Relevant bibliographies by topics / Container-Drayage

Academic literature on the topic 'Container-Drayage'

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Published: 1 April 2023

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Journal articles on the topic "Container-Drayage"

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Shiri, Samaneh, Nathan Huynh, Daniel Smith, and Frank Harder. "Impact of Second-Tier Container Port Facilities on Drayage Operation." Logistics 6, no. 4 (September 27, 2022): 68. http://dx.doi.org/10.3390/logistics6040068.

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Background: An increasing number of container and chassis staging, “dray-off”, drop yard, and depot facilities are being established outside of North American marine container terminals. The increased use of these “second-tier” facilities implies that there must be some capacity, delivery time, service, or reliability benefit that offset the additional cost and complexity. Methods: This paper builds on the previously developed integrated drayage scheduling model to determine the impact of second-tier port facilities on drayage operation. It modifies the previously developed model by incorporating the following features: (1) trucks do not have to wait at customers’ locations during the import unloading and export loading operations; (2) drayage operations can include a drop yard (i.e., second-tier facility) for picking up or/and dropping off loaded containers outside the marine container terminal; and (3) a customer is allowed to request any of the following jobs: pick up an empty container, pick up a loaded container, drop off an empty container, and drop off a loaded container. Results: The results indicated that by moving the location of import pickup and export delivery from inside the marine container terminal to a location outside the terminal, the efficiency of drayage operation could increase. Additionally, when import pickup and export delivery take place inside the marine container terminal, the most efficient location for the chassis yard and empty container depot is inside the terminal. However, when the location of import pickup and/or export delivery are outside the terminal, the most efficient location for the chassis yard and empty container depot is also outside the terminal. Conclusions: The modeling results suggest that in addition to adding reserved capacity for marine terminals or as buffers to reconcile the preferred delivery times of importers, the second-tier facilities could also yield operational savings. However, the potential drayage efficiencies depend heavily on shorter queuing and turn time at these less-complex facilities compared to marine container terminals. Lastly, the modeling results suggest that the observed evolution of North American marine container terminals from self-contained entities into multi-tier systems is likely to continue to add additional capacities to accommodate container trade growth. This finding has important implications for regions and communities concerned over the impact of growing container ports.
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Xue, Zhaojie, Hui Lin, and Jintao You. "Local container drayage problem with truck platooning mode." Transportation Research Part E: Logistics and Transportation Review 147 (March 2021): 102211. http://dx.doi.org/10.1016/j.tre.2020.102211.

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Song, Yujian, Yuting Zhang, Wanli Wang, and Ming Xue. "A Branch and Price Algorithm for the Drop-and-Pickup Container Drayage Problem with Empty Container Constraints." Sustainability 15, no. 7 (March 23, 2023): 5638. http://dx.doi.org/10.3390/su15075638.

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This paper addresses the drop-and-pickup container drayage problem with empty container constraints. In this problem, a truck is allowed to drop off the container at the customer and then leave. After the container has been packed/unpacked, the truck returns to pick it up. The problem is further complicated by the fact that empty containers at the depot are often limited in number. This container drayage problem is of great practical importance but seldom investigated. In this paper, we first formulate the problem as a directed graph and then mathematically model it as a mixed-integer linear program (MILP) with the objective of minimizing total travel costs. To solve the MILP effectively, we devise a branch and price algorithm that incorporates several performance enhancement strategies, including three versions of the bi-directional label setting algorithm, preprocessing of time windows and a heuristic for high-quality upper bounds. The experimental results indicate that (1) the proposed algorithm significantly outperforms CPLEX in terms of efficiency and effectiveness, (2) an average cost saving of 9.95∼12.25% can be achieved from the drop-and-pickup mode and (3) the benefit of drop-and-pickup mode increases when the customer density and the fixed cost increase.
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Heggen, Hilde, Yves Molenbruch, An Caris, and Kris Braekers. "Intermodal Container Routing: Integrating Long-Haul Routing and Local Drayage Decisions." Sustainability 11, no. 6 (March 18, 2019): 1634. http://dx.doi.org/10.3390/su11061634.

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Intermodal logistics service providers decide on the routing of demand through their service network. Long-haul routing decisions determine the selected departure and arrival terminals for containers and imply corresponding drayage tasks. Traditionally, given these long-haul routes and fixed drayage tasks, drayage operations are planned in a second phase by establishing truck routes to transport containers to and from terminals by truck. In this paper, operational decisions on local drayage routing in large-volume freight regions with multiple terminals on the one hand, and intermodal long-haul routing on the other hand are merged into an integrated intermodal routing problem. Different long-haul routing decisions imply different drayage tasks to be performed and thus impact total trucking costs. The approach aims at reducing the number of road kilometres and increases bundling opportunities by maximising the long-haul capacity utilisation. In this way, it contributes to the modal shift towards intermodal transport and a more sustainable transport system. As a weekly planning horizon is used, a maximum daily active time and a minimum overnight’s rest are included for multi-day drayage routing. A large neighbourhood search heuristic is proposed to solve the integrated intermodal routing problem. This integrated planning approach provides decision support for routing customer orders throughout the intermodal network with the aim of minimising total transport costs and maximising capacity utilisation. Experiments show the added value of the integrated approach, which uses more information to make better-informed decisions and increase the capacity utilisation. The largest savings in trucking costs are obtained for clustered instances with demand characteristics closest to real-life cases. Finally, a real-life case study analyses the impact of tactical service network design decisions on the total operational costs.
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MALONI, MICHAEL, and ERIC C. JACKSON. "North American Container Port Capacity: A Literature Review." Transportation Journal 44, no. 2 (2005): 16–36. http://dx.doi.org/10.2307/20713596.

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Abstract International marine container volumes have surged over the last several decades, but North American ports and their supporting container distribution networks have struggled to increase capacity to match this expansion. This article seeks to review and organize existing container network capacity literature into a taxonomy based on the interrelated stakeholders of container flows. The article first establishes the industry capacity situation, then examines research of capacity influences from stakeholders, including port authorities, terminal operators, longshore labor, shippers, railroads, drayage carriers, intermediaries, ocean carriers, governments, and local communities. Ultimately, the article attempts to establish the urgency of container network capacity problems and identify areas needing further research.
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MALONI, MICHAEL, and ERIC C. JACKSON. "North American Container Port Capacity: A Literature Review." Transportation Journal 44, no. 2 (2005): 16–36. http://dx.doi.org/10.5325/transportationj.44.2.0016.

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Abstract International marine container volumes have surged over the last several decades, but North American ports and their supporting container distribution networks have struggled to increase capacity to match this expansion. This article seeks to review and organize existing container network capacity literature into a taxonomy based on the interrelated stakeholders of container flows. The article first establishes the industry capacity situation, then examines research of capacity influences from stakeholders, including port authorities, terminal operators, longshore labor, shippers, railroads, drayage carriers, intermediaries, ocean carriers, governments, and local communities. Ultimately, the article attempts to establish the urgency of container network capacity problems and identify areas needing further research.
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Chen, Rui, Qiang Meng, and Peng Jia. "Container port drayage operations and management: Past and future." Transportation Research Part E: Logistics and Transportation Review 159 (March 2022): 102633. http://dx.doi.org/10.1016/j.tre.2022.102633.

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Yan, Xiaoyuan, Min Xu, and Chi Xie. "Local container drayage problem with improved truck platooning operations." Transportation Research Part E: Logistics and Transportation Review 169 (January 2023): 102992. http://dx.doi.org/10.1016/j.tre.2022.102992.

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Torkjazi, Mohammad, Nathan Huynh, and Ali Asadabadi. "Modeling the Truck Appointment System as a Multi-Player Game." Logistics 6, no. 3 (July 22, 2022): 53. http://dx.doi.org/10.3390/logistics6030053.

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Background: Random truck arrivals at maritime container terminals are one of the primary reasons for gate congestion. Gate congestion negatively affects the terminal’s and drayage firms’ productivity and the surrounding communities in terms of air pollution and noise. To alleviate gate congestion, more and more terminals in the USA are utilizing a truck appointment system (TAS). Methods: This paper proposes a novel approach to modeling the truck appointment system problem. Unlike previous studies which largely treated this problem as a single-player game, this study explicitly models the interplay between the terminal and drayage firms with regard to appointments. A multi-player bi-level programming model is proposed, where the terminal functions as the leader at the upper-level and the drayage firms function as followers at the lower-level. The objective of the leader (the terminal) is to minimize the gate waiting cost of trucks by spreading out the truck arrivals, and the objective of the followers (drayage firms) is to minimize their own drayage cost. To make the model tractable, the bi-level model is transformed to a single-level problem by replacing the lower-level problem with its equivalent Karush–Kuhn–Tucker (KKT) conditions and the model is solved by finding the Stackelberg equilibrium in one-shot simultaneous-moves among players. For comparison purposes, a single-player version of the TAS model is also developed. Results: Experimental results indicate that the proposed multi-player model yields a lower gate-waiting cost compared to the single-player model, and that it yields higher cost savings for the drayage firms as the number of appointments per truck increases. Moreover, the solution of the multi-player model is not dependent on the objective function coefficients, unlike the single player model. Conclusions: This study demonstrates that a TAS is more effective if it considers how the assigned appointment slot affects a truck’s drayage cost. It is recommended that terminal operators and port authorities initiate conversations with their TAS providers about incorporating this element into their TAS.
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Xue, Zhaojie, Canrong Zhang, Peng Yang, and Lixin Miao. "A Combinatorial Benders’ Cuts Algorithm for the Local Container Drayage Problem." Mathematical Problems in Engineering 2015 (2015): 1–7. http://dx.doi.org/10.1155/2015/134763.

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This paper examines the local container drayage problem under a special operation mode in which tractors and trailers can be separated; that is, tractors can be assigned to a new task at another location while trailers with containers are waiting for packing or unpacking. Meanwhile, the strategy of sharing empty containers between different customers is also considered to improve the efficiency and lower the operation cost. The problem is formulated as a vehicle routing and scheduling problem with temporal constraints. We adopt combinatorial benders’ cuts algorithm to solve this problem. Numerical experiments are performed on a group of randomly generated instances to test the performance of the proposed algorithm.
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Dissertations / Theses on the topic "Container-Drayage"

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Namboothiri, Rajeev. "Planning Container Drayage Operations at Congested Seaports." Diss., Georgia Institute of Technology, 2006. http://hdl.handle.net/1853/11482.

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This dissertation considers daily operations management for a fleet of trucks providing container pickup and delivery service to a port. Truck congestion at access points for ports may lead to serious inefficiencies in drayage operations, and the resultant cost impact to the intermodal supply chain can be significant. Recognizing that port congestion is likely to continue to be a major problem for drayage operations given the growing volume of international containerized trade, this research seeks to develop optimization approaches for maximizing the productivity of drayage firms operating at congested seaports. Specifically, this dissertation addresses two daily drayage routing and scheduling problems. In the first half of this dissertation, we study the problem of managing a fleet of trucks providing container pickup and delivery service to a port facility that experiences different access wait times depending on the time of day. For this research, we assume that the wait time can be estimated by a deterministic function. We develop a time-constrained routing and scheduling model for the problem that incorporates the time-dependent congestion delay function. The model objective is to find routes and schedules for drayage vehicles with minimum total travel time, including the waiting time at the entry to the port due to congestion. We consider both exact and heuristic solution approaches for this difficult optimization problem. Finally, we use the framework to develop an understanding of the potential impact of congestion delays on drayage operations, and the value of planning with accurate delay information. In the second half of this dissertation, we study methods for managing a drayage fleet serving a port with an appointment-based access control system. Responding to growing access congestion and its resultant impacts, many U.S. port terminals have implemented appointment systems, but little is known about the impact of such systems on drayage productivity. To address this knowledge gap, we develop a drayage operations optimization approach based on a column generation integer programming heuristic that explicitly models a time-slot port access control system. The approach determines pickup and delivery sequences with minimum transportation cost. We use the framework to develop an understanding of the potential efficiency impacts of access appointment systems on drayage operations. Findings indicate that the set of feasible drayage tasks and the fleet size required to complete them can be quite sensitive to small changes in time-slot access capacities at the port.
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Funke, Julia [Verfasser], Herbert [Akademischer Betreuer] Kopfer, Herbert [Gutachter] Kopfer, and Tobias [Gutachter] Buer. "Container Hinterland Drayage - On the Simultaneous Transportation of Containers Having Different Sizes / Julia Funke ; Gutachter: Herbert Kopfer, Tobias Buer ; Betreuer: Herbert Kopfer." Bremen : Staats- und Universitätsbibliothek Bremen, 2017. http://d-nb.info/1149219815/34.

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Book chapters on the topic "Container-Drayage"

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Caris, An, and Gerrit K. Janssens. "Container Drayage Operations at Intermodal Terminals: A Deterministic Annealing Approach." In Atlantis Computational Intelligence Systems, 57–70. Paris: Atlantis Press, 2012. http://dx.doi.org/10.2991/978-94-91216-80-0_4.

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Ritzinger, Ulrike, Hannes Koller, and Bin Hu. "Multi-day Container Drayage Problem with Active and Passive Vehicles." In Computer Aided Systems Theory – EUROCAST 2022, 96–103. Cham: Springer Nature Switzerland, 2022. http://dx.doi.org/10.1007/978-3-031-25312-6_11.

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Lange, Ann-Kathrin, Fredrik Branding, Tilmann Schwenzow, Constantin Zlotos, Anne Kathrina Schwientek, and Carlos Jahn. "Dispatching Strategies of Drayage Trucks at Seaport Container Terminals with Truck Appointment System." In Dynamics in Logistics, 162–66. Cham: Springer International Publishing, 2018. http://dx.doi.org/10.1007/978-3-319-74225-0_21.

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Huynh, Nathan, and C. Michael Walton. "Improving Efficiency of Drayage Operations at Seaport Container Terminals Through the Use of an Appointment System." In Operations Research/Computer Science Interfaces Series, 323–44. New York, NY: Springer New York, 2011. http://dx.doi.org/10.1007/978-1-4419-8408-1_16.

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Máhr, Tamás, F. Jordan Srour, Mathijs de Weerdt, and Rob Zuidwijk. "The Merit of Agents in Freight Transport." In Multi-Agent Systems for Traffic and Transportation Engineering, 323–41. IGI Global, 2009. http://dx.doi.org/10.4018/978-1-60566-226-8.ch016.

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While intermodal freight transport has the potential to introduce efficiency to the transport network,this transport method also suffers from uncertainty at the interface of modes. For example, trucks moving containers to and from a port terminal are often uncertain as to when exactly their container will be released from the ship, from the stack, or from customs. This leads to much difficulty and inefficiency in planning a profitable routing for multiple containers in one day. In this chapter, the authors examine agent-based solutions as a mechanism to handle job arrival uncertainty in the context of a drayage case at the Port of Rotterdam. They compare their agent-based solution approach to a wellknown on-line optimization approach and study the comparative performance of both systems across four scenarios of varying job arrival uncertainty. The chapter concludes that when less than 50% of all jobs are known at the start of the day then an agent-based approach performs competitively with an on-line optimization approach.
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Conference papers on the topic "Container-Drayage"

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Wang, Decheng, and Ruiyou Zhang. "Double-trailer drop-and-pull container drayage problem." In 2019 Chinese Control And Decision Conference (CCDC). IEEE, 2019. http://dx.doi.org/10.1109/ccdc.2019.8833049.

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Clemente, M., M. P. Fanti, M. Nolich, G. Stecco, and W. Ukovich. "Modelling and solving the multi-day container drayage problem." In 2017 13th IEEE Conference on Automation Science and Engineering (CASE 2017). IEEE, 2017. http://dx.doi.org/10.1109/coase.2017.8256108.

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Yang Zhang and Ruiyou Zhang. "Appointment of container drayage services: A primary literature review." In 2017 14th International Conference on Service Systems and Service Management (ICSSSM). IEEE, 2017. http://dx.doi.org/10.1109/icsssm.2017.7996142.

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Nishimura, E., K. Shintani, and A. Imai. "Vehicle Dispatch Problem with Precedence Constraints for Marine Container Drayage." In 2018 IEEE International Conference on Industrial Engineering and Engineering Management (IEEM). IEEE, 2018. http://dx.doi.org/10.1109/ieem.2018.8607374.

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Kappanna, Hemanth K., Marc C. Besch, Arvind Thiruvengadam, Pragalath Thiruvengadam, Peter Bonsack, Daniel K. Carder, Mridul Gautam, et al. "Evaluation of Drayage Truck Chassis Dynamometer Test Cycles and Emissions Measurement." In ASME 2012 Internal Combustion Engine Division Fall Technical Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/icef2012-92106.

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In 2006, the ports of Long Beach and Los Angeles adopted the final San Pedro Bay Ports Clean Air Action Plan (CAAP), initiating a broad range of programs intended to improve the air quality of the port and rail yard communities in the South Coast Air Basin. As a result, the Technology Advancement Program (TAP) was formed to identify, evaluate, verify and accelerate the commercial availability of new emissions reduction technologies for emissions sources associated with port operations, [1]. Container drayage truck fleets, an essential part of the port operations, were identified as the second largest source of NOx and the fourth largest source of diesel PM emissions in the ports’ respective 2010 emissions inventories [2, 3]. In response, TAP began to characterize drayage truck operations in order to provide drayage truck equipment manufacturers with a more complete understanding of typical drayage duty cycles, which is necessary to develop emissions reduction technologies targeted at the drayage market. As part of the broader TAP program, the Ports jointly commissioned TIAX LLC to develop a series of drayage truck chassis dynamometer test-cycles. These cycles were based on the cargo transport distance, using vehicle operational data collected on a second-by-second basis from numerous Class 8 truck trips over a period of two weeks, while performing various modes of typical drayage-related activities. Distinct modes of operation were identified; these modes include creep, low-speed transient, high-speed transient and high-speed cruise. After the modes were identified, they were assembled in order to represent typical drayage operation, namely, near-dock operation, local operation and regional operation, based on cargo transport distances [4]. The drayage duty-cycles, thus developed, were evaluated on a chassis dynamometer at West Virginia University (WVU) using a class 8 tractor powered by a Mack MP8-445C, 13 liter 445 hp, and Model Year (MY) 2011 engine. The test vehicle is equipped with a state-of-the-art emissions control system meeting 2010 emissions regulations for on-road applications. Although drayage trucks in the San Pedro Bay Ports do not have to comply with the 2010 heavy-duty emissions standards until 2023, more than 1,000 trucks already meet that standard and are equipped with diesel particulate filter (DPF) and selective catalytic reduction (SCR) technology as used in the test vehicle. An overview of the cycle evaluation work, along with comparative results of emissions between integrated drayage operations, wherein drayage cycles are run as a series of shorter tests called drayage activities, and single continuous drayage operation cycles will be presented herein. Results show that emissions from integrated drayage operations are significantly higher than those measured over single continuous drayage operation, approximately 14% to 28% for distance-specific NOx emissions. Furthermore, a similar trend was also observed in PM emissions, but was difficult to draw a definite conclusion since PM emissions were highly variable and near detection limits in the presence of DPF. Therefore, unrepresentative grouping of cycle activity could lead to over-estimation of emissions inventory for a fleet of drayage vehicles powered by 2010 compliant on-road engines.
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Fanti, M. P., A. Locatelli, G. Stecco, and W. Ukovich. "A New ILP Formulation for the Multi-Day Container Drayage Problem." In 2019 IEEE International Conference on Systems, Man and Cybernetics (SMC). IEEE, 2019. http://dx.doi.org/10.1109/smc.2019.8914439.

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Zhang, Hui, Ruiyou Zhang, Mm Huang, and Haibo Shi. "Modeling and analyses of container drayage transportation problem with the objective of low carbons." In 2015 27th Chinese Control and Decision Conference (CCDC). IEEE, 2015. http://dx.doi.org/10.1109/ccdc.2015.7162746.

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