga produktionsdata från tre intermodala terminaler vilket resulterade i en betydligt mer optimal lastning jämfört med den manuella processen, med 11,26 % kortare ackumulerad tåglängd och 10,44 % färre lastade

The Swedish railway industry faces a predicted increase in demand, a demand shift in each railway product, new noise regulation, and the problem with attaining the right personnel. This creates new operating conditions that railway operators must adapt to. The planning process for allocating empty-wagons from one geographical area to another to fulfill customer demand is manually performed by three experienced Wagon Managers after the discontinuation of a fully automatic system called New VADIS. Green Cargo needs to streamline operations through a standardized empty-wagon allocation process to increase delivery precision, the utilization of the wagon fleet, and to promote cost-efficiency. The thesis will evaluate Green Cargo’s usage of wagons, provide a framework for how to standardize the allocation process, discuss benefits of wagon fleet rationalization, and expand upon the current method to eliminate flaws and internal waste. Literature reviews relating to the New VADIS project, intermodal load unit assignment, and transport fleet standardization were reviewed to provide the theoretical basis of the study. An evaluation of current KPIs resulted in the introduction of the Wagon Fleet Scorecard. Interviews with representatives from the Customer Service and Operations Center departments at Green Cargo formed the basis for necessary operative conditions needed to ensure the success of a future automatic allocation system. An attempt at solving the intermodal demand translation flaw of New VADIS was done through a new mixed-integer-linear programming optimization model for optimal loading of load units on ten intermodal wagon types. The model was evaluated on real-life production data from three intermodal terminals resulting in a significantly better assignment compared to the manual process, with an 11.26% shorter cumulative train length and 10.44% less loaded wagons. An indirect effect was the reduction of the cumulative tare weight of the departing loaded wagons, Den svenska järnvägsindustrin står inför en förutspådd efterfrågansökning, en efterfrågeförskjutning av varje järnvägsprodukt, ny bullerreglering och problem med att anställa personal med rätt kompetens. Detta skapar nya operativa förutsättningar som svenska järnvägsoperatörer måste anpassa sig till. Planeringsprocessen för att allokera tomma vagnar från ett överskottsområde till ett underskottsområde för att realisera kunders transportbehov utförs manuellt av tre erfarna Vagnledare, efter att det automatiserade systemet Nya VADIS avvecklades. Green Cargo behöver effektivisera verksamheten genom en standardiserad vagnförsörjningsprocess för att öka leveransprecisionen, nyttjandet av vagnsflottan och för att främja kostnadseffektivitet. Examensarbetet utvärderar Green Cargos användning av vagnar, tillhandahåller ett ramverk för hur vagnförsörjningsprocessen kan standardiseras, diskuterar fördelarna med en rationalisering av vagnflottan samt utökar den nuvarande metoden för att eliminera brister och internt slöseri. Litteraturgenomgångar relaterade till Nya VADIS-projektet, optimal lastning av intermodala lastbärare och standardisering av vagnflottan utfördes för att ge den teoretiska grunden för examensarbetet. En utvärdering av aktuella nyckeltal resulterade i skapandet av ett Wagon Fleet Scorecard. Intervjuer med representanter från avdelningarna Kundservice och Driftcenter på Green Cargo utgjorde grunden för nödvändiga operativa förutsättningar för att säkerställa framgången för ett framtida automatiskt vagnförsörjningssystem. Ett försök att lösa bristerna i den intermodal efterfrågeöversättningen i Nya VADIS genomfördes genom en ny linjär heltalsoptimeringsmodell för optimal lastning av lastbärare på tio intermodala vagntyper. Modellen utvärderades på verkliga produktionsdata från tre intermodala terminaler vilket resulterade i en betydligt mer optimal lastning jämfört med den manuella processen, med 11,26 % kortare ackumulerad tåglängd och 10,44 % färre lastade

Helping freight move efficiently through reduced congestion and bottlenecks along with safety is a key factor in supporting supply chains. This report focuses on freight mobility by looking at the State Department of Transportation (DOT) and metropolitan planning organization (MPO) freight performance measurement, bottleneck reporting, and freight improvement strategies to improve freight mobility and reliability. State DOTs and MPOs have been implementing transportation performance management, including measuring truck travel time reliability (TTTR) and freight truck bottlenecks. Most State DOTs and MPOs use other freight mobility performance measures in addition to the TTTR measure to assess freight mobility and reliability. The most common measures are analyses of delay, including hours of delay and delay per mile, the planning time index (PTI) and travel time index (TTI), a level of service (LOS), or volume-to-capacity ratio, and average truck speed. Also, the National Performance Management Research Data Set (NPMRDS) is the primary data source used by the State DOTs and MPOs for mobility analysis. A Toolbox of Solutions is provided in this document to help States DOTs and MPOs improve freight mobility, reliability, and bottlenecks.

Intermodal facilities, including port operations, play a significant role in the economic framework of the United States by making substantial contributions to the country's GDP, but face challenges managing increased freight volumes. However, increased transportation time within port facilities leads to higher costs, emissions, and impacts on efficiency and sustainability. This thesis aims to develop a concept of operations (ConOps) for improving the efficiency of heavy truck movement outside ports, with goals of reducing congestion, considering greenhouse gas (GHG) emissions, and addressing issues faced by the truck drivers. The study proposes integrating technological solutions to streamline heavy truck traffic at intermodal port facilities, including scheduled truck arrivals and departures, truck stop and rest areas near ports, real-time traffic information, implementation of dedicated truck lanes, and autonomous truck platooning. The focus is improving communication, efficiency, and safety for trucking companies, operations managers, and truck drivers. Using microsimulation modeling in PTV VISSIM (2023), a traffic impact study is also conducted, focusing on a case study near the Port of Miami. A base scenario is developed to represent current traffic conditions, and additional scenarios are implemented to evaluate different strategies, such as dedicated and exclusive truck lanes, freeway lane restrictions, and autonomous truck platooning. Simulation findings emphasize the positive impact of these strategies on travel times and delays, and forecast scenarios account for increased truck volumes. Dedicated truck lanes and truck platooning demonstrate promising results in reducing congestion and improving overall traffic flow. This research supports decision-making for government officials and logistics service providers in sustainable and efficient intermodal freight planning. The study also suggests opportunities for future extensions, including emerging technolo, 2023, Includes bibliography., Degree granted: Thesis (MS)--Florida Atlantic University, 2023., Collection: FAU Electronic Theses and Dissertations Collection

The China–Singapore International Land–Sea Trade Corridor (C-S-ILSTC) was officially proposed in 2018, under the government-to-government framework of the China–Singapore (Chongqing) Demonstration Initiative on Strategic Connectivity. C-S-ILSTC is expected to play an important role in the international trade and connectivity between Western China and Southeast Asia, where Chongqing serves as the logistics hub in Western China, and Singapore is a transshipment hub for Association of Southeast Asian Nations (ASEAN) region. This paper aims to analyse the newly formed intermodal freight container transport network in the context of C-S-ILSTC and China–Singapore/ASEAN region quantitatively from both supply and demand sides, and investigate C-S-ILSTC's advantages and disadvantages. For the demand side analysis, the results show that the trade volume between China and ASEAN countries is forecasted to consistently increase in recent years, and the most commonly traded cargo types between China and ASEAN have also been identified. For the supply side analysis, we examine the infrastructure and development status of the essential nodes along C-S-ILSTC. In addition, we also compare C-S-ILSTC with the conventional intermodal container transport routes connecting Western China and Southeast Asia, and discuss the development prospect of C-S-ILSTC. The results of this study could provide policy implications for the development of C-S-ILSTC and the cooperation between China and ASEAN region. © 2023

Critical to freight movement in Southern California are environmental plans at the Port of Los Angeles (POLA) and Port of Long Beach (POLB). The combined port complex is the single largest fixed source of air pollution in the South Coast Air Basin. This white paper presents three case studies from the San Pedro Bay Ports Clean Air Action Plan (CAAP), including brief analyses of their effects on freight movement in the region. This research also includes a case study of a private-sector, yet-to-be-built infrastructure project designed to support the faster movement of freight out of the San Pedro Bay Ports called the Southern California International Gateway (SCIG). The case studies are provided to elucidate how self-regulating agreements and operator-led programs contribute to regional environmental goals for freight operations. The findings indicate in part that stakeholder power relationships influence the ability to both develop environmental strategies and determine their outcomes. They also indicate that port-focused plans are more effective when their impact on the entire supply chain is considered. The research also helps to illustrate examples of unintended consequences of freight-related environmental measures which will prove useful to policymakers and operators alike.View the NCST Project Webpage

The Port of Los Angeles and Port of Long Beach, together referred to as the San Pedro Bay Port Complex, are an important source of regional economic activity in southern California. However, the port complex is also the single largest fixed source of air pollution in the region. In response to pressure from regulatory agencies and local communities, the two ports developed a Clean Air Action Plan in 2006.The research team assembled three case studies of programs implemented under the Clean Air Action Plan: the Technology Advancement Program, voluntary Vessel Speed Reduction programs, and the Clean Trucks Program. An additional case study featured a proposed private-sector infrastructure project: the Southern California International Gateway project. Each case study describes the program, stakeholders involved, barriers to implementation, and outcomes. These cases highlight the institutional challenges the ports face while working with a multitude of stakeholders and regulatory bodies to address both environmental sustainability and economic competitiveness. View the NCST Project Webpage

Critical to freight movement in Southern California are environmental plans at the Port of Los Angeles (POLA) and Port of Long Beach (POLB). The combined port complex is the single largest fixed source of air pollution in the South Coast Air Basin. This white paper presents three case studies from the San Pedro Bay Ports Clean Air Action Plan (CAAP), including brief analyses of their effects on freight movement in the region. This research also includes a case study of a private-sector, yet-to-be-built infrastructure project designed to support the faster movement of freight out of the San Pedro Bay Ports called the Southern California International Gateway (SCIG). The case studies are provided to elucidate how self-regulating agreements and operator-led programs contribute to regional environmental goals for freight operations. The findings indicate in part that stakeholder power relationships influence the ability to both develop environmental strategies and determine their outcomes. They also indicate that port-focused plans are more effective when their impact on the entire supply chain is considered. The research also helps to illustrate examples of unintended consequences of freight-related environmental measures which will prove useful to policymakers and operators alike.View the NCST Project Webpage

The Port of Los Angeles and Port of Long Beach, together referred to as the San Pedro Bay Port Complex, are an important source of regional economic activity in southern California. However, the port complex is also the single largest fixed source of air pollution in the region. In response to pressure from regulatory agencies and local communities, the two ports developed a Clean Air Action Plan in 2006.The research team assembled three case studies of programs implemented under the Clean Air Action Plan: the Technology Advancement Program, voluntary Vessel Speed Reduction programs, and the Clean Trucks Program. An additional case study featured a proposed private-sector infrastructure project: the Southern California International Gateway project. Each case study describes the program, stakeholders involved, barriers to implementation, and outcomes. These cases highlight the institutional challenges the ports face while working with a multitude of stakeholders and regulatory bodies to address both environmental sustainability and economic competitiveness. View the NCST Project Webpage

Following an increased transport activity, higher rates of intermodal transportation is seen as a possible way to a more sustainable transportation industry. Efficient and digitalized communication flows between actors can lead to improved flexibility and reliability, thus contributing to a more competitive service and higher utilization of intermodal transportation. However, as of today, the industry is experiencing barriers regarding digitalization. The purpose of this study is to investigate communication flows between intermodal transportation actors and explore the potential of digital transformation to increase utilization of intermodal transportation. The study includes a mapping of communication flows at Stockholm Norvik Port as well as an analysis of barriers and development. The mapping is presented as two figures, one for import of goods and one for export of goods. The figures show the container moves and the type of communication between actors. Based on current state and qualitative data collected through interviews, barriers and developments of communication flows are identified. The study shows that communication flows are still characterized by manual processes. Automating communication flows would reduce the number of human errors and inefficiencies, leading to improved reliability and flexibility within the system. The barriers found to hamper digitalization are mainly related to the themes of low willingness, size of investment, system integration, data security, and a lack of cooperation between actors. Implementing new technologies will not be utilized effectively unless all actors adapt. The study identifies an overall low digital maturity among the actors. When discussing technological developments, the actors show reliance on current business models, limiting the way technologies are developed and implemented, leading to risk of missing potential value., En ökad nyttjandegrad av intermodal transport ses som en potentiell lösning till de hållbarhetsproblem som kommer av en ökad transportaktivitet. Effektiva och digitaliserade kommunikationsflöden mellan aktörer kan leda till förbättrad reliabilitet och flexibilitet och därmed bidra till en mer konkurrenskraftig tjänst och högre nyttjandegrad av intermodal transport. I dagsläget upplever dock branschen barriärer gällande digitalisering. Syftet med den här studien är att undersöka kommunikationsflöden mellan intermodala transportaktörer och utforska vilken potential digital transformation har för att öka nyttjandegraden av intermodal transport. Studien består av en kartläggning av kommunikationsflöden kring Stockholm Norvik Hamn och en analys av barriärer och utvecklingspunkter. Kartläggningen presenteras som två figurer, där den ena visar importflöden och den andra exportflöden. I figurerna visas hur containrarna förflyttas och vilka kommunikationssätt som används mellan aktörerna. Baserat på nuläget och data insamlad genom kvalitativa intervjuer är barriärer och utvecklingspunkter identifierade. Studien visar att kommunikationsflödena fortfarande till stor grad karaktäriseras av manuella processer. Genom att automatisera kommunikationsflödena skulle man kunna minska antalet fel till följd av mänskliga faktorer och ineffektiviteter, vilket skulle leda till förbättrad reliabilitet och flexibilitet i systemet. De barriärer som hindrar digitalisering är i huvudsak relaterade till temana låg vilja, investeringsstorlek, systemintegration, datasäkerhet och brist på samarbete mellan aktörer. Implementering av nya teknologier kommer inte att användas effektivt om inte alla aktörer anpassar sig. Studien identifierar en genomgående låg digital mognad för aktörerna, vilket tydliggörs genom hur de visar tilltro till nuvarande affärsmodeller. Detta begränsar hur teknologierna utvecklas och implementeras, vilket leder till att de riskerar att missa potentiellt värde.

Following an increased transport activity, higher rates of intermodal transportation is seen as a possible way to a more sustainable transportation industry. Efficient and digitalized communication flows between actors can lead to improved flexibility and reliability, thus contributing to a more competitive service and higher utilization of intermodal transportation. However, as of today, the industry is experiencing barriers regarding digitalization. The purpose of this study is to investigate communication flows between intermodal transportation actors and explore the potential of digital transformation to increase utilization of intermodal transportation. The study includes a mapping of communication flows at Stockholm Norvik Port as well as an analysis of barriers and development. The mapping is presented as two figures, one for import of goods and one for export of goods. The figures show the container moves and the type of communication between actors. Based on current state and qualitative data collected through interviews, barriers and developments of communication flows are identified. The study shows that communication flows are still characterized by manual processes. Automating communication flows would reduce the number of human errors and inefficiencies, leading to improved reliability and flexibility within the system. The barriers found to hamper digitalization are mainly related to the themes of low willingness, size of investment, system integration, data security, and a lack of cooperation between actors. Implementing new technologies will not be utilized effectively unless all actors adapt. The study identifies an overall low digital maturity among the actors. When discussing technological developments, the actors show reliance on current business models, limiting the way technologies are developed and implemented, leading to risk of missing potential value., En ökad nyttjandegrad av intermodal transport ses som en potentiell lösning till de hållbarhetsproblem som kommer av en ökad transportaktivitet. Effektiva och digitaliserade kommunikationsflöden mellan aktörer kan leda till förbättrad reliabilitet och flexibilitet och därmed bidra till en mer konkurrenskraftig tjänst och högre nyttjandegrad av intermodal transport. I dagsläget upplever dock branschen barriärer gällande digitalisering. Syftet med den här studien är att undersöka kommunikationsflöden mellan intermodala transportaktörer och utforska vilken potential digital transformation har för att öka nyttjandegraden av intermodal transport. Studien består av en kartläggning av kommunikationsflöden kring Stockholm Norvik Hamn och en analys av barriärer och utvecklingspunkter. Kartläggningen presenteras som två figurer, där den ena visar importflöden och den andra exportflöden. I figurerna visas hur containrarna förflyttas och vilka kommunikationssätt som används mellan aktörerna. Baserat på nuläget och data insamlad genom kvalitativa intervjuer är barriärer och utvecklingspunkter identifierade. Studien visar att kommunikationsflödena fortfarande till stor grad karaktäriseras av manuella processer. Genom att automatisera kommunikationsflödena skulle man kunna minska antalet fel till följd av mänskliga faktorer och ineffektiviteter, vilket skulle leda till förbättrad reliabilitet och flexibilitet i systemet. De barriärer som hindrar digitalisering är i huvudsak relaterade till temana låg vilja, investeringsstorlek, systemintegration, datasäkerhet och brist på samarbete mellan aktörer. Implementering av nya teknologier kommer inte att användas effektivt om inte alla aktörer anpassar sig. Studien identifierar en genomgående låg digital mognad för aktörerna, vilket tydliggörs genom hur de visar tilltro till nuvarande affärsmodeller. Detta begränsar hur teknologierna utvecklas och implementeras, vilket leder till att de riskerar att missa potentiellt värde.

The double traveling salesman problem with multiple stacks involves the transportation of goods between two regions. In one region, a vehicle carrying a container visits customers, where pallets of goods are loaded into the container. The container is then shipped to a different region, where another vehicle visits another set of customers where the pallets are unloaded. Pallets are loaded in several rows inside the container, where each row follows the last-in-first-out principle. The standard test instances for the double traveling salesman problem with multiple stacks implies the use of a 45-foot pallet wide container to carry EUR-1 pallets. This paper investigates the effect on transportation costs if an open side container could be used when transporting the pallets. Computational experiments show savings in transportation costs of up to 20%. Moreover, by using a container loaded from the side, rather than from the rear, the defining attributes of the double traveling salesman problem seem to be lost., Ministerio de Ciencia e Innovación (MICINN), Comunidad de Madrid, Research Council of Norway, Depto. de Economía Financiera y Actuarial y Estadística, Depto. de Estadística e Investigación Operativa, Fac. de Ciencias Económicas y Empresariales, Fac. de Ciencias Matemáticas, TRUE, pub

Accessibility to tourist destinations is an important component in a tourism system, especially for natural tourist destinations located in suburban areas. Good linkage of travel information and physical connections with local transportation services for intercity travel can facilitate more people to travel and promote national tourism destinations. This research takes the popular national tourism destinations and their public transportation service in Taiwan as a research object due to the unavailability of integrated public transport information service. Free Independent Travelers (FIT) demand is growing. This research aims to integrate intermodal public transportation information to support FIT by proposing a seamless way journey planner. In this scenario, the journey planner requires timetable data as input. The Connection Scan Algorithm is used to find the earliest arrival time routes at their destinations. This journey planner is built in PHP language and can complement the official tourism travel information website by Tourism Bureau, MOTC. Hence, the FIT could get the quickest routes to reach the destinations without compiling the public transportation information provided independently.

Over the last thirty years, intermodal freight transportation has been a constantly expanding sector. The vast increase of freight volumes contributes to the increase of various issues in the freight corridors as well as the urban environment. The deterioration of congestion in the urban environment and the increase on freight movements on the highways have resulted in the increase of emissions. For this reason, new policies and regulations are put forth to address the environmental effects of freight transportation. This study deals with the intermodal freight network design problem from the shipping company's perspective, aiming to simultaneously minimize emission levels and cost of freight transportation. We propose a mathematical model for optimizing the design of an intermodal freight network and the location of intermodal hubs between the origins and the destinations, under delivery time constraints. The goal is to identify the mode choice patterns considering transport cost and emissions, and the effects of new emission regulations on network costs. We consider a network with marine terminals as the origins, inland intermodal terminals as the hubs, and fulfillment centers as the destinations. Numerical experiments highlight that the proposed model can provide useful insights to the shipper., 2020, Includes bibliography., Degree granted: Thesis (M.S.)--Florida Atlantic University, 2020., Collection: FAU Electronic Theses and Dissertations Collection

Accessibility to tourist destinations is an important component in a tourism system, especially for natural tourist destinations located in suburban areas. Good linkage of travel information and physical connections with local transportation services for intercity travel can facilitate more people to travel and promote national tourism destinations. This research takes the popular national tourism destinations and their public transportation service in Taiwan as a research object due to the unavailability of integrated public transport information service. Free Independent Travelers (FIT) demand is growing. This research aims to integrate intermodal public transportation information to support FIT by proposing a seamless way journey planner. In this scenario, the journey planner requires timetable data as input. The Connection Scan Algorithm is used to find the earliest arrival time routes at their destinations. This journey planner is built in PHP language and can complement the official tourism travel information website by Tourism Bureau, MOTC. Hence, the FIT could get the quickest routes to reach the destinations without compiling the public transportation information provided independently.

This study investigates barriers to accessing the Davis Amtrak Station and will inform a pilot program to increase access to the station with on-demand alternatives. The program aims to decrease private vehicle use to access the station and for travel to locations outside of Davis. Currently, the Davis station has the third highest passenger usage along the Capitol Corridor and ridership is increasing, but potential ridership is limited by parking availability. The city has limited interest in or ability to add new parking capacity, however pricing will be introduced to the lot in the future. In addition, the city will introduce a pilot program to support the use of on-demand alternatives and other modes to access the Davis station. The goal of this phase of the study was to develop surveys for Davis residents and current Capital Corridor riders that will assess barriers to use of the station. Such factors likely include limited vehicle and bicycle parking, limited local bus service hours, last mile challenges at the other end of the trip, and the convenience of driving for regional travel. The results of this survey will offer insights into the key factors influencing the use of the Capitol Corridor regional rail, and the importance of station access among those factors. Further, this phase of the study will inform the development and implementation of the city's pilot program.

This study investigates barriers to accessing the Davis Amtrak Station and will inform a pilot program to increase access to the station with on-demand alternatives. The program aims to decrease private vehicle use to access the station and for travel to locations outside of Davis. Currently, the Davis station has the third highest passenger usage along the Capitol Corridor and ridership is increasing, but potential ridership is limited by parking availability. The city has limited interest in or ability to add new parking capacity, however pricing will be introduced to the lot in the future. In addition, the city will introduce a pilot program to support the use of on-demand alternatives and other modes to access the Davis station. The goal of this phase of the study was to develop surveys for Davis residents and current Capital Corridor riders that will assess barriers to use of the station. Such factors likely include limited vehicle and bicycle parking, limited local bus service hours, last mile challenges at the other end of the trip, and the convenience of driving for regional travel. The results of this survey will offer insights into the key factors influencing the use of the Capitol Corridor regional rail, and the importance of station access among those factors. Further, this phase of the study will inform the development and implementation of the city’s pilot program.

[ES] El presente proyecto consiste en la realización de una nueva estación de ferrocarril para la población de Tavernes de la Valldigna. Además, se desarrolla un programa complementario, formando parte del conjunto: un centro de formación sobre la naturaleza de la zona, una cafetería y parada de autobús. Se propone actuar sobre la barrera que supone la vía del ferrocarril, y surge una solución que garantiza una mayor permeabilidad entre el municipio y la playa. Esto se consigue mediante el trazado de recorridos en el territorio que tienen como punto central el paso inferior de la estación., [EN] This project lie in the execution of a new train station for Tavernes de la Valldigna. Also, it carries out a supplementary program, which is formed of a Interpretation Center, a coffee shop and a bus station. It acts on the track, which supposes a barrier in the territory, and it guarantees a bigger permeability.

[ES] El presente proyecto consiste en la realización de una nueva estación de ferrocarril para la población de Tavernes de la Valldigna. Además, se desarrolla un programa complementario, formando parte del conjunto: un centro de formación sobre la naturaleza de la zona, una cafetería y parada de autobús. Se propone actuar sobre la barrera que supone la vía del ferrocarril, y surge una solución que garantiza una mayor permeabilidad entre el municipio y la playa. Esto se consigue mediante el trazado de recorridos en el territorio que tienen como punto central el paso inferior de la estación., [EN] This project lie in the execution of a new train station for Tavernes de la Valldigna. Also, it carries out a supplementary program, which is formed of a Interpretation Center, a coffee shop and a bus station. It acts on the track, which supposes a barrier in the territory, and it guarantees a bigger permeability.

[ES] El presente proyecto consiste en la realización de una nueva estación de ferrocarril para la población de Tavernes de la Valldigna. Además, se desarrolla un programa complementario, formando parte del conjunto: un centro de formación sobre la naturaleza de la zona, una cafetería y parada de autobús. Se propone actuar sobre la barrera que supone la vía del ferrocarril, y surge una solución que garantiza una mayor permeabilidad entre el municipio y la playa. Esto se consigue mediante el trazado de recorridos en el territorio que tienen como punto central el paso inferior de la estación., [EN] This project lie in the execution of a new train station for Tavernes de la Valldigna. Also, it carries out a supplementary program, which is formed of a Interpretation Center, a coffee shop and a bus station. It acts on the track, which supposes a barrier in the territory, and it guarantees a bigger permeability.

[ES] El presente proyecto consiste en la realización de una nueva estación de ferrocarril para la población de Tavernes de la Valldigna. Además, se desarrolla un programa complementario, formando parte del conjunto: un centro de formación sobre la naturaleza de la zona, una cafetería y parada de autobús. Se propone actuar sobre la barrera que supone la vía del ferrocarril, y surge una solución que garantiza una mayor permeabilidad entre el municipio y la playa. Esto se consigue mediante el trazado de recorridos en el territorio que tienen como punto central el paso inferior de la estación., [EN] This project lie in the execution of a new train station for Tavernes de la Valldigna. Also, it carries out a supplementary program, which is formed of a Interpretation Center, a coffee shop and a bus station. It acts on the track, which supposes a barrier in the territory, and it guarantees a bigger permeability.

[CA] La Valldigna és un xicotet món a banda dins del territori valencià. Incloent tres pobles i múltiples paisatges en pocs quilòmetres quadrats, la riquesa natural i cultural del territori és evident. Per aquest motiu, es proposa en l'actual ubicació de la estació de rodalies de Tavernes de la Valldigna, una nova estació intermodal, una parada en els diferents camins que discorren pel territori. A banda de la nova estació de rodalies, es proposa la creació d'una llançadera turística que faça abastable el territori, proporcionant tant informació turística com la possibilitat de llogar bicicletes. La busca d'una mobilitat sostenible en tot el territori fa que un dels punts forts del propi projecte siga la recuperació de l'antiga via del trenet que recorre d'est a oest la Valldigna, i què es connectarà amb altres infraestructures, com la pròpia línia ferroviària i els camins rurals del litoral. A banda, per complementar aquest programa, es proposa implantar un espai gastronòmic que faça atractiu aquest punt dins del territori. El programa es divideix en espais servents i servits. Els servents, parcialment soterrats, acompanyen el pas lliure que es crea per baix de les vies del ferrocarril. Mentre que la part funcional i servidora de l'espai es distribueix en una secció acotada, la servida s'erigeix com protagonista del conjunt es situa baix una gran coberta ceràmica, que busca dotar d'escala a la intervenció alhora que recuperar i revisar alguna de les tècniques constructives tradicionals del territori. L'orientació del programa i el joc entre cobertes busca arreplegar de manera eficient les plujes torrencials estacionals pròpies de la zona, alhora que aprofitar-se o protegir-se de la incidència solar., [EN] La Valldigna is a own small world into the large valencian territory. It includes three towns and a lot of different landscapes in a reduced area, evidencing the natural and cultural wealth of the territory. Because of that, the proposal is to build in the current location of the train station of Tavernes de la Valldigna, a new shuttle station, a stop located in a net made of paths that connect the territory. Besides the new train station, it is proposed to create a tourism shuttle that could make attainable the whole Valldigna, providing tourist info and also bike rental. Trying to promote the sustainable movility across the area, the creation of a green cycling line that occupies an old railroad that goes across the whole Valldigna and connects to other mobility infrastructures like the train station and the rural paths. In addition to the program, the creation of a gastronomic space completes the activity area. The program is divided between serving and served spaces. The serving spaces are located partially underground, next to the tunnel that passes under the railways. While the serving and functional space is located in a delimited section, the served manifest itself with a higher space, covered with a system of ceramic voults, a revision of the traditional techniques. The main roof will evacuate the rainwater and protect the space from the sunlight.

[ES] El presente proyecto consiste en la realización de una nueva estación de ferrocarril para la población de Tavernes de la Valldigna. Además, se desarrolla un programa complementario, formando parte del conjunto: un centro de formación sobre la naturaleza de la zona, una cafetería y parada de autobús. Se propone actuar sobre la barrera que supone la vía del ferrocarril, y surge una solución que garantiza una mayor permeabilidad entre el municipio y la playa. Esto se consigue mediante el trazado de recorridos en el territorio que tienen como punto central el paso inferior de la estación., [EN] This project lie in the execution of a new train station for Tavernes de la Valldigna. Also, it carries out a supplementary program, which is formed of a Interpretation Center, a coffee shop and a bus station. It acts on the track, which supposes a barrier in the territory, and it guarantees a bigger permeability.

The continuously increasing container throughput has created complex operational problems for port operations and port-hinterland transportation. Increase in negative externalities such as air pollution and road congestion are examples of challenging issues. Consolidation of cargo/container flows may help to alleviate the situation by better utilizing the means of transport and containers. Using analytical models for three scenarios – only-trucking (no-consolidation), container consolidation and combined container/cargo consolidation – we discuss the conditions under which the consolidation of flows can be beneficial. The results imply that shipment distance and type of cargo are important factors that affect the performance of flow consolidation in port-hinterland logistics.

[CA] La Valldigna és un xicotet món a banda dins del territori valencià. Incloent tres pobles i múltiples paisatges en pocs quilòmetres quadrats, la riquesa natural i cultural del territori és evident. Per aquest motiu, es proposa en l'actual ubicació de la estació de rodalies de Tavernes de la Valldigna, una nova estació intermodal, una parada en els diferents camins que discorren pel territori. A banda de la nova estació de rodalies, es proposa la creació d'una llançadera turística que faça abastable el territori, proporcionant tant informació turística com la possibilitat de llogar bicicletes. La busca d'una mobilitat sostenible en tot el territori fa que un dels punts forts del propi projecte siga la recuperació de l'antiga via del trenet que recorre d'est a oest la Valldigna, i què es connectarà amb altres infraestructures, com la pròpia línia ferroviària i els camins rurals del litoral. A banda, per complementar aquest programa, es proposa implantar un espai gastronòmic que faça atractiu aquest punt dins del territori. El programa es divideix en espais servents i servits. Els servents, parcialment soterrats, acompanyen el pas lliure que es crea per baix de les vies del ferrocarril. Mentre que la part funcional i servidora de l'espai es distribueix en una secció acotada, la servida s'erigeix com protagonista del conjunt es situa baix una gran coberta ceràmica, que busca dotar d'escala a la intervenció alhora que recuperar i revisar alguna de les tècniques constructives tradicionals del territori. L'orientació del programa i el joc entre cobertes busca arreplegar de manera eficient les plujes torrencials estacionals pròpies de la zona, alhora que aprofitar-se o protegir-se de la incidència solar., [EN] La Valldigna is a own small world into the large valencian territory. It includes three towns and a lot of different landscapes in a reduced area, evidencing the natural and cultural wealth of the territory. Because of that, the proposal is to build in the current location of the train station of Tavernes de la Valldigna, a new shuttle station, a stop located in a net made of paths that connect the territory. Besides the new train station, it is proposed to create a tourism shuttle that could make attainable the whole Valldigna, providing tourist info and also bike rental. Trying to promote the sustainable movility across the area, the creation of a green cycling line that occupies an old railroad that goes across the whole Valldigna and connects to other mobility infrastructures like the train station and the rural paths. In addition to the program, the creation of a gastronomic space completes the activity area. The program is divided between serving and served spaces. The serving spaces are located partially underground, next to the tunnel that passes under the railways. While the serving and functional space is located in a delimited section, the served manifest itself with a higher space, covered with a system of ceramic voults, a revision of the traditional techniques. The main roof will evacuate the rainwater and protect the space from the sunlight.

A well-functioning transport system that can ensure efficient distribution is an important part of a mass-producing company. This is also the case for Holmen Paper Braviken, a paper mill with a widespread market base. Both today and historically, a large market share has been found in Europe, where a large proportion of the paper produced has been transported by truck and boat. In recent times, the demand for container transports has become higher as a result of sales in increasingly widespread markets. It is a trend that is forecasted to continue and to ensure that increased volumes henceforth still can be transported, Holmen Paper Braviken's current container transport solution has become interesting to investigate. In this study, the current process for container transports is examined as an outset and basis for identifying a possible solution that in the long term can facilitate a suitable development. It is clear that the current process for container transport is standardized with few adaptable possibilities but is well-functioning under the present conditions. However, hard endeavors are needed in specific periods due to high variations in volumes, which suggests a need to be flexible in adjustments. Furthermore, a container warehouse was identified as a possible development for the existing process. A container warehouse can lead to higher flexibility in transport activities by enabling the possibility to allocate and plan transports and resources to a greater extent. Since loading of containers is made possible when the undertakings are low, which can ease coming periods where there is a spike in demand. Therefore, loading operations can be spread out better over time and resources can more easily be redistributed based on the existing conditions of demand. However, the introduction of a container warehouse is currently not seen as a feasible change since it involves significant investments and risks. If, on the other hand, the development on the market c, Ett välfungerande transportsystem som kan säkerställa en effektiv distribution är en viktig del i ett massproducerande företag. Så är även fallet för Holmen Paper Braviken, ett pappersbruk med en spridd marknadsbas. Både idag och historiskt har en stor marknadsandel befunnit sig inom Europa där en stor andel av det producerade pappret transporterats med lastbil och båt. Under senare tid har dock efterfrågan på containertransporter blivit högre till följd av försäljning på allt mer spridda marknader. Det är en trend som prognostiserats fortsätta och för att säkerställa att ökande volymer fortsatt kan hanteras har Holmen Paper Bravikens nuvarande transportlösning för container blivit intressant att undersöka. Som utgångsläge i den här studien undersöktes den nuvarande processen för containertransporter för att identifiera en eventuell lösning som på sikt kan underlätta för den aktuella händelseutvecklingen. Det framgår att nuvarande process för containertransporter är standardiserad och väl fungerande under dagens förutsättningar men med få anpassningsmöjligheter. I perioder förekommer det ansträngningar på nuvarande system, främst baserat på höga variationer i volymer, vilket ställer krav på en flexibel anpassningsförmåga. Vidare identifierades ett containerlager som en tänkbar utveckling till den befintliga processen. Ett containerlager kan leda till en högre flexibilitet i transportaktiviteter genom att fördela om resurser och i högre utsträckning möjliggöra långsiktig planering av transporter. Eftersom förlastning av containrar är möjligt vid låg beläggning kan man underlätta för kommande tidsperioder med hög beläggning. Det innebär att beläggningen kan jämnas ut och resurser kan i perioder enklare fördelas om efter givet tillstånd i beläggning. Införandet av ett containerlager ses i dagsläget däremot inte som en genomförbar förändring eftersom det innebär betydande investeringar och risker. Om utvecklingen på marknaden däremot fortsätter enligt nuvarande mönster

Due to the geographical distance between producers and consumers, the impact of our current transport system on the environment is considerable. In an ideal, more sustainable transport system, several complementary transport modes are available, so that the most suitable route can always be selected. Because multiple transport modes and operators are involved, decision processes become more complex. That is why this research focuses on the development of innovative transport systems with realistic characteristics and planning limitations, in order to stimulate intermodal transport. Two planning tools have been developed to support decisions made by intermodal transport planners. It concerns on the one hand the integration of intermodal short and long distance routing and on the other hand the loading planning of trains. Both tools consist of fast planning algorithms that can handle realistic problem properties and can be integrated into transport management systems. The objective is to minimize transport costs and to make maximum use of available transport capacity.

Efficient planning of freight transportation requires a comprehensive look at wide range of factors in the operation and management of any transportation mode to achieve safe, fast, and environmentally suitable movement of goods. In this regard, a combination of transportation modes offers flexible and environmentally friendly alternatives to transport high volumes of goods over long distances. In order to reflect the advantages of each transportation mode, it is the challenge to develop models and algorithms in Transport Management System software packages. This paper discusses the principles of green logistics required in designing such models and algorithms which truly represent multiple modes and their characteristics. Thus, this research provides a unique practical contribution to green logistics literature by advancing our understanding of the multi-objective planning in intermodal freight transportation. Analysis based on a case study from hinterland intermodal transportation in Europe is therefore intended to make contributions to the literature about the potential benefits from combining economic and environmental criteria in transportation planning. An insight derived from the experiments conducted shows that there is no need to greatly compromise on transportation costs in order to achieve a significant reduction in carbon-related emissions.

This study investigates barriers to accessing the Davis Amtrak Station and will inform a pilot program to increase access to the station with on-demand alternatives. The program aims to decrease private vehicle use to access the station and for travel to locations outside of Davis. Currently, the Davis station has the third highest passenger usage along the Capitol Corridor and ridership is increasing, but potential ridership is limited by parking availability. The city has limited interest in or ability to add new parking capacity, however pricing will be introduced to the lot in the future. In addition, the city will introduce a pilot program to support the use of on-demand alternatives and other modes to access the Davis station. The goal of this phase of the study was to develop surveys for Davis residents and current Capital Corridor riders that will assess barriers to use of the station. Such factors likely include limited vehicle and bicycle parking, limited local bus service hours, last mile challenges at the other end of the trip, and the convenience of driving for regional travel. The results of this survey will offer insights into the key factors influencing the use of the Capitol Corridor regional rail, and the importance of station access among those factors. Further, this phase of the study will inform the development and implementation of the city’s pilot program.

A well-functioning transport system that can ensure efficient distribution is an important part of a mass-producing company. This is also the case for Holmen Paper Braviken, a paper mill with a widespread market base. Both today and historically, a large market share has been found in Europe, where a large proportion of the paper produced has been transported by truck and boat. In recent times, the demand for container transports has become higher as a result of sales in increasingly widespread markets. It is a trend that is forecasted to continue and to ensure that increased volumes henceforth still can be transported, Holmen Paper Braviken's current container transport solution has become interesting to investigate. In this study, the current process for container transports is examined as an outset and basis for identifying a possible solution that in the long term can facilitate a suitable development. It is clear that the current process for container transport is standardized with few adaptable possibilities but is well-functioning under the present conditions. However, hard endeavors are needed in specific periods due to high variations in volumes, which suggests a need to be flexible in adjustments. Furthermore, a container warehouse was identified as a possible development for the existing process. A container warehouse can lead to higher flexibility in transport activities by enabling the possibility to allocate and plan transports and resources to a greater extent. Since loading of containers is made possible when the undertakings are low, which can ease coming periods where there is a spike in demand. Therefore, loading operations can be spread out better over time and resources can more easily be redistributed based on the existing conditions of demand. However, the introduction of a container warehouse is currently not seen as a feasible change since it involves significant investments and risks. If, on the other hand, the development on the market c, Ett välfungerande transportsystem som kan säkerställa en effektiv distribution är en viktig del i ett massproducerande företag. Så är även fallet för Holmen Paper Braviken, ett pappersbruk med en spridd marknadsbas. Både idag och historiskt har en stor marknadsandel befunnit sig inom Europa där en stor andel av det producerade pappret transporterats med lastbil och båt. Under senare tid har dock efterfrågan på containertransporter blivit högre till följd av försäljning på allt mer spridda marknader. Det är en trend som prognostiserats fortsätta och för att säkerställa att ökande volymer fortsatt kan hanteras har Holmen Paper Bravikens nuvarande transportlösning för container blivit intressant att undersöka. Som utgångsläge i den här studien undersöktes den nuvarande processen för containertransporter för att identifiera en eventuell lösning som på sikt kan underlätta för den aktuella händelseutvecklingen. Det framgår att nuvarande process för containertransporter är standardiserad och väl fungerande under dagens förutsättningar men med få anpassningsmöjligheter. I perioder förekommer det ansträngningar på nuvarande system, främst baserat på höga variationer i volymer, vilket ställer krav på en flexibel anpassningsförmåga. Vidare identifierades ett containerlager som en tänkbar utveckling till den befintliga processen. Ett containerlager kan leda till en högre flexibilitet i transportaktiviteter genom att fördela om resurser och i högre utsträckning möjliggöra långsiktig planering av transporter. Eftersom förlastning av containrar är möjligt vid låg beläggning kan man underlätta för kommande tidsperioder med hög beläggning. Det innebär att beläggningen kan jämnas ut och resurser kan i perioder enklare fördelas om efter givet tillstånd i beläggning. Införandet av ett containerlager ses i dagsläget däremot inte som en genomförbar förändring eftersom det innebär betydande investeringar och risker. Om utvecklingen på marknaden däremot fortsätter enligt nuvarande mönster

[CA] La Valldigna és un xicotet món a banda dins del territori valencià. Incloent tres pobles i múltiples paisatges en pocs quilòmetres quadrats, la riquesa natural i cultural del territori és evident. Per aquest motiu, es proposa en l'actual ubicació de la estació de rodalies de Tavernes de la Valldigna, una nova estació intermodal, una parada en els diferents camins que discorren pel territori. A banda de la nova estació de rodalies, es proposa la creació d'una llançadera turística que faça abastable el territori, proporcionant tant informació turística com la possibilitat de llogar bicicletes. La busca d'una mobilitat sostenible en tot el territori fa que un dels punts forts del propi projecte siga la recuperació de l'antiga via del trenet que recorre d'est a oest la Valldigna, i què es connectarà amb altres infraestructures, com la pròpia línia ferroviària i els camins rurals del litoral. A banda, per complementar aquest programa, es proposa implantar un espai gastronòmic que faça atractiu aquest punt dins del territori. El programa es divideix en espais servents i servits. Els servents, parcialment soterrats, acompanyen el pas lliure que es crea per baix de les vies del ferrocarril. Mentre que la part funcional i servidora de l'espai es distribueix en una secció acotada, la servida s'erigeix com protagonista del conjunt es situa baix una gran coberta ceràmica, que busca dotar d'escala a la intervenció alhora que recuperar i revisar alguna de les tècniques constructives tradicionals del territori. L'orientació del programa i el joc entre cobertes busca arreplegar de manera eficient les plujes torrencials estacionals pròpies de la zona, alhora que aprofitar-se o protegir-se de la incidència solar., [EN] La Valldigna is a own small world into the large valencian territory. It includes three towns and a lot of different landscapes in a reduced area, evidencing the natural and cultural wealth of the territory. Because of that, the proposal is to build in the current location of the train station of Tavernes de la Valldigna, a new shuttle station, a stop located in a net made of paths that connect the territory. Besides the new train station, it is proposed to create a tourism shuttle that could make attainable the whole Valldigna, providing tourist info and also bike rental. Trying to promote the sustainable movility across the area, the creation of a green cycling line that occupies an old railroad that goes across the whole Valldigna and connects to other mobility infrastructures like the train station and the rural paths. In addition to the program, the creation of a gastronomic space completes the activity area. The program is divided between serving and served spaces. The serving spaces are located partially underground, next to the tunnel that passes under the railways. While the serving and functional space is located in a delimited section, the served manifest itself with a higher space, covered with a system of ceramic voults, a revision of the traditional techniques. The main roof will evacuate the rainwater and protect the space from the sunlight.

Due to the geographical distance between producers and consumers, the impact of our current transport system on the environment is considerable. In an ideal, more sustainable transport system, several complementary transport modes are available, so that the most suitable route can always be selected. Because multiple transport modes and operators are involved, decision processes become more complex. That is why this research focuses on the development of innovative transport systems with realistic characteristics and planning limitations, in order to stimulate intermodal transport. Two planning tools have been developed to support decisions made by intermodal transport planners. It concerns on the one hand the integration of intermodal short and long distance routing and on the other hand the loading planning of trains. Both tools consist of fast planning algorithms that can handle realistic problem properties and can be integrated into transport management systems. The objective is to minimize transport costs and to make maximum use of available transport capacity.

Efficient planning of freight transportation requires a comprehensive look at wide range of factors in the operation and management of any transportation mode to achieve safe, fast, and environmentally suitable movement of goods. In this regard, a combination of transportation modes offers flexible and environmentally friendly alternatives to transport high volumes of goods over long distances. In order to reflect the advantages of each transportation mode, it is the challenge to develop models and algorithms in Transport Management System software packages. This paper discusses the principles of green logistics required in designing such models and algorithms which truly represent multiple modes and their characteristics. Thus, this research provides a unique practical contribution to green logistics literature by advancing our understanding of the multi-objective planning in intermodal freight transportation. Analysis based on a case study from hinterland intermodal transportation in Europe is therefore intended to make contributions to the literature about the potential benefits from combining economic and environmental criteria in transportation planning. An insight derived from the experiments conducted shows that there is no need to greatly compromise on transportation costs in order to achieve a significant reduction in carbon-related emissions.

The continuously increasing container throughput has created complex operational problems for port operations and port-hinterland transportation. Increase in negative externalities such as air pollution and road congestion are examples of challenging issues. Consolidation of cargo/container flows may help to alleviate the situation by better utilizing the means of transport and containers. Using analytical models for three scenarios – only-trucking (no-consolidation), container consolidation and combined container/cargo consolidation – we discuss the conditions under which the consolidation of flows can be beneficial. The results imply that shipment distance and type of cargo are important factors that affect the performance of flow consolidation in port-hinterland logistics.

[CA] La Valldigna és un xicotet món a banda dins del territori valencià. Incloent tres pobles i múltiples paisatges en pocs quilòmetres quadrats, la riquesa natural i cultural del territori és evident. Per aquest motiu, es proposa en l'actual ubicació de la estació de rodalies de Tavernes de la Valldigna, una nova estació intermodal, una parada en els diferents camins que discorren pel territori. A banda de la nova estació de rodalies, es proposa la creació d'una llançadera turística que faça abastable el territori, proporcionant tant informació turística com la possibilitat de llogar bicicletes. La busca d'una mobilitat sostenible en tot el territori fa que un dels punts forts del propi projecte siga la recuperació de l'antiga via del trenet que recorre d'est a oest la Valldigna, i què es connectarà amb altres infraestructures, com la pròpia línia ferroviària i els camins rurals del litoral. A banda, per complementar aquest programa, es proposa implantar un espai gastronòmic que faça atractiu aquest punt dins del territori. El programa es divideix en espais servents i servits. Els servents, parcialment soterrats, acompanyen el pas lliure que es crea per baix de les vies del ferrocarril. Mentre que la part funcional i servidora de l'espai es distribueix en una secció acotada, la servida s'erigeix com protagonista del conjunt es situa baix una gran coberta ceràmica, que busca dotar d'escala a la intervenció alhora que recuperar i revisar alguna de les tècniques constructives tradicionals del territori. L'orientació del programa i el joc entre cobertes busca arreplegar de manera eficient les plujes torrencials estacionals pròpies de la zona, alhora que aprofitar-se o protegir-se de la incidència solar., [EN] La Valldigna is a own small world into the large valencian territory. It includes three towns and a lot of different landscapes in a reduced area, evidencing the natural and cultural wealth of the territory. Because of that, the proposal is to build in the current location of the train station of Tavernes de la Valldigna, a new shuttle station, a stop located in a net made of paths that connect the territory. Besides the new train station, it is proposed to create a tourism shuttle that could make attainable the whole Valldigna, providing tourist info and also bike rental. Trying to promote the sustainable movility across the area, the creation of a green cycling line that occupies an old railroad that goes across the whole Valldigna and connects to other mobility infrastructures like the train station and the rural paths. In addition to the program, the creation of a gastronomic space completes the activity area. The program is divided between serving and served spaces. The serving spaces are located partially underground, next to the tunnel that passes under the railways. While the serving and functional space is located in a delimited section, the served manifest itself with a higher space, covered with a system of ceramic voults, a revision of the traditional techniques. The main roof will evacuate the rainwater and protect the space from the sunlight.

The increasing volumes of road transportation contribute to congestion on road, which leads to delays and other negative impacts on the reliability of transportation. Moreover, transportation is one of the main contributors to the growth of carbon dioxide equivalent emissions, where the impact of road transportation is significant. Therefore, governmental organizations and private commercial companies are looking for greener transportation solutions to eliminate the negative externalities of road transportation. In this paper, we present a novel solution framework to support the operational-level decisions for intermodal transportation networks using a combination of an optimization model and simulation. The simulation model includes stochastic elements in form of uncertain travel times, whereas the optimization model represents a deterministic and linear multi-commodity service network design formulation. The intermodal transportation plan can be optimized according to different objectives, including costs, time and CO 2e emissions. The proposed approach is successfully implemented to real-life scenarios where differences in transportation plans for alternative objectives are presented. The solutions for transportation networks with up to 250 services and 20 orders show that the approach is capable of delivering reliable solutions and identifying possible disruptions and alternatives for adapting the unreliable transportation plans.

The ITND model developed in this study addresses the construction of the intermodal transportation network and finding the transportation routes for each commodity from the origin to destination. The objective function was to minimize the total cost, including the fixed transportation cost, the variable transportation cost, the emission cost, and the transfer cost. The model also included the node capacity constraints, the detour constraints, and the vehicle utilization constraints. The model was tested with data from the south of Viet Nam transportation network. Multiple experiments were conducted in order to observe the effect of each constraint and the characteristics of the model with different constraint set. The results show that by including all constraints to the model, the resulting network perform better in terms of terminal capacity (and traffic), additional transportation distance (detour), and vehicle utilization, with the expense of increasing the total cost by 20%. In addition, fuzzy factor was incorporated to the model and analyzed in order to better understand the model under uncertainty.

The ITND model developed in this study addresses the construction of the intermodal transportation network and finding the transportation routes for each commodity from the origin to destination. The objective function was to minimize the total cost, including the fixed transportation cost, the variable transportation cost, the emission cost, and the transfer cost. The model also included the node capacity constraints, the detour constraints, and the vehicle utilization constraints. The model was tested with data from the south of Viet Nam transportation network. Multiple experiments were conducted in order to observe the effect of each constraint and the characteristics of the model with different constraint set. The results show that by including all constraints to the model, the resulting network perform better in terms of terminal capacity (and traffic), additional transportation distance (detour), and vehicle utilization, with the expense of increasing the total cost by 20%. In addition, fuzzy factor was incorporated to the model and analyzed in order to better understand the model under uncertainty.

The ITND model developed in this study addresses the construction of the intermodal transportation network and finding the transportation routes for each commodity from the origin to destination. The objective function was to minimize the total cost, including the fixed transportation cost, the variable transportation cost, the emission cost, and the transfer cost. The model also included the node capacity constraints, the detour constraints, and the vehicle utilization constraints. The model was tested with data from the south of Viet Nam transportation network. Multiple experiments were conducted in order to observe the effect of each constraint and the characteristics of the model with different constraint set. The results show that by including all constraints to the model, the resulting network perform better in terms of terminal capacity (and traffic), additional transportation distance (detour), and vehicle utilization, with the expense of increasing the total cost by 20%. In addition, fuzzy factor was incorporated to the model and analyzed in order to better understand the model under uncertainty.

A partir de una conclusión planteada como respuesta al análisis multiescalar e histórico realizado en el corredor Girardot - La Dorada y Guaduas - Mariquita, Honda y Puerto Bogotá aparecen como un cruce de tensiones que han marcado puntos importantes en el desarrollo del país desde épocas precolombinas como un punto de intercambio entre Muiscas y Panches; durante la colonia con el primer puerto y la primera aduana al interior del país y más recientemente como un punto en el desarrollo de diferentes métodos de transporte como el ferrocarril, los hidroaviones, el cable aéreo regional y la navegación en el Río Magdalena. Sin embargo, con el vuelco del país a la industria petrolera y el desarrollo de vías para el transporte automotor durante los siglos XX y XXI como la Ruta del Sol, Honda se vería segregada de las dinámicas económicas y sociales de la región, generando problemas de migración y entregando su centro poblado al abandono sin contar ya con problemas como la contaminación del Río. Con el presente trabajo de grado se pretende exponer un modelo alternativo regional, de alcance urbano aplicado en los centros poblados de los municipios de Honda y Puerto Bogotá, funcionando también como modelo de desarrollo para aglomeraciones urbanas separadas por límites físicos y administrativos ubicadas en bordes de ríos y cuerpos de agua, donde el desarrollo de diferentes equipamientos de carácter regional interconectados por una red de espacios públicos, de esparcimiento y ejes peatonales, en ambos costados del Río Magdalena logre conectar los territorios segregados generando un atractivo sociocultural para la región del Magdalena medio sin necesidad de competir con las dinámicas económicas de La Dorada y Puerto Salgar o el excesivo turismo de Girardot y más bien anclándose al desarrollo territorial.

A partir de una conclusión planteada como respuesta al análisis multiescalar e histórico realizado en el corredor Girardot - La Dorada y Guaduas - Mariquita, Honda y Puerto Bogotá aparecen como un cruce de tensiones que han marcado puntos importantes en el desarrollo del país desde épocas precolombinas como un punto de intercambio entre Muiscas y Panches; durante la colonia con el primer puerto y la primera aduana al interior del país y más recientemente como un punto en el desarrollo de diferentes métodos de transporte como el ferrocarril, los hidroaviones, el cable aéreo regional y la navegación en el Río Magdalena. Sin embargo, con el vuelco del país a la industria petrolera y el desarrollo de vías para el transporte automotor durante los siglos XX y XXI como la Ruta del Sol, Honda se vería segregada de las dinámicas económicas y sociales de la región, generando problemas de migración y entregando su centro poblado al abandono sin contar ya con problemas como la contaminación del Río. Con el presente trabajo de grado se pretende exponer un modelo alternativo regional, de alcance urbano aplicado en los centros poblados de los municipios de Honda y Puerto Bogotá, funcionando también como modelo de desarrollo para aglomeraciones urbanas separadas por límites físicos y administrativos ubicadas en bordes de ríos y cuerpos de agua, donde el desarrollo de diferentes equipamientos de carácter regional interconectados por una red de espacios públicos, de esparcimiento y ejes peatonales, en ambos costados del Río Magdalena logre conectar los territorios segregados generando un atractivo sociocultural para la región del Magdalena medio sin necesidad de competir con las dinámicas económicas de La Dorada y Puerto Salgar o el excesivo turismo de Girardot y más bien anclándose al desarrollo territorial.

The ITND model developed in this study addresses the construction of the intermodal transportation network and finding the transportation routes for each commodity from the origin to destination. The objective function was to minimize the total cost, including the fixed transportation cost, the variable transportation cost, the emission cost, and the transfer cost. The model also included the node capacity constraints, the detour constraints, and the vehicle utilization constraints. The model was tested with data from the south of Viet Nam transportation network. Multiple experiments were conducted in order to observe the effect of each constraint and the characteristics of the model with different constraint set. The results show that by including all constraints to the model, the resulting network perform better in terms of terminal capacity (and traffic), additional transportation distance (detour), and vehicle utilization, with the expense of increasing the total cost by 20%. In addition, fuzzy factor was incorporated to the model and analyzed in order to better understand the model under uncertainty.

The increasing volumes of road transportation contribute to congestion on road, which leads to delays and other negative impacts on the reliability of transportation. Moreover, transportation is one of the main contributors to the growth of carbon dioxide equivalent emissions, where the impact of road transportation is significant. Therefore, governmental organizations and private commercial companies are looking for greener transportation solutions to eliminate the negative externalities of road transportation. In this paper, we present a novel solution framework to support the operational-level decisions for intermodal transportation networks using a combination of an optimization model and simulation. The simulation model includes stochastic elements in form of uncertain travel times, whereas the optimization model represents a deterministic and linear multi-commodity service network design formulation. The intermodal transportation plan can be optimized according to different objectives, including costs, time and CO 2e emissions. The proposed approach is successfully implemented to real-life scenarios where differences in transportation plans for alternative objectives are presented. The solutions for transportation networks with up to 250 services and 20 orders show that the approach is capable of delivering reliable solutions and identifying possible disruptions and alternatives for adapting the unreliable transportation plans.

The ITND model developed in this study addresses the construction of the intermodal transportation network and finding the transportation routes for each commodity from the origin to destination. The objective function was to minimize the total cost, including the fixed transportation cost, the variable transportation cost, the emission cost, and the transfer cost. The model also included the node capacity constraints, the detour constraints, and the vehicle utilization constraints. The model was tested with data from the south of Viet Nam transportation network. Multiple experiments were conducted in order to observe the effect of each constraint and the characteristics of the model with different constraint set. The results show that by including all constraints to the model, the resulting network perform better in terms of terminal capacity (and traffic), additional transportation distance (detour), and vehicle utilization, with the expense of increasing the total cost by 20%. In addition, fuzzy factor was incorporated to the model and analyzed in order to better understand the model under uncertainty.

Rail is a cost-effective and environment friendly freight transport modality when used efficiently. Stakeholders around Dutch ports are discouraged to choose rail due to uncertain train schedules and the dispersed nature of freight flows across terminals in the port. To understand the challenges and opportunities of freight transport using rail, we used a combined approach of modelling and simulation gaming as participative research method. In addition to a simulation game, we developed a metamodel to simulate all possible choices of the players in the game. We designed and executed simulation gaming sessions with professionals and students. Within these sessions, we collected data in the form of surveys and in-game observations on the behaviour of the players. We compared and contrasted the results of the metamodel with those of the gaming sessions. The main contribution of the research is the provision of a deep insight into the challenges and opportunities offered by efficient transportation of containers using rail. The combined approach allows us to assess the effectiveness of various incentives to consolidate freight, promote intermodal transportation and to encourage the development of efficient services for rail freight transport. © 2017 IEEE. ASPISEK; Porto di Napoli; PTV AG; Rete Ferroviaria Italiana (RFI); Transport Simulation Systems (TSS); UIRNet S.p.A.