Academic literature on the topic 'Intermodal logistic systems'

Efficient and secure global supply chains contribute to the Improvement of the competitiveness of the products traded on international markets by reducing their costs and delivery time while increasing the reliability and security. Global supply chains are unthinkable without transport integration, which is usually accomplished through the form of intermodal transport systems. Intermodal transport systems are much more complex than the unimodal ones due to the number of stakeholders, included transportation resources, infrastructure and processes, which in case of poor coordination in the planning, organization and implementation of transport chain logistic activities can lead to increased supply chain vulnerability. Therefore, the main challenge in the functioning of intermodal transport operations in supply chains is to increase their efficiency taking into account the problems of associated risks. The current initiatives on the topic of identification and management of risks in the intermodal supply chains do not provide a complete and clear picture of the potential problems which the intermodal supply chains are exposed to. Hence, the purpose of this paper, which is based on the literature review of the model of the intermodal transport system structure and models of risk management in supply chains in general, is to provide a framework for a holistic Consideration of risks in intermodal supply chains, which can lead to the improvement of their efficiency and competitiveness.

In highly dynamic and uncertain transport conditions, transport transit time has to be continuously monitored so that the service level is ensured at a proper cost. The aim of this research is to propose and to test a procedure which allows an agile planning and control of transport flows in port logistic systems. The procedure couples an agent-based simulation and a queueing theory model. In this paper, the transport scheduling performed by an agent at the intermodal terminal was taken into consideration. The decision-making agent takes into account data which is acquired in remote points of the system. The obtained results indicate the relevance of continuously considering, for the transport planning and control, the expected transit time and further waiting times along port logistic systems.

In a container transportation and logistics network, an interport is a common user facility located in the hinterland of one or several seaports where services are available to carriers and shippers such as transshipping, customs clearance and inspection, temporary storage, tagging, and sorting. Interports pose opportunities and challenges for operators involved in freight transport and trade. Mathematically, the authors identify the “interport model” as an extension of the conventional transshipment problem in a hub-and-spokes configuration with the interport treated as a novel kind of hub. The model highlights the advantages that shippers may enjoy in routing their containers from the seaports to their final hinterland destinations via one or several interports. They also discuss an empirical application portraying the intermodal transportation network in the Campania region, Italy. The major seaports of the region are Naples and Salerno; the recently constructed terminal, warehousing and processing facilities at Nola and Marcianise are recognized as interports. A linear programming model minimizes the sum of all container-related logistic costs throughout the entire network, including customs inspection, handling, and storage costs. The solution demonstrates the critical role of adequate customs facilities at the interports, and adequate railway connections between the seaports and the interports.

The contemporary economy is characterised by a high degree of reliance on modern technologies and information systems. Modern technologies have become a source of innovativeness and a tool for building competitive advantage across all sectors of the market, including transportation. Such technologies as telematics, RFID and GPS/GPRS have contributed to the development of transport systems. Information logistics is crucial in order for the modern technologies to be utilised effectively in transportation. This necessity is driven by the fact that information is a type of resource and hence requieres adequate logistics. The same applies to intermodal transport, where it is vital to manage the stores of information appropriately and efficiently through well organised logistics. This article discusses logistics of information as one of the key auxiliaries to intermodal transport. It also outlines an innovative approach to information as viewed from the perspective of domestic railway companies, which may benefit from implementing information logistics in order to utilise such assets as railway infrastructure, supply trains, train stations, sidetracks and ground adjacent to railtracks. This, in turn, will allow them to transition from being traditional transport suppliers to the rank of logistics integrators responsible for handling intermodal transport. The authors elaborate on the possible functional mechanisms of an intermodal transport market whose management and supervision is assumed by a domestic railway service supplier, thereby becoming an integrator of logistics for intermodal transport whose operating draws on information flows between operators working in different sectors of transport.

The 1991 Intermodal Surface Transportation Efficiency Act, along with the National Highway System Designation Act of 1995, mandated that congestion management systems be established in urbanized areas with population of 200,000 or more. The mandate created a need for congestion monitoring. A 1995 informal national survey of transportation agencies by FHWA indicated a need for tools to evaluate the impacts of remedial strategies. Further, some agencies have sponsored research on topics such as congestion thresholds and measurement methods. This paper proposes a model that estimates the probability of congestion recurrence at existing and potential freeway bottlenecks. The objectives were that the model accept data that are commonly collected, evaluate existing conditions, predict future conditions, and assess the impacts of mitigating actions. A logistic regression equation is developed from 163 observations. The equation is bivariate, with the annual average daily traffic volume to hourly capacity ratio ( AADT/C) and the K-factor as explanatory variables, and RECON, a binary congestion indicator, as the response variable. The model correctly classifies 83 percent of the data sites used in its development, but it needs to be tested on other data. An AADT/C value of 8.5 may be a critical threshold separating the noncongested and congested regimes. Future research might experiment with other explanatory variables. A larger database might yield an improved classification rate. The extra data might also enable the development of a nested logit model that estimates the probabilities of no congestion, congestion once a day, and congestion twice a day at a bottleneck.

The importance of transportation in the socio-economic development of nations cannot be downplayed. Intermodal transport has become vital concept for ensuring sustainable freight transport in developed economies but less focused on among African scientific community as it attracts fewer researches and developments. This paper aims to review and promote the development of sustainable intermodal freight transport systems in African developing countries with insights from Ghana.The researchers adopted literature review approach for the global intermodal developments and that of developing economies with emphasis on Africa and Ghana.Transport experts and experienced practitioners’ opinions were sought to complement the limited literature on the means to improve intermodal transport and logistics management systems. Authors discovered that some African countries like Ghana potentially posses some relevant multimodal resources such as seaport, waterway, railway and road infrastructures. However, they are not well interconnected to acquire intermodal benefits. Besides, the existing transportation systems were mostly road dominated and frauded with cost-inefficiencies; greenhouse gas emissions, traffic congestion, accidents, high maintenance and service deficiencies.The constraints are lack of skilled labor, limited infrastructure, safety and security problems, limited institutional capacity, poor intermodal transport network and connectivity issues. Some practical measures to improve the lapses in the transport system were highlighted. It was suggested that management of African developing countries must remodify their transport policies to attract investors and transport players. This would strengthen Public Private Partnerships (PPP) collaborations in developing intermodal freight transport and logistics systems.

In the first part of the article there has been a situation of intermodal transportation in Poland characterised. A definition of Logistics Centre has been explained and their equipment has been named. Than the LO-LO and RO-RO systems have been described. Further an intermodal terminal definition has been accounted for as well. In addition it has been mentioned how designing these kind of logistics objects. Taking into consideration an existing object localized in the South Poland – many spatial layout solutions of loading front were considered. It was proven a thesis which tells that responsible designing of intermodal terminal can bring a tremendous cost savings in outlay per system and in business costs.

Este trabalho está voltado à avaliação dos problemas do transporte intermodal sob efeito de restrições sazonais que, usualmente, não são consideradas na fase de planejamento e dimensionamento da frota. E, considerando a sobreposição de dois fatores sazonais restritivos ao longo da cadeia de transportes - a variação na produção de grãos ao longo do ano e a sazonalidade das cotas de nível d\'água nas hidrovias -, um modelo de simulação de eventos discretos mostra as impedâncias sofridas no sistema pela junção de fatores restritivos bem fortes. É possível avaliar o impacto dessas restrições não só no nível de utilização dos silos intermediários e silagem do porto, mas também no número de veículos necessários para fazer o transporte de commodities na região Centro-Oeste do Brasil. Em um sistema de transporte composto pelos modais rodoviário, hidroviário e marítimo, no qual o modelo de simulação abrange desde a produção nas fazendas, passando pelo transporte de caminhão até os armazéns intermediários, posteriormente com o transporte fluvial com destino ao porto para exportação. O presente estudo traz uma série de comparações entre cenários para avaliação dos gargalos existentes neste sistema de transporte intermodal, especialmente avaliando cenários com e sem as restrições sazonais, assim como análises de sensibilidade de performance de equipamentos de carregamento e descarregamento, nos quais a frota e os estoques necessários são substancialmente diferentes se a sazonalidade não for considerada.
This work focuses on the evaluation of the intermodal transport problems under the influence of seasonal constraints that are not usually considered on the phase of planning and sizing the fleet. Considering the superposition of two different seasonal factors along the transportation chain - first one the variation on grain production and the second one the level of water in the waterways throughout the year -, a discrete event simulation model was built to show the real effects of those constraints in the grain supply chain. So, it is possible to evaluate the impact of those constraints not only on the usage level of storages in this system, but also the number of vehicles required to transport this commodities from the Midwest of Brazil to the port. In a complex multimodal transportation system, the simulation model in this work includes roadways, waterways and seaways to transport all the cargo from farms to the final costumer. This study is composed by a number of scenarios to evaluate the bottlenecks in this intermodal transportation system, specially analyzing scenarios with and without seasonal constraints, as well as analysis of sensitivity of performance of equipment of loading and unloading, in which the fleet and the required stocks are substantially different if seasonality is not considered. In other words, it is possible to evaluate the risks involved when managers are making decisions if they do not take in consideration any of those seasonal constraints.

2010/2011
The study of the models and methods to apply to multi-actor systems is a widely discussed research topic in the related scientific literature. The multi-actor systems are defined as systems that are characterized by the presence of several autonomous elements, of different decision makers and of complex rules that allow the communication, the coordination and the connection of the components of such systems. Commonly, the study of Multi-Actor System, MAS, recalls the well-known issues concerning the multi-agent systems. The research topic related to the multi-agent system firstly started to appear in scientific literature in 1980s, mainly in relation to the computer science and artificial intelligence. In this dissertation, in particular, the study of the multi-agent systems, and specifically of the multi-actor systems, is taken into account merely in relation to the distinctive features of complexity that characterize such systems and not to the issues concerning the agent-oriented software engineering. Therefore, the research results presented in this thesis are focused on the development and on the realization of innovative models and methodologies to face the management and the decision making mechanisms applied to complex multi-actor systems. This dissertation especially focuses on two different examples of multi-actor systems in two very diverse perspectives. The former deals with the research problem related to intermodal transportation networks, while the latter with the so called consensus problem in distributed networks of agents. Concerning the research problem related to the intermodal logistic systems, the research activity addresses the management of their more and more increasing complexity by the applications of the modern Information and Communication Technologies (ICT) tools that are key solutions to achieve the efficiency and to enhance logistics competitiveness. The related scientific literature still seems lacking in addressing with adequate attention the impact of these new techniques on the management of these complex systems and, moreover, there is an apparent lack of a systematic and general methodology to describe in detail the multiplicity of elements that can influence the dynamics and the corresponding information and decision making structure of intermodal transportation systems. The innovative results presented in this dissertation are focused on the development of an Integrated System, IS, devoted to manage intermodal transportation networks at the tactical as well as operational decision level to be used by decision makers both in off-line planning and real time management. To specify the Integrated System, a reference model is developed relying on a top-down metamodeling procedure. These innovative research results are a contribution to bridge the gap and to propose not only a systematic modeling approach devoted to describe a generic multi-actor logistic system, but also a management technique based on a closed loop strategy. The second example of application is focused on a topic that is widely discussed in scientific literature related to the study of the multi-actor collective behaviors in a distributed network. The interaction protocols that allow the agents to reach the convergence to a common value is called consensus or agreement problem. This research problem is particularly studied in the context of cooperative control of multi-agent systems because the agents are autonomous, independent and have to interact in a distributed network. The presented research results address the investigation of new and fast alignment protocols that enhance the performances of the standard iteration protocols for particular topologies of digraphs on the basis of a triangular splitting of the standard iteration matrix. The examined examples, the models and the methodologies applied to analyze them, are very different in the two cases and this testifies the large extent of research problems related to the multi-actor systems.
L’analisi di modelli e metodi da sviluppare e da applicare nel contesto dei sistemi multi-attoriali costituisce un tema molto variegato e discusso nella letteratura scientifica internazionale. I sistemi multi-attoriali sono sistemi che si contraddistinguono per la presenza di molti elementi autonomi diversi tra loro, di molteplici decisori e di complesse regole che determinano la comunicazione, il coordinamento e la connessione all'interno di tali sistemi. Frequentemente, facendo riferimento a sistemi multi-attoriali, Multi-Actor Systems, si richiama il tema molto attuale dei sistemi multi agente, Multi-Agent Systems. Diffusisi a partire dal 1980, i sistemi multi agente sono spesso studiati in relazione alle metodologie di sviluppo dell'ingegneria del software. Nel presente lavoro di tesi, il tema dei sistemi multi-agente, ed in particolare di quelli multi-attoriali, non viene analizzato in questo contesto, ma in relazione alle tecniche decisionali da adottare per gestire sistemi caratterizzati da un alto livello di complessità. In tale ambito, i risultati presentati all'interno di questa dissertazione sono focalizzati sullo sviluppo e sulla realizzazione di nuovi metodi e di nuove metodologie, in grado di affrontare la gestione della complessità dei sistemi multi-attoriali. Vengono in particolare esaminate due diverse problematiche, in due contesti completamente diversi e con tecniche differenti, a testimoniare le vaste applicazioni che riguardano i sistemi multi-attoriali. I problemi analizzati sono incentrati, in primo luogo, su un'applicazione inerente la gestione di sistemi logistici intermodali ed, in secondo luogo, sullo studio delle regole o protocolli di interazione in una rete distribuita di agenti autonomi. Per quanto riguarda l'aspetto legato ai sistemi intermodali di trasporto, un tema molto discusso nella letteratura scientifica recente, l'analisi si focalizza sulla gestione della loro sempre crescente complessità, tramite l'utilizzo di sistemi dell'Information and Communication Technology, ICT. Questi strumenti richiedono metodi e modelli che sono innovativi rispetto a quanto è presente nella letteratura scientifica, all'interno della quale è stata riscontrata la mancanza di un approccio sistematico e sufficientemente ad alto livello per la realizzazione di una metodologia in grado di descrivere allo stesso tempo sia la molteplicità di elementi che influenzano le dinamiche e le informazioni, sia le strutture decisionali dei sistemi intermodali. L'innovazione dei risultati presentati in questa tesi si focalizza proprio sull'esigenza di proporre un sistema integrato, Integrated System (IS), basato su un metamodello delle reti intermodali di trasporto, che fornisca un valido supporto ai decisori sia a livello tattico che operativo. Il secondo aspetto affrontato in questa tesi riguarda un altro argomento di largo ed attuale interesse nella letteratura scientifica, che viene comunemente chiamato problema del consenso. Questo problema affronta lo studio di come diversi agenti autonomi collocati su una rete distribuita siano in grado di comunicare e di accordarsi su un valore comune, senza la presenza di un decisore centrale. A questo scopo ci sono degli algoritmi che specificano le regole o protocolli di interazione tra i diversi agenti. In tale contesto, i risultati proposti si focalizzano su alcune problematiche rappresentate dal protocollo classico del consenso e soprattutto sulla sua scarsa efficienza in particolari conformazioni delle reti di agenti. Il lavoro di tesi propone, quindi, un approccio di suddivisione, splitting, della matrice standard di iterazione, di tipo triangolare, che presenta notevoli vantaggi in termini di performance rispetto all'algoritmo classico. Lo studio di problemi multi-attoriali, pertanto, richiede lo sviluppo di innovative metodologie decisionali e di nuovi metodi di gestione delle comunicazioni, per rispondere al livello sempre crescente di complessità, offrendo in questo modo alcuni spunti molto interessanti per la ricerca.
XXIV Ciclo
1984

Godstransporter på väg förväntas öka avsevärt i framtiden om inga åtgärder vidtas. Politiska beslutfattare är medvetna om att situationen inte är hållbar och föreslår en bättre användning av alternativa transporter, vilket innefattar järnvägstransporter i en intermodal transport. Genom ett intermodalt system går det att uppnå kostnadsbesparingar och ett högre nyttjande av järnvägstransporter eftersom intermodala transporter möjliggör kombinationen av de specifika fördelar som varje transportslag har. Denna studie undersöker befintliga problem med implementeringen av intermodala transporter och vad det finns för alternativa lösningar som potentiellt kan främja intermodala transporter. Studien tar utgångspunkt i tidigare forskning om intermodala transporter och empirisk insamlat material från intervjupersoner inom branschen samt relevant data från rapporter. Det framkommer problem vid omlastningen och vid framkomligheten på järnvägen vilket har en negativ påverkan på kostnaden, tillförlitligheten samt snabbheten av transporten. Det framkommer även att flera transportrelationer och en högre frekvens av tjänster är en förutsättning för att intermodala transporter ska kunna producera kortare transporttider. Utmaningen med flera transportförhållanden i Sverige har varit att nyttjandegraden vid terminaler har varit låg eftersom det inte finns ett tillräckligt högt flöde mellan dessa relationer för att skapa en lönsamhet. Tågoperatörer anser att en högre hastighet och en högre lastvikt skulle innebära en ökad konkurrenskraft på marknaden. En högre hastighet och en högre lastvikt skulle även innebära en högre framkomlighet och en större mängd gods per transport. Omlastningen skulle dock fortfarande påverka tillförlitligheten och flexibiliteten negativt. Studien har undersökt Flexiwaggon som en alternativ intermodal transportlösning som potentiellt kan främja intermodala transporter. Flexiwaggon är likt den alternativa transportlösningen RoLa vars vision är att flytta vägtransporter till järnvägen. Gemensamt för båda lösningar är att främja användandet av intermodala transporter. Flexiwaggon visar potential vid omlastningen på grund av flexibiliteten genom den automatiserade omlastningstekniken. Detta betyder potentiellt besparande på terminal, personal och tillhörande omlastning utrustning. Det som talar emot Flexiwaggon är investeringskostnaden av vagnlösningen. Tågoperatörer investerar ofta i hela tågsätt och skulle behöva byta ut sitt befintliga tågsätt vilket minskar tågoperatörernas incitament för en alternativ intermodal transportlösning som Flexiwaggon eftersom kostnaden blir hög.
Road freight transport is expected to increase significantly in the future if no action is taken. Policymakers are aware that the situation is not sustainable and propose better use of alternative transport, which includes rail transport in intermodal transport. An intermodal system makes it possible to achieve cost savings and higher use of rail transport, as intermodal transport enables the combination of the specific advantages of each mode of transport. This study examines existing problems with the implementation of intermodal transport and what alternative solutions exist that could potentially promote intermodal transport. The study is based on previous research on intermodal transport and empirical collected material from interviewees in the industry as well as relevant data from reports. Problems emerge during transhipment and accessibility on the railway, which has a negative impact on the cost, reliability and speed of transport. It also emerges that several transport relationships and a higher frequency of services are a prerequisite for intermodal transport to produce shorter transport times. The challenge with several transport conditions in Sweden has been that the utilization rate at terminals has been low because there is not a sufficiently high flow between these relationships to create profitability. Train operators believe that a higher speed and a higher load weight would mean increased competitiveness in the market. A higher speed and a higher load weight would also mean greater accessibility and a greater amount of goods per transport. However, the transshipment would still have a negative impact on reliability and flexibility. The study has investigated Flexiwaggon as an alternative intermodal transport solution that could potentially promote intermodal transport. Flexiwaggon is similar to the alternative transport solution RoLa whose vision is to move road transport to the railway. Common to both solutions is to promote the use of intermodal transport. Flexiwaggon shows potential in transhipment due to the flexibility of automated transhipment technology. This means potential saving on terminal, personnel and associated transhipment equipment. What speaks against Flexiwaggon is the investment cost of the wagon solution. Train operators often invest in entire trainsets and would need to replace their existing trainset, reducing train operators' incentives for an alternative intermodal transport solution such as Flexiwaggon as the cost is high.

Rapporten undersöker skillnaden mellan vägtransporter och intermodala transporter. Detta görs bland annat genom en totalkostnadsanalys vilket undersöker kostnader relaterade till transportprocessen och även miljöpåverkan genom utsläpp de olika transportmetoderna bidrar med och diskuterar även kringliggande faktorer som påverkar valet av transportmetod. Det visar sig att vägtransporter är det billigare alternativet men de bidrar även med mycket större miljöpåverkan än Intermodala transporter.

I denna rapport studeras intermodala transportsystem i Sverige. Projektet är uppbyggt i tre huvuddelar. Först en inledande del med allmän beskrivning av logistik och dess koppling till transporter. Därefter en beskrivande del av intermodala system, deras uppbyggnad och olika ingående transportsätt. Den avslutande delen är en fallstudie gjort i Göteborgs hamn för att studera hamnens logistiklösning. Den slutliga delen som inkluderar en empirisk studie resulterade i utstakning av ett par nyckelfaktorer som varit viktiga för systemets uppbyggnad och lönsamhet. Med utgångspunkt i dessa nyckelfaktorer studeras slutligen möjligheter och hinder med ett intermodalt system i Stockholm och Mälardalsregionen. Nyckelfaktorerna som bestämdes av den empiriska studien är avstånd, enkelhet, säkerhet, korta ledtider och godsflöden. Sammanfattningsvis blev slutsatsen att Stockholm och Mälardalsregionen idag inte uppfyller dessa faktorer och att det alltså inte skulle vara lönsamt att införa ett system. Slutsatsen blev att det vore bättre att förbättra och utvidga det befintliga systemet med utgångspunkt från Göteborgs hamn.

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

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

[EN] Since its birth in the fifties, the maritime container has revolutionised freight international transport providing support to a global production system, marked by the industry offshoring looking for competitive advantages and the configuration of increasingly complex and global supply chains. Within this context, the container has gained a great importance becoming a basic logistic element in supply chains where it plays the role of a transport, production and distribution unit. The success of container is evident if we analyse the evolution of container port traffic, which has been growing at a pace of over 10 % surpassing 600 million TEU of traffic since 2012. The container is, therefore, a key element in global supply chains and container logistics is a field of work and study of enormous interest due to its impact in the efficiency of these supply chains, due to the cost incurred for the operating account of shipping companies and operators (cost which is transferred to the final user and has an impact in the price of the goods being transported), and due to the social and environmental cost associated to the externalities of transport derived from the management of the container fleet. Container logistics has to do with the efficient management of the container fleet, minimising the transport, warehousing and maintenance costs, and maximising the use of the equipment. In container logistics it is possible to categorise, generally, two different categories or levels depending on the geographical scope and the transport modes involved: The international level and the local or regional level. This thesis addresses container logistics at a local or regional level, insofar as in relation to the management of stock, transport and internal movements, trying to react and identify solutions to some of the problems currently facing the port-logistics sector. The research result allows, firstly, knowing in an integral and structured manner the complexity of maritime container logistics. Secondly, specific real problems are identified and addressed for its modelling and analysis that allows for contributing to the improvement of the current logistics system. The following specific problems are addressed: -Modal choice problems for the configuration of internal logistics corridors or chains for maritime container transport. -Problems locating networks of nodal infrastructures facilitating the logistics needs of maritime containers. -Problems related to the movements and management of empty maritime containers. The interest and the academic contribution of this thesis lies as much in the definition and modelling of the specific problems with a significant theoretical discussion, as the empirical application to a real environment and real situations. This has been possible due to the direct contact of the author with the port-logistics sector and the participation in many consultancy and research projects in the cluster of the port of Valencia and also at European and international level. The thesis is outlined as a collection of six scientific articles. The articles have been presented in the thesis in such a way as to follow a logical sequence and not in relation with the chronological order of their publication.
[ES] Desde su aparición en los años 50, el contenedor marítimo ha revoluciona-do el transporte internacional de mercancías dando soporte a un sistema global de producción, marcado por la multilocalización de las industrias en busca de ventajas competitivas y la configuración de cadenas de suministro cada vez más complejas y globales. En este contexto, el contenedor ha adquirido un gran protagonismo convirtiéndose en un elemento logístico básico en las cadenas de suministro en las que actúa como unidad de transporte, producción y distribución. El éxito del contenedor queda puesto de manifiesto al analizar la evolución del tráfico portuario de contenedores, que ha estado creciendo a ritmos superiores al 10 %, superando los 600 millones TEU desde 2012. El contenedor es, por tanto, un elemento clave de las cadenas de suministro globales y la logística del contenedor es un área de estudio y trabajo de enorme interés por el impacto que tiene en la eficiencia de dichas cadenas, por el coste que supone a navieras y operadores en sus cuentas de explotación (coste que se traslada al usuario final y repercute en el precio de las mercancías transportadas) y por el coste social y ambiental asociado a las externalidades del transporte derivadas de esta gestión de la flota de contenedores. La logística del contenedor tiene que ver con la gestión eficiente del parque de contenedores, minimizando los costes de transporte, almacenamiento y mantenimiento, y maximizando la utilización del equipo. En la logística del contenedor se pueden identificar, por lo general, dos categorías o niveles diferenciados en función del ámbito geográfico y de los modos de transporte implicados: El nivel internacional y el nivel local o regional. Este trabajo aborda la logística del contenedor a nivel regional o local, es decir, en lo relativo a la gestión del stock, transporte y movimientos interiores, tratando de dar respuesta y plantear soluciones a algunos de los problemas con los que se encuentra el sector logístico-portuario en la actualidad. El resultado de la investigación permite, en primer lugar, conocer de una forma integral y estructurada la complejidad de la logística del contenedor marítimo. En segundo lugar, se identifican y abordan problemas específicos reales para su modelización y análisis, que permiten contribuir a la mejora del sistema logístico actual. En concreto se abordan los siguientes problemas: -Problemas de elección modal en la configuración de las cadenas o corredores logísticos interiores en el transporte de contenedores marítimos. -Problemas de localización o vertebración de una red de infraestructuras nodales para atender las necesidades logísticas de los contenedores marítimos. -Problemas asociados a los movimientos en vacío y gestión de contenedores marítimos. El interés y contribución académica de este trabajo reside tanto en la definición y modelización de los problemas específicos con una profunda discusión teórica, como en la aplicación empírica a situaciones y entornos reales, cosa que ha sido posible gracias al contacto directo del autor con el sector logístico-portuario y su participación en numerosos proyectos de consulto-ría e investigación tanto en el clúster del Puerto de Valencia como a nivel europeo e internacional. El trabajo se plantea como una colección de seis artículos científicos. El orden en que están situados los artículos en la tesis permite mantener una secuencia lógica construida a posteriori y no según el orden cronológico en el que fueron publicados.
[CAT] Des del seu naixement als anys 50, el contenidor marítim ha revolucionat el transport internacional de mercaderies donant suport a un sistema global de producció, marcat per la multilocalització de les indústries en busca d'avantatges competitives i la configuració de cadenes de subministrament cada vegada més complexes i globals. En aquest context, el contenidor ha adquirit un gran protagonisme convertintse en un element logístic bàsic en les cadenes de subministrament en les quals actua com a unitat de transport, producció i distribució. L'èxit del contenidor s'evidencia en analitzar l'evolució del tràfic portuari de contenidors, que ha estat creixent a ritmes superiors al 10 % superant els 600 milions TEU des de 2012. El contenidor és, per tant, un element clau de les cadenes subministrament globals i la logística del contenidor és un àrea d'estudi i treball d'enorme interès per l'impacte que té en l'eficiència d'aquestes cadenes, pel cost que suposa a navilieres i operadors en els seus comptes d'explotació (cost que es trasllada a l'usuari final i repercuteix en el preu de les mercaderies transportades) i pel cost social i ambiental associat a les externalitats del transport derivades d'aquesta gestió de la flota de contenidors. La logística del contenidor té a veure amb la gestió eficient del parc de contenidors, minimitzant els costos de transport, emmagatzematge i manteniment, i maximitzant la utilització de l'equip. En la logística del contenidor es poden identificar, en general, dues categories o nivells diferenciats en funció de l'àmbit geogràfic i de les modalitats de transport implicats: el nivell internacional i el nivell local o regional. Aquest treball aborda la logística del contenidor a nivell regional o local, és a dir, quant a la gestió de l'estoc, transport i moviments interiors, tractant de donar resposta i plantejar solucions a alguns dels problemes amb els quals es troba el sector logístic-portuari en l'actualitat. El resultat de la recerca permet, en primer lloc, conèixer d'una forma integral i estructurada la complexitat de la logística del contenidor marítim. En segon lloc, s'identifiquen i aborden problemes específics reals per a la seua modelització i anàlisi, que permeten contribuir a la millora del sistema logístic actual. En concret s'aborden els següents problemes: -Problemes d'elecció modal en la configuració de les cadenes o corredors logístics interiors en el transport de contenidors marítims. -Problemes de localització o vertebració d'una xarxa d'infraestructures nodals per a atendre les necessitats logístiques dels contenidors marítims. -Problemes associats als moviments en buit i gestió de contenidors marítims. L'interès i contribució acadèmica d'aquest treball resideix tant en la definició i modelització dels problemes específics amb una profunda discussió teòrica, com en l'aplicació empírica a situacions i entorns reals, cosa que ha sigut possible gràcies al contacte directe de l'autor amb el sector logístic-portuari i la seua participació en nombrosos projectes de consultoria i recerca tant en el clúster del Port de València com a nivell europeu i internacional. El treball es planteja com una col·lecció de sis articles científics. L'ordre en què estan situats els articles en la tesi permet mantenir una seqüència lògica construïda a posteriori i no segons l'ordre cronològic en el qual van ser publicats.
Furió Pruñonosa, S. (2016). Modelos y métodos avanzados para la logística del contenedor. Aplicación al Puerto de Valencia [Tesis doctoral no publicada]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/63248
TESIS

Freight transportation and logistics decisions such as modal choice decisions are strategically important for effective supply chain operation and economic benefits. The freight selection logistic is a multi-criteria multi-objective (MCMO) process, crucial for smooth sourcing of materials, cost-effective delivery of products to customers in the right time, at the right quantity. The study discusses the major transport logistics attributes and the order preference by similarity ideal solution (TOPSIS) algorithm as the preferred MCMO model to support comparative ranking among the alternative freights. The entropy weight coefficient method minimizes the subjectivity in the selection of weight of the attribute. This study integrates the entropy technique on TOPSIS platform to improve the freight selection decision. A numerical example illustrates the procedure of the proposed algorithm and ranks the choices among truck, rail, and several intermodal transport combinations (rail/truck and air/truck) in a transportation selection model.

Intermodal Transport is a system that combines multiple modes of transport, aiming to minimize the disadvantage of each mode while using the advantages of two or more transport modes with maximum efficiency. It provides the advantage of logistics companies by using intermodal transportation services in the competitive market, respecting the environment, as well as providing them with improvements in the cost area, offering more affordable prices to their customers. When our natural resources of Intermodal Transportation, which is a more economical, environmentally friendly, more efficient system, are consumed rapidly, it increases even more in this environment. With this increasing importance, the system tries to explain general information, benefits to natural resources, carbon emission rates, more resource consumption, less risk of accident, examining the information about fixed train and RORO voyages in depth, and using the interview method with the relevant department. Within the scope of this study, the basic issues about the intermodal transportation system, which is in an important position for sustainable logistics, will be explained, and then, within the scope of Intermodal Transportation services carried out by Ekol logistics, RO-RO transportation, block train services and products that are subject to trade are produced or finalized. It tells the consumers how the process is applied in the transportation journey and the benefits provided to the environment, humanity and natural resources while these logistics applications are carried out.

Strategic decision making linked to the development of intermodal transport terminals is marked by high complexity. Terminal operators need to cope with uncertainties and potential cascading impacts of decisions which were taken a long time ago. The aim of this paper is to present a generic System Dynamics (SD) model of a terminal’s operational performance. SD is used to capture a holistic view on a dynamic system, which is characterized by complex feedback structures, nonlinear processes, uncertainties and time delays. After introducing the qualitative Causal Loop Diagram (CLD), the underlying hypotheses are transposed into a quantitative Stock-and-Flow (S&F) model. The main components and its input data are explained. The generic model can be used as a decision support tool to bridge the gap from a detailed view to an understanding of longterm consequences. It offers multiple areas of application, which are briefly discussed.

Under the management of the Nuclear Decommissioning Authority (NDA) the government of the United Kingdom has launched an ambitious program to remediate the nation’s nuclear waste legacy. Over a twenty-five year period NDA plans to decommission several first generation nuclear power plants and other radioactive facilities. The use innovative, safe “fit for purpose” technologies will be a major part of this complex program. This paper will present a case study of a recently completed project undertaken in support of the nuclear decommissioning activities at the Sellafield site in the United Kingdom. The focus is on an innovative application of new packaging technology developed for the safe transportation of radioactively contaminated lead objects. Several companies collaborated on the project and contributed to its safe and successful conclusion. These companies include British Nuclear Group, Gravatom Engineering, W. F. Bowker Transport, Atlantic Container Lines, MHF Logistical Solutions and Energy Solutions. New containers and a new innovative intermodal packaging system to transport the radioactive lead were developed and demonstrated during the project. The project also demonstrated the potential contribution of international nuclear recycling activities as a safe, economic and feasible technical option for nuclear decommissioning in the United Kingdom. Eugene J. Gleason is Vice President for Government Affairs and International Initiatives at MHF Logistical Solutions. Gerard Holden is Director for Waste packaging at Gravatom Engineering Limited.

The San Gotthard railway base tunnel, located in Switzerland, connects the cities of Ersfeld with Bodio, has an extension of 57 km, and was inaugurated in June 2016. Its construction has generated an integral system, with the purpose of achieving efficient operation. These types of projects generate permanent transformations in urban environments and landscape. Without long-term articulated policies, directed only at economic competitiveness or national development, and leaving aside policies for protecting the environment and strengthening existing infrastructures and intermodal transport, run the risk of being political instruments that devastate the territories where they are implanted.The first project of the San Gotthard base tunnel dates back to 1961, since that date a number of variants have been made to the project in relation to the financing plan, routes, connections, commercial strategies, capacity for transporting people and merchandise, works compensation, among others. At the time the final project was finalized, the intervention of the confederation at different scales was fundamental, generating a set of actions and international agreements that are part of the so-called "Gothard System", adopting measures with a wide variety of areas and among them reveals that it is possible to execute an adequate policy of managing the waste generated by the construction of the tunnel and of transferring merchandise traffic from road to rail through the Swiss Alps.The Gotthard Base Tunnel is considered the longest in the world; it took 17 years to build and thousands of workers to complete. It is part of the European Rhine-Alps rail freight traffic corridor, which runs from the cities of Rotterdam and Zeebrugge in the Netherlands to the Italian city of Genoa. This transport and logistics infrastructure is essential for the correct development of this commercial and communication corridor, the complexity of its operation reaches different scales: transnational, national, multilateral, regional and subnational.The purpose of this study is to develop an approach that shows the experience in Switzerland and the effects of the construction of the San Gotthard base tunnel in the creation of complementary works, such as agricultural and environmental compensations, projects that enhance the intermodal system. Three levels of analysis were identified that involve the cities located in Switzerland and Italy. At the Milan-Zurich metropolitan level, Mendrisio-Stabio-Arcisate-Varese-Gallarate cross-border level, and at the local level the Swiss cantons of Ticino, Uri and Grigioni. Additionally, a brief comparative analysis is carried out with the future base tunnel that will link the French city of Lyon with the Italian city of Turin, in order to identify some of the effects produced by the construction of the San Gotthard base tunnel on the border between Switzerland and the north of Italy.

The performance of supply chains used to be mainly the concern of academics and professionals who studied the potential efficiencies and risks associated with this aspect of globalisation. In 2021, major disruptions in this critical sector of our economies are making headlines and attracting the attention of policy makers around the world. Supply chain bottlenecks create shortages, fuel inflation, and undermine economic recovery. This report provides a transversal and multidisciplinary analysis of the challenges and opportunities regarding data interoperability and data sharing as they relate to the ‘Great Lakes - St. Lawrence Seaway Trade Corridor’ (GLSLTC)’s intermodal transportation and trade data strategy. The size and scope of this trade corridor are only matched by the complexity of its multimodal freight transportation systems and growing urbanization on both sides of the Canada-US border. This complexity is exacerbated by the lack of data interoperability and effective collaborations between the different stakeholders within the various jurisdictions and amongst them. Our analytical work relies on : 1) A review of the relevant documentation on the latest challenges to supply chains (SC), intermodal freight transport and international trade, identifying any databases that are to be used.; 2) A comparative review of selected relevant initiatives to give insights into the best practices in digital supply chains implemented in Canada, the United States, and the European Union.; 3) Interviews and discussions with experts from Transport Canada, Statistics Canada, the Canadian Centre on Transportation Data (CCTD) and Global Affairs Canada, as well as with CIRANO’s research community and four partner institutions to identify databases and data that they use in their research related to transportation and trade relevant data availabilities and methodologies as well as joint research opportunities. Its main findings can be summarized as follow: GLSLTC is characterized by its critical scale, complexity, and strategic impact as North America’s most vital trade corridor in the foreseeable further intensification of continental trade. 4% of Canadian GDP is attributed to the Transportation and Logistics sector (2018): $1 trillion of goods moved every year: Goods and services imports are equivalent to 33% of Canada’s GDP and goods and services exports equivalent to 32%. The transportation sector is a key contributor to the achievement of net-zero emissions commitment by 2050. All sectors of the Canadian economy are affected by global supply chain disruptions. Uncertainty and threats extend well beyond the COVID-19 Pandemic. “De-globalization” and increasing supply chains regionalization pressures are mounting. Innovation and thus economic performance—increasingly hinges on the quantity and quality of data. Data is transforming Canada’s economy/society and is now at the center of global trade “Transport data is becoming less available: Canada needs to make data a priority for a national transportation strategy.” * “How the Government of Canada collects, manages, and governs data—and how it accesses and shares data with other governments, sectors, and Canadians—must change.”