Transshipment Centers Research Articles

AGV Scheduling for Optimizing Irregular Air Cargo Containers Handling at Airport Transshipment Centers

Airport transshipment centers play a pivotal role in global logistics networks, enabling the swift and efficient transfer of cargo, which is essential for maintaining supply-chain continuity and reducing delivery times. The handling of irregularly shaped air cargo containers presents new constraints for automated guided vehicles (AGVs), as these shapes can complicate loading and unloading processes, directly impacting overall operational efficiency, turnaround times, and the reliability of cargo handling. This study focuses on optimizing the scheduling of AGVs to enhance cargo-handling efficiency at these hubs, particularly for managing irregular air cargo containers. A mixed-integer linear programming (MILP) model is developed, validated for feasibility with the Gurobi solver, and designed to handle large-scale operations. It incorporates a novel approach by integrating a simulated annealing optimized genetic algorithm (GA). The experimental results demonstrate that the designed algorithm can solve models of considerable size within 8 s, offering superior time efficiency compared to the solver, and an average solution quality improvement of 12.62% over the genetic algorithm, significantly enhancing both the model’s efficiency and scalability. The enhanced AGV scheduling not only boosts operational efficiency but also ensures better integration within the global logistics framework. This research provides a robust foundation for future advancements in logistics technology, offering both theoretical and practical insights into optimizing complex transportation networks.

Identifying requirements for airborne-supplied city hubs

As a result of the globalization, express cargo volume is rising every year. On the one hand, time-critical and highly valuable goods need to be delivered as quickly as possible. On the other hand, cities are facing multiple problems regarding their transportation system, such as increasing congestion on the roads, and air pollution. To serve the demand of express parcels and at the same time oppose these emerging challenges, an airborne “green” supply chain with low-emission vehicles can be a solution. This paper outlines the conceptual requirements of an airborne-supplied city hub that are related to urban integration, road traffic access and flight operations. First, we identified existing city hub and drone concepts in the literature. The findings were organized into a process chain. A concept for an airborne-supplied city hub was developed where the city hub serves as a transshipment center in the supply chain. For this specific research framework and the legal situation in Germany, we examined a list of mandatory and favorable requirements that may serve as a guideline for developers and providers of this new type of airborne express cargo services.

Application of Life Cycle Sustainability Assessment to Used Lubricant Oil Management in South Brazilian Region

Used Lubricant Oil (ULO) is a hazardous waste resulting from lubricant oil used in motorized equipment to reduce friction between moving surfaces that, over time, wear outs and becomes contaminated. The purpose of this study is to compare the sustainability of two ULO management systems in Brazil: one designated in this study by the TTR scenario (which includes transportation, trans-shipment, and re-refining phases), the other designated by the TsTR scenario (without the trans-shipment phase) to evaluate which scenario is socially, economically, and environmentally more efficient. The study uses the life cycle sustainability assessment (LCSA) methodology. As a combination of life cycle assessment (LCA), life cycle cost (LCC), and social life cycle assessment (s-LCA), it integrates the three sustainability dimensions (environmental, social, and economic). The sustainability index was calculated by aggregating data from eight environmental indicators, five economic indicators, and five social indicators. The results showed that the TsTR scenario presented the best values for the sustainability assessment than the TTR scenario. The TsTR scenario had the best social and economic performance, and the TTR scenario had the best environmental performance. The differences observed in those scenarios’ performances were noted by the absence or presence of the trans-shipment center. The absence of this center improved the social and economic performance of the scenario. The social dimension was improved by the elimination of the stage that causes problems related to social and economic dimensions by reducing several costs that can be associated with it. The presence of the trans-shipment center improves the environmental performance scenario by reducing the number of hazards that could impact the re-refining phase. The LCSA methodology enables a comparative life cycle assessment of two alternative system evaluations of ULO management by the sustainability index of each scenario. This index helps to analyze the contributions of each of the 18 categories and subcategories in the perspective of the sustainability dimensions and, consequently, to carry out their integrated evaluation, aiming to define the best sustainability scenario.

Network design for maximizing service satisfaction of suppliers and customers under limited budget for industry innovator fourth-party logistics

Network design plays an essential role in logistics supply chain management. Under fourth-party logistics (4PL), an industry innovator mode helps to balance the service satisfaction of both suppliers and customers. In this study, this “balancing” advantage is investigated, and a novel network is proposed for 4PL platforms. Specifically, a mixed-integer nonlinear programming model is developed to maximize the service satisfaction of both sides under a limited budget, and to determine the locations for transshipment centers (TCs), third-party logistics (3PL) providers between parties, and transport volumes. The service satisfaction is defined according to prospect theory. Considering the NP-hard characteristic of the problem and its complicated objective function, a particle swarm optimization plus (PSO+) algorithm integrating an average adjustment (AA) strategy is introduced for managing complex budget constraints. A series of numerical experiments are conducted to validate the effectiveness and efficiency of the model and algorithm. The results provide strong evidence for certifying the performance of the model, in which both suppliers and customers can achieve their anticipated service levels.

Transportation outsourcing problems considering feasible probabilities under stochastic demands

We consider the problem of transportation outsourcing under stochastic demands for a transshipment center for a home delivery service. The feasible probability of the outsourcing plan for each stochastic demand scenario is considered. A scenario-based stochastic model is developed by incorporating the statistical binomial distribution to formulate the feasible probability. The problem is first discomposed into three sub-problems and then a sequential heuristic method is developed to solve these sub-problems. Numerical tests show that the heuristic method can be applied to solve the problem and more importantly, demonstrate that our solution has advantages in terms of both feasibility and optimality compared to the solution obtained when the feasible probability is neglected.

Research on the Location selection of Logistics Transshipment Center base on “16+1 Cooperation”

Since the launch of the “16+1 Cooperation”, political mutual trust between China and Central and Eastern Europe Countries (CEECs) has been increasing, and economic cooperation relationship has continued to advance. Aiming at the demand of international strategic development ‘going global’, this paper analyzes the development trend of logistics and establishes a mathematical model for location selection of the logistics transshipment center of Chinese enterprise based on the demand of cargos and the transportation distance. According to the total trade volume of the CEECs from 2013 to 2017, the paper introduces the Artificial Fish Swarm Algorithm (AFSA) to solve the model and finds the optimal logistics transshipment centers under different number of locations. The results show that AFSA is suitable for location selection of the logistics transshipment centers and can provide an important reference for China’s logistics enterprises.

Chinese larger geopolitical strategy in context of the hambantota port project in Sri Lanka

This article attempts to discuss how Sri Lanka is having its role in helping the country like China to have its expansion on the Indian Ocean and how it has enabled China to dominate the Indian Ocean. It also discusses how there will be a construction of diplomatic relationship between the countries lying in the Indian Ocean. The article also deals with Indian Ocean's String of pearls and Sri Lanka's Hambatotta port which is considered as one part of Strings of Pearls planning technique. As a strategically situated maritime doorway to India, Hambantota is very well positioned. It is better located than any Indian port to act as a transshipment centre, because of equal-distance to, and ability to serve both, the East and the West coasts of India as well as Myanmar, Bangladesh, Pakistan, and smaller countries such as the Maldives.

A multi-objective and multi-period optimization model for urban healthcare waste’s reverse logistics network design

Various types of healthcare waste (or medical waste) generated by urban healthcare activities have increased due to the expansion of urban population and medical needs. As healthcare wastes are harmful to both the environment and human health, managing medical waste is becoming progressively more important. Constructing an optimized medical waste recycling network is one of the key problems in the management of urban healthcare waste. This paper conducts a two-stage reverse logistics network design for urban healthcare waste. The first stage involves the prediction of the amount of medical waste. Based on the Grey GM(1,1) prediction model, the amount of medical waste in multi-period of the target hospitals is predicted. In the second stage, a multi-objective model aimed at minimizing operating costs and minimizing environmental impact is developed for facilities allocation decisions, which include the configuration of key facilities such as hospitals, collection centers, transshipment centers, processing centers, and disposal sites, as well as medical waste flow control among facilities. A dynamic approach for the healthcare waste reverse logistics network is constructed by combining the Grey GM(1,1) prediction method with multi-objective optimization model. Sensitivity analysis of key parameters has been performed to analyze their impact on network performance. Some insightful management practices have been revealed.

Environmental risks associated with trace elements in sediments from Cartagena Bay, an industrialized site at the Caribbean.

Cartagena Bay (CB) is an industrialized site in the Caribbean. The aim of this study was to evaluate contamination patterns by trace elements in sediments from CB. Sediment samples from twelve sites in CB, and three at the Grand Marsh of Santa Marta (GMSM), a reference site, were collected during dry and rainy seasons. Forty-four trace elements were evaluated employing ICP-MS, and mercury (Hg) was measured using a Hg analyzer. Most contaminated sites corresponded to stations related to repair and maintenance of ships, with high concentrations of Cr, Cu, As and Cd; as well as in areas where cargo transshipment centers and cruise ship terminals operate, which showed elevated levels of Ba. Stations receiving inputs from petrochemical and fertilizer plants displayed high content of Pb. At the station where an extinct chlor-alkali plant was located, a high total Hg level was found, highlighting its persistence. At least 70% of the samples presented Cr, Cu, and As concentrations that were ≥ Threshold Effect Level, < Probable Effect Level, ≥ Effects Range Low and < Effects Range Medium, suggesting adverse biological effects could occur occasionally. Potential Ecological risk values revealed that only Hg and Cd may generate deleterious effects to the aquatic life. However, with few exceptions, sediment samples from CB can be considered as moderately to heavily contaminated, as shown by the Igeo. In short, the principles of ecosystem-based management should be implemented along Cartagena Bay to guarantee safe levels of trace elements in sediments and a better quality of this estuary.

Application of the transport pediatric early warning score

The transport pediatric early warning score (TPEWS) is a scoring tool for critically ill referrals.It could be used as a common language for inter-hospital referrals to help the referral team accurately evaluate the severity of the referral′s condition and applied to emergency transshipment centers to help the transfer center prioritize the order of referrals which could make sufficient use of medicl resources.It also could be applied to assess whether the child needed hospitalization in the emergency department which could help to reduce the workload of the emergency department.This paper describes the development process of TPEWS and application status. Key words: Transport pediatric early warning score; Critically pediatrics; Inter-hospital transportation

Design and Optimization of Underground Logistics Transportation Networks

With the burden of city transportation system becoming bigger and bigger, it is imperative to develop reliable and efficient underground logistics. The appropriate location of cargo transshipment centers in underground logistics system is selected using the Set Covering Problem Model, Weighted Set Covering Problem Model, and the reasonable prediction of the freight volume data of major cities to ensure the maximum numbers of service nodes are covered by the least transshipment centers within a reasonable range. The timing of the construction of facilities in the system is proposed, considering the construction cost and cost recovery period of the underground logistics system. The design and optimization plan of the urban underground logistics system, based on the above, is given to achieve the purpose of relieving urban traffic congestion and increasing freight volume.

ALTICA'S OBSIDIAN INDUSTRIES AND THEIR PLACE IN EARLY–MIDDLE FORMATIVE OBSIDIAN EXPLOITATION IN CENTRAL MEXICO

AbstractSurvey and excavation conducted by Stoner and Nichols (2019) at Altica, located in the Basin of Mexico, recovered nearly 29,000 pieces of obsidian, most of which apparently came from the nearby Otumba source. Formal classification followed by attribute analysis revealed a number of distinct lithic industries represented in the collection, although most are represented by finished objects that do not appear to have been produced on site. Most of the material consists of flakes probably used as unmodified, informal tools and produced on expedient cores consisting of some nodules but mostly percussion blades, spent cores, and other artifacts recycled as secondary cores. I propose that Altica acquired its obsidian from workshops possibly located in an area where they apparently existed in later times and may have during the Early–Middle Formative, as well. Virtually all of the obsidian in the collection appears to have been used for domestic or subsistence activities and was not involved in production or exchange systems believed to have existed at that time. Two unusual caches containing macronodules provide some evidence to the contrary, suggesting that Altica may have been a transshipment center.

Development of land transport connections between Asia and Europe and their possible impact on vector introductions into European Countries

The possibility of transfer of several organisms – disease vectors by land transportation Asia – Europe corridors into European countries is discussed. In Europe most alien species are of Asiatic origin. Trade and exchange of goods have developed very intensively for the beginning of the XXI century between Asia and European Union countries both by sea and land routes. Road and railway connections shorten the time of goods’ transport from China to Europe to 10,5 – 12 days. Shorter travel time and increased intensity of trade can increase the risk of introducing vector organisms from Asian countries to Europe. Existing legal international regulations (International Health Regulations, IHR) provide procedures to protect goods and persons against the carriage of organisms – vectors at every stage of transport and travel. Mass passenger and car traffic at border crossing points increase the likelihood of vector organisms entering as random stowaways; therefore it is proposed to intensify educational activities to make people aware of the danger posed by the transport of alien species of arthropods and what preventive actions to take. Unloading goods in a transit country (such as Poland) may take place at a transshipment center located near the border or inland. It is postulated to introduce a 400 m vector monitoring zone around both.

From Contrary to Complementary Models: Central Places and Gateways in the South-Eastern Provence (Arles and Marseille)

This paper applies the concepts of gateways and centrality, formerly opposing approaches to spatial planning, by now a powerful merged tool for archaeologists, to understand the dynamics of the evolution of cities and settlements in a long-term perspective. The samples are the two main port cities in South-Eastern Provence (France), Marseille and Arles. By means of several archaeological markers it will be shown how natural landscapes and political control influenced the fate of the economic development of both cities in Greco-Roman times. Therefore, this study focuses on the aspects of trade and administration encompassing the functionality of the ports as trans-shipment centers, the impact of political interference as well as the supply and exchange of long distance and local/regional products. Within this research framework, Marseille emerged as a static gateway for its service area with a distinct perspective on Mediterranean trade. Arles, however, was the main gateway for the whole Rhône corridor in Roman times due to its strategic location in an area characterized by a variety of landscapes and the promotion of politics as a port of the annona. The data presented here aim to reject the frequently used narrative of an ongoing competition between Arles and Marseille in favor of a more nuanced picture of economic interactions and overlapping trading networks.

Two-stage stochastic modeling of transportation outsourcing plans for transshipment centers

In this study, we deal with the problem of short-term transportation outsourcing for transshipment centers. The carrier needs to determine the numbers of outsourced and self-run trips for the different types of transportation tasks. Stochastic demands which are likely to occur in actual operation are considered. Different trip numbers need to be determined in sequence, so a two-stage stochastic programming technique is applied to formulate the problem. Two models are developed based upon practical considerations to help determine the optimal transportation outsourcing plan. A case study regarding the operations of a logistics carrier in Taiwan is performed. Several tests are also performed considering the number of demand scenarios, optimality gaps, variations in demands, outsourcing cost variations, and problem dimensions in order to better understand the performance of the two models.

Bloomex.ca Logistics Optimization

“A Canadian online floral delivery company considers whether to source more flowers from its existing growing locations and which of those would be optimal given its current market. What would be the advantages of opening a logistics facility in Miami? Students must consider the transportation costs per standard box from each origin or transshipment center to each production facility as well as data about the available supply at each origin and projected demand at each facility per week.”

Bloomex.Ca Logistics Optimization

A Canadian online floral delivery company considers whether to source more flowers from its existing growing locations and which of those would be optimal given its current market. What would be the advantages of opening a logistics facility in Miami? Students must consider the transportation costs per standard box from each origin or transshipment center to each production facility as well as data about the available supply at each origin and projected demand at each facility per week. Excerpt UVA-QA-0760 Jan. 19, 2011 Bloomex.ca Logistics Optimization Bloomex.ca was a leading Canadian floral company offering various floral and gift arrangements throughout Canada via its online computerized sending system. The website acted as a storefront that allowed consumers worldwide to place orders online for delivery in Canada, chat with a live agent, or place orders through a toll-free number. was the only floral company that offered same-day delivery to almost any location in Canada, and orders could be placed 24 hours a day and were 100% satisfaction guaranteed. Bloomex's business model was based on operating a network of small- to medium-scale warehouses and production facilities in seven major Canadian metro areas: Vancouver, Calgary, Winnipeg, Toronto, Ottawa, Montreal, and Halifax. Bloomex imported the majority of its fresh-cut flowers directly from growers in South America, Southeast Asia, and Florida as well as local growers in Ontario. It also sourced product from global wholesalers in Holland. As one of the options for optimizing Bloomex's logistics, the company's owner, Dimitri Lokhonia, was considering a possibility of opening a logistics facility in Miami. Three out of eight of Bloomex production facilities could then operate as transshipment centers: Miami (when opened), Toronto, and Vancouver. This meant these facilities could receive flowers from local growers or other growing locations and send them on to various production facilities. Exhibit 1 provides the data on the transportation costs per standard box from each origin or transshipment center to each production facility; Exhibit 1 also provides data about the available supply at each origin and projected demand at each facility per week. . . .

Urban Freight Consolidation Centers

In recent years, traditional urban distribution systems have undergone major structural changes as a result of the increasing power of customers demanding greater variety of quality products at low cost. These customer demands have increased the competition between businesses, and at the same time more complicated and longer supply chains have emerged as a result of the globalization of many businesses in their search for low-cost production locations and access to new skills. In response, hub-and-spoke systems are increasingly used to deal with product flows from many origins and to many destinations. As a result, a growing number of studies have examined the establishment of various forms of intermodal transshipment centers to minimize the use of roads in city centers and support the frequent and rapid replenishment of goods at retail and catering outlets. This study examined the establishment of a consolidation center servicing nearly 100 businesses that operated in an urban shopping mall in Southampton, United Kingdom. Through the review of numerous existing UK and international consolidation schemes and the examination of their operational characteristics, the study aimed to identify potential strengths, weaknesses, and risks that would impact the operation of the consolidation center. Various operational scenarios considering business take-up combinations, vehicle delivery mixes, fill rates, and back-load practices were examined to elucidate the potential transport and environmental effects of the consolidation scheme. To quantify and to verify these effects accurately, a multistage analysis framework, including data collection, map routing, emissions assessment, and scenario-building activities, was developed.

Container transshipment at Kingston, Jamaica

Transshipment of containers is the fastest growing segment of the container port market. Competition among ports to attract large vessels and thus enhance the potential for transshipment leads one to consider the necessary attributes of a transshipment port. To this end, two fundamental geographical factors, site and situation, are at play. Using Kingston, Jamaica as an example, this paper analyses the importance of two situation factors, centrality and intermediacy, operating at three geographical scales (global, hemispheric and regional), in explaining the use of Kingston as a transshipment centre. In 2006, Kingston had 37 distinct container shipping services identified as global (14), hemispheric (6) and regional (17). At the global level, shipping lines are trading on Kingston’s high intermediacy situation especially relative to the Panama Canal. Centrality would explain the hemispheric activity although to a somewhat limited extent. Both centrality and intermediacy explain Kingston as a regional hub for feeder services to all corners of the Caribbean Basin.

Models and Algorithms for Vehicle Routing Problem with Transshipment Centers

Abstract This paper deals with two types of the vehicle routing problems (VRP) with transportation centers: the multi-period single-product VRP and the single-period multi-product VRP. Mathematical models and the corresponding algorithms are developed on a basis of dynamic programming while combining two-stage method and the branch-and-bound technique. Also, a computational study is carried out. Comparing with previous reported results from the literature, the proposed models and algorithms are found superior in terms of the program running efficiency and the satisfactory level of solutions.