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The article considers the complex problem of ensuring the security of supply chains of various kinds, including dangerous, when they are transported by different modes of transport with the necessary transshipment in a single logistics flow. At the same time, the authors tried to take into account both the general concept of sustainable development of the system of global supply chains (consumer goods) and the dynamics of change of supply objects depending on specific needs and situations in the world. Therefore, given the current tense military situation in the world, the main focus was on intermodal transport of dangerous goods and systemic security risks and threats of man-made nature and their consequences for the generalized characteristics of economic and social security. The research was based on the United Nations World Development Program to 2030, scientific and theoretical foundations of supply chain management and security, SCM, the concept of advanced risk management, as well as standards and practical recommendations of leading international organizations (ISO, BTO, ICAO and others) issues of economic security and protection of components of the world transport system from threats and exacerbation of risks. The practical result of scientific research is the development of recommendations for ensuring man-made safety of intermodal transport in the supply chain of dangerous goods under the programs of preventive, compensatory and remedial measures.

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

The location of logistics nodes that facilitate the China Railway Express (CRexpress) and rail-sea intermodal transportation has received increasing attention in China under the Belt and Road initiative. This paper selects 38 cities as candidate Chinese international container intermodal hubs (CICIHs) through qualitative screening by considering the current operations of the CRexpress/rail-sea intermodal transportation and government planning strategies. Subsequently, five connectivity indexes are proposed to reflect the node performance considering the multiple modes and stages of transportation in a logistics chain. In view of the shortcomings of the grey relational analysis-technique for order preference by similarity to ideal solution (GRA-TOPSIS) method, a hybrid multi-criteria decision making (MCDM) model is proposed to comprehensively evaluate the hub location. The model is based on the grey area relational analysis-technique for order preference by similarity to ideal solution (GARA-TOPSIS) in combination with analytic hierarchy process, entropy method and game theory. Tianjin, Harbin, Zhengzhou, Wuhan, Chongqing, Xi’an, Urumqi, Guangzhou, Shanghai and Nanning are selected as the final CICIHs, considering the geographical location, economic development and national policy pertaining to the Belt and Road initiative. A sensitivity analysis of the index weight and preference coefficient and a comparative analysis of different MCDM methods are performed. The robustness and stability of the proposed model are verified. This study can support the location selection of CICIHs and expand the methods and applications in the decision-making field.

As urgency in limiting greenhouse gas and carbon dioxide emissions has increased, greening freight and perishable food logistics activities has become an issue of interest. Intermodal rail-road tra...

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

This paper presents a combinatorial problem called a pick-up routing problem with a three-dimensional (3D-PRP) loading constraint, clustered backhauls at the operational level, and train loading at the tactical level for an intermodal transportation network. A two-phase approach, called clustering first, packing-routing second, is proposed for use during the first stage. The clustering of backhauls is carried out using the k-means algorithm. A hybrid approach is provided, which combines the packing of orders by first solving a 3D loading problem for each cluster using machine learning with a best-fit-first strategy, with routing using a genetic algorithm. During the second stage, the train-loading problem is solved using a mixed integer programming approach to minimise the total costs by incorporating various cost types, in which detention and demurrage costs are taken into account. All solution approaches are computationally evaluated on real-world data provided by an international logistics firm and new randomly generated instances. Comparisons are carried out using both exact solution methods and heuristic approaches, and the proposed approach was shown to be more effective for real-world problems. © 2019 Elsevier Ltd

Abstract Rail-truck intermodal transportation is an essential component of freight transportation in North America, and thus, its associated infrastructure is deemed crucial for the wellbeing of the society. In this paper, a budget-constrained partial protection planning model is proposed that addresses the fortification of a rail intermodal network such that the effects of an intentional disruption are minimized. Novel solution methodologies that make use of metaheuristic approaches and a decomposition approach are proposed to solve the challenging tri-level mixed-integer mathematical model. The proposed analytical approaches are then used to solve and analyze problem instances generated using the realistic infrastructure of a major railroad operator. Finally, the computational efficiency and effectiveness of the proposed approaches over the existing solution techniques in the literature are discussed and future research directions are outlined. Article Highlights The paper suggests partial protection of facilities together with two metaheuristic approaches to solve the model. The proposed metaheuristic approaches are efficient in solving the model compared to the existing exact approach. Having the option to partially protect facilities provides effective use of scarce defensive resources.

The study conducted into organization of the interaction among various types of transport at intermodal terminals found that it is necessary to improve the technological process of a terminal to achieve effective functioning of transshipment terminals. Specifically, it is necessary to provide basic requirements, such as continuity, rhythm, parallelism and sequenced-flow of all operations and maximum combination with the high quality of unconditional use. The study proved that achievement of appropriate conditions is possible when using the descriptive model of a two-port terminal. It operates due to the processes of self-synchronization of movement of automated platforms, which transport containers between a road portal and a railroad portal. The study established that we must solve the design problem of creation of perfect computer models for needs of organization of the interaction of various types of transport at intermodal terminals in a combination of descriptive model and analytical model. These models include software components and hardware components that provide conditions for implementation of the concept of self-synchronization movement of forklift trucks. Specifically, the study found that the self-timed control approach provides a greater degree of coordination in operation of a container terminal. That makes it possible to improve the parallelism of processes, that is, simultaneous implementation of events within a system. The study showed a possibility for the formalization of processes of self-synchronization by means of Petri nets. This mathematical apparatus is very convenient for modeling dynamic discrete systems and makes it possible to explore the sequential execution of all processes, which occur at an intermodal terminal. Based on the simulation, the study proved that an average container demurrage at a terminal diminishes, which makes it possible to increase processing capacity and to reduce unit costs for processing a container at a terminal. Thus, there is reason to state that it is quite possible to develop technologically complete "seaport-railroad portal-automobile portal" terminal structures in various configurations. The type of configuration depends on selected logistics routes for delivery of good. We should apply the method of organization of operation of a two-port terminal for this purpose.

Intermodal transportation refers to multimodal chains or networks involving at least two transportation modes, freight being packed into a “container” and not being handled at intermodal-transfer terminals on its trip from its origin to its destination. This characterization makes intermodal transportation a multi-actor complex system involving a broad range of interacting stakeholders, decision makers, operations, and planning activities. Due to this complexity, simulation is much studied and used within the field of operations research, yielding models, methods, and tools to manage transportation activities and support the decision-making processes. The literature includes a large number of contributions on particular issues, but a broad view of the field is still missing. This paper aims to fill this gap, using a new taxonomy to structure the recent relevant literature. The proposed taxonomy thus appears a useful instrument to classify the literature and support further analyzes, identifying main findings, trends, and future paths of intermodal freight transportation systems across several dimensions (e.g., modes, geographical extensions, time horizons, and simulation objectives).

The present paper aims at analysing the concept of “urban interchanges” as a solution towards seamless transportation and sustainable mobility. Based on an extensive review of policies, initiatives and data analysis coming from interviews and meetings with stakeholders, a coherent interchange design typology was formulated that links seamless transport and urban interchanges to spatial and urban planning. Focusing on the impact of user satisfaction as a priority towards user travel choices, a list of indicators was valuated. The comparative analysis of interchange typology performance formulated by the users’ perception regarding network accessibility, surrounding area, offered interchange time facilities and environmentally friendly services and infrastructure revealed fruitful findings on proper interchange design towards sustainability and reformation of the city-hubs into true green urban interchanges.

Service network design is a crucial planning task for intermodal operators on the tactical level as it defines the transportation schedule and the routing of commodities through the intermodal network. In many cases, the transportation demand over the planning horizon cannot be known with certainty, resulting in a stochastic service network design problem. Whereas current literature focuses on outsourcing as a recourse action when reacting to fluctuating demand patterns, we introduce a new variant of this problem in which an ad-hoc modification of the planned schedule for the transportation assets is possible. Although this recourse action is commonly applied in practice, a detailed investigation including high-performance solution procedures for this specific service network design problem has been missing until now. We present a two-phase matheuristic and respective computational experiments that demonstrate its superior performance compared to commercial solvers, including the capability of solving large stochastic instances. Moreover, by presenting the results of a real-world case study for a large intermodal rail operator, we illustrate substantial cost reductions compared to an expected value model and a stochastic model without consideration of schedule modifications. Our detailed analysis further reveals a different solution structure when schedule modifications are considered which explains the cost savings achieved.

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.

Introduction The transport of full containers and repositioning of empty containers are essential for the operation of a container logistic enterprise. In a large inland region, railway and road transportation take their own advantages for container transportation in terms of transport efficiency and costs. The combination of the two modes creates larger possibility for logistic enterprise to provide efficient service and reduce operation costs. Thus, this paper aims to optimize the inland intermodal transportation of full and empty containers. Methods Different from cost minimum model, an integer programming model is proposed based on revenue management, making the model more reasonable in practice where logistic enterprises have the right to reject transportation demands from customers considering transport profits and capacity limitations. The real cases of transportation networks of Northeast China and parts of the southern Europe are applied to evaluate and describe the model and performance. Results The results indicate that the proposed intermodal transportation optimization for both full and empty containers is feasible and profitable for logistic enterprises. The efficiency of container usage increases since we take the conversion of containers during transportation into account. Results also imply an inappropriate pricing strategy at certain inland depots in the case. Conclusions This paper provides an optimization method for the intermodal transportation of full and empty containers in harbor-inland regions / hinterlands. Different from cost minimization in the literature, this paper models the transportation problem based on revenue management. That is, the model aims to maximize profits of logistic enterprise with the specific constraints in container transportation, as well as demand rejection. The model is proofed to be feasible in the real transportation networks and can create more profits for transportation enterprises. The analysis of real cases show that the total profits can be enlarged by considering the conversion of containers during transportation. In addition, it is verified that the optimization of inland transportation of empty and full containers reduces the operating costs of logistic enterprises. Moreover, results uncover the fact that a governed pricing policy at Suifenhe is not reasonable and may deteriorate the future export environment there. For the case based on part of southern Europe, it seems that the port, customer, inland transport operator and possibly container shipping company in Europe may benefit by establishing appropriate inland depots.

Penelitian ini bertujuan untuk menganalisis kondisi aksesibilitas Yogyakarta International Airport/YIA dalam rangka mendukung pengembangan transportasi antarmoda. Analisis aksesibilitas difokuskan pada 3 kondisi sebagai kriteria pengembangan transportasi antarmoda, yaitu (1) jaringan prasarana transportasi, (2) jaringan pelayanan transportasi, dan (3) layanan operasional. Penelitian ini menggunakan metode analisis dekriptif-kualitatif untuk mendeskripsikan kondisi aksesibilitas saat ini. Dalam penelitian telah dikembangkan model analisis indeks aksesibilitas untuk menilai derajad dukungan kondisi aksesibilitas untuk pengembangan transportasi antarmoda. Indeks aksesibilitas menggunakan nilai antara 0 hingga 1. Data analisis didasarkan atas persepsi calon pengguna bandara sebagai responden penelitian. Hasil penelitian mengindikasikan bahwa indeks aksesibilitas YIA untuk: (1) kriteria jaringan prasarana transportasi 0,52 (kategori “cukup mendukung”), (2) kriteria jaringan pelayanan transportasi 0,44 (kategori “kurang mendukung”), dan (3) kriteria layanan operasional 0,46 (kategori “kurang mendukung”). Hal tersebut memberikan kesimpulan bahwa kondisi jaringan prasarana transportasi, jaringan pelayanan transportasi, dan layanan transportasi eksisting masih memerlukan peningkatan atau pembenahan untuk dapat mendukung pengembangan transportasi antarmoda

Analysis of the processes of clusterization and networking draws attention to the necessity of integration of railway transport into the intermodal or multimodal transport chain. One of the most widespread methods of combined transport is interoperability of railway and road transport. The objective is to create an uninterrupted transport chain in combining several modes of transport. The aim of this is to save energy resources, to form an effective, competitive, attractive to the client and safe and environmentally friendly transport system. Under the modern conditions of globalization and integration into the European Union, the processes of networking are becoming increasingly important. In the context of intensive changes in the life of the society and business development processes, networking processes inevitably make influence on intermodal transportation. Therefore, the processes of clusterization, networking and integration have a significant impact on international economic area, including the development of a single social, scientific, technological information and transport system.

This paper deals with intermodal transportation of goods from Europe to the United States. The main objective is the development of a mathematical model called Transatlantic multi-mode container routing problem. It provides a tool for network optimization in transportation science. The developed model enables users to determine the optimal collaborative routing in a network system that achieves the minimization of costs for a company that ships a single commodity from multiple origins to multiple destinations. The model consists of network of maritime shipping lines between the ports and then networks of road and railway transportation on both sides of the Atlantic Ocean. In order to develop the model it was necessary to make assumptions, define sets, parameters, decision variables, constraints and objective function. Branch and cut algorithm used by GAMS modelling software provides the solution of the model. Short analysis of trends and statistics of road and rail transportation as complements to maritime transportation on both continents is also presented.

in the transition of the leading countries of the world on an innovative way of development, transport is considered as one of the most important factors of socio-economic growth in Russia. Transport contributes to strengthening the unity of the economic area of the country, improves the interregional and international transport and economic relations, increases the efficient using of natural resources, develops entrepreneurship and international cooperation. However, there is a number of obstacles before implementation of transport and transit potential of Russia. The paper deals with features of international and national transport corridors on the territory of Russia and the key problems of their functioning and possible ways to overcome them.

This paper discusses a bi-objective programming of the port-hinterland freight transportation system based on intermodal transportation with the consideration of uncertain transportation demand for green concern. Economic and environmental aspects are integrated in order to obtain green flow distribution solutions for the proposed port-hinterland network. A distributionally robust chance constraint optimization model is then established for the uncertainty of transportation demand, in which the chance constraint is described such that transportation demand is satisfied under the worst-case distribution based on the partial information of the mean and variance. The trade-offs among different objectives and the uncertainty theory applied in the modeling both involve the notion of symmetry. Taking the actual port-hinterland transportation network of the Yangtze River Economic Belt as an example, the results reveal that the railway-road intermodal transport is promoted and the change in total network CO2 emissions is contrary to that in total network costs. Additionally, both network costs and network emissions increase significantly with the growth of the lower bound of probability for chance constraint. The higher the probability level grows, the greater the trade-offs between two objectives are influenced, which indicates that the operation capacity of inland intermodal terminals should be increased to meet the high probability level. These findings can help provide decision supports for the green development strategy of the port-hinterland container transportation network, which meanwhile faces a dynamic planning problem caused by stochastic demands in real life.

In recent years, intermodal transport has become an increasingly attractive alternative to freight shippers. However, the current intermodal freight transport is not as efficient as it could be. Oftentimes an empty container needs to be transported from the empty container depot to the shipper, and conversely, an empty container needs to be transported from the receiver to the empty container depot. These empty container movements decrease the freight carrier&rsquo, s profit, as well as increase traffic congestion, decrease roadway safety, and add unnecessary emissions to the environment. To this end, our study evaluates a potential collaboration strategy to be used by carriers for domestic intermodal freight transport based on an optimization approach to reduce the number of empty container trips. A binary integer-linear programming model is developed to determine each freight carrier&rsquo, s optimal schedule while minimizing its operating cost. The model ensures lower cost for each of the carriers compared to its cost without collaboration. It also ensures that average savings from the collaboration are shared equally among all participating carriers. Additionally, two stochastic models are provided to account for uncertainty in truck travel times. The proposed collaboration strategy is tested using empirical data and is demonstrated to be effective in meeting all of the shipment constraints.

Intermodal transportation is often presented as an efficient solution for reducing carbon emissions without compromising economic growth. In this article, we present a new intermodal network design model in which both the terminal location and the allocation between direct truck transportation and intermodal transportation are optimized. This model allows for studying the dynamics of intermodal transportation solutions in the context of hinterland networks from a cost, carbon emissions and modal shift perspective. We show that maximizing the modal shift is harmful for both cost and carbon emissions and that there is a carbon optimal level of modal shift. We also show that even if transportation cost and carbon emissions share the same structure, these two objectives lead to different solutions and that the terminal is located closer to the port when optimizing cost and further away when optimizing carbon emissions. The model also allows for studying the tradeoff between distance and volume, the impact of using aggregated models for estimating train transportation cost and carbon emissions as well as the potential policy measures that enable aligning cost and carbon emissions.

The paper presents a Web Based Framework (WBF)/Web portal to support business processes in transport logistics. The proposed portal has been developed using graph and multi-agent models and GeoData approach. It is one of the main results of international project eINTERASIA supported by the Seventh Framework Program of the European Commission.

Transportation system disruption due to a disaster results in "ripple effects" throughout the entire transportation system of a metropolitan region. Many researchers have focused on the economic costs of transportation system disruptions in transportation-related industries, specifically within commerce and logistics, in the assessment of the regional economic costs. However, the foundation of an assessment of the regional economic costs of a disaster needs to include the evaluation of consumer surplus in addition to the direct cost for reconstruction of the regional transportation system. The objective of this study is to propose a method to estimate the regional consumer surplus based on indirect economic costs of a disaster on intermodal transportation systems in the context of diverting vehicles and trains. The computational methods used to assess the regional indirect economic costs sustained by the highway and railroad system can utilize readily available state departments of transportation (DOTs) and metropolitan planning organizations (MPOs) traffic models allowing prioritization of regional recovery plans after a disaster and strengthening of infrastructure before a disaster. Hurricane Katrina is one of the most devastating hurricanes in the history of the United States. Due to the significance of Hurricane Katrina, a case study is presented to evaluate consumer surplus in the Gulf Coast Region of Mississippi. RESULTS from the case study indicate the costs of rerouting and congestion delays in the regional highway system and the rent costs of right-of-way in the regional railroad system are major factors of the indirect costs in the consumer surplus. Language: en

ResumenUn reto importante para los fabricantes de autopartes es coordinar el abastecimiento desde las diversas zonas geográficas en donde están ubicados sus proveedores. El objetivo de esta investigación fue el diseño de una red para el servicio de transporte donde se consideren tanto el tiempo que los embarques están detenidos en aduanas y puntos de transbordo, como las posibles demoras en la cadena de transporte debido al uso de distintos modos de transporte. Para asegurar el mejor desempeño de la red se formuló un modelo de optimización que considera dos criterios: costo y tiempo, cuya solución fue la estructura de la cadena de transporte para una armadora ubicada en la zona industrial de Toluca que importa autopartes de Estados Unidos de Norteamérica (E.E.U.U.) para comercializarlas entre diversos fabricantes de automóviles que operan en México. Se aprovechó la estructura del problema de optimización para obtener problemas separables y resolverlo usando relajación Lagrangiana. Se identificó un conjunto de posibles soluciones para la estructura de la cadena de transporte usando los métodos de las ponderaciones y de la ε-restricción; las soluciones obtenidas representan el conjunto de las mejores alternativas a partir de las cuales la gerencia de logística de la empresa puede elegir la que mejor empata con las necesidades y metas de desempeño logístico de la empresa.AbstractOne of the important challenges for manufacturers and distributors of autoparts is the coordination of multiple sourcing areas where their international suppliers are located. The objective of this research is the design of a service transportation network that takes into account the time shipments are held at customs and transshipment terminals, as well as the possible delays due to the use of different transportation modes. To assure the best performance of the whole transportation network, a bi-criteria optimization model was formulated, the two criteria considered were cost and time. The solution to the model was the structure of the transportation network to be used by a manufacturer of auto parts located in the Toluca industrial zone; this firm imports auto parts produced by suppliers located in the United States (E.E.U.U.) and commercializes them among multiple automakers. The structure of the optimization problem was analyzed to obtain a convenient separable arrangement and then the problem was solved by using Lagrangian relaxation. A set of possible efficient solutions for the structure of the transportation network was generated by using the weighting method and the ε-constraint method; the resulting solutions represent the set of best alternatives from which the logistics managers may choose the service network that best attends the needs and logistics performance goals of the firm.

The continuous increase of trade between China and Europe brought congestion problems at major Chinese seaports. An effective way to solve this issue is to set up intermodal terminals often called dry ports. However, the dynamics of various influenced factors on dry port&rsquo, s implementation calls for the adaptive and flexible planning of the terminal. This paper analyzes the shortcomings of previous research related to the dry port&rsquo, s implementation from the perspective of the applied numerous parameters concerning evaluating its operational efficiency and sustainability. The operational efficiency and sustainability of a dry port are evaluated by the developed system of the main parameters. This system gives the understanding of how these parameters are interrelated between each other and fills the gap in studies of inverse interrelations between main parameters of a dry port. To fully understand the sustainability of the main parameters of a dry port, this paper puts forward the simulation models description of the developed system. The developed model is a practical tool to evaluate the reliability of hypotheses about the functional interrelations between the main parameters of the dry port, as well as to evaluate the sustainability of the system. Finally, in order to develop functional interrelations between main parameters, the data from several Chinese dry ports has been collected. Finally, the developed multi-agent system dynamics model has been validated in the case study of Yiwu dry port located in Zhejiang, China.

Este trabalho aborda o problema do carregamento de contêineres, cuja forma mais geral consiste em arranjar itens (por exemplo, produtos embalados em caixas) de vários tamanhos dentro de objetos maiores (por exemplo, contêineres) com máximo aproveitamento do volume disponível. Em particular, é considerado o caso especial em que as caixas a serem arranjadas são retangulares e idênticas. Com o objetivo de resolver este problema, estendemos a heurística de busca tabu de Pureza e Morabito, originalmente projetada para o problema de carregamento de paletes do produtor. Partindo-se de uma solução inicial gerada por uma heurística de blocos, são realizados movimentos de troca de orientação e/ou expansão de blocos selecionados, resultando na geração de novos padrões de carregamento. Resultados computacionais obtidos com 22 exemplos da literatura sugerem que a abordagem proposta é promissora. This paper tackles the container loading problem, which consists of determining the most effective way of arranging items (for example, products packed in boxes) in larger objects (for example, containers). In particular, we consider the special case in which the boxes to be arranged are rectangular-shaped and identical. In order to solve this problem, we extend the tabu search algorithm by Pureza and Morabito, originally designed for the manufacturer's pallet loading problem. From a starting solution generated by a block heuristic, the algorithm performs moves, which change the orientation and/or expand selected blocks, resulting in new loading patterns. Computational results obtained with 22 instances from the literature suggest that the proposed approach is promising.

We present a two-stage approach for the “helicopters and vehicles” intermodal transportation of medical supplies in large-scale disaster responses. In the first stage, a fuzzy-based method and its heuristic algorithm are developed to select the locations of temporary distribution centers (TDCs) and assign medial aid points (MAPs) to each TDC. In the second stage, an integer-programming model is developed to determine the delivery routes. Numerical experiments verified the effectiveness of the approach, and observed several findings: (i) More TDCs often increase the efficiency and utility of medical supplies, (ii) It is not definitely true that vehicles should load more and more medical supplies in emergency responses, (iii) The more contrasting the traveling speeds of helicopters and vehicles are, the more advantageous the intermodal transportation is.

Ports that are able to offer scale economies on land by using combined transport gain a competitive advantage in their port range. The recent rapid expansion of combined waterway-road services at French ports, Le Havre and Marseille, led us to carry out a theoretical and empirical analysis of the causes and conditions that underline this development. In order to more clearly understand the dynamics of the French situation, attention has been broadened to include other competing European ports, Antwerp and Rotterdam. The four-stage theoretical model highlights the interdependence between the setting up of combined waterway-road services, the competition between ports and the competition between shipping lines. La compétitivité des ports dépend en grande partie des chaînes de transport terrestre et des économies d’échelle qu’elles permettent de réaliser. La rapide expansion du transport combiné fleuve-route depuis les ports français, Le Havre et Marseille, nous conduit à proposer une analyse théorique et empirique des causes et conditions de ce développement. La desserte fluviale de ces deux ports a été mise en perspective de celle des ports d’Anvers et Rotterdam pour mieux comprendre la dynamique à l’œuvre dans les ports français. Le modèle en quatre phases que nous proposons souligne l’interdépendance entre la mise en œuvre de services de transport combiné fleuve-route, la compétition entre les ports et celle entre compagnies maritimes.

Tez (Doktora) -- İstanbul Teknik Üniversitesi, Fen Bilimleri Enstitüsü, 2009, Thesis (PhD) -- İstanbul Technical University, Institute of Science and Technology, 2009, Türkiye’de yük taşımacılığında çoğunlukla karayolu taşımacılığı kullanılmakta, ülke ekonomisine yansıyan maliyetler açısından çok daha avantajlı olan demiryolu ve denizyolu taşımacılığı türleri ise çok düşük oranlarda tercih edilmektedir. Bu durum, ülke ekonomisi açısından ağır maliyetler oluşturmaktadır. Bu çalışmanın temel amacı, Türkiye’de yük merkezleri ile liman arasındaki dolu ihracat konteyner taşımacılığının akılcı ve sağlıklı bir şekilde yapılabilmesidir. Bu amaca yönelik olarak, her yük merkezi için ülke ekonomisi açısından en düşük maliyetli taşıma sisteminin belirlenmesi ve yük sahiplerinin taşıma sistemi seçimlerini bu yönde yapabilmesi için çözüm önerileri geliştirilmiştir. Çalışmada, Türkiye’nin önemli bir ihracat limanı olmasının yanısıra karayolu ve demiryolu bağlantısı bulunan İzmir Limanı seçilerek, çözüm yaklaşımı bu limana ve bağlı 15 adet yük merkezine uygulanmıştır. Uygulama sonucunda İzmir Limanı’na yakın yük merkezleri için sadece karayolu taşımacılığının kullanıldığı taşıma sisteminin, diğer yük merkezleri içinse karayolu, demiryolu ve denizyolu taşımacığının birlikte kullanıldığı türlerarası taşıma sistemlerinin en düşük maliyetli taşıma sistemleri olduğu anlaşılmıştır. Bu sistemlerin kullanılması durumunda ülke ekonomisine yılda yaklaşık yüzde 27 oranında bir fayda sağlanabileceği belirlenmiştir. Ayrıca AHP Yöntemi kullanılarak maliyet, hız, kapasite, güvenlik ve erişebilirlik ölçütleri ışığında yük sahipleri açısından en uygun taşıma sistemi seçimi yapılmıştır. Ancak ülke ekonomisi açısından en düşük maliyetli taşımacılık sistemlerinin, mevcut koşullar altında yük sahipleri tarafından tercih edilebilmesinin mümkün olmadığı anlaşılmıştır. Bu nedenle yük sahiplerinin taşıma sistemi seçiminde tercihlerini ülke ekonomisi yönünde kullanabilmesi amacıyla ilgili kurumlara çözüm önerileri sunulmuştur., Transportation of goods in Turkey is mainly utilized by landroute transportation while modes of railway and maritime transportation, which are more efficient with respect to the national economic welfare perspective, are less preferred. This dissertation aims to design a rational and cost effective mechanism for transportation of export cargo from origins to the port. To this aim, for each origin, proposals are developed to determine the most cost-effective transportation system from a national economic welfare perspective and to maintain the preference of the cargo owners towards using these optimal systems. This dissertation focuses on İzmir port, which not only is an important port for exports but also has been at the crossroads of landroute, railway and marine transportation. Proposals developed are implemented for İzmir port and related 15 origins of cargo. The results reveal that for origins close to Izmir port, systems using only landroute and for all other origins, intermodal transport systems with combinations of landroute, railway and maritime transportation are optimal cost-effective. The implementations of these optimal systems reveal 27 percent annual surplus for the national economic welfare. In addition to this, AHP method is utilized to determine the optimal transportation system for cargo owners based on the criteria of cost, speed, capacity, security and accessibility. However, under current circumstances, results reveal that the optimal cost-effective systems from national economic welfare perspective would not be preferred the cargo owners. To alter the preferences of the cargo owners accordingly, policy proposals for related institutions are presented., Doktora, PhD

Tez (Yüksek Lisans) -- İstanbul Teknik Üniversitesi, Fen Bilimleri Enstitüsü, 2007, Thesis (M.Sc.) -- İstanbul Technical University, Institute of Science and Technology, 2007, Bu çalışmada, uluslararası lojistiğin teorisi ve petrol ve doğal gaz endüstrisindeki uygulaması yer almıştır. Uluslararası lojistik için mevcut bir standardın olmadığı için, uluslararası lojistikte kullanılan bütün birimler, belgelendirmeler ve teşvikler ele alınmıştır. Ülkeler arasında imzalanan Ticari Anlaşmalar ve oluşturulan Ticari Birlikler, uluslararsı lojistiği kolaylaştırdığı görülürken, serbest bölgeler ve antrepoların değer katmak için uygun yerler olduğu sonucuna varılmıştır. INCOTERMS olarak bilinen uluslararası ticaret terimleri satıcı ve alıcının görevlerini tanımladığı için, uluslararası ticari sözleşmeler daha anlayışlı olmaktadır. Farklı taşıma modlarının avantajlarından yararlanmak için kullanılan intermodal transportasyon ile, uygun bir taşıma gerçekleştirilebileceği görülmüştür. Envanter yönetiminin daha doğru sonuçlar vermesi için RFID kullanılmıştır. Gelişmiş ülkelerin lojistik altyapısının da gelişmiş olduğuna ve fakir ülkelerin yetersiz lojistik altyapıya sahip olduklarına şahit olunmuştur. Ayrıca, uygulama olarak Körfez bölgesindeki petrol ve doğal gaz şirketlerine mal tedariğinin lojistiği ele alınmıştır. Petrol ve doğal gaz şirketleri, riskleri en aza indirmek amacıyla, ihtiyaçlarını direk üreticilerden değil tedarikçi firmalardan alma kararı, tedarikçi firmalar arasına haraketliliği getirmiştir. Maliyet veya zaman bazında yapılan ihaleleri kazamak için, tedarikçi firma için iyi bir uluslararası lojistik modelinin önemi ortaya çıkmıştır. Başta petrol ve doğal gaz şirketlerinin satın alma ve ihale açma prosedürleri anlatılmıştır. Daha sonra yeni bir uluslararası lojistik modeli geliştirilmiştir ve rakip firmaların sistemi ile karşılaştırılmıştır. Yeni modelin hızlı teslim ve düşük maliyet avantajları görülmüştür, ve modelin ihalelerde daha şanslı olacağı sonucuna varılmıştır. Gelecek 5 sene için mali öngörme de yapılmıştır., This study consists of theoretical basis of international logistics and its application in oil and gas industry. As there is no standardized procedure for international logistics, all units, documentations, and facilities of international logistics are discussed in details. Trade Agreements and Trade Unions between countries lead to easier logistics management; also, free zones and bonded warehouses are suitable places to add value. Also, INCOTERMS make international trade agreements easier to understand by identifying responsibilities of buys and sellers. Moreover, a very good transportation is achieved using intermodal transportation, a type of transportation that benefits from advantages of different transportation modes. In addition, RFID is used for managing and monitoring inventory. Furthermore, it is witnessed that developed countries have developed logistics infrastructure, and developing countries have insufficient logistics infrastructure. Logistics management of supply to oil and gas companies in Gulf region is considered as an application. Oil companies in the region have decided to maintain their needs not directly from manufacturers but supplier companies in order to minimize risks. Of course, this decision excites supplier companies, and an appropriate logistics management system becomes crucial to win cost based or time based tenders. Initially, oil and gas companies’ procurement and bidding system is presented in details. Then, a new logistics management system is developed and compared with rival companies’ systems. The new system has both fast delivery and low cost advantages over rivals; consequently, the new system is feasible. Also, a financial projection for 5 years is calculated., Yüksek Lisans, M.Sc.

Este trabalho analisa a distribuição espacial ótima de armazéns para movimentação de açúcar no estado de São Paulo utilizando o transporte ferroviário. O instrumento utilizado para esta avaliação foi um modelo matemático de programação mista cujos resultados indicam tendências para localização e capacidade destes armazéns. Foram elaborados quatro cenários e os resultados obtidos apontam para a alta competitividade do transporte intermodal em relação à alternativa de transporte rodoviário da usina ao porto. Confirmou-se também que há espaço para aumento do market share da ferrovia na movimentação de açúcar para a exportação do estado de São Paulo.This study analyzes the best warehousing location for sugar exportation in the state of Sao Paulo using the railway transportation. A mixed integer programming model was developed and its results indicate some trends for localization and capacity of these warehouses. Four scenarios were elaborated and they showed high competitiveness of the intermodal transport compared to the alternative of road transportation from the mill to the port. It was also confirmed that there is a possibility to increase the market share of the railway transportation for Sao Paulo’s sugar exports.

The drayage of containers in the service area of an intermodal barge terminal is modelled as a full truckload pickup and delivery problem with time windows (FTPDPTW). Initial solutions are generated with an insertion heuristic and improved with three local search operators. In a post-optimisation phase, the three search operators are integrated in a deterministic annealing (DA) framework. The mechanism of the heuristic procedures is demonstrated with a numerical example. A sensitivity analysis indicates that the DA algorithm is robust with respect to variations in threshold value and quality of the initial solution.

'Sustainable transport' has become a priority for transport planning and policy making around the world. Sustainable transport plans often promote efforts to shift passengers from private cars to other modes such as public transport. However, the actual success of such efforts is likely to depend on how the transport sector is organised and governed. In this paper, we study the impacts of new public management (NPM) reforms in the British local transport sector on the attraction of passengers to buses. Britain is an interesting example since high level sustainable transport policies have been pursued in a deregulated context. We focus on bus transport in Greater Manchester as the case in point. First, we study the effects of the NPM reforms on modal shift. We find that the reforms generally have contributed to a decline in bus passengers, while some reform elements have made positive contributions. Second, we apply theoretical notions of 'governance modes', to examine whether the strengths and failures of 'market', 'hierarchy' and 'network' governance respectively can help to explain the results we observe. We find that these concepts are particularly useful to clarify the conditions under which public transport can attracts travellers.

Keeping in mind the close date for publishing the list of ports included in the MoS network we are going to analyse what type of vessel is going to fit best in some of the proposed ports, for ensuring a real modal shift. Once understood the sea transport importance, the sea conditions and specifically the wave highness analysis, is the topic to be dealt in this paper, as a contribution to recommend the ship better fit on a route, keeping in mind her sensitivity to sea and waves.

This paper deals with issues of shaping and functioning of computer programs in the modelling and solving of multimodal transportation network problems. A methodology of an integrated use of a programming language for mathematical modelling is defined, as well as spreadsheets for the solving of complex multimodal transportation network problems. The paper contains a comparison of the partial and integral methods of solving multimodal transportation networks. The basic hypothesis set forth in this paper is that the integral method results in better multimodal transportation network rationalization effects, whereas a multimodal transportation network model based on the integral method, once built, can be used as the basis for all kinds of transportation problems within multimodal transport. As opposed to linear transport problems, multimodal transport network can assume very complex shapes. This paper contains a comparison of the partial and integral approach to transportation network solving. In the partial approach, a straight forward model of a transportation network, which can be solved through the use of the Solver computer tool within the Excel spreadsheet interface, is quite sufficient. In the solving of a multimodal transportation problem through the integral method it is necessary to apply sophisticated mathematical modelling programming languages which support the use of complex matrix functions and the processing of a vast amount of variables and limitations. The LINGO programming language is more abstract than the Excel spreadsheet, and it requires a certain programming knowledge. The definition and presentation of a problem logic within Excel, in a manner which is acceptable to computer software, is an ideal basis, for modelling in the LINGO programming language, as well as a faster and more effective implementation of the mathematical model. This paper provides proof for the fact that it is more rational to solve the problem of multimodal transportation networks by using the integral, rather than the partial method. U radu je obrađena problematika oblikovanja i funkcioniranja računalnih programa u modeliranju i rješavanju problema multimodalnih transportnih mreža. Definirana je metodologija integrirane uporabe programskog jezika za matematičko modeliranje i proračunske tablice u rješavanju problema složene multimodalne transportne mreže. Uspoređene su parcijalna i integralna metoda rješavanja multimodalnih transportnih mreža. Temeljna hipoteza postavljena u ovom radu je da se integralnom metodom postižu bolji učinci racionalizacije multimodalnih transportnih mreža, pri čemu se jednom izgrađeni model multimodalne transportne mreže temeljen na integralnoj metodi, može koristiti kao temelj za sve vrste transportnih problema u multimodalnom transportu. Za razliku od linearnih transportnih problema multimodalna transportna mreža može poprimiti vrlo složene oblike. U radu su uspoređeni parcijalni i integralni pristup rješavanja transportne mreže. Kod parcijalnog pristupa dovoljan je jednostavniji model transportne mreže koji se može riješiti uporabom računalnog alata Solver u sučelju proračunske tablice Excel. U rješavanju multimodalnog transportnog problema integralnom metodom, potrebno je koristiti sofisticirane programske jezike za matematičko modeliranje koji podržavaju uporabu složenih matričnih funkcija i procesiranje velikog broja varijabli i ograničenja. Programski jezik LINGO je apstraktniji u odnosu na proračunsku tablicu Excel i zahtijeva određena znanja o programiranju. Definiranje i prezentacija logike problema u Excelu na način prihvatljiv računalnom programu predstavlja idealnu osnovu za modeliranje u programskom jeziku LINGO, te bržu i učinkovitiju implementaciju matematičkog modela. U radu je dokazano da je problem multimodalne transportne mreže racionalnije rješavati integralnom, nego parcijalnom metodom.

Dissertação de mestrado em Engenharia Industrial, Esta tese de mestrado apresenta os resultados de um modelo de apoio à tomada de decisão para o suporte de uma escolha de um determinado meio de transporte para a deslocação de mercadorias de longo curso. O meio de transporte é visto como uma forma de deslocação de uma mercadoria de uma origem até um destino. Em qualquer operação de deslocação é necessário ter em atenção a carga transportada (quantidade, peso e valor), a distância a percorrer e o tempo de percurso. Desde logo, começou-se por identificar e caraterizar os principais aspetos a ter em atenção na construção do modelo e na seleção de critérios. Neste trabalho utilizou-se uma metodologia baseada num modelo multicritério, que tem como objetivo proporcionar uma abordagem sistemática a todo o processo de decisão, capaz de permitir selecionar, dentro de um conjunto de alternativas fornecidas, a mais vantajosa. Para isso, foram identificados os principais critérios, recorrendo a inquéritos e entrevistas, sendo que estes serviram de base para a avaliação de cada uma das alternativas dentro dos dois métodos que foram testados. Identificados os critérios, foi necessário testá-los, identificando como cada um deles deveria ser medido e introduzi-los em dois diferentes modelos de apoio à tomada de decisão e perceber qual é melhor alternativa. Uma vez que os critérios quantitativos foram tratados usando uma escala qualitativa, foi solicitada às empresas com que se costuma trabalhar, conhecendo já o seu nível de serviço, a apresentação de um orçamento com todas as despesas de envio incluídas (com cargas iguais) e tempo de transporte, de forma a perceber qual é o meio de transporte que, independentemente dos critérios, apresenta uma melhor solução, tendo-se assim conseguido testar a aplicabilidade do modelo multicritério com um caso real. Por fim foi realizada uma avaliação da opção selecionada pelos modelos, de forma a perceber se modelos diferentes apresentam os mesmos resultados., This master thesis presents the results of a model to support decision making to support a choice of one medium / means of transport for the movement of goods over long distances. The means of transport is seen as a form of movement of goods from a source to a destination. In any shift operation is necessary to take into account the payload (quantity, weight and value), distance traveled and travel time. First, we started by identifying and characterizing key aspects to keep in mind in the presentation of the model and selection criteria. In this study we used a methodology based on a multicriteria model, which aims to provide a systematic approach to the whole decision process, capable of allowing select, within a given set of alternatives, the most advantageous. For this, the main criteria were identified, using questionnaires and interviews, and these formed the basis for the assessment of each of the alternatives within the two models that were tested. Identified criteria was necessary to test them, identifying how each will be measured and introduce them in two different models to support decision making and realize what is best carrier. Once the quantitative criteria were treated using a ladder qualitative, was asked companies that normally work with, already knowing their level of service, presenting a budget with all shipping charges included (with equal loads) and time transport in order to realize what the means of transport, regardless of the criteria exhibits a better solution, and it was thus obtained test the applicability of multicriteria models with an actual case. Finally an evaluation was made of the option selected by the models in order to understand whether different models show the same results.

The Quebec City-Windsor corridor (the Corridor) is the busiest and most important trade and transportation corridor in Canada. The transportation sector is the second largest greenhouse gas (GHG) emission category in the country. This paper develops estimates of the potential for CO2 emission reductions in the freight transportation sector through the use of premium-intermodal services between the main Corridor destinations. CO2 reduction estimates are arrived at using a Stated Choice methodology. The basis of the analysis is a recently administered stated-preference carrier-choice survey of shippers in the Corridor. Survey data were used to develop mode share models for five different categories of shipments between eighteen city-pairs. A railyard-catchment approach was taken to arrive at estimates of contestable intercity truck traffic using a subset of the Ontario Ministry of Transportation’s Commercial Vehicle Survey. CO2 emissions were based on current truck traffic estimates, and emissions factors obtained from MOBILE6.2C. The results show that premium-intermodal has the potential to capture a significant share of traffic between the main Corridor destinations with potential CO2 emissions reductions considered to be in the range of nil to 0.4 Mt.