Inland Transportation Network Research Articles

A two-phase model for sustainable location of dry ports: a case of Ningbo-Zhoushan Port in China

ABSTRACT This paper proposes a two-stage model for determining the sustainable location of dry ports. In the first stage, a Multi-Criteria Decision Making (MCDM) model containing nine criteria is developed. The weight of criteria is determined by the stepwise weight assessment ratio analysis (SWARA) method, and then the ranking of alternative cities is determined by the weighted aggregated sum product assessment (WASPAS) method. In the second stage, a mixed-integer linear programming location model with multiple capacity levels is proposed to determine the final optimal cities for the dry ports by minimizing the relevant economic costs, environmental costs and social responsibility costs. A case study of Ningbo-Zhoushan Port is performed to verify the effectiveness of the proposed model. The results show that: (1) the total cost of the optimized inland transportation network system is reduced by 49.661% compared with that before the optimization, with Suzhou, Chongqing, Chengdu, Wuhan, Changsha, Wuxi and Hefei identified as the optimal locations for the dry ports; and (2) shippers close to seaports tend to choose road transportation, while shippers far away from seaports tend to choose rail transportation through dry ports.

Fuzzy-AHP와 Fuzzy-TOPSIS를 이용한 항만배후단지 경쟁력 제고 방안에 관한 연구

Purpose - This thesis intends to establish a development plan and opinion of the port hinterland.
 Design/Methodology/Approach - Based on previous research, we deduced factors related to port hinterland competitiveness evaluation and measures to enhance port hinterland competitiveness, and then applied factors and enhancement plans selected through Fuzzy-AHP and Fuzzy-TOPSIS theories, based on the survey data used.
 Findings - As a result, the cost factor (0.1972) and logistics factor (0.1947) were found to be the highest among major factors. The importance of the detailed factors of each major factor is as follows: logistics cost (0.2941), hinterland logistics infrastructure (0.3780), port comprehensive information system (0.3150), inter-industry cluster (0.3671), strategic location on logistics network (0.3636), PR and marketing support (0.3395), and the size of the underlying market (0.5614) were calculated as factors. In terms of overall importance, the strategic location on the logistics network (0.0708) and the inland transport network (0.0675) were derived to be the highest. As a result of the competitiveness enhancement plan, a plan to provide incentives to companies in the hinterland of the port was prepared (0.8413), and a standard rate system was prepared and presented as a guideline (0.7962).
 Research Implications - First, in order to enhance the competitiveness of the port hinterland, it is necessary to focus on minimizing the cost and establish a method to enhance competitiveness. Second, a global logistics hub and port hinterland should be established. Third, incentives should be provided to domestic and foreign tenants.

Shipping network design–infrastructure investment joint optimization model: a case study of West Africa

ABSTRACT Since the proposal of the Belt and Road initiative in March 2015, the Chinese government has continued to increase its investment in transportation infrastructure construction in West African countries. To realize the scientific decision-making process for large-scale investment, this paper establishes a shipping network design–infrastructure investment joint optimization model. The abovementioned model aims to find the minimum generalized transportation cost in the study area and jointly optimizes the construction scheme of the regional inland transportation network (i.e., railway network), the expansion scheme of the port (i.e., container port) throughput capacity, and the operation scheme of the shipping network (i.e., container shipping network) given a limited budget. Based on the framework of the active set algorithm, an algorithm that can explore the local optimal solution of the abovementioned model is designed. Taking China–West Africa transportation as the research object, numerical experiments are carried out to verify the effectiveness of the model and algorithm. Two types of sensitivity analyses for different investment scales and origin-destination demand are designed. The results show that the proposed model and algorithm can effectively solve the abovementioned problem and can provide decision-making support for the Chinese government in formulating reasonable investment schemes for West Africa. This paper is a revised and expanded version of a paper entitled, ‘Shipping network design–infrastructure investment joint optimization model’ presented at the 3rd International Conference of the Yangtze River Research and Innovation Belt, Ningbo, China; 5–7 November 2020.

Identification of critical sections of the Spanish transport system due to climate scenarios

In recent years climate change has become a multidisciplinary research topic that addresses the challenges facing transport infrastructure planning, construction and operation. The study of the adaptation of transport systems to new environmental conditions is often based on the interrelated concepts of resilience, vulnerability and criticality. In this paper we assess the criticality of sections of Spain's inland transport network under the effects of changing climate scenarios obtained from a specific climate projection (using the time periods 2010–2020 and 2045–2055). The functionality of the transport system is characterised here in terms of territorial accessibility. The results identify and locate the most critical stretches of the Spanish transport network. In general terms, the most relevant sections in regard to accessibility will not be exposed to the greatest changes in climate variables. Up to 2.8% of the roads and 5.9% of the railways that contribute most significantly to the territorial accessibility of the transport system will undergo the greatest variations between climate scenarios. This paper contributes to this field of research by developing a screening tool that represents a valuable instrument for the infrastructure decision-making process at the strategic level. Action areas for proactive adaptation measures can be identified in order to reduce impacts and costs, while prioritising the maintenance or reconstruction of the most critical stretches in the case of a future climate event.

Development of a container port system in Pearl River Delta: path to multi-gateway ports

A dramatic boom in the Pearl River Delta (PRD) port system has emerged during the past two decades, from having Hong Kong as the only gateway hub to the coexistence of three world-ranked container ports. This paper presents the PRD port system development to date and identifies the underlying forces driving the port system evolution. In particular, the unique process by which the PRD port system went from one gateway port to two ports and the undergoing regionalization with specialization is examined. The network strategy is stressed in shaping the port system structure. With the advantage of a hinterland regionalization, Shenzhen, among the gateway ports in PRD, has acquired the market share from Hong Kong. Shenzhen and Guangzhou ports move from the hinterland-dominated regionalization to a more balanced regionalization based on an established inland transport network, whereas Hong Kong undergoes a foreland regionalization. If the hinterland connection remains relatively weak, the gateway function of the port in Hong Kong will further decline, but its transhipment role will further dominate.

Network Design for Shipping Service of Large-Scale Intermodal Liners

A model was developed for network design of a shipping service for large-scale intermodal liners that captured essential practical issues, including consistency with current services, slot purchasing, inland and maritime transportation, multiple-type containers, and origin-to-destination transit time. The model used a liner shipping hub-and-spoke network to facilitate laden container routing from one port to another. Laden container routing in the inland transportation network was combined with the maritime network by defining a set of candidate export and import ports. Empty container flow is described on the basis of path flow and leg flow in the inland and maritime networks, respectively. The problem of network design for shipping service of an intermodal liner was formulated as a mixed-integer linear programming model. The proposed model was used to design the shipping services for a global liner shipping company.

Designing the global inland transportation network

With the unprecedented growth of cross-border trade, a growing number of multinational firms have coped with logistical challenges of shipping products to and from unfamiliar territories in foreign soils. These logistical challenges include the cross-border transportation of products destined to inland regions isolated from major waterways. In particular, the lack of access to major waterways would not only constrain the intermodal transportation option, but also make the door-to-door, containerised delivery services very difficult. Such a limited option would eventually lead to increased transportation costs and transit time, and thereby discouraging international trade with land-locked countries such as Uzbekistan and Mongolia. To help multinational firms tackle the problem of determining the optimal transportation route to inland destinations in land-locked countries, this paper proposes an Analytic Hierarchy Process (AHP)-based Decision Support System (DSS).

The potential for barge‐carrying ships: A case study

Earlier barge‐carrier studies propounded the hypothesis that the barge‐carrying ship technology is best suited to the trades of developing countries. This paper reports the findings of a study aimed at examining this proposition, using the Nigerian trade as its basis. Ship's port time, number of round voyages, time at sea and costs for varying round voyage distances for barge‐carrying ships and other competing unit‐load shipping technologies are examined. An assessment of the potential for barge‐carriers vis‐a‐vis other shipping modes is undertaken in terms of cargo suitability, industrial location, inland transport network and future industrialisation of the Nigerian economy. Conclusions with wider implications for developing countries are drawn.