Abstract
Efficient multi-modal transportation in the hinterland of seaport terminals dependson consolidation of container volumes in support of frequent services of high capacity means oftransport, such that sustainable multi-modal transport can compete with uni-modal road transportin cost and time. The tactical design of barge scheduled transport services involves fleet selectionand routing through the inland waterway network. The resulting network service design shouldmeet expected demand and service time requirements set by the shippers. We develop a tightMILP formulation for the Fleet Size and Mix Vehicle Routing (FSMVRP) especially adapted for thePort-Hinterland multi-modal barge network design. Also, an analytical model is developed to helpunderstand important design trade-offs made. We consider the case of horizontal cooperation of dryport container terminals that share capacity. Our results show that in case of cooperation, both costsavings and service levels are improved, and allow for sustainable multi-modal transport to becompetitive with uni-modal truck transport.
Highlights
The containerization of cargo has enabled a vast increase in international maritime trade whilst reducing the associated transportation costs [1]
We develop a realistic case based on a network service design problem of Brabant multi-modal (BIM), which was an alliance of five dry ports located in the Brabant region of The Netherlands in the proximity of the ports of Rotterdam and Antwerp
These dry ports are OCT in Oosterhout, BTT in Tilburg and ITV in Veghel, which are connected to the port of Rotterdam through the same waterway
Summary
The containerization of cargo has enabled a vast increase in international maritime trade whilst reducing the associated transportation costs [1]. The first and the last leg of the international door to door maritime container transport, i.e., transport between sea ports and locations inland, have not witnessed similar efficiency gains. This despite contributing significantly to the total transportation cost and total lead time, even though the distances covered there are relatively small [2]. The performance of these port-hinterland transport legs depends on the deployment of transport resources and the design of transport services on the inland network to meet demand. Transportation by truck only is feasible, but is both more costly and associated with other negative externalities such as emissions and road congestion [3]
Sign-in/Register to view highlights & summary Sign-in/Register to access full text options 
Free) 
Talk to us
Join us for a 30 min session where you can share your feedback and ask us any queries you have
Schedule a call
