Intermodal Transport Terminals Research Articles

Analysis of Operational Performance of Intermodal Transport Terminals in Slovakia in the Context of Intermodal Transport Infrastructure Development in EU Countries

The development of intermodal transport and the increase in transport performance in this segment of the transport market are, among other factors, determined by the quality of transportation infrastructure. Transportation infrastructure for intermodal transport includes not only transportation routes but also nodal points where a change of transport mode occurs. These nodal points of transport mode change are intermodal transport terminals. The throughput capacity of individual components of the internal infrastructure of a terminal can be a limiting factor in determining its performance, such as the number of transshipped intermodal transport units. Therefore, it is essential to analyze the current state of operational performance of functional terminals in Slovakia and compare it with the anticipated customer requirements. Based on this analysis, it will be possible to determine the capacity utilization of terminals and, if necessary, decide either on densifying the existing network of terminals or on the relevant development of selected components of the internal infrastructure of existing terminals. The analysis is primarily focused on a critical element of the internal infrastructure of terminals, which is the performance of transshipment facilities.

The STEEPVL and scenario analyses of the development of the Belt and Road Initiative in Poland

Poland’s convenient location on the border of the European Union (EU) and the Eurasian Economic Union (EAEU) predisposes it to be a transhipment hub for the Belt and Road Initiative (BRI). Yet, some research indicates that the BRI is not bringing the anticipated results. This, in turn, suggests that more analysis is needed to identify under what conditions countries benefit more and less. The article identifies those factors that may be considered driving forces that determine the future development of the BRI in Poland. First, we indicate forty-two STEEPVL (social, technological, economic, environmental, political, values, legal) factors that seem crucial for the further implementation of the BRI concept. Then we develop and analyse four scenarios for possible development paths of the BRI, as well as unprecedented events. The results of our study show that socioeconomic factors influence the further implementation of the BRI in Poland the most, while the least important are environmental issues. It is also most likely to be strongly influenced by long-term EU-China trade relations, long-term economic Sino-Polish relations, and the number of intermodal transport terminals and regional logistic centres in Poland.

Implementation of the dry port concept in central and Southeastern Europe logistics network

This paper examines the Intermodal Transport (IT) network of Central and Southeastern Europe for the Dry Port (DP) concept implementation. The focus is on the analysis of the potential logistics cost savings in container flow realisation that follow the DP concept implementation. The problems of determining the necessary number of DP terminals, their location and container flows allocated to them are solved by two different approaches. The approaches differ in the ways of locating the terminals and allocating the flows. The first approach considers two-leg container flow realisation while locating individual and independent DP terminals. The second approach considers also a three-leg container flow realisation possibility and locates interconnected DP and IT terminals, where DP terminals are seen as a specialised type of IT terminals that have a direct connection with seaport terminals. Two different MILP (Mixed Integer Linear Programming) models for the two approaches are developed and applied. The obtained results indicate that both DP concept approaches could improve the existing IT network in terms of overall logistics costs.

Implementation of the dry port concept in central and Southeastern Europe logistics network

This paper examines the Intermodal Transport (IT) network of Central and Southeastern Europe for the Dry Port (DP) concept implementation. The focus is on the analysis of the potential logistics cost savings in container flow realisation that follow the DP concept implementation. The problems of determining the necessary number of DP terminals, their location and container flows allocated to them are solved by two different approaches. The approaches differ in the ways of locating the terminals and allocating the flows. The first approach considers two-leg container flow realisation while locating individual and independent DP terminals. The second approach considers also a three-leg container flow realisation possibility and locates interconnected DP and IT terminals, where DP terminals are seen as a specialised type of IT terminals that have a direct connection with seaport terminals. Two different MILP (Mixed Integer Linear Programming) models for the two approaches are developed and applied. The obtained results indicate that both DP concept approaches could improve the existing IT network in terms of overall logistics costs.

Methodology for Determining the Location of Intermodal Transport Terminals for the Development of Sustainable Transport Systems: A Case Study from Slovakia

A high-quality infrastructure and technical base is a vital factor in the development of intermodal transport in transport systems. Intermodal transport terminals are the most important component of a combined transport infrastructure, providing an essential connection between different modes of transport. This article deals with the issue of where to locate intermodal transport terminals within a transport network. In reality, this decision comes down to the potential of a particular location (e.g., an industrial park) and the critical role of private investors. These are mostly subjective factors, whereby little or no consideration is given to objective criteria. Within this context, it is extremely important that decisions are taken with regards to the development and construction of public networks, and economically neutral intermodal transport terminals by independent subjects are based on a non-discriminatory approach. In other words, it is essential that such terminals are built in places that comply with the stated priorities of the transport policy of a specific state. In this article, the author puts forward a method for determining the location of terminals that are based on the optimisation of several influential factors. The specified methodology is applied to a case study in Slovakia. The theoretical part of the article deals with the nature of the method to be applied. The discussion part involves a case study concerning the (potential) location of intermodal transport terminals in the Slovak Republic.

Intermodal Freight Transport Terminal Planning in Malaysia: Assessing Goods Transportation and Distribution System Performance

Malaysia still lacks in having a comprehensive development of intermodal freight transport terminal in order to help facilitate transportation and goods distribution system effectively. Therefore, there is a need to consider the establishment of a comprehensive intermodal freight transport terminal planning at these freight terminals; ports, inland ports and distriparks to support the tremendous pace of logistics development and overcome freight transportation and logistics problems in Malaysia. This study focuses on the physical elements, core-on site service elements and core-on site activity elements as the framework to enhance goods transportation and distribution system performance as well as reducing logistical issues and problems for these freight terminals in Malaysia. By using quantitative approaches, a survey was conducted by the researcher towards 257 freight forwarder companies in Malaysia for completing this study. The data were analysed using multiple regression analysis in order to measure the performance of the intermodal freight transport terminals studied. Findings showed that the physical elements, core-on site activities and core-on site services affected goods transportation and distribution system performance of the intermodal freight transport terminal in Malaysia by following the significant aspect.

Significance of Proper Selection of Handling Equipment in Inland Intermodal Transport Terminals

The paper deals with the methodology of handling equipment designing in intermodal transport terminals. The overall performance of the intermodal transport terminal, and hence its effectiveness, is most affected by the capacity of handling equipments that transfer intermodal transport units between transport modes. The first part of the paper describes the various types of handling equipments conventionally used in intermodal terminals. The second part of the paper contains the basic characteristics of the methodology of designing specific handling equipment and provides a calculation methodology for determining the operational needs of intermodal transport terminals.

Optimization of Passenger Screening Operations in Air Terminals

Abstract Airports today play an important economic role. As intermodal transport terminals, they have to channel important flows of passengers and goods. In recent decades, they have been the target of terrorist attacks and the place where all types of traffic pass. Consequently, they are faced with the dual objective of maximization of security system as well as maintenance of consistent quality and insurance of fluid traffic flow passengers coupled with the minimization of the expected amount of time a passenger spends in this system. In this article, we are interested in the evaluation of the system of control of passenger flows at boarding, whatever their subsequent path, through a probabilistic approach. The general purpose is to: Better organize the flow of passengers at boarding, taking into account the performance of the control system as a whole or the performance of the elements that make it up, including staff. Contribute to new knowledge about increasing efficiency and productivity at airports with regards to security system, by measuring and simulating the operations at an airport, and developing a strategy for improved resource utilization to improve productivity. After the establishment of a global evaluation model based on an undifferentiated serial treatment of passengers, we are interested in a two-stage control structure that highlights the interest of pre-filtering and organizing passengers in separate groups. This then leads to the formulation of optimization problems to improve the performance of the control system.”

Assessing the performance of intermodal city logistics terminals in Thessaloniki

Abstract This paper presents a comparative analysis of two urban intermodal freight transport terminals focusing on last mile distribution: the port of Thessaloniki (ThPA) and Kuehne + Nagel (K+N) distribution center in Thessaloniki. Through the pairwise comparison of the two different supply chain interchanges, a decision support tool is provided to the terminals’ operators and their customers and partners, namely shippers, forwarders, transport companies, users or customers. The evaluation of the terminals’ performance is elaborated based on a tailored multi criteria Key Performance Indicator (KPI)-based assessment framework, while the selection and significance (weight) of the incorporated criteria and respective KPIs is predetermined by the involved stakeholders through a multi stakeholder participation scheme using the pairwise comparison according to the Analytic Hierarchy Process (AHP) approach. ThPA terminal is ranked first according to its performance pertaining to the role of an intermodal interchange for the wider geographical area of Thessaloniki, however K+N terminal’s performance index was slightly lower, while in several KPIs and criteria it seems to perform better.

Management of Intermodal Freight Terminals by First-Order Hybrid Petri Nets

In this paper, we show how first-order hybrid Petri nets can be efficiently used to model and manage intermodal freight transport terminals. The proposed formalism enables the terminal decision maker to choose the speeds associated with continuous transitions in order to optimize the terminal performance by two alternative control policies: the container flows maximization and the minimization of the residual containers in the storage area. The approach may be used either offline, to take decisions on the terminal resources, or online, to solve congestions/malfunctions. A real case study is modeled and managed by the proposed optimal control policies.

Urban Freight Terminals: A Sustainability Cross-case Analysis

The purpose of this paper is to present a comparative analysis of two urban intermodal freight transport terminals focusing on last mile distribution; the port of Thessaloniki (ThPA) and Kuehne + Nagel (K+N) distribution center. The paper enables the pairwise comparison of different intermodal freight transport nodes acting as interchanges in a supply chain with a special focus on the last mile distribution. The final “product” of the analysis is the creation of an auxiliary or subsidiary tool to potential decision makers (e.g. shippers, forwarders, transport companies etc. users or customers of the two terminals within the supply chain). The evaluation of the terminals’ performance is elaborated based on a tailored multi criteria key performance indicator KPI-based assessment framework, while the selection and significance (weight) of the incorporated criteria and KPI's is predetermined by the involved stakeholders imposing their point of view through an analytical hierarchy method. ThPA terminal ranked first according to its performance pertaining to the role of an intermodal interchange, however K+N terminal's performance index was slightly lower, while in several KPIs and criteria it seemed to perform better.

Theoretical Criteria for The Evaluation of the Operational Performance of Intermodal Transport Terminals

This article deals with an analysis of the elements of an intermodal transport terminal from the point of view of the determination of the operational performance thereof. In the first part of the article the authors provide an insight into the general characteristics of an intermodal transport terminal and the requirements for one under the terms of the European AGTC agreement. The second part of the contribution focuses on the determination of the theoretical criteria of the individual elements of an intermodal transport terminal that influence the operational performance thereof.

A Timed Petri Nets Model for Intermodal Freight Transport Terminals

This paper presents a general modelling framework for intermodal freight transport terminals. The model allows evaluating the operational performance of such transportation systems, assessing the efficiency level of the terminal and identifying its bottlenecks by suitable performance indices. Moreover, it allows evaluating different solutions to the identified criticalities. The proposed framework is modular and based on timed Petri nets: places represent resources and capacities or conditions, transitions model inputs, flows and activities into the terminal, and tokens are intermodal transport units or the means on which they are transported. A simulation of a case study shows the model effectiveness.

Intermodal Passengers Terminals: Design Standards for Better Level of Service

Intermodality is an integral part of the sustainable mobility and its enhancement is of vital importance particularly, in high congested urban areas. The weak links in the overall Intermodal passenger transport chain are considered to be the Intermodal Terminals, as often inadequate planning leads to the reduction of the level of service of the means using the station, thus resulting in partial or total disdain for its users and the shift of the latter to other transport modes, mostly to private vehicles. Instead, an integrated design with emphasis on Intermodal Terminals which acts as the interface between the different modes not only increases the proportion of commuters who use urban public transport but also consolidates the overall public transport system of an urban area. Thus the main objective of this paper is to investigate how the provided level of service of passenger Intermodal facilities affects the commuters’ behavior regarding the modal choice. Towards this objective a categorization of the various terminals is attempted, considering their specific characteristics in terms of the means that they serve as well as the commuters that use them, in order to establish general design rules for each category. In this categorization all urban and suburban Intermodal public transport Terminals as well as Intermodal Terminals between means of public transport and private cars (Park and Ride facilities) were considered. Finally, a case study was executed based on a kind of a Revealed Preference Survey for the Intermodal Terminals of the city of Athens, in order to examine the impact of their operation on the number of interchanges between the various transport modes. The results of this study provide some useful points how a better organization of passenger Intermodal facilities affects the commuters’ behavior.

A decision analysis framework for intermodal transport: Comparing fuel price increases and the internalisation of external costs

This paper presents the impact of fuel price increases on the market area of intermodal transport terminals. Aim of this research is to determine whether an increase in fuel prices is sufficient enough to raise the market area of intermodal transport to the same degree that would be accomplished by stimulating intermodal transport through policy instruments. Therefore, several fuel price scenarios are analysed in order to verify the impact of different fuel price evolutions on the market area of unimodal road transport compared to intermodal transport in Belgium. The LAMBIT-model (Location Analysis for Belgian Intermodal Terminals), which is a GIS-based model ( Macharis and Pekin, 2008), is used to analyse the different fuel price increases and enables a visualisation of the impact on the market area. The LAMBIT model incorporates the different network layers for each transport mode by setting up a GIS network that includes four different layers: the road network, the rail network, the inland waterways network and the final haulage network. The geographic locations of the intermodal terminals and the port of Antwerp are added as nodes in the network and the Belgian municipality centres are defined and connected to the different network layers. Based on the different fuel price scenarios representing respectively a fuel price increase with 10% (low price case), 50% (business as usual case) and 90% (high price case), the results of the LAMBIT model show that the market areas rise in favour of intermodal barge/road and intermodal rail/road. Depending on the scenario, the degree of modal shift however differs. Additionally, in order to compare policy measures with the effect of a fuel price increase, the internalisation of the external costs is analysed with the LAMBIT model. For some years, the European Commission is supporting the idea that transportation costs should reflect the true impacts on environment and society, and is relentlessly pushing towards the so called ‘internalisation of external costs’ as a policy instrument in order to establish fair and efficient pricing of different transport modes. This requires monetarizing the external effects of transport and adding them to the already internalized costs in order to give the correct price signals. Results of this comparative analysis performed with the LAMBIT model are also presented in this paper.

Evaluating Locations for Intermodal Transport Terminals

The choice of location for an intermodal transport terminal is an important component in a regional logistics system and a paramount decision for the investor as well as the community affected. The investor needs a realistic estimation of traffic potentials and incorporated cost-estimates of a location, since it serves as an important input to the investment decision process. Policy makers need instruments and tools to analyse the effect of intermodal terminals on the surrounding environment, which also enables a comparison between several possible locations in order to ensure sustainability and long-term competitiveness. The model in this paper allows a comparative evaluation of a set of possible intermodal terminal locations based on considerations by relevant actors. Furthermore, it presents a process of retrieving data and effectively communicating results. Considerations and interests of stakeholders are incorporated into the approach by means of evaluative criteria. The approach aims at facilitating the planning process of regional logistics systems in general and the evaluation process of intermodal terminal locations in particular by considering both public and private interests focusing on economic and environmental aspects.

Developing an Integrated Logistics Terminal Network in the CADSES

The present paper presents an analytical qualitative procedure which has been developed and implemented for the assessment of the intermodal freight transport and logistics terminals in the Central European, Adriatic, Danubian, South-Eastern European space (CADSES). The assessment of the transport and logistics terminals (TLTs) which compose the freight nodal network of the region has been based on an evaluation framework which applies three main criteria, quantifiable in 26 indicators. This framework has initially been used for the uniform collection of data throughout the region, using common terminology and structure. In order to provide a tool for prioritizing the TLTs, a weighting and grading system has been embedded in the evaluation framework. Specifically, a weight has been attributed to each of the criteria and indicators, and a grade has been given to each of the TLT's indicators, based on their values or status. Finally, a performance index has been estimated for each TLT, against each criterion, as well as overall. In this way, prioritization of the TLTs has been made feasible, at a regional or country level, or within the category to which a TLT belongs.