Container Sea-rail Research Articles

An Adaptive Large Neighborhood Search Algorithm for Equipment Scheduling in the Railway Yard of an Automated Container Terminal

In container sea–rail combined transport, the railway yard in an automated container terminal (RYACT) is the link in the whole logistics transportation process, and its operation and scheduling efficiency directly affect the efficiency of logistics. To improve the equipment scheduling efficiency of an RYACT, this study examines the “RYACT–train” cooperative optimization problem in the mode of “unloading before loading” for train containers. A mixed-integer programming model with the objective of minimizing the maximum completion time of automated rail-mounted gantry crane (ARMG) tasks is established. An adaptive large neighborhood search (ALNS) algorithm and random search algorithm (RSA) are designed to solve the abovementioned problem, and the feasibility of the model and algorithm is verified by experiments. At the same time, the target value and calculation time of the model and algorithms are compared. The experimental results show that the model and the proposed algorithms are feasible and can effectively solve the “RYACT–train” cooperative optimization problem. The model only obtains the optimal solution of the “RYACT–train” cooperative scheduling problem with no more than 50 tasks within a limited time, and the ALNS algorithm can solve examples of various scales within a reasonable amount of time. The target value of the ALNS solution is smaller than that of the RSA solution.

Optimisation of trip end service for international container sea-rail intermodal transportation – a case of China–Korea container railway ferry

ABSTRACT An innovative transportation mode for exporting containers from Korea to Europe, involving a combination of port-access liner train, Korea–China train ferry, and CR-Express train, is presented with the objective of maximising transportation profits of the intermodal system, A bi-level model is built, in the upper level, the model determines the location and departure frequency of port-access liner train in Korea, as well as the departure frequency and vessel size of Korea–China train ferry, while in the lower level, the model calculates the choice probabilities of the paths taken by the containers and the corresponding link traffics. A survey is conducted, including both RP (revealed preference) and SP (stated preference) surveys on containers’ path choices, for calibrating the transport utility function by fusing the RP and SP data. The case study shows that for the port-access train, it is optimal to locate the terminals in Seoul and Busan, and to dispatch 11 and 1 trains per week, respectively.

Evaluating the Service Capacity of Port-Centric Intermodal Transshipment Hub

Port-centric intermodal transshipment hubs are significant nodes in the global freight network and are likewise the gateway to a country’s external communications. It is vital to increase the service capacity of PCITHs, and it is necessary to assess the service capacity of port-centric intermodal transshipment hubs to respond to the growth of economies and global freight needs. This study provides a detailed definition of port-centric intermodal transshipment hubs through a review of relevant kinds of works from the literature and analyzes their primary functions. Based on the research perspective of sea–rail intermodal transportation, the three evaluation dimensions of service capacity of port-centric intermodal transshipment hubs are divided into radiation scale capacity, transportation connection capacity, and resource integration capacity, focusing on the functions of cargo aggregation, cargo transfer, and connection of different transportation modes. The service capacity evaluation indicators were then selected based on the three dimensions. The subjective and objective weightings were calculated by the G1 weighting method and the modified CRITIC method, and the combination weightings were determined based on game theory. The service capability of port-centric intermodal transshipment hubs was evaluated by the fuzzy matter element method, and the evaluation results were quantified by the Euclidean closeness degree. Finally, through the barrier degree model, the current indicators of PCITHs that urgently need improvement were explored, and targeted improvement suggestions are proposed in this paper. The results show that Tianjin Port has the highest service capacity, followed by Ningbo Zhoushan Port. The port rail dedicated line mileage is the most critical area that needs attention in Ningbo Zhoushan Port and Qingdao Port. Tianjin Port needs to improve the container sea–rail transportation volume, while Guangzhou Port and Xiamen Port need to improve the sea–rail container handling capacity.

Simulating the Impact of the Sustained Melting Arctic on the Global Container Sea–Rail Intermodal Shipping

Global warming trends and the rapid reduction of summer Arctic sea ice extent have increased the feasibility of transarctic transport. How the process of glacier melting affects the existing containerized sea–rail shipping network and container flow assignment has become a challenging economic and policy issue. This paper first examines the meteorological influences on glacier melting and the assignment of container flow over the existing sea–rail network. Then, a three-layer simulation framework is constructed, with the upper layer simulating glacier melting based on the raster grid, the middle layer combining a grid and topology analysis to simulate the evolution of the global sea–rail network and the lower layer establishing a concave cost network flow model to simulate the container flow assignment. Finally, we use MicroCity to achieve the dynamic optimization and simulation of global container flow assignment, solving the large-scale sea–rail shipping network traffic assignment problem. The simulation results show that the proposed model and solution algorithm are feasible and effective, revealing the variation of container flow assignment in the global sea–rail shipping network under different Arctic ice melting scenarios. For instance, in the summer of 2050, the Arctic routes will share the global container flows, resulting in a significant reduction of container flows in the Malacca Strait, Suez Canal and Panama Canal.

A New Synchronous Handling Technology of Double Stack Container Trains in Sea-Rail Intermodal Terminals

With the advantages of large volume, low unit transportation costs, as well as sustainable and stable transport capacity, China in recent years has actively promoted the innovative pilot of double-stack container sea-rail intermodal transport in the Ningbo-Zhoushan port. In this study, a new synchronous handling technology is proposed to improve the handling efficiency of double-stack container trains at sea-rail intermodal terminals. This research primarily focuses on the design of an LDAGV (Automatic Guided Vehicle with Loading and Discharging Function) and a new special articulated flat car for double-stack container trains, while also optimizing the overall layout of the container terminal yard. It then evaluates nine double-stack container stacking forms based on the requirements of transport gauge and center of gravity height. Finally, using data from the Ningbo Beilun No. 3 container terminal, a cost-benefit analysis is performed to compare the traditional handling scheme for common double-stack container trains and the new synchronous handling scheme for double-stack container trains with new special articulated flat car. The results show that the application of new synchronous handling technology has obvious advantages in terms of reducing the handling time and operation cost of double-stack container trains in sea-rail intermodal container terminals, as well as enriching the stacking forms of double-tier containers on the new special articulated flat car, thus reducing the difficulty of collecting cargoes and the organization of container source.

Analysis of Port Container Sea-Rail Intermodal Transportation System

With the continuous deepening of the China-Europe freight train, the interconnection of countries and regions along the “Belt and Road” has been accelerated, and railway transportation has become an important carrier and transportation backbone linking China-Europe road logistics, effectively promoting the new development of the geo-economics of China and Europe. The container sea-rail intermodal transportation system has developed rapidly. Based on the composition of the existing port container sea-rail intermodal transportation system, this paper use system analysis to describe its various subsystems, and analyzes the port container sea-rail intermodal transportation system composed of the external structure and the internal structure.

Optimization of Train Operation Scheme for Container Sea- Rail Multimodal Transport

In the past, the external costs, such as transportation costs and transit costs, are usually considered in the model of container sea-rail multimodal transport, without considering the time value cost of goods and the social costs such as traffic accident cost and environmental pollution cost caused by the transportation process. Goods transportation is a kind of social and economic activity. The whole transportation process of goods from the place of departure to the destination needs time. When time is connected with specific social and economic activities, it has value, that is time value. [1] The time value cost of goods will become a large part of the cost in the process of transportation. Improving the efficiency of goods transportation is a major goal of goods transportation. However, while improving the efficiency of goods transportation, we should also take into account the social costs brought about by the transportation of goods. In this paper, the time value of goods and social cost are considered to optimize the operation scheme of container sea-rail multimodal transport trains.

Research on the Strategy of Tianjin Port Container Sea-Rail Combined Transport

Tianjin Port has 3 container sea-rail combined transport channels leading to inland ports, and it is one of the intermodal transportation nodes of my country’s “One Belt One Road” key construction. This paper introduces the development status of Tianjin Port’s container sea-rail combined transport, uses SWOT to analyze the strengths, weaknesses, opportunities, and threats of the development of Tianjin Port’s sea-rail combined transport, and proposes optimization strategies on this basis.

Construction and Research on Information System of Port-Sea Combined Transport

This paper starts with the status quo of port container development in Fujian Province, expounds the problems existing in the development of port container sea-rail combined transport in Fujian Province, analyzes the significance of developing container sea-rail combined transport, uses computer technology to assist in building a port-sea combined transport information system, and finally proposes that the port of Fujian Province accelerates the container sea. Several suggestions for the development of rail transport.

A Study on the Development of Container Sea-rail Intermodal Transport of Xiamen Port in the Context of National Logistics Hub

Container sea-rail intermodal transport has the characteristics of low cost, low emission and large scale, and has become one of the important indicators to measure port development. Xiamen has been identified as the strategic fulcrum city of the 21st century Maritime Silk Road, national logistics hub of port type, and Xiamen Port will have great opportunities for development. But, the development of container sea-rail intermodal transport of Xiamen Port is still in the period of market cultivation, and the development level is relatively backward. This paper analyzes the problems in the development of Xiamen Port container sea-rail intermodal transport in terms of railway transport, port operation, shipping company and the construction of information system for rail sea intermodal transport, and put forward the development measures include constructing the railway trunk line and the railway branch lines in port area, building the operation platform for combined transport, paying attention to the source of goods for long-distance and so on. Also, this paper puts forward some implementation plans, such as strengthening organization and coordination mechanism, cultivating leading enterprises, strengthening investment promotion.

Integrating business processes of container sea-rail combined transport

Container sea-rail transport is increasingly becoming a mainstream mode of transport. It is an effective way to improve the transport efficiency by integrating the business processes of container sea-rail combined transport. According to analyse the business processes of container sea-rail combined transport, this paper designs the integration framework based on four levels: the base layer, the integration layer, the information transfer layer and the information presentation layer. Arena is used to simulate the process. The simulation results show that the freight transportation cycle of the railway transportation, ocean transportation and container sea-rail combined transport is reduced. Therefore, it is feasible and necessary to integrate the business process of container sea-rail combined transport.

Integrating business processes of container sea-rail combined transport

Container sea-rail transport is increasingly becoming a mainstream mode of transport. It is an effective way to improve the transport efficiency by integrating the business processes of container sea-rail combined transport. According to analyse the business processes of container sea-rail combined transport, this paper designs the integration framework based on four levels: the base layer, the integration layer, the information transfer layer and the information presentation layer. Arena is used to simulate the process. The simulation results show that the freight transportation cycle of the railway transportation, ocean transportation and container sea-rail combined transport is reduced. Therefore, it is feasible and necessary to integrate the business process of container sea-rail combined transport.

Optimization of Gantry Crane Scheduling in Container Sea-Rail Intermodal Transport Yard

In the face of rising container throughput and the tasks associated with collecting and dispatching these containers, contributions to the development of sea-rail intermodal transport are required to improve the capacity of container transportation. According to the characteristics and the requirements of the operation of sea-rail intermodal transport, this paper puts forward a design for the transport yard which facilitates container loading and unloading. Through the establishment of a mixed integer programming model, a flexible schedule for gantry crane operation can be realized, so that, during the planned period, the amount of task overflow in loading and unloading operations and the distance covered by all gantry cranes in the yard is minimized. In addition, a genetic algorithm is designed to solve this model. Finally, a specific example of the loading and unloading of a container train at the sea-rail intermodal transport yard is selected to verify the model and the algorithm. The results show that the algorithm can reasonably schedule the gantry cranes to improve their loading and unloading efficiencies in the sea-rail intermodal transport yard.

Integrated scheduling of handling operations in railway container terminals

The railway handling area of the railway container terminal is the main place for container sea–rail transportation. To enhance the efficiency of the handling systems and improve the coordination of different types of equipment in railway handling area, an integrated scheduling model is developed, which integrates the scheduling of rail-mounted gantry cranes (GCs), inner trucks (ITs), and yard cranes (YCs). This model considers not only train loading and unloading simultaneously, but GC interference and safety margin, GC and YC travel time as well as buffer area. A multi-layer genetic algorithm (MLGA) is proposed to solve the problem. Eventually, comparison experiments are conducted, including the experiments on handling process between non-optimization and optimization, MLGA with and without the balanced operator and the performance of different numbers of ITs. These experiments validate that the model and algorithm is feasible and efficient in both equipment scheduling and allocation problem.

Joint slot allocation and dynamic pricing of container sea–rail multimodal transportation

The container sea–rail multimodal transport system faces complex challenges with demand uncertainties for joint slot allocation and dynamic pricing. The challenge is formulated as a two-stage optimal model based on revenue management (RM) as actual slots sale of multi-node container sea–rail multimodal transport usually includes contract sale to large shippers and free sale to scattered shippers. First stage in the model utilizes an origin-destination control approach, formulated as a stochastic integer programming equation, to settle long-term slot allocation in the contract market and empty container allocation. Second stage in the model is formulated as a stochastic nonlinear programming equation to solve a multiproduct joint dynamic pricing and inventory control problem for price settling and slot allocation in each period of free market. Considering the random nature of demand, the methods of chance constrained programming and robust optimization are utilized to transform stochastic models into deterministic models. A numerical experiment is presented to verify the availability of models and solving methods. Results of considering uncertain/certain demand are compared, which show that the two-stage optimal strategy integrating slot allocation with dynamic pricing considering random demand is revealed to increase the revenue for multimodal transport operators (MTO) while concurrently satisfying shippers' demand. Research resulting from this paper will contribute to the theory and practice of container sea–rail multimodal transport revenue management and provide a scientific decision-making tool for MTO.

Optimal Slot Control Model of Container Sea-Rail Intermodal Transport based on Revenue Management

Slot control problem of container sea-rail intermodal transport is important for a Multimodal Transport Operator (MTO) to improve the efficiency and effectiveness of the system. In this paper, a two-stage slot control optimization model for multi Origin-Destination-Fare (ODF) container sea-rail intermodal transport is established based on revenue management. Features of freight organization and customer segmentation of container sea-rail intermodal transport are taken into account in this two-stage model. The model in the first stage solves slot control for contract customers and empty containers, and the model in the second stage solves slot control for general and urgent customers. Considering the relative certainty of demand in the first stage and the uncertainty characteristic of demand in the second one, the method of deterministic linear programming (DLP) and stochastic linear programming (SLP) are employed to transform and solve the models respectively. An example is also presented in this study to illustrate the feasibility and effectiveness of the models and algorithms.

Dynamic Pricing Model of Container Sea-Rail Intermodal Transport on Single OD Line

In the management of container sea-rail intermodal transportation, dynamic pricing problem with uncertain conditions has significant impacts on the benefit and competitiveness of a multimodal transport operator. Based on the revenue management theory and the features of container sea-rail intermodal transport, this paper develops a two stages optimal model which integrates dynamic pricing and slot allocation on single origin-destination line. The first stage is proposed by considering long-term slot allocation in contract market, and the second stage is set up in consideration of the dynamic pricing in free market. Because of the demand uncertainty and the statistic error characteristics, the method of chance constrained programming and a robust optimization model are used to solve the models, respectively. The simulation shows the feasibility and efficiency of the proposed models and algorithms.