Freight Unit Research Articles

PORT AND RAILWAY CONNECTIONS AND THE HINTERLAND CONCEPT

<em>Intermodal transport began in the early twentieth century with railroad cars loaded onto carrier ships. At that time, only a few systems were available as standard freight units suitable for intermodal transport. By the middle of the twentieth century, the carriage of road vehicles, known as piggybacks, using car carrier ships or flat car trailers, became more common. Considering that that mode of transport will always play a role in the transport of containers, one can conclude that congestion problems in ports burden the infrastructure near the ports also. The deficiency of space forces ports to improve solutions for port tasks such as filling, storage, and congestion, using the new port concepts with the port entrance shifted to the interior. The increasing volume of container transport in ports has also led to a general increase in the transport volume in ports, increased the geographical coverage of the market, and significantly transferred ports into hinterlands. Ports have played a vital role not only in terms of domestic activities and the provision of exports and imports but also in other transport networks. In this study, the author emphasized the importance of hinterland logistics and proposed some solutions.</em>

On urban co-modality: Non-cooperative and cooperative games among freight forwarder, carrier and transit operator

This paper models a public transit system that can serve both passengers and urban freight, i.e., urban co-modality, and investigates the system-wide impacts of co-modality on existing urban freight forwarding service, freight carrier and urban transit services. In the co-modal system, we model one transit operator that serves passengers and provides co-modal services, one freight forwarder (an intermediary) that serves freight customers and uses freight transportation services provided by a freight carrier or the transit operator, and one freight carrier that provides services to the freight forwarder. We derive the analytical conditions under which co-modal operations can improve the profits of the freight forwarder, carrier and transit operator, and the consumer surpluses of freight customers and passengers compared with the status quo without co-modality. We also analytically and numerically compare the optimal operation decisions, the three operators’ profits, and the users’ welfare under different games among the operators (non-cooperative and cooperative games). Our results show that when the three operators are in a non-cooperative relationship, the freight carrier might have a profit loss due to the decreased freight units allocated to the direct road channel; whereas, both the freight forwarder and the transit operator would have profit gains from the co-modality. The numerical studies further reveal that to ensure a Pareto-improving co-modal system, the operators have to reduce the freight/transit service fare and co-modal transportation price.

Model for Evaluating the Effectiveness of Cargo Operation Strategy in an Inland Container Terminal

The paper discusses the issue of unproductivity during the implementation of operations in inland container terminals. The authors hypothesize that the two main factors influencing the number of unproductive manipulations are the adopted operating strategy and the occupancy level of the storage yard. The presented model classifies the operation time and the waiting time for container handling separately, and also compares the impact of the terminal storage occupancy and selected strategies on the handling time. Based on the collected data, the impact of the number of occupied storage places and the frequency of repetition of operations on the average time of handling a freight unit are simulated. It is noticed that increasing the occupancy of the terminal area above 35% results in a significant increase in the frequency of repetition of operations. In the case of terminal area occupancy of about 50%, the average waiting time for service and the service of a freight unit itself may vary significantly, depending on the adopted strategies for the implementation of operations.

An Empirical analysis of freight train derailment rates for unit trains and manifest trains

Rail is a safe and efficient mode of transporting hazardous materials (hazmat). In the past decade, the hazmat traffic transported by unit trains has significantly increased in the United States. As a result, a comprehensive understanding of the safety and risk of hazmat unit trains is important and can contribute to the identification, evaluation, and implementation of risk mitigation strategies. Limited prior research has focused on unit train derailment risk analysis. This paper develops a quantitative analysis of freight unit train derailment characteristics and compares those statistics to non-unit, manifest trains (mixed trains). Mainline freight train derailment data on Class I railroads between 1996 and 2018 were analyzed for hazmat unit trains, non-hazmat unit trains, and manifest trains. Derailment rates, measured by three traffic exposure metrics (train-miles, ton-miles, and car-miles) were estimated and compared. The analyses showed that a unit train has a 30% lower derailment rate in terms of ton-miles and car-miles than manifest trains, while the derailment rate per million train-miles of unit trains is slightly greater than that of manifest trains. Loaded unit trains have roughly four-fold higher derailment rate in terms of train-miles and car-miles than that of empty unit trains. Within loaded unit trains, hazmat unit trains have lower derailment rates than non-hazmat unit trains. Overall, heavier and shorter loaded unit trains tend to have greater derailment rates in terms of all three traffic exposure metrics. A causal analysis was also conducted for the three types of train. Infrastructure causes were the most frequent in all train types and length followed by equipment-related causes. These statistics provided important information for rational allocation of risk mitigation resources to improve rail hazmat transportation safety.

Sustainable Transport of Goods Using Combined Transport Solutions: The Case of EU

Abstract This paper analyzes the importance of bimodal solutions in the rail-road transport of goods with an emphasis on the aspect of ecology within the geographical region of EU-28. Using the panel regression analysis in the period from 2010 to 2019, we are trying to confirm the dependence between the road and rail transport of goods by applying several freight units’ measures: the freight transport performance in tonne-kilometres, the freight transport performance in tonne-kilometres per thousand of USD, and the amount of goods transported in thousands of tonnes. The application of data to all selected freight units’ measures in the regression models confirms a relationship between road and rail transport. A direct relationship between these two modes of transport confirms the complementarity effect, which means that, in most cases, the goods transport solutions require the combination of road and rail mode, where the railway should be considered as the main transport/carrier, the road transport, however, should have the role of short pre-transport or post-transport. The ecological aspect of such bimodal solutions can also be emphasized since the railway transport is considered as an ecological mode.

Analisis dan Model Standard Angkutan Laut: Studi Kasus Muatan Petikemas

The increase in container rates, which tends to be unstable, has an impact on the price of cargo per unit to increase. The uncertainty of the amount of cargo carried makes the tariffs imposed also unstable. The purpose of this research is to make a standard model of the cost of each unit and the size of the capacity of container transport services based on changes in cargo and distance of shipping routes. In addition, it analyzes the relationship between load factor and frequency on the gross income of a shipping company. The optimization method is used to get the size and cost per unit under certain conditions. The results of the analysis explain that the current tariff is not yet optimal, proven by the current cost equation y=2E+06x (-0,342) (R 2 = 0,238). Then to create a standard model of transportation, the equation for the cost line per container ship freight unit y=1E+09x (-0,759) (R 2 = 0,8634) while SPCB y=6E+07x (-0,59) (R 2 = 0,8234). This study also produces an equation model for the size of the container ship transport capacity y=3E-05x+57,662 (R 2 =0,943) while SPCB y=2E-05x+94,446 (R 2 =0,997). The conclusion is using a sensitivity analysis of the carrying capacity with the current condition of ship operation patterns for the minimum load factor for the Surabaya-Ambon route 76% and Surabaya-Serui 48%. For a 100% load factor condition, it can reduce the cost per unit for the Surabaya-Ambon route by 50% and for the Surabaya-Serui route by 63%.

Robust Optimization of a Distribution Network Location-Routing Problem Under Carbon Trading Policies

Taking carbon emissions into account in decision-making on distribution network operations contributes to achieving the goal of promoting energy conservation and emissions reduction. The focus of this paper is to research multicapacity hierarchical location-routing robust optimization in distribution network design under carbon trading policies. First, this problem is described as a mixed integer nonlinear programming model. Then, based on strong duality theory, the nonlinear model is transformed into a linear robust equivalent model. Finally, GUROBI software is used for numerical calculation and analysis. The results suggest the following: carbon trading policies have a carbon abatement effect; with a decrease in the carbon emissions cap and an increase in carbon trading prices, carbon emissions undergo a ladder-like downward trend; uncertain fluctuations in freight units will influence the optimal decision-making patterns of enterprises; and making more vehicles available will reduce carbon emissions. The government should set a reasonable carbon emissions cap according to market conditions. Enterprises could adopt robust control parameters on the basis of their decision-making preferences and consider the impact of carbon trading policy in formulating and adjusting an optimal decision-making scheme.

Peculiarities of illegal immigrant’s intrusions into road freight transport units in the France - UK corridor

The World Economic Crisis has increased such processes as poverty, discrimination and war. As a consequence, many people from Africa, Middle East and Asia started to immigrate to Europe. There were over one million unauthorized immigrants entering Europe in 2015. However, not all countries want and can accept refugees. A long-time frame for assessing asylum applications or frequent rejections encourages refugees to migrate illegally by intruding freight transport units to cross the border of their chosen European country. The intrusion of illegal immigrants into road freight units to cross borders without being noticed has caused a great deal of damage to the international freight transportation companies. This article presents results of the study aimed at investigation of peculiarities of illegal immigrant's intrusions into road freight transport units moving along the corridor France – United Kingdom.

Особенности расчета системы тягового электроснабжения постоянного тока при движении двух одиночных грузовых поездов с межпоездным интервалом и одного соединенного поезда

Особенности расчета системы тягового электроснабжения постоянного тока при движении двух одиночных грузовых поездов с межпоездным интервалом и одного соединенного поезда

Operational and tegnological requirements for the profitable provision of rail freight transport

This article provides an overview of the most pertinent operational and design requirements of rail freight transport technology that could be instrumental in the profitable participation of rail transport in an economically deregulated freight transport market. The following three aspects are addressed: (1) The market segments that are serviced profitably by rail transport in industrial countries; (2) comparative cost of rail transport and the specific operational methods employed to make rail transport more cost advantageous; and (3) the most pertinent technological requirements set upon rail transport systems to operate commercially viably. Regarding technological requirements, the following aspects are elaborated upon: (1) train types and purpose-built wagons to appropriately serve specific market segments; (2) the type of freight terminals employed to effectively support rail transport operations; and (3) the types of handling equipment needed to enable rail transport to operate smoothly. The purpose-built wagon models and the types of train compositions to optimally adhere to rail transport operators’ specific needs, as well as the the most important factors that underlie wagon design, are discussed. Subsequently the functional requirements of the main terminal facilties that receive freight trains are discussed. Lastly, the handling equipment needed to load, unload and transload transportable freight on, from and between wagons and other modes of transport swiftly, safely and at lowest cost per freight unit are discussed.

State-of-the-art technologies, measures, and potential for reducing GHG emissions from shipping – A review

CO2 emissions from maritime transport represent around 3% of total annual anthropogenic greenhouse gas (GHG) emissions. These emissions are assumed to increase by 150–250% in 2050 in business-as-usual scenarios with a tripling of world trade, while achieving a 1.5–2°C climate target requires net zero GHG emissions across all economic sectors. Consequentially, the maritime sector is facing the challenge to significantly reduce its GHG emissions as contribution to the international ambition to limit the effects of climate change.This article presents the results of a review of around 150 studies, to provide a comprehensive overview of the CO2 emissions reduction potentials and measures published in literature. It aims to identify the most promising areas, i.e. technologies and operational practices, and quantify the combined mitigation potential. Results show a significant variation in reported CO2 reduction potentials across reviewed studies. In addition, no single measure is sufficient to achieve meaningful GHG reductions. Emissions can be reduced by more than 75%, based on current technologies and by 2050, through a combination of measures if policies and regulations are focused on achieving these reductions. In terms of emissions per freight unit transported, it is possible to reduce emissions by a factor of 4–6.

Equilibrium models in multimodal container transport systems

Optimizing the performance of multimodal freight transport networks involves adequately balancing the interplay between costs, volumes, times of departure and arrival, and times of travel. In order to study this interplay, we propose an assignment model that is able to efficiently determine flows and costs in a multimodal network. The model is based on a so-called user equilibrium principle, which is at the basis of Dynamic Traffic Assignment problems. This principle takes into account transport demands to be shipped using vehicles that transport single freight units (such as trucks) or multiple freight units (such as trains and barges, where demand should be bundled to reach efficient operations). Given a particular demand, the proposed model provides an assignment of the demand over the available modes of transport. The outcome of the model, i.e., the equilibrium point, minimizes users’ generalized costs, expressed as a function of mode, travel time and related congestion, and waiting time for bundling sufficient demand in order to fill a vehicle. The model deals with these issues across a doubly-dynamic time scale and in an integrated manner. One dynamic involves a learning dynamic converging towards an equilibrium (day-to-day) situation, reflecting the reaction of the players towards the action of the others. Another dynamic considers the possible departure time that results in minimum expected costs, also due to the fact that players mutually influence each other on the choice of departure times, due to congestion effects and costs for early/late arrival of freight units. This is a choice within a given time horizon such as a day or a week. We present a study on the influence and sensitivity of different model parameters, in order to analyse the implications on strategic decisions, fostering a target modal share for freight transportation. We also study under which conditions the different modes can be substitutes for each other.

Assessment of changes of the size and structure of ferry transport in the Baltic Sea Region in the years 2011–2014

The aim of the research was an attempt to find the answer for basic research question: To what extent the ferry transport in the BSR has changed in recent years? Analysis of data and assessment became the main research methods. In addition, the functions of linear trends for the selected variables included in the study were estimated. The article presents the multi-aspects analysis of the transport of goods and passengers by ferry/ro-ro fleet in the Baltic Sea Region in 2011–2014. Following issues have been discussed: ferry/ro-ro fleets of the top 30 Baltic operators, ferry/ro-ro passengers in the top 30 Baltic ports, the number and structure of the transport of goods, passengers and freight units.

The importance of economies of scale for reductions in greenhouse gas emissions from shipping

CO2 emissions from maritime transport represent 3.3% of the world's total CO2 emissions and are forecast to increase by 150%–250% by 2050, due to increased freight volumes (Second IMO GHG study, 2009). Fulfilling anticipated climate requirements (IPCC, 2007) could require the sector to reduce emissions per freight unit by a factor of five or six. The International Maritime Organization (IMO) is currently debating technical, operational and market-based measures for reducing greenhouse gas emissions from shipping. This paper also investigates the effects of economies of scale on the direct emissions and costs of maritime transport. We compared emissions from the current fleet (2007), with what can be achieved by increasing average vessel size. The comparison is based on the 2007 levels of trade and predictions for 2050. The results show that emissions can be reduced by up to 30% at a negative abatement cost per ton of CO2 by replacing the existing fleet with larger vessels. Replacing the whole fleet might take as long as 25 years, so the reduction in emissions will be achieved gradually as the current fleet is renewed.

Optimal facility location with random throughput costs

In this paper we consider the optimal location and size of facilities where the throughput costs for each facility are random. Given a set of origins and a set of destinations, we want to determine the optimal location and size of a set of intermediate facilities in order to minimize the expected total generalized transportation cost. The generalized transportation cost of a freight unit from an origin to a destination passing through a facility is the sum of two terms: the transportation cost from the origin to the destination through the facility and the throughput cost of the facility. While the first term is deterministic, the second one is stochastic with a Gumbel probability distribution. Looking for the expected value of the optimal solution, a mixed deterministic nonlinear problem for the optimal location of the facilities is derived. Two heuristics, which give very good approximations to the optimum, are proposed.