Multimodal Transport Operator Research Articles

Solving a Multimodal Routing Problem with Pickup and Delivery Time Windows under LR Triangular Fuzzy Capacity Constraints

This study models a container routing problem using multimodal transportation to improve its economy, timeliness, and reliability. Pickup and delivery time windows are simultaneously formulated in optimization to provide the shipper and the receiver with time-efficient services, in which early pickup and delayed delivery can be avoided, and nonlinear storage periods at the origin and the destination can be minimized. Furthermore, the capacity uncertainty of the multimodal network is incorporated into the advanced routing to enhance its reliability in practical transportation. The LR triangular fuzzy number is adopted to model the capacity uncertainty, in which its spread ratio is defined to measure the uncertainty level of the fuzzy capacity. Due to the nonlinearity introduced by the time windows and the fuzziness from the network capacity, this study establishes a fuzzy nonlinear optimization model for optimization problem. A chance-constrained linear reformulation equivalent to the proposed model is then generated based on the credibility measure, which makes the global optimum solution attainable by using Lingo software. A numerical case verification demonstrates that the proposed model can effectively solve the problem. The case analysis points out that the formulation of pickup and delivery time windows can improve the timeliness of the entire transportation process and help to achieve on-time transportation. Furthermore, improving the confidence level and the uncertainty level increases the total costs of the optimal route. Therefore, the shipper and the receiver must prepare more transportation budget to improve reliability and address the increasing uncertainty level. Further analysis draws some insights to help the shipper, receiver, and multimodal transport operator to organize a reliable and cost-efficient multimodal transportation under capacity uncertainty through confidence level balance and transportation service and transfer service selection.

Chance-Constrained Optimization for a Green Multimodal Routing Problem with Soft Time Window under Twofold Uncertainty

This study investigates a green multimodal routing problem with soft time window. The objective of routing is to minimize the total costs of accomplishing the multimodal transportation of a batch of goods. To improve the feasibility of optimization, this study formulates the routing problem in an uncertain environment where the capacities and carbon emission factors of the travel process and the transfer process in the multimodal network are considered fuzzy. Taking triangular fuzzy numbers to describe the uncertainty, this study proposes a fuzzy nonlinear programming model to deal with the specific routing problem. To make the problem solvable, this study adopts the fuzzy chance-constrained programming approach based on the possibility measure to remove the fuzziness of the proposed model. Furthermore, we use linear inequality constraints to reformulate the nonlinear equality constraints represented by the continuous piecewise linear functions and realize the linearization of the nonlinear programming model to improve the computational efficiency of problem solving. After model processing, we can utilize mathematical programming software to run exact solution algorithms to solve the specific routing problem. A numerical experiment is given to show the feasibility of the proposed model. The sensitivity analysis of the numerical experiment further clarifies how improving the confidence level of the chance constraints to enhance the possibility that the multimodal route planned in advance satisfies the real-time capacity constraint in the actual transportation, i.e., the reliability of the routing, increases both the total costs and carbon emissions of the route. The numerical experiment also finds that charging carbon emissions is not absolutely effective in emission reduction. In this condition, bi-objective analysis indicates the conflicting relationship between lowering transportation activity costs and reducing carbon emissions in routing optimization. The sensitivity of the Pareto solutions concerning the confidence level reveals that reliability, economy, and environmental sustainability are in conflict with each other. Based on the findings of this study, the customer and the multimodal transport operator can organize efficient multimodal transportation, balancing the above objectives using the proposed model.

Conflict of lien laws relating to the sale of abandoned goods carried by multimodal transport in Ethiopia

Background: Inland dry ports in Ethiopia serve as extended destinations for goods transported by sea, especially under the international multimodal transport system, to fulfil customs formalities. Ethiopia’s multimodal transport law gives carriers lien rights to detain cargo and documents to recover all sums payable under multimodal contracts. However, the country’s customs law gives customs the right to sell abandoned goods by auction and collect duties and taxes before any other payments are made.Objectives: This study critically examines current regulations and practices relating to carriers’ lien rights to recover uncollected charges on goods abandoned at inland dry ports.Method: A qualitative case study design is used to analyse the challenges and provide solutions for multimodal transport operators dealing with abandoned goods at inland terminals.Results: A major reason for abandonment is that the proceeds of sales of abandoned goods are insufficient to pay for taxes and logistics expenses. The Ethiopian Shipping and Logistics Services Enterprise has lost an estimated 1.5 million USD annually from abandoned containers in multimodal transport.Conclusion: Based on the legislation and court of appeal precedents presented in this paper, multimodal transport operators’ uncollected charges should take priority over tax and duties for the proceeds of selling abandoned goods. As Ethiopia is a landlocked country, it needs to resolve this issue to ameliorate its multimodal transport system.Contribution: This paper suggests revising existing regulations and practices relating to unclaimed goods at inland terminals to recoup logistics costs ahead of tax. This will facilitate multimodal transport services’ use of inland terminals as extended destinations of seaports.

Legal Protection and Liability for Multimodal Transport Operators in The Transport of Dangerous and Toxic Goods

Legal protection protects human rights that harm other people, and every human being is provided with this protection in order they can savor all of their legal right. In other words, legal protection is various legal remedies that must be provided by law enforcement officials to provide a sense of security, both physically and mentally as well as interference from various threats originating from any party. In contrast, transportation law can be interpreted as the overall legal norms and principles governing relationships and consequences of transportation law. This research shows that a form of legal protection for transportation service users can be provided in the form of preventive and repressive legal protection. The responsibility given to service users is in the form of compensation or compensation in the event of damage or loss of goods in the transportation process. There are two approaches used by researchers in this thesis, namely the Legislative Approach and the Conceptual Approach. In this legislative approach, the approach in legal research that provides an analytical point of view of problem-solving legal research is seen from the aspects of the legal concepts that lie behind it or even can be seen from the values contained in the normalization of regulation with the concepts used. Most of these approaches are used to understand the concepts related to normalization in legislation, whether they are in accordance with the spirit contained in the underlying legal concepts.

Comparison of the Multimodal Transport Operator’s and a Freight Forwarder’s Liability Limit in International Transport. Case Study

Abstract Understanding the limits of freight forwarders' liability helps to predict the scope of indemnification to the customer in case of damage or loss of cargo. The absence of international agreements regulating the limit of the liability limit of freight forwarders makes it difficult for customers to find freight forwarders with the most favorable conditions. A large number of factors, such as the type of forwarding contract, the country of registration of the forwarder, the status of the forwarder, existing international agreements, etc. can significantly affect the degree of liability of the forwarder. In this paper, the legislation regulating forwarding and the activities of the multimodal transport operator will be considered. In addition, the standard conditions of the forwarding contract, the most commonly used in the selected countries, will be analyzed. On the basis of the conducted research, a case study will be presented, which will indicate the practical influence of various factors on the liability limit of the forwarder and the multimodal transport operator.

Integration of rail freight with dry ports: A route for seaport regionalisation

Due to economic and geographical causes, the reformation of rail freight transport is now in progress in a number of countries. Railroads are ideal for moving huge quantities of non-bulk, specialised, and bulk cargo. Malaysia's rail network has developed in comparison to other modes. However, its administration and contributions are little researched and frequently unclear in the current literature. In this country, rail is mostly used for passenger transportation, and the amount of rail freight in maritime trade is negligible compared to road freight. This scenario affects the efficacy of inter-regional and intra-regional freight delivery, diminishes the competitiveness of seaports, creates a monopoly for road freight transport, and depletes road infrastructure for extensively facilitated road freight transit. This article focuses on investigating concerns about existing rail freight transport and its improvement methods, the influence of rail freight transport on seaport competitiveness, and the relationship between rail freight transport and seaport dwell time. An exploratory factor analysis (EFA) was conducted to achieve the goals of this work. Approximately forty (40) Malaysian rail operators, their clients, and multimodal transport operators participated in the online survey. The findings indicate that the primary challenges with the Malaysian rail system are performance, transit time reliability, and capacity use. Improving the rail infrastructure will have a good impact on the service dependability, freight distribution, and operation management of a seaport. By enforcing institutional integration, expanding infrastructure support systems, and successfully managing infrastructure maintenance, the rail system may be enhanced. By synchronising seaport operation, efficiency, management, and container rotation, rail freight operations can enhance seaport transit time. To maintain trade competitiveness and provide a balanced freight distribution network, the role of rail freight must be increased.

Transport service selection and routing with carbon emissions and inventory costs consideration in the context of the Belt and Road Initiative

The Belt and Road Initiative (BRI) entails investments to improve overland (rail) transport between Europe and China. This paper introduces a microscopic Multi-Commodity Flow Service Selection Problem for freight transport under the BRI and provides a decision tool for shippers to make door-to-door service plans. The minimizing objective function considers transportation costs, in-transit inventory costs, and carbon emissions. A series of sampled data of each provincial region of China are collected from Chinese multimodal transport operators. Results show that inland regions are strongly attracted to the rail mode for shipments to Europe. However, the “last mile” (including “first mile”) transport from the shipper to the long-haul transport terminal strongly influences this choice, and carbon emissions are strongly influenced by the available last mile transport links. Under the dual impact of in-transit inventory and carbon emission costs, regions that prefer rail to maritime are much further east than suggested by previous literature.

Combined transport: Cheaper and greener. A successful Italian case study

In 2019, road transport was responsible for almost 72% of total greenhouse gas emissions from transport in the EU-28, and light- and heavy-duty vehicles accounted for 40% of it. Although combined road-rail transport offers a more environmentally sustainable alternative to unimodal road transport, in Europe it remains largely underused, with an average modal share of 18%, and its economic advantages are seldom studied. In order to shed some light on both issues, we analyse how the demand for combined transport has changed over time, and we show that, within the European context, the demand trend is highly heterogeneous. Our investigation of the policies implemented to support the uptake of combined transport reveals that they suffer from poor promotion and scarce cross-border coordination and that they do not effectively address the lack of competition characterizing this transport sector. Finally, we describe a case study of an Italian company successfully shifting its incoming shipments from unimodal road transport to combined transport. We summarize the feasibility study we carried out to evaluate the economic benefits arising from the modal shift, and we report the cost reduction, transport time, punctuality and environmental performance of the combined transport service actually used by the firm compared to the unimodal one. Via this modal shift, the company was able to significantly reduce not only the generalized transport costs of its shipments but also the related negative externalities. However, the logistic reorganization adopted by the company was mainly due to the management's proactive approach and the availability of tailor-made combined transport solutions designed by the partnered multimodal transport operator, with the policies implemented at the European and national level having little effect. We conclude by proposing some remedies to improve the effectiveness and efficiency of the current transport policies, including information campaigns on the benefits achievable by both carriers and shippers via the modal shift and an ex-post evaluation and cost-effectiveness analysis of the policies implemented to support combined transport.

The Impact of “Belt and Road Initiative” on Japanese Shipping Law

“Belt and Road Initiative” (BRI) is a Chinese initiative to promote multinational economic cooperation and enhance worldwide prosperity. This Initiative’s impact on other countries’ maritime law and policy is worth exploring. This paper discusses the BRI and its impact on Japanese shipping laws, emphasizing the importance of Sino-Japanese economic cooperation. It is observed that Japanese private enterprises appear to have a more open attitude than that of the Japanese government toward the BRI. By participating in the BRI, Japanese companies can be more involved in international multimodal transport, not only as shippers utilizing the improved rail and sea carriage network to ship their products but also as multimodal transport operators providing logistical services. This may further trigger the development of Japanese shipping law, so that Japan can better benefit from the connectivity brought by the BRI and address new geopolitical challenges created by it.

A logistic distribution model of new short sea shipping line along a mutimodal corridor in Italy

The purpose of the application focuses on an intermodal model (RPL) to simulate the transport choice for freight sending on the most relevant corridor Naples–Milan. In this, operate a rail- road system with the introduction a new short sea shipping (SSS) intermodal line (Naples Sea Genova road Milan). The paper considers a collaboration with a multimodal transport operator, with many logistic platforms in Italy to analyze the degree of competition inside corridor. An application along this very congested route Milan (Segrate interport) - Nola (Naples interport) was used. The econometric models applied to operator choices are a random parameter logit model vs multinomial logit model with frequency, type of load and cost as main parameters.

Development of conceptual provisions to effectively manage the activities of a multimodal transport operator

Modern market requirements for transportation of cargo flows according to the «quality, speed, and cost» criteria were studied. It was found that multimodal routes have the lowest delivery time, high reliability, and minimum transit time, which provides a more accurate level of control of costs, traffic schedules, and transport safety. It was determined that the effectiveness of multimodal transportation schemes depends on a degree of realization of resource capabilities and management technologies of a multimodal transport operator (MTO). The functional features and the MTO classification were generalized, which makes it possible to generate the MTO business model as a responsible integrator of transport and logistic processes, rather than consider it only from the point of view of the organizer of mixed transportation schemes. The technology of the organizational transportation process was systematized, based on which a system of strategic goals and key performance indicators (KPI) was developed, which makes it possible to determine the «bottlenecks» according to the main business processes of a multimodal transportation operator. The modified multifactor DuPont model was proposed, which makes it possible to establish the priority of factor evaluation of more time-stable indicators based on determining the levers of the MTO resource efficiency with greater coverage of factors. The performed research can become the basis for further development of the multimodal cargo transportation system based on the development of the model for optimal management of the MTO business processes.

ДОСЛІДЖЕННЯ СВІТОВИХ ТЕНДЕНЦІЙ РОЗВИТКУ МУЛЬТИМОДАЛЬНИХ ПЕРЕВЕЗЕНЬ

The role of multimodal transportation in the world market of transport services is defined in the article. Emphasis is placed on the significant pace of its development in a number of countries (first of all in the EU, the USA and China). It made it possible to minimize costs and increase interest to the countries in the international transportation system. It is established that development of multimodal (combined) transportation is considered to be promising in the growth of the transport system of Ukraine. International conventions and regulations of the world’s leading countries are analyzed. Typical features of multimodal transportation are singled out. Namely: implication of two or more modes of transport under one contract in the process of transportation; freight transportation under one document (through bill of lading); use of through tariff rate; presence of one of responsible parties – multimodal transport operator, that is responsible for freight from the moment of taking it under control up to the moment of its transfer to the consignee. Based on the study of the global trends in development of multimodal transportation, practices, which are of interest for further introduction in Ukraine, are defined. Namely: introduction of the effective transport policy in this field and creation of the regulatory base; development of multimodal transportation on the basis of the integrated approach, which provides for implementation of the relevant plans and programs; creation of multimodal transport system and new corridors; overcoming the infrastructural imbalance; construction of the modern multimodal logistic centers and their equipment; containerization of freight transportation; development of contrailer connections and expansion of the routes; improvement of services quality by introducing the latest innovative technologies for transportation process organization (use of electronic goods declaration; organization of digital transport corridors; electronic support of any chain of the freight delivery, use of the monitoring system for freight delivery control); implementation of the effective management system for risks arising in the process of multimodal transportation.

Application of Game Theory in Multimodal Transport Operator Processes

Application of Game Theory in Multimodal Transport Operator Processes

Multimodal Transport Cost Model Bases on Dynamic Alliances

Zhu, W.; Gao, C.; Zhang, X., and Li, D., 2019. Multimodal transport cost model bases on dynamic alliances. In: Li, L.; Wan, X.; and Huang, X. (eds.), Recent Developments in Practices and Research on Coastal Regions: Transportation, Environment and Economy. Journal of Coastal Research, Special Issue No. 98, pp. 414–417. Coconut Creek (Florida), ISSN 0749-0208.In the cost calculation process during research of multimodal transport cost model bases on a virtual transport network, a variety of influencing factors in a dynamic alliance should be considered. The optimization model on the basis of minimum cost and minimum time can be constructed and combined with the effect of the multimodal transport costs of a dynamic alliance into the fuzzy cost model. On this basis, this study made a comprehensive analysis of multimodal transport costs. According to the costs, multimodal transport operators can choose and form a dynamic alliance.

Study on Income Distribution Model of Container Multimodal Transport

The income distribution scheme is the premise of the smooth operation of enterprise alliance of container multimodal transportation. The goal of multimodal transport is to better integrate the various modes of transport organization and provide convenient transport services. The alliance enterprise puts forward the distribution scheme of self-interest from the point of view of maximizing its own income, while the multimodal transport operator guides the member enterprises to choose and modify the scheme, so that the distribution scheme can be accepted by all members. This paper analyzes the main body of income distribution on container multimodal transportation,and analyzes the principles of cooperative game income distribution,and puts forward two modes of income distribution on container multimodal transportation, and finally puts forward the distribution income scheme of container multimodal transportation.

Incentive Contract Design for the Water-Rail-Road Intermodal Transportation with Travel Time Uncertainty: A Stackelberg Game Approach.

In the management of intermodal transportation, incentive contract design problem has significant impacts on the benefit of a multimodal transport operator (MTO). In this paper, we analyze a typical water-rail-road (WRR) intermodal transportation that is composed of three serial transportation stages: water, rail and road. In particular, the entire transportation process is planned, organized, and funded by an MTO that outsources the transportation task at each stage to independent carriers (subcontracts). Due to the variability of transportation conditions, the travel time of each transportation stage depending on the respective carrier’s effort level is unknown (asymmetric information) and characterized as an uncertain variable via the experts’ estimations. Considering the decentralized decision-making process, we interpret the incentive contract design problem for the WRR intermodal transportation as a Stackelberg game in which the risk-neutral MTO serves as the leader and the risk-averse carriers serve as the followers. Within the framework of uncertainty theory, we formulate an uncertain bi-level programming model for the incentive contract design problem under expectation and entropy decision criteria. Subsequently, we provide the analytical results of the proposed model and analyze the optimal time-based incentive contracts by developing a hybrid solution method which combines a decomposition approach and an iterative algorithm. Finally, we give a simulation example to investigate the impact of asymmetric information on the optimal time-based incentive contracts and to identify the value of information for WRR intermodal transportation.

A Study on Multimodal Transport Operators’ Intention to Accept On-Line Freight Marketplace

A Study on Multimodal Transport Operators’ Intention to Accept On-Line Freight Marketplace

CONSTRUCTION OF THE MULTIMODAL WEIGHT TRANSPORT CONTRACT AND THE RESPONSIBILITY OF THE MULTIMODAL TRANSPORT OPERATOR

The article analyzes the main approaches to constructing the multimodal transport contract andbasic principles for determining the responsibility of a multimodal transport operator, as well as their relationship to the diffi culties in unifying rules for a mixed message. The author proves that the formation of uniform approaches to the design of a multimodal transport agreement and the responsibility of a multimodal transport operator are key factors in the development of the legal framework devoted to the mixed transportation, including the adoption of a new universal convention on multimodal transport. In this regard, the article examines the issue of plurality of carriers involved in delivery, and justifi es the conclusion that this contract should be qualifi ed as a contract for the assignment of a duty to a third party. In addition, the author proves that Russian legislation should support the worldwide trend of imposing duties on the organization of transportations in a direct mixed transportation to a multimodal transport operator that assumes responsibility for the entire range of services for the delivery of passengers and luggage. The author also insists that the authority of the operator of mixed transportation of passengers and luggage, in addition to the organization of services related to transportation, should include planning, accounting and control, analysis and regulation, that is, operator services for the management of these transportations. In conclusion, an author's idea of the construction of a contract for the mixed carriage of goods is given.

EXPEDITIONS AND LOGISTICS: TERMINOLOGICAL ANTICIPATES, CONSEQUENCES, AND THEIR DISTRIBUTION

Purpose . The aim of the work is to study the differences between the concepts of «forwarding» and «logistics», «forwarder» and «logistician». The technique . In the process of research, general theoretical methods and methods of abstraction and comparison, analysis and synthesis, induction and deduction, the main principles of the general theory of systems and system analysis were used. Results . The article formulates and discusses a terminological contradiction in the understanding by some representatives of the transport services market of the concepts of «forwarding» and «logistics», «forwarder» and «logistician», which leads to their not always correct application. It is established that logistician (logistics department or logistics company) is traditionally an employee of a production (trading) company (an element of its organizational structure or an independent legal entity), which is delegated powers to manage the entire logistics of the enterprise, or most of its elements, ranging from searching and purchases of raw materials for the production of finished products and ending with the production, sale and delivery of finished products to the consumer. When the foreign trade contract with the buyer is concluded and the question is in bringing the finished product (goods) to the consumer, the logistician, as a rule, addresses the services of a freight forwarder, who, in turn, deals with the organization of an appropriate delivery system. A logistician and a freight forwarder are subjects of different markets: the first represents the commodity market, the second – the market of transport services and becomes the agent of the cargo owner after the conclusion of the relevant contract on freight forwarding activities. If a company provides freight forwarding services in accordance with an agreement on freight forwarding and operates within the legal field that is regulated by relevant legislation, then for all formal reasons such a company is engaged in transport and freight forwarding, rather than logistics. It has been established that today it is possible to speak about the logistic approach to the organization of the transport process only in a situation where a production (trading) company represented by its logistician (logistics department or a logistics company) delegates authority for the organization of this process to a multimodal transport operator (MTO). The MTO is a representative of the transport services market (TSM). Scientific novelty . The results obtained in the work allow to bring scientific and theoretical foundations for further analytical differentiation of the concepts of «forwarding» and «logistics», «forwarder» and «logistician». Practical significance . The results of the research will allow representatives of the national transport education, science and practice to more intelligently and consciously approach the professional use of professional terminology in their scientific-theoretical, educational and production activities, without trying to give it a new-fashioned logistic-oriented sense against logic and common sense.

복합운송인의 책임제한 방식과 한도액

The purpose of this paper is to introduce the limitation of liabilities of multimodal transport operators(MTO) in Korea. Also, this paper reviews the revised draft of Korean Commercial Code in 2015. This paper analyzes Korean multimodal transport system and the limitation of liabilities of MTO by analyzing articles, regulations and practices of Korean Commercial Code and it s the draft in 2015. The paper, also, studies multimodal transport rules by comparing specifically international treaty, rules, or practices. In Korea, Article 816 of Commercial Code treats multimodal transportation adopting the network liability regime. The Article describes only the case of the multimodal transportation where the maritime carriage is engaged. Korea proposed the draft of multimodal transport regulation of Commercial Code in 2015 because present law could not apply for the multimodal transportation involved in the air or land carriage. This paper support the draft of Korean Commercial Code in 2015 because it is necessary to make a predictable legal system of multimodal transport and the limitation of liability reflecting practices or customs.