Abstract

Part 5: Scheduling in Manufacturing and Other Applications; International audience; In this paper a new efficient tabu search algorithm for assigning freight to the intermodal transport connections was developed. There were also formulated properties of the problem that can be used to design robust heuristic algorithms based on the local search methods. The quality of solutions produced by the tabu search algorithm and by often recommended greedy approach were also compared. Document type: Conference object

Abstract

Nowadays, Short Sea Shipping (SSS) is an essential part in European multi-modal transport system, representing approximately thirty-seven per cent of intra-Community transactions in tonnes per kilometre (tkm). Since 2001, the European Shortsea Network (ESN) in partnership with the short-sea Promotion Centres (SPC) of each Member State of the European Union (EU) have managed to make significant progress in the promotion and development of this mode of transport.This paper aims to assess and analyse the SSS of containerised goods in Portugal and its articulation with other EU routes and also other transport modes. The current SSS infrastructure, how the sector is organized, as well as the future perspectives for the sector are also analysed for the case of Portugal.The analyses are based on a survey that was carried out on the logistics operators, navigation agents, freight forwarders, and the leading imports and exports manufacturers in Portugal. This research was funding by BInt-ICD/IPP-BST/CIEFGEI/02/2014 under Santander Totta funding. info:eu-repo/semantics/publishedVersion

Abstract

In this paper we analyse the intermodal connectivity in Europe. The empirical analysis is to our knowledge the first empirical analysis of intermodal connections, and is based on a comprehensive database of intermodal connections in Europe. The paper focuses on rail and barge services, as they are the backbone of intermodal freight transport chains. The empirical analysis reveals that rail and barge are complementary, in the sense that the number of overlapping origin-destination pairs is limited and barge connections are across relatively short distances, while rail generally is used for larger transport distances. In addition the lowest transport distances of rail and barge services are relatively low. Services over short distances are feasible, especially between ports and for mountain crossings. For port-to- hinterland services, various services cover distances below 100 km. This paper provides a first indication (albeit no conclusive evidence) that a higher competition intensity between rail operators in a port may lower the distance of the shortest rail service. The analysis also reveals service frequencies are on average very substantial: around four services per week. These frequencies diminish with the distance of the service. These insights are valuable for companies involved in developing new services and provide a basis for further research.

Abstract

This thesis addresses how a new method for the evaluation of policies with a very long term impact on the Dutch Inland Waterway Transport (IWT) system can be developed. It proposes an outline for a very long term transport model, prepares a number of very long term scenarios, and indicates that a different perspective on economic growth and future discounting is required to obtain realistic projections and develop sensible policies for issues with a very long term impact. Extended summary report: http://resolver.tudelft.nl/uuid:ef349716-b484-4820-a02a-d1cd13bc51b8

Abstract

This report, that provides an extended summary of a similar named thesis, addresses how a new method for the evaluation of policies with a very long term impact on the Dutch Inland Waterway Transport (IWT) system can be developed. It proposes an outline for a very long term transport model, prepares a number of very long term scenarios, and indicates that a different perspective on economic growth and future discounting is required to obtain realistic projections and develop sensible policies for issues with a very long term impact.

Abstract

This thesis addresses how a new method for the evaluation of policies with a very long term impact on the Dutch Inland Waterway Transport (IWT) system can be developed. It proposes an outline for a very long term transport model, prepares a number of very long term scenarios, and indicates that a different perspective on economic growth and future discounting is required to obtain realistic projections and develop sensible policies for issues with a very long term impact. Extended summary report: http://resolver.tudelft.nl/uuid:ef349716-b484-4820-a02a-d1cd13bc51b8

Abstract

Central European inland waterways are presently utilized way below their theoretical carrying capacity. The economic situation of companies operating inland waterway fleets is, amongst other factors, characterized by an over aged fleet, eroding profit margins, a high dependency on fuel costs, and/or infrastructural bottlenecks causing delays in running-times. To support an increase of transport flows on inland waterways (especially container transport on the Danube) and to contribute to a significant modal shift, shipping companies and owner-operators have to be enabled to improve their economic position. There are several ways to meet this challenge, of course: One is to develop an innovative inland container vessel and logistics system which allows to meet operator's targeted costs, optimize time-management (reliability), answer to inland shipping-specific bottlenecks (e.g. low bridges, shallow waters), improve carbon footprints and thus successfully interact with road and railway transport.

Abstract

Increasingly significant freight transport had led to larger and more complex transport chains. More specifically, intermodal transport has arisen as a desirable alternative to long-haul road transport, as it creates opportunities for cost reduction and to decrease both polluting emissions and road congestion. Hence, achieving good levels of service in intermodal dedicated structures is of paramount importance for the success of this transport option. The global objective of this research is to determine the capacity of the Freight Village of Turin. This is motivated by future changes in traffic demand, related with the neighboring Port of Savona-Vado. The role of freight villages and other logistics centers is becoming progressively more substantial with saturating sea ports focusing on handling operations. Existing literature shows success in intermodal transport highly depends on terminal performance. To fulfil the already mentioned objective, a simulation model was developed, based on discrete-event methodology, which simulates rail and handling operation inside the freight village. The model is then used to test several scenarios with the purpose of investigating variation in operation techniques and resources and the respective impact it has on comprehensive capacity. Confronting the tested scenarios allowed to comprehend the inefficiencies of both rail and handling processes, hence concluding that locomotive operation presents the most limiting factor. Furthermore, by combining different operation conditions and resources, it was possible to conclude how these affect final capacity and overall performance. Document type: Article

Abstract

The article presents a valuable concept seeking to solve the problem of demand uncertainty in intermodal transport. Regular traffic is quite important for moving containers, trailers and swap bodies. To keep regularity with uncertain demand means to have backlogs or empty space. Both of them are inefficient from an economical point of view. In practice, a day‐by‐day demand forecast is meaningful only for the next two or three days. This poses serious allotment management problems to freight forwarders and shippers since long‐term contract allotments need to be planned many months ahead. The article presents a stochastic dynamic programming model for a short‐term allotment planning a model that would be very valuable for implementing intermodal solutions. The presented model evaluates optimal cost policy based on the economic trade‐off between the cost of backlogged shipment and the cost of acquiring additional allotment. First published online: 27 Oct 2010 Document type: Article

Abstract

Today, there is widespread consensus about the notable, yet simultaneously growing, negative environmental impacts generated by the transportation sector. Experts working in a number of different fields consider the current situation to be unsustainable and possible measures to reduce emissions and foster sustainability are being encouraged. The European Commission has highlighted the need to shift away from unimodal road transport toward a greater use of intermodal transport through, for example, motorways of the sea, in light of the evidence that the former makes a significant contribution to increased CO 2 emissions. However, although there is a general perception that sea transport is environmentally preferable to road transport, recent studies are beginning to question this assumption. Moreover, little research has been conducted to quantify environmental aspects and incorporate them into the decision-making processes involved in the modal shift. This study first reviews the existing literature to examine the extent to which environmental aspects are relevant in the modal choice in the case of short sea shipping and motorways of the sea. Related to this, the study also evaluates the role that different agents may play in making decisions about choice of mode, taking into consideration environmental aspects. Secondly, we use the values the European Commission provides to calculate external costs for the Marco Polo freight transport project proposals (call 2013) to estimate the environmental costs for several routes (a total of 72), comparing the use of road haulage with the intermodal option that incorporates the Spanish motorways of the sea. The results of this comparative analysis show that the intermodal option is not always the best choice in environmental terms. Consequently, the traditional environmental argument to justify this alternative must be used carefully. Document type: Article