Intermodal Transport Services Research Articles

Strategies to Improve Intermodal Transportation Connectivity Services in North Maluku

Sea transport is one of the modes of transport providing great benefits such as a wide range, tariffs that are affordable to the public, safe and comfortable. To support the integration of the implementation of intermodal transport, it is necessary to integrate the service network, and the transportation infrastructure network. The purpose of this study is to determine the level of intermodal transportation services at Kupal Port, Bacan Island, South Halmahera Regency and the analysis method used was the Importance Performance Analysis (IPA) method and the Customer Satisfaction Index (CSI). The results of the study obtained the average satisfaction index value of Kupal Feeder Port service users on 16 (sixteen) service factors or attributes of 78.97 percent in the satisfied criteria.

Peningkatan Keterpaduan Layanan Transportasi Antarmoda pada Kawasan Poris Plawad di Kota Tangerang

The integration of intermodal transportation services has become a strategic necessity in improving the quality of urban transportation services, which is reflected in the extent to which the provision of facilities, infrastructure, and supporting amenities can enhance travel experiences and promote sustainable transportation. Achieving integration should focus on major transportation nodes in an area, such as the Poris Plawad Terminal and Batu Ceper Station in the Poris Plawad area of Tangerang City. The Poris Plawad area is also part of the government's plan to develop it as a Transit Oriented Development (TOD) area. This research aims to evaluate the needs and performance of services and determine priorities for improving intermodal transportation services in the Poris Plawad area.
 The sampling technique used is purposive sampling, with a total of 202 respondents obtained. Data collection from respondents was carried out through questionnaires distributed to transportation service users at the Poris Plawad Terminal and Batu Ceper Station, as well as residents within an 800-meter radius of both transportation nodes. This study uses an integrated approach combining the Importance Performance Analysis (IPA) method and the Kano model.
 The analysis results indicate that there are 5 service provision needs that need to be prioritized for improvement at present. Firstly, the provision of crossing facilities. Secondly, the provision of connected pedestrian paths (sidewalks). Thirdly, uninterrupted sidewalk functionality. Fourthly, the quality of sidewalk pavements. And fifthly, the access to and from the transportation nodes free from traffic conflicts.

Data-Driven Empty Container Repositioning for Large Scale Railway Network With Fuzzy Demands

The Chinese rail network has a fast-growing number of containers in service to promote intermodal transport service and to attract more freight demand to the railway for a sustainable transport system. The repositioning of empty containers induces a significant problem for the large-scale rail network, due to the spatial imbalance between freight supply and demand. Traditionally, the empty container repositioning (ECR) problem is solved with the estimated parameters of a given demand distribution, which may difficult known to decision maker. This article develops a data-driven framework for the ECR problem based on the large datasets available. This framework employs machine-learning algorithms to forecast the supply/demand of empty containers, and to draw parameters identifying the factors that can be hardly integrated into optimization models. Based on those parameters, two optimization models for different ECR modes are then proposed to explore the optimal ECR plan. An integrated weight coefficient is introduced into the objective functions, which minimizes the total kilometers that empty containers transported. The models are solved by CPLEX after constraints conversion based on triangular fuzzy supply/demand. The numerical results based on a real-world case show that the proposed solution method can yield the optimal empty container repositioning plan. The total container-kilometer may increase after data-driven parameters are introduced, as some of the empty container repositioning may no longer follow the shortest path, while the final plan becomes more practicable and executable.

Do passengers feel convenient when they transfer at the transportation hub?

Passengers’ perceptions play an important role in the evaluation of transfer efficiency for a transportation hub. However, there are many ways to transfer between hubs and urban traffic, and passengers who use different transfer modes may have different perceptions of the same hub. This paper adopts a case study of the Nanjing South Comprehensive Transport Hub in China to identify the main barriers to intermodal integration from a people-centered perspective. A total of 833 questionnaires were collected to reflect passengers' perceptions of interchange services. Combined with observational investigations, we mainly consider factors such as the comfort of the transfer process, the frequency of departures, the route to the ticket office, and the location of the entrances to different urban transportation modes. A Rasch model is established based on the perceptions of inconvenience in passenger transfers. The model comprehensively evaluates intermodal transport services between the hub and urban traffic from the perspective of passengers. According to the results, there are significant differences for different interchange modes, and the factors that cause these differences are heterogenous. In addition, the results show that transfer facilities for metro and cars urgently need improvement due to their greater ridership. Finally, recommendations are given to planners and policy makers by considering the transfer demands of different passenger groups.

The Effect of Logistics Service Quality on Customer Trust and an Application in Intermodal Transport Services

Günümüzde kullanımı yaygınlaşan taşıma türlerinden birisi de intermodal taşımacılıktır. Taşıma ünitesi değiştirilmeksizin iki ya da daha fazla taşıma türünün bir arada kullanıldığı intermodal taşımada yolculuğun kısa mesafeli olan başlangıç ve bitiş kısımlarından intermodal taşımacılık hizmetlerinden yararlanılmaktadır. Tek modlu taşımaya oranla taşıma maliyetlerinin daha az olması ve artan çevre bilinci ile birlikte daha çevreci bir taşıma olması gibi nedenlerden dolayı kullanıcılar tarafından tercih edilmekte ve yoğun olarak kullanılmaktadır. Taşımacılık faaliyetlerde hizmet kalitesinin arttırılmasının müşteri güvenini nasıl etkilediği önemlidir. Dolayısıyla bu çalışmanın amacı intermodal taşımacılık hizmetlerinde lojistik hizmet kalitesinin müşteri güvenini nasıl etkilediğini saptamaktır. Çalışmada intermodal taşıma hizmeti veren uluslararası bir firmanın 118 kullanıcısına ulaşılmıştır. 2001 yılında Mentzer, Flint ve Hult’un katkılarıyla geliştirilen dokuz alt boyut ve toplamda 25 ifadeden oluşan lojistik hizmet kalitesi ölçeği (LSQ, Logistic Service Quality) ile Mosavi ve Ghaedi (2012) tarafından geliştirilen ve beş ifadeden oluşan müşteri güveni ölçeği çalışmada kullanılmıştır. Yapılan regresyon analizi sonucunda lojistik hizmet kalitesinin müşteri güvenini %66,3 oranında açıklama gücüne sahip olduğu elde edilmiştir. LSQ’nun alt boyutlarından olan sipariş teslim miktarı ve sipariş durumu boyutları istatistik olarak anlamlı çıkmamıştır.

Satisfaction level of intermodal public transport passengers at Duri Station, Jakarta Indonesia

Public transportation is part of the urban transportation system in creating an integrated city to serve the needs of the population. Intermodal facilities function to connect passengers to the transportation network, and also strive for a comfortable, safe, and efficient movement of passengers between various modes of transportation. The quality of the public transportation service system is closely related to passenger satisfaction through service quality assessment. The train station (commuter line) serves and becomes a place to come and go for passengers who lives and aim to various parts of the Jabodetabek metropolitan area, besides that it also accommodates mode-shift activities between rail and road transportation service networks. Duri Station in West Jakarta was chosen as a case study because to get to and leave Puri Station, the passengers need another mode. The purpose of this study was to determine the level of intermodal transportation services at Duri Station. The indicators used are reliability, comfort and safety. The method used in this research is descriptive quantitative analysis method using a Likert Scale to measure the opinions or perceptions of passengers on the level of intermodal transportation services at Duri Station. The number of respondents is determined using the Slovin formula, from the calculation results there are 100 respondents, while the survey of respondents was conducted using Google Forms. The results of this study indicate that the level of reliability of intermodal transportation from the types of modes available, waiting time, information on stop locations, and transportation rates is declared good by passengers. The level of comfort is considered poor by passengers due to the unavailability of waiting places for advanced public transport and a roof that is shaded from the heat or rain and the safety level of passengers when changing modes of transportation is considered good by passengers.

User Satisfaction of Intermodal Transportation Services at Nusantara Passenger Terminal, Tanjung Priok Port, Jakarta

According to a strategic plan of Directorate General of Sea Transport, port accessibility has become one of the leading infrastructure development aims. The operator of the Nusantara Terminal in Tanjung Priok Port has provided an intermodal transport network through a variety of services. The presence of this intermodal transportation service must meet the quality of service that meets the satisfaction of its users. Quality of service reflects the perception of users of intermodal services that are highly dependent on intermodal service operational decisions made by the operator. The need to maintain market share and increase profits is the main impetus for improving the quality of intermodal transportation services. This study focuses on measuring user satisfaction and perceptions of intermodal transportation services provided by the Tanjung Priok Nusantara Terminal operator and analyzing what factors of intermodal transportation services need to be improved to meet user satisfaction. The measurement of service user satisfaction uses the Customer Satisfaction Index (CSI) calculation method. Meanwhile, the Importance Performance Analysis (IPA) method is used to analyze the factors that influence the satisfaction of service users. Data collection is done by direct observation in the field, the interview process, and the distribution of questionnaires to respondents to obtain data on perceptions and expectations of inter-modal transportation services. The calculation result of the Customer Satisfaction Index (CSI) shows that respondents are satisfied with the facilities and services presented by the terminal manager; this can be seen from the CSI value obtained, which is 71.79%. Calculation of Importance Performance Analysis (IPA) shows that the attributes that need to be improved include the second attribute "Availability of pedestrian facilities that are safe (clear), comfortable, and protected ..", the 5th attribute "Availability of public transport shuttle (bus, taxis, and the like) to accommodate passengers ... ", the 6th attribute" Availability of clear information, including availability and clarity of information about routes, fares ... ", 7th attribute" Availability of facilities for adequate disability ", and attributes 11th "Availability of transportation mode transfer facilities that pay attention to security aspects ...".

Multicriteria Evaluation of Intermodal (Rail/Road) Freight Transport Corridors

Abstract This paper deals with the multi-criteria evaluation of the intermodal (rail/road) freight corridors as competing transport alternatives. For such a purpose, the methodology has been developed consisting of two main components; i) the analytical models for estimating the indicators and measures of the corridors’ physical/spatial or infrastructural, technical/technological, operational, economic, social, and environmental performance; and ii) the MCDM (Multi-Criteria Decision Making) method using the above-mentioned indicators and measures of performance as the evaluation attributes/criteria in ranking and identifying the preferred among the several mutually competing freight transport alternative corridors. The proposed methodology has been applied to two Trans-European intermodal rail/road freight transport corridors. As such, it has shown to be of use, in addition to the researchers, also to the other potential DMs (Decision Maker(s)). These could be, for example, the freight shippers/receivers as the users of the already existing intermodal (rail/road) transport services, the transport and intermodal terminal operators and infrastructure providers, and the business and policy makers facing with the problems of allocating the usually limited investments in the social-economic feasible way to the corresponding infrastructure at the local, regional, national, and international scale.

A Research on Supply Chain of Sea-Rail Intermodal Transport Service Industry Based on Stackelberg Model

A Research on Supply Chain of Sea-Rail Intermodal Transport Service Industry Based on Stackelberg Model

Experiences of rail intermodal freight transport for low-density high value (LDHV) goods in Europe

ObjectivePrevious studies have suggested an upward growth trend in low density, high value (LDHV) goods in Europe. Such goods require time sensitive, reliable services and currently, most LDHV goods are transported by road. The paper presents the findings of four case studies which detail the barriers and enablers to intermodal rail services for transporting LDHV goods.MethodologyWe applied a methodological pluralism, quantitative and qualitative, on an inductive basis. Using a case study approach, the research investigates the requirements of shippers, identifies key barriers to intermodal rail service offerings and, based on the findings, suggests enablers for intermodal rail freight transport. The current research applies parallel top down and bottom up streams, with a final integration synthesis.FindingsTerminals may appear as an important barrier or enabler towards achieving a competitive intermodal rail service. By making rail terminal as an enabler, the research suggests that it is possible to carry LDHV goods by intermodal rail in a cost-efficient manner. The research attempts to seek a potential innovative solution to the barriers identified. The research compares road with an intermodal rail-road solution, in terms of cost and time, for a door-to-door service along the selected routes/corridors.RecommendationThe research recommends that technical solutions, such as automated transhipment and temperature controlled systems, are required for rail freight services for LDHV goods, but that they must be complemented by collaborative operational solutions and viable service planning for an intermodal rail transport service to be reliable and competitive with road transport.

A tabu search algorithm to solve the integrated planning of container on an inter-terminal network connected with a hinterland rail network

Transport demand for containers has been increasing for decades, which places pressure on road transport. As a result, rail transport is stimulated to provide better intermodal freight transport services. This paper investigates mathematical models for the planning of container movements in a port area, integrating the inter-terminal transport of containers (ITT, within the port area) with the rail freight formation and transport process (towards the hinterland). An integer linear programming model is used to formulate the container transport across operations at container terminals, the network interconnecting them, railway yards and the railway networks towards the hinterland. A tabu search algorithm is proposed to solve the problem. The practical applicability of the algorithm is tested in a realistic infrastructure case and different demand scenarios. Our results show the degree by which internal (ITT) and external (hinterland) transport processes interact, and the potential for improvement of overall operations when the integrated optimization proposed is used. Instead, if the planning of containers in the ITT system is optimized as a stand-alone problem, the railway terminals may suffer from longer delay times or additional train cancellations. When planning the transport of 4060 TEU containers within one day, the benefits of the ITT planning without considering railway operations account for 17% ITT cost reduction but 93% railway operational cost growth, while the benefits of integrating ITT and railway account for a reduction of 20% in ITT cost and 44% in railway operational costs.

Study on Collaborative Model of Sea-Rail Intermodal Transport Based on Stackelberg Game

This paper investigates the issue of channel coordination for a two-stage supply chain with one retailer (railway freight forwarding) and one manufacturer (port freight forwarding) based on Stackelberg game. The demand of sea-rail intermodal transport is influenced by the retailer's sales effort. We found that using the wholesale price contract alone cannot coordinate the sea-rail intermodal transport service supply chain well. Joining the wholesale price contract with the sales effort cost sharing model remains ineffective in managing the two-stage supply chain. To effectively coordinate the channel members, we were joining the wholesale price contract with the sales effort cost sharing and the revenue sharing contract. We identify the optimal level of retail sales effort, optimal level of revenue sharing and optimal supply chain profit. And the enterprises in sea-rail intermodal transport service supply chain can achieve the purposes of market development.

New Service Development Process in Intermodal Transport: The Case of Turkey

Increasing interest on intermodal transport both by the shippers and carriers has led logistics service providers and transport operators to develop new intermodal transport services. When the service literature is analyzed, it is found that there are a few studies on the New Service Development (NSD) of specific service industries. However, it is observed that there is a gap in new intermodal service development. That’s why this study aims to explore the stages and determine the common stages in NSD process of intermodal transport. In order to reach this aim, intermodal transport operators and service providers offering intermodal transport services in Turkey are investigated by case study method. This study is the preliminary step for NSD processes in intermodal transport for the current literature. According to the findings, the issues of the human resources have not been paid enough attention during the NSD process. It is concluded that intermodal transport requires more detailed and industry-specific NSD models compared with the other service industries.

The development of intermodal transport services on the basis of geoanalytical information

The article highlights the application of geoanalitical data for the purposes of urban transportation planning. It presents the original method for functional analysis and development of public transport transit hubs based on the study of cellular network information obtained from mobile operators, as a foundation for development of the effective intermodal system for public transportation services. The approbation of the suggested methodology was carried out using the results of analytical research of the data obtained from mobile network operators, serving the territory of Moscow. The results of research refer to one of the stations of the Moscow metro. Studying motion information of residents and workers provided by signal transmission from mobile communication network allows the authors to describe the area of major importance for the transit hub, needed to make valid design solutions at the stages of planning the effective work of the urban transport system.

Identifying Governance Relationships Between Intermodal Terminals and Logistics Platforms

Governance theory examines different ways of managing resources and relationships in order to achieve a desired outcome. This paper applies governance theory to intermodal terminals and logistics platforms, extending previous work on ownership to include different operational models. An inductive methodology is used to derive a typology of governance relationships from an analysis of the transport and logistics literature. The classification developed in this paper explores different kinds of integration that can help support growth of intermodal transport services. The understanding of transport governance is extended via three key relationships: first, between the logistics platform and the site tenants (therefore, encouraging consolidation and efficiencies that can boost rail services at the site); second, between the terminal operator and rail service provision (which can aid service planning and train loading factors); and third, between the inland site (either terminal, logistics platform or both) and port(s), (thus enabling better planning and efficiency of port rail shuttles).

Integrating intermodal transport with logistics: a case study of the UK retail sector

Retail traffic is one of the main drivers for the growth of intermodal transport services in the UK. This paper examines the key factors underpinning this modal shift in order to learn lessons for other market and geographical contexts. Since successful retail intermodal logistics involves many actors, this paper is based on semi-structured interviews with major UK retailers, third-party logistics providers (3PLs) and rail operators, supplemented by document analysis. The qualitative data are analysed via a conceptual framework derived from the literature. Despite past successes and the presence of drivers for future growth, the paper identifies many operational issues without current solutions and the presence of ongoing public subsidy. The major conclusion is that the importance of 3PLs, aggregation and multi-user platforms must be recognised by transport planners in supporting the use of intermodal transport by retailers and other large shippers.

Revenue management for rail container transportation

In this paper, we consider the revenue maximization problem of a rail freight transportation company or an intermodal marketing company selling freight transportation services. We propose a revenue management (RM) policy to dynamically accept transportation requests or reject them in favor of some future forecasted transportation demands with higher potential profit. In the proposed load acceptance system, we explicitly take the network structure into account. We analyze solutions obtained from numerical simulations and conclude on the promising results shown by the RM system.

The role of port authorities in new intermodal service development; the case of Barcelona Port Authority

Improving intermodal connectivity is important for ports. However, developing new rail connections, especially in the contestable hinterland, is complex and requires substantial investments. Therefore, rail operators are reluctant to start new connections unless risks are limited. Port authorities can play a role in these hinterland connections to increase traffic to their ports. Barcelona is one of the leading port authorities in this respect, with a well developed hinterland strategy and a developing network of inland rail nodes. The Port Authority of Barcelona also invests in new rail shuttles, for instance between Barcelona and Lyon. This shuttle initiative is centre stage in this paper, as it may stand out as a best practise for port authority involvement in developing new rail connections. The paper starts with an introduction of the importance of intermodal transport for the development of hinterlands of ports. The second part will provide an overview of the hinterland strategy of Barcelona and describes in detail the participation of the port of Barcelona in the start-up phase of the intermodal connection to Lyon. The final section discusses the main conclusions from the case study with regard to the involvement of port authorities in the development of new intermodal transport services.

Intermodal train services: A business challenge and a measure for decarbonisation for logistics service providers

The pressure for more sustainable operations is intense for the actors in the transport sector, and using intermodal road-rail transport is one measure to reduce CO2 emissions. The purpose of this paper is to examine the experiences of a large logistics provider in offering intermodal road-rail transport services, especially in connection with the company's environmental strategies. This case reveals how the environmental dimension changed intermodal train services into a competitive advantage. Nevertheless, there were challenges in making these services profitable. The case company Bring Frigo claims to be the leading cold storage transport provider in the Nordic countries. There were in-depth interviews conducted with key persons in Bring Frigo and an interview with the CEO of the contracted intermodal operator TX Logistics. The pressure for environmental improvements from customers had grown stronger, at least before the recession and the formulation of a goal for reductions of CO2 emissions were in focus. This internal pressure was steering the environmental work. Competitors are also struggling with pressure on costs and targets for reducing the emissions of CO2. This study gives insights into the perceived competitive pressure for more sustainable freight transport through a logistics provider and the experiences of intermodal transport services.

Success factors for developing viable Motorways of the Sea projects in Europe

Motorways of the Sea (MoS) projects, that is, the development of integrated maritime-based intermodal transport infrastructure and service networks at European scale, have been the vision of the European Commission (EC) under the European Transport Policy White Paper 2001. Although these projects have been prioritised under the Trans European transport (TEN-T) networks, they have met with limited success. Establishing MoS is complex because of its international scope and involvement of a large number of public and private stakeholders that often have conflicting objectives and goals. Presently, there is a need for EC to set clear, fair and attractive conditions to engage private stakeholders in the realisation of these projects. The paper will attempt to identify these conditions and recommend a way forward. The paper reviews the evolution of the MoS concept and existing barriers in the delivery of intermodal services to understand the expectations and concerns of the important stakeholders. Case studies of European Short Sea Shipping experiences in the different maritime corridors and elsewhere around the world are analysed to identify critical success factors and recommend a suitable framework for the realisation of European MoS projects.