Journal articles: 'Intermodal Rail Terminals'

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Wang, Li, and Xiaoning Zhu. "Container Loading Optimization in Rail–Truck Intermodal Terminals Considering Energy Consumption." Sustainability 11, no. 8 (April 22, 2019): 2383. http://dx.doi.org/10.3390/su11082383.

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Rail–truck intermodal terminals are an important type of dry port and play a vital role in inland freight transport. This paper addresses the container loading problem in rail–truck intermodal terminals considering energy consumption under the sustainability concept. We analyze the effect factors of energy efficiency for container loading operations and develop an optimization model to minimize the total handling time and container reshuffling. A genetic algorithm is designed to obtain the optimal container loading sequence. Computational experiments on a specific Chinese rail–truck intermodal terminal were conducted to evaluate the performance of our approach. Results show our approach has a good performance for different sizes, and the total handing time, reshuffling times and energy consumption of the handling task are prominently decreased.

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Pengelly, Sean P., and C. Tyler Dick. "Economics and Planning of Short-Haul and Short-Line Railway Intermodal Service." Transportation Research Record: Journal of the Transportation Research Board 2608, no. 1 (January 2017): 105–14. http://dx.doi.org/10.3141/2608-12.

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To develop a more competitive and efficient transportation system, railroads have engaged in intermodal freight transportation of both containers and trailers. Though intermodal rail operations have increased dramatically since the 1950s, traffic trends have also evolved with shipper demands, improved rail infrastructure, and enhanced operational strategy. Many former main railroad lines are now operated by short-line and regional carriers. Industrial centers that were once home to intermodal terminals, both large and small, have lost their intermodal connectivity since short-line and regional railroads typically do not handle intermodal traffic. With local terminals lost, shippers have been forced to increase drayage distances to centralized Class I railroad intermodal terminals. With the economies of scale afforded by recent record levels of intermodal rail traffic, opportunities have arisen to revitalize short-haul intermodal service. In many instances, short-line and regional railroads have taken this opportunity to increase traffic and revenue on their own lines as well as increase traffic on existing intermodal lanes and bring relief to over-capacity centralized inter-modal terminals. In most instances, Class I railroads remain involved through operations and marketing of the short-haul service as part of their larger national network. This report summarizes ongoing research that, through examination of current and discontinued short-haul intermodal operations and communication with rail carriers of all sizes, identifies how the strengths of short-line and regional railroads can be leveraged to improve the efficiency of the Class I railroad intermodal network.

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Petrović, Marjana, Tomislav Josip Mlinarić, and Ivana Šemanjski. "Location Planning Approach for Intermodal Terminals in Urban and Suburban Rail Transport." PROMET - Traffic&Transportation 31, no. 1 (February 28, 2019): 101–11. http://dx.doi.org/10.7307/ptt.v31i1.3034.

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The aim of this study is to find a suitable methodology for planning the locations of intermodal terminals in an urban transit context. The location planning approach, which has been developed and makes this possible, consists of three phases. The first phase is the making of the geographic information system (GIS) database which enables determining the potential locations of intermodal terminals. For every potential location of the terminal, the number of citizens gravitating to a certain terminal is calculated, which at the same time represents the output from the first phase of the model. The second phase uses an optimization algorithm in order to determine the locations of the intermodal terminals. The optimization algorithm provides several solutions for a different number of terminals, and such solutions need to be evaluated. The main contribution of this research is in upgrading the location planning approach by introducing an additional step in assessing the solutions obtained by the optimization algorithm.

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Kubowicz, Daria. "The function and importance of the DCT Gdańsk in terms of intermodal transportation development in Poland." AUTOBUSY – Technika, Eksploatacja, Systemy Transportowe 19, no. 6 (June 30, 2018): 1068–73. http://dx.doi.org/10.24136/atest.2018.230.

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Intermodal transportation is becoming more and more willingly used in the goods supply chain in view of its specific, flexible characteristics. In Poland, intermodal transportation is based primarily on land-sea and rail-road transportation, using mostly containers. The most frequently used containers in 2017 were the 40-feet containers which accounted for over 57% of all containers transported. Contribution of the railway transportation in intermodal transportation is increasing every year. Despite the slow growth, both, planned as well as already carried out investments in intermodal terminals, indicate continuous growing pattern. Many operators strive to improve the technical condition of nodal and linear infrastructure that leads to raising the quality of services provided. Large number of investments aimed at improving the functioning of intermodal transportation in Poland are made by PKP PLK S.A which is the conductor rail operator. The most important of them include improvement of the railway lines technical condition of the major routes, that would increase the average operational speed. The largest intermodal terminal in Poland is the DCT Gdańsk located in the Northern Port in Gdańsk. The annual transshipment ability of the terminal after the investments made is set at 3 million TEU. The terminal is connected with the hinterland by road and rail connections. Due to high quality technical equipment it is able to serve up to 9 trains a day which adds up to almost 300 trains per month. It provides railway connection to almost all overland intermodal terminals in the country. DCT Gdańsk gladly invests in development of the railway transportation and endeavour to achieve rail system development not only at the terminal, but also throughout Poland.

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Pienaar, Wessel. "The influence of size, location and functions of freight rail terminals on urban form and land use." Corporate Ownership and Control 13, no. 3 (2016): 250–55. http://dx.doi.org/10.22495/cocv13i3c1p11.

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This article outlines how the size, location and scope of activities of freight rail terminals influence urban form and land use. The nature of freight rail stations is outlined, and the classes of trains that make use of these facilities are described. According to size, railway freight stations can be divided into four groups: (1) railway halts; (2) small-sized goods stations; (3) medium-sized goods stations; and (4) large-sized goods stations. The factors that determine the location of stations are discussed. Rail freight stations can be divided functionally into four broad classes: (1) break-bulk rail terminals; (2) bulk rail terminals; (3) roll-on/roll-off rail terminals; and (4) intermodal terminals. The functions of the four rail terminal classes are described. The paper discusses how rail freight terminals can influence urban form and land use. Finally the conclusions of the study are presented.

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Black, John, Violeta Roso, Eli Marušić, and Nikolina Brnjac. "Issues in Dry Port Location and Implementation in Metropolitan Areas: The Case of Sydney, Australia." Transactions on Maritime Science 7, no. 1 (April 20, 2018): 41–50. http://dx.doi.org/10.7225/toms.v07.n01.004.

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The basic idea behind the concept of a dry port is a more efficient seaport access, movement of the seaport’s interface inland with the shift of flows from road to rail. The application of the concept results in a reduction of road transport to/from the seaport together with the associated broad social and environmental benefits. This paper examines the complex factors influencing the timeframes and location of close inland intermodal terminals with dry port characteristics - metropolitan intermodal terminals, as they are usually referred to - and their implementation, with a case study of the Sydney metropolitan region and Port Botany, Australia. The issues surrounding suburban freight terminals are a sub-set of the wider social and environmental problems of the interactions of seaports with their hinterland. Port Botany and its close inland intermodal terminals are very distinctive: there are very few ports in the world with such a well-developed network of close inland intermodal terminals. Nevertheless, the Moorebank terminal was first mooted in 2003 but the latest plans anticipate operations commencing in 2018. The paper illustrates some problematic aspects of long timeframes for the development of significant freight infrastructure.

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Yang, Yijia, Xiaoning Zhu, and Ali Haghani. "Multiple Equipment Integrated Scheduling and Storage Space Allocation in Rail–Water Intermodal Container Terminals Considering Energy Efficiency." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 3 (February 22, 2019): 199–209. http://dx.doi.org/10.1177/0361198118825474.

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The rail–water coordinated operation area in a container terminal is the key place to operate the transshipment of intermodal containers between the rail and the sea—the handling efficiency in which can affect the overall transport turnover efficiency. A complicated operational process for various handling equipment exists in this coordinated operation area and can lead to a large amount of energy consumption and environmental pollution. This study proposes an integrated optimization approach to manage the multiple equipment integrated scheduling and storage space allocation problem in an energy-efficient way. A bi-objective optimization model is proposed to minimize the overall operation time and energy consumption, in which the handling operations of imported and exported intermodal containers are considered simultaneously. A genetic algorithm based heuristic algorithm is developed to solve the problem. Results from computational experiments indicate the feasibility and effectiveness of the proposed model and algorithm, verifying that a near-optimum solution can be obtained for large-scale problems efficiently, which contributes to the improvement of operation services in rail–water intermodal container terminals.

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Yan, Baicheng, Xiaoning Zhu, Der-Horng Lee, Jian Gang Jin, and Li Wang. "Transshipment operations optimization of sea-rail intermodal container in seaport rail terminals." Computers & Industrial Engineering 141 (March 2020): 106296. http://dx.doi.org/10.1016/j.cie.2020.106296.

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Guo, Peng, Wenming Cheng, Yi Wang, and Nils Boysen. "Gantry crane scheduling in intermodal rail-road container terminals." International Journal of Production Research 56, no. 16 (March 2, 2018): 5419–36. http://dx.doi.org/10.1080/00207543.2018.1444812.

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Chen, Xuchao, Shiwei He, Tingting Li, and Yubin Li. "A Simulation Platform for Combined Rail/Road Transport in Multiyards Intermodal Terminals." Journal of Advanced Transportation 2018 (2018): 1–19. http://dx.doi.org/10.1155/2018/5812939.

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With the rapid development of multiyards railway intermodal terminal (MYRIT) construction in China, performance evaluation has become an important issue for terminal design and management departments. Due to the complexity of the multiyards terminal and the associated rail network, the train moving process and related terminal operations have become more complicated compared with the traditional intermodal container terminal. However, in general simulation platforms, the train moving process is simplified and train route scheduling rules are not considered in existing simulation models. In order to provide an accurate and comprehensive quantitative evaluation tool for MYRIT, a simulation platform based on the Timed Petri Net model has been developed, which can offer decision support for terminal design and management departments. In this platform, a yards and facilities layout module has been created to give simulation users access to designing the railway network on this platform. And a train route dispatching simulation method has been integrated to provide an accurate simulation of the train moving process. Based on a real case of Qianchang railway intermodal terminal that is located in Fujian Province, China, the platform is thoroughly validated against historical data. And the test scenarios show that train routes arrangement and handling equipment configuration both have a significant influence on overall terminal performance, which need to be carefully considered during terminal design and management.

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Chang, Yimei, Xiaoning Zhu, and Ali Haghani. "The outbound container slot allocation based on the stowage plan in rail–water intermodal container terminals." Measurement and Control 52, no. 5-6 (April 17, 2019): 509–25. http://dx.doi.org/10.1177/0020294019842599.

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In the past, most researchers focused on the storage space allocation problem or container block allocation problem in maritime container terminals, while few studied the container slot allocation problem in rail–water intermodal container terminals. Container slot allocation problem is proposed to reduce relocation operations of containers in railway container yards and improve the efficiency of rail–water intermodal container terminals. In this paper, a novel outbound container slot allocation model is introduced to reduce the rehandling operations, considering stowage plan, containers left from earlier planning periods and container departure time. A novel heuristic algorithm based on the rolling planning horizon approach is developed to solve the proposed problem effectively. Computational experiments are carried out to validate that the proposed model and algorithm are feasible and effective to enhance the storage effect. Meanwhile, some other experiments are conducted to verify that our approach is better than the regular allocation approach, which is a common method in marine and railway container terminals, and container weight is the most important influence factor when storing containers.

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Rizzoli, Andrea E., Nicoletta Fornara, and Luca Maria Gambardella. "A simulation tool for combined rail/road transport in intermodal terminals." Mathematics and Computers in Simulation 59, no. 1-3 (May 2002): 57–71. http://dx.doi.org/10.1016/s0378-4754(01)00393-7.

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13

Ng, ManWo, and Wayne K. Talley. "Rail intermodal management at marine container terminals: Loading double stack trains." Transportation Research Part C: Emerging Technologies 112 (March 2020): 252–59. http://dx.doi.org/10.1016/j.trc.2020.01.025.

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Kos, Serđo, Luka Vukić, and David Brčić. "Comparison of External Costs in Multimodal Container Transport Chain." PROMET - Traffic&Transportation 29, no. 2 (April 21, 2017): 243–52. http://dx.doi.org/10.7307/ptt.v29i2.2183.

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The proposed paper discusses multimodal container transport due to savings in external costs. Relevant data have been analysed by reviewing previous research and published works for making a synthesis of one’s own conclusions. The research findings showed that there is no significant difference in the share of external costs of container transport and transport of other types of cargo in great European seaports as well as in energy consumption of multimodal rail-inland ship container transport and the same transport mode of bulk cargo. Intermodal terminals have also their own external costs. In spite of a double railway operational cost, it is important to include the railway in the intermodal terminal. The inland waterway transport has much higher external costs than sea transport. Multimodal container transport does not necessarily lower external costs. The savings are more common if the location and type of intermodal terminal are selected properly, and the sea transportation is involved in the multimodal transport chain.

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15

Chang and Zhu. "A Novel Two-Stage Heuristic for Solving Storage Space Allocation Problems in Rail–Water Intermodal Container Terminals." Symmetry 11, no. 10 (October 2, 2019): 1229. http://dx.doi.org/10.3390/sym11101229.

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In the past, most researchers have paid attention to the storage space allocation problem in maritime container terminals, while few have studied this problem in rail–water intermodal container terminals. Therefore, this paper proposes a storage space allocation problem to look for a symmetry point between the efficiency and effectivity of rail–water intermodal container terminals and the unbalanced allocations and reallocation operations of inbound containers in the railway operation area, which are two interactive aspects. In this paper, a two-stage model on the storage space allocation problem is formulated, whose objective is to balance inbound container distribution and minimize overlapping amounts, considering both stacking principles, such as container departure time, weight and stacking height, and containers left in railway container yards from earlier planning periods. In Stage 1, a novel simulated annealing algorithm based on heuristics is introduced and a new heuristic algorithm based on a rolling horizon approach is developed in Stage 2. Computational experiments are implemented to verify that the model and algorithm we introduce can enhance the storage effect feasibly and effectively. Additionally, two comparison experiments are carried out: the results show that the approach in the paper performs better than the regular allocation approach and weight constraint is the most important influence on container storage.

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Apffel, Charles, Jay Jayawardana, Asaf Ashar, Kevin Horn, Robert McLaughlin, and Anatoly Hochstein. "Freight Components in Louisiana's Statewide Intermodal Transportation Plan." Transportation Research Record: Journal of the Transportation Research Board 1552, no. 1 (January 1996): 32–41. http://dx.doi.org/10.1177/0361198196155200105.

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Planning procedures used in addressing freight components for Louisiana's statewide intermodal transportation plan are described. The effort was unprecedented in Louisiana, and the experience can be applied in other states. User and provider involvement, demand analysis, network analysis, and recommended policies and programs for the water, rail, and intermodal freight components are described. Although an assessment of system capacity remained at the core of the effort, low cost improvements in system performance were also addressed. Analysis of future demand for facility capacity was performed in three steps. First, baseline historical flow patterns, including volume and modal orientation of inbound, outbound, intrastate, and transhipped movements, were established through extensive processing of data obtained. Second, volume forecasts for 11 major commodity groups were made for each of three possible growth scenarios. Third, a strategic outlook was developed for selected commodity types to examine market structure, productivity trends, and the competitive position of transportation providers in the state. Network capacity analysis identified few weak links or bottlenecks in the state's main line waterway and railroad networks. A stock and flow approach was taken to measure the capacity of various types of cargo transfer terminals. A comparative analysis of maritime terminal productivity and cost was performed to assess the competitiveness of ports in Louisiana. An extensive survey of the physical, operating, and institutional characteristics of terminal roadway and railroad access links was made.

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Monios, Jason, and Rickard Bergqvist. "Drivers for vertical integration in the rail sector – using wagons as “relationship specific assets”." International Journal of Logistics Management 27, no. 2 (August 8, 2016): 533–51. http://dx.doi.org/10.1108/ijlm-01-2015-0021.

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Purpose – The purpose of this paper is to analyse vertical integration in the rail sector using a combination of transaction cost economics (TCE), the resource-based view (RBV) and the relational view, through which rail wagons are viewed as “relationship specific assets”. Design/methodology/approach – The empirical analysis is based on a cross-case comparison of four case studies of intermodal operators in Europe, each exhibiting different levels of collaboration and integration between terminals, operators and sub-contractors. Findings – Viewing rail wagons as relationship specific assets rather than merely transaction specific (TCE) or firm specific (RBV) demonstrates that wagon ownership is not only a good indicator of the level of vertical cooperation but of the existence of trust and learning within a collaborative environment. Practical implications – The organisational setup is not derived purely from transaction or resource characteristics, but by the integration of processes through the purchase of assets that will be used to produce a service, with the expected levels of trust and commitment. In this sense, the role of the wagon as a relationship specific asset is a microcosm of the key elements of a successful intermodal transport system. Originality/value – As one of the key operational aspects of the rail sector is the use of expensive equipment and the relative responsibility for fixed and moveable assets, an analysis of the use of rail wagons as relationship specific assets allows a more dynamic understanding of vertical integration in the rail sector than currently provided by TCE or RBV alone.

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Batarlienė, Nijolė, and Raimondas Šakalys. "Mathematical Model for Cargo Allocation Problem in Synchromodal Transportation." Symmetry 13, no. 4 (March 25, 2021): 540. http://dx.doi.org/10.3390/sym13040540.

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Synchromodality is a freight transport process in which information is exchanged expeditiously in order to maximize the benefits of different modes of transport and transport nodes in terms of efficiency and environmental impact. The aim of the study is to analyze the problems of synchronized intermodal traffic management between the main port and inland transport nodes in European transport corridors and to find reliable solutions to these problems. Therefore, the main purpose of this article is to investigate the problem of the distribution of containers transported by rail between two transport terminals in a synchronous transport network. A specific optimization model is presented in this article. This optimization task is formulated as a stochastic integer programming model between the terminals located in Vilnius and Klaipeda Seaport, the essence of which is as follows: (a) to minimize the waiting time for container cargo at the location—terminal No. 1; (b) to minimize the total journey time of the train; (c) to minimize the waiting time for containerized cargo at the point of arrival—terminal No. 2.

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Panjaitan, Rizky P. Panjaitan. "PERANCANGAN TERMINAL TERPADU ANTARMODA DI BOGOR." Jurnal SCALE 6, no. 1 (January 31, 2019): 13. http://dx.doi.org/10.33541/scale.v6i1.26.

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The development of a region is driven by the existence of infrastructure supporting national connectivity, both in the form of transportation networks and telecommunications networks that are integrated with the services of intermodal transportation facilities that are connected efficiently and effectively. Provision of transportation and telecommunications infrastructure that encourages connectivity will reduce transportation costs and logistics costs, so as to increase product competitiveness, and accelerate economic movements. Transportation development program from the central capital and supported by Presidential Regulation No. 98 of 2015, which contains the 'Acceleration of the Implementation of Integrated Light Rail Transit in the Jakarta, Bogor, Depok, and Bekasi regions as well as the Bogor city government plan to make Type terminals A in the New Land. To support the program, a plan for the Bogor Intermodal Integrated Terminal is needed, which is in line with the objectives of the central government and the Bogor city government where the type A bus terminal is aligned with the LRT station. The design adjusts the planning of the Bogor City Government which adapts to the Building and Environmental Planning Plan of the Bogor City R-2 Road. In this plan the area is intended as a type A terminal and will be aligned with the LRT station.

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Limbourg, Sabine, and Bart Jourquin. "Market area of intermodal rail-road container terminals embedded in a hub-and-spoke network*." Papers in Regional Science 89, no. 1 (March 25, 2010): 135–54. http://dx.doi.org/10.1111/j.1435-5957.2009.00255.x.

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Wiegmans, Bart, and Behzad Behdani. "A review and analysis of the investment in, and cost structure of, intermodal rail terminals." Transport Reviews 38, no. 1 (March 3, 2017): 33–51. http://dx.doi.org/10.1080/01441647.2017.1297867.

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Balster, Andreas, Ole Hansen, Hanno Friedrich, and André Ludwig. "An ETA Prediction Model for Intermodal Transport Networks Based on Machine Learning." Business & Information Systems Engineering 62, no. 5 (May 11, 2020): 403–16. http://dx.doi.org/10.1007/s12599-020-00653-0.

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Abstract Transparency in transport processes is becoming increasingly important for transport companies to improve internal processes and to be able to compete for customers. One important element to increase transparency is reliable, up-to-date and accurate arrival time prediction, commonly referred to as estimated time of arrival (ETA). ETAs are not easy to determine, especially for intermodal freight transports, in which freight is transported in an intermodal container, using multiple modes of transportation. This computational study describes the structure of an ETA prediction model for intermodal freight transport networks (IFTN), in which schedule-based and non-schedule-based transports are combined, based on machine learning (ML). For each leg of the intermodal freight transport, an individual ML prediction model is developed and trained using the corresponding historical transport data and external data. The research presented in this study shows that the ML approach produces reliable ETA predictions for intermodal freight transport. These predictions comprise processing times at logistics nodes such as inland terminals and transport times on road and rail. Consequently, the outcome of this research allows decision makers to proactively communicate disruption effects to actors along the intermodal transportation chain. These actors can then initiate measures to counteract potential critical delays at subsequent stages of transport. This approach leads to increased process efficiency for all actors in the realization of complex transport operations and thus has a positive effect on the resilience and profitability of IFTNs.

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Gosling, Geoffrey D. "Airport Ground Access and Intermodal Interface." Transportation Research Record: Journal of the Transportation Research Board 1600, no. 1 (January 1997): 10–17. http://dx.doi.org/10.3141/1600-02.

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The airport ground transportation system is receiving increasing attention from airport authorities and regional transportation planning agencies. The need to plan for facilities at the airport and concern about the impact of traffic on streets and highways surrounding the airport, and about emissions generated by this traffic are forcing airports to consider strategies to reduce or mitigate ground access traffic. The 1991 Intermodal Surface Transportation Efficiency Act has caused transportation agencies at all levels to address the integration of different transportation modes, including coordination between the air and surface components of the transportation system. The range of ground access planning issues is reviewed, and three alternative strategies to improve intermodal connections at airports are discussed: new or upgraded rail links, off-airport terminals, and ground transportation centers at the airport. The planning and design issues that arise with each type of facility are addressed, as well as the analytical tools and data needed to evaluate the wide range of airport ground access projects and to plan the implementation of those selected. These include air passenger and truck surveys, development of operational data on the ground access system, and use of access mode choice and traffic flow models. Research needs in the area of airport ground access are also discussed.

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Grobelny, Piotr. "Safety of Chemical - storage of hazardous materials on multimodal container terminals." Transportation Overview - Przeglad Komunikacyjny 2016, no. 3 (March 1, 2016): 28–34. http://dx.doi.org/10.35117/a_eng_16_03_05.

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Multimodal transport is still growing sector of economic activity in Poland. In 2015, transported in this way, more than 10 million tons of goods, an increase compared to 2014 by 7.5%. According to the Railway Transport Office (RTO) Multimodal Transportation in Poland constitute only 2.37% of commodity mass transported by rail and 4.53% made by her carriage transport work, which in comparison with other countries puts Poland on one of the last places in Europe. According to the forecasts of the RTO share of intermodal transport in the Polish railway market in the years 2003-2020 will increase from 1% to almost 6%. The increase in the commodity mass passing through the container terminals carries an increased risk of major failure involving dangerous chemicals. The question then arises: how to take care of the appropriate level of security acceptable to the general public.

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Ghaderi, Hadi, Stephen Cahoon, and Hong-Oanh Nguyen. "The role of intermodal terminals in the development of non-bulk rail freight market in Australia." Case Studies on Transport Policy 4, no. 4 (December 2016): 294–305. http://dx.doi.org/10.1016/j.cstp.2016.09.003.

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Rybin, P. K., I. D. Novikova, and J. A. Moroz. "Analysis of the potential of contrailer transport (on the example of the Kaliningrad transport hub)." Transport Technician: Education and Practice 2, no. 1 (March 27, 2021): 78–86. http://dx.doi.org/10.46684/2687-1033.2021.1.78-86.

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The subject of the research is the study of the potential of piggyback transportation on the basis of the multimodal terminal and warehouse infrastructure of the Kaliningrad railway. The relevance of the topic is determined by the intensification of international trade, which requires simplification of receiving and dispatching and transfer operations in a complex logistics system for the delivery of goods and the use of intermodal transport modules to speed up the listed operations, and, as a result, reduce the delivery time of goods. One of the types of intermodal transport modules is a piggyback, which can be transported by both rail and road transport, and processed at specialized cargo terminals. As a rule, piggyback terminals are located in large transport hubs with significant volumes of transit traffic. The conditions of the Kaliningrad transport hub are considered as the basis for the formation of a transport and logistics framework for the development of piggyback transportation.Methods used: analytical, design, evolutionary-functional, forecasting.With the help of forecasting and analysis methods, the potential of the market for piggyback transportation on the Kaliningrad railway has been investigated, taking into account statistical data over the past few years.The features of the Kaliningrad transport hub and the functioning of railway transport for servicing international transit using multimodal cargo delivery technologies are considered. The performance indicators of the Kaliningrad railway have been studied, and several alternative scenarios for the dynamics of transportation by means of contrailers have been predicted. A general assessment of the conditions of the Kaliningrad region for the prospective development of the volume of transportation of goods and cargo in foreign trade using piggyback.

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Kapros, Seraphim, Konstantinos Panou, and Dimitrios A. Tsamboulas. "Multicriteria Approach to the Evaluation of Intermodal Freight Villages." Transportation Research Record: Journal of the Transportation Research Board 1906, no. 1 (January 2005): 56–63. http://dx.doi.org/10.1177/0361198105190600107.

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An integrated methodological process was developed to evaluate the expected effect of freight villages. Because the criteria differ as do their measurement units, multicriteria analysis is proposed. The process required an in-depth analysis of the decision-making process for creating a freight village, the operations and the actors involved, and the most recent best practices. The methodology identifies a set of decision criteria, including environmental quality; contributions to local, regional, and national economies; attractiveness for private financing; contribution to land use changes; and complementarity with other policy plans. In addition, the methodology defines the most appropriate corresponding indicators. The identification of stakeholder categories and decision criteria provides added value to the proposed methodological process. The importance of European transport policies on freight villages and terminals development could mean that the process would be the main contributor in developing a pan-European decision tool to assess such investments, especially if private and public funds were involved. The pilot application is an evaluation of investment in a freight village development in northern Greece. The location was selected because it is at the crossroads of important road and rail axes of trans-European transport networks and the interest expressed by the European Commission and Greek private investors.

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Kreutzberger, E. D. "Impact of Innovative Technical Concepts for Load Unit Exchange on the Design of Intermodal Freight Networks." Transportation Research Record: Journal of the Transportation Research Board 1820, no. 1 (January 2003): 1–10. http://dx.doi.org/10.3141/1820-01.

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The best and most promising intermodal freight rail and barge networks, given new opportunities for designing networks, are identified. These opportunities have arisen because of numerous attempts at the end of the 20th century to introduce innovations in intermodal transport rapidly and to achieve a quality leap—a substantial improvement in the quality–cost ratio. The total effect had the appearance of an innovation wave. Most visible in Europe were hardware expressions such as new types of terminals, trains, barges, and storage and transport systems. Despite the low speed of implementation, achievement of a new level of effectiveness and efficiency of load unit exchange at nodes and link operations is expected. That would imply new conditions for network design. Thus, less promising networks could be improved, and some existing models would be superseded. An important aspect of this reorientation is the choice of bundling concepts by train and barge operators. Beginning with the expectation of new opportunities, an analysis will be done of networks innovative in the method of bundling flows and by realizing short load unit exchange times at nodes. The focus will be on the relationship between important bundling characteristics—network volumes, transport frequencies, scale of transport, and network layout. A typology of bundling concepts, mathematical formulation of bundling effects and, for rail transport, results of performance and cost calculations are presented. One result is that, given one daily service on each transport relationship, hub-and-spoke concepts have the lowest main modality costs for networks with medium-sized flows, and line concepts have the lowest for networks with small flows.

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Chang, Yimei, Xiaoning Zhu, and Ali Haghani. "Modeling and Solution of Joint Storage Space Allocation and Handling Operation for Outbound Containers in Rail-Water Intermodal Container Terminals." IEEE Access 7 (2019): 55142–58. http://dx.doi.org/10.1109/access.2019.2913019.

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Jennings, Barton, and Mary Collins Holcomb. "The investment and marketing of transload facilities: a statistical evaluation." Journal of Transportation Management 9, no. 1 (April 1, 1997): 38–49. http://dx.doi.org/10.22237/jotm/859896360.

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This paper examines the basic relationships which shippers, carriers, and facility operators have developed in the design and operation of bulk intermodal facilities, or transload terminals. The analysis is based on 349 truck-served transload facilities throughout the United States. The facilities are examined for commodity types being handled and the types of handling equipment being used. The results demonstrate a strong relationship between certain handling procedures and commodity types. Additionally, the size and volume of the facilities are related by commodity types and the number of rail spots. Finally, the specialization or dedication of a large number of facilities to individual commodities is addressed, as well as the basic thoughts on their investment needs to attract suitable customers. The information provided demonstrates that the market is very segmented on the basis of materials being handled, and that many facilities are commodity, and initially customer driven. These findings are important to transload providers in increasing their asset utilization, and also to users that seek efficient and effective transportation alternatives to meet their logistical needs.

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Lovrić, Ivica, Dajana Bartulović, Maša Viduka, and Sanja Steiner. "Simulation Analysis of Seaport Rijeka Operations with Established Dry Port." Pomorstvo 34, no. 1 (June 30, 2020): 129–45. http://dx.doi.org/10.31217/p.34.1.15.

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Seaport Rijeka is the largest seaport in Croatia. It specializes in transport of cargo, with the primary activities of loading, unloading, storage and transport of general cargo, timber, bulk cargo, livestock, containers, and other cargo at five specialized terminals. It is focused on increasing the quality of services and the competitiveness of the transport routes in Croatia. Due to its favourable position on the TEN-T network, Seaport Rijeka provides the shortest maritime connection between the countries of Central and Eastern Europe as well as the overseas countries. In the past 20 years Seaport Rijeka keeps record of continuous growth in container traffic. Due to increasing demand in container traffic, it seeks for the solutions to expand. One of the possible solutions that would satisfy the increasing demand in container traffic is establishing a dry port. Dry port is an inland intermodal terminal which has direct connection to the seaport by road or rail and its main purpose is to provide logistic activities and transport to inland destinations. Dry ports have many advantages, faster transport of cargo from seaports, use of more efficient modes of transport, providing facilities for the storage and consolidation of goods, the maintenance of road or rail freight carriers, customs services, etc. In the case of container transport, dry ports can be used to outsource the logistic activities of transport process, away from congested area of seaports. Due to the fact that Seaport Rijeka is reaching the limits of its capacity, one of possible solutions of its expansion is establishing a dry port. The focus of this paper is to prove that establishing a dry port would speed up the transport process of containers between Seaport Rijeka and its destinations. Due to this hypothesis, four simulations were made. First simulation shows the transport process in the existing set-up of the Seaport Rijeka. Second, third and fourth simulation shows the transport process in the future possible set-up of the Seaport Rijeka with established dry port in Miklavlje, Zagreb or Vinkovci.

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Ambrosino, Daniela, and Anna Sciomachen. "Impact of Externalities on the Design and Management of Multimodal Logistic Networks." Sustainability 13, no. 9 (April 30, 2021): 5080. http://dx.doi.org/10.3390/su13095080.

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It is now widely accepted that the locations of intermediate facilities, such as logistics platforms or inland ports, are key elements of multimodal freight distribution networks and heavily influence their effectiveness. This crucial role of localization decisions is even more significant if we consider their impact on the external costs of the entire logistic corridor, with reference to the cost components associated with environmental sustainability. This paper faces a facility location problem concerning a port system network serving inbound container flows arriving by sea and travelling via road and/or rail towards the hinterland. The aim is to evaluate the impact of externalities on the overall management of the distribution network, including location decisions, flow routing and transport mode choice. We present a Mixed Integer Linear Programming (MILP) model having the goal of minimizing both the location and shipping costs, while accounting for external cost components. In particular, as a novel environmental issue, we propose three different objective functions including congestion, air pollution, and, incidentally, noise and infrastructure deterioration. We allow the containerized flows to be split among several capacitated facilities and road and rail transport modalities. The reported computational experimentation refers to different intermodal freight logistic networks through real data derived from the logistic network departing from the maritime terminals associated with the port of the Ligurian region towards their main destinations in the north-west side of Italy. Finally, we evaluate the impact on both flows and total costs due to a closure or a capacity reduction on some links of the network. The evidence of the impact of sustainability external costs on the design and management of the multimodal logistic network under analysis is emphasized.

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Woodburn, Allan. "Intermodal Rail Freight in Britain: A Terminal Problem?" Planning Practice and Research 23, no. 3 (August 2008): 441–60. http://dx.doi.org/10.1080/02697450802423708.

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Markowska, Katarzyna. "Model of service realization on the intermodal transport market." Rail Vehicles, no. 2 (May 3, 2019): 44–49. http://dx.doi.org/10.53502/rail-138530.

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Realizacja usługi na rynku transportu intermodalnego jest uzależniona od wywiązania się z zobowiązań zleceniodawcy i zleceniobiorcy z umowy transportowej. Na efektywny przebieg poszczególnych etapów planowania realizacji usługi transportu intermodalnego wywiera znajomość nakładów i kosztów w intermodalnym terminalu przeładunkowym. Zaproponowany model realizacji usługi transportu intermodalnego ładunków jest przykładowym procesem realizacji usługi na rynku transportu intermodalnego.

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Lee, EunSu. "Spatial analysis for an intermodal terminal to support agricultural logistics." Management Research Review 38, no. 3 (March 16, 2015): 299–319. http://dx.doi.org/10.1108/mrr-06-2013-0131.

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Purpose – The purpose of this study is to address an importance of an intermodal terminal regarding container drayage trips, which have a major concern for agricultural product exporters in the Upper Great Plains. Thus, this study aims to develop a geospatial model considering travel distance and total logistics costs for determining an alternative intermodal terminal location. Design/methodology/approach – This paper develops a spatial model integrating integer linear programming to determine an intermodal facility location that minimizes total logistics costs. This research considers travel distance and total logistics costs including highway, rail and transshipment costs. Findings – The results shows that a Dilworth, Minnesota, terminal reduces vehicle miles of travel on both the highways and rail networks and decreases system-wide total logistics costs compared to the do-nothing scenario while decreasing urban congestion costs in metropolitan areas. Research limitations/implications – The major contribution of the study is that it provides an integrated tool of spatial and economic analyses to support regional decision-making. The paper will be of interest to regional planners and to those in the private business sectors including farmers and manufacturers. The future study should address demand forecasting on the containerized freight in the region. Originality/value – The novel approach of this paper is to use a link blocking constraint, considering the directions of the freight flow in a p-hub intermodal problem.

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Zhao, Jiahao, Xiaoning Zhu, Yong Liu, Li Wang, and Baicheng Yan. "A Practical Model for Inbound Container Distribution Organization in Rail-Water Transhipping Terminal." Journal of Control Science and Engineering 2018 (2018): 1–11. http://dx.doi.org/10.1155/2018/9148405.

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Rail-water transportation is a crucial component of intermodal transportation system. Effective operation of rail-water intermodal transportation requires not only railway network and advanced handling equipment, but also scientific and reasonable transportation organization. In this paper, we first briefly introduced the coordination area and related concepts. Then an inbound container distribution organization model (ICDOM) was established taking into account many factors such as transhipping capacity, network capacity, and importance of containers, in order to minimize the total container-hours in the coordination area, which reflects the efficiency of inbound container distribution organization. Additionally, a genetic algorithm (GA) was developed and the optimization results were evaluated, which showed that both of the model and the algorithm were effective.

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Janić, Milan. "Multicriteria Evaluation of Intermodal (Rail/Road) Freight Transport Corridors." Logistics & Sustainable Transport 11, no. 1 (February 1, 2020): 1–23. http://dx.doi.org/10.2478/jlst-2020-0001.

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AbstractThis 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.

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Czarnecka, Joanna, and Agnieszka Merkisz-Guranowska. "Ocena infrastruktury transportu intermodalnego w Polsce." Rail Vehicles, no. 3 (July 2, 2013): 27–34. http://dx.doi.org/10.53502/rail-139366.

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Transport intermodalny pociąga za sobą wiele korzyści zarówno w skali makro jak i mikro. W tym celu należy dążyć do realizacji szeregu kompleksowych działań, zapewniających transportowi intermodalnemu warunki rozwoju, w szczególności dostęp do odpowiedniej infrastruktury. Na efektywność tego typu transportu wpływa między innymi sieć terminali intermodalnych. Słabo rozwinięta infrastruktura uniemożliwia rozwój transportu kombinowanego. W Polsce parametry techniczne, w tym możliwości przeładunkowe i składowe, większości terminali są niewystarczające do obsłużenia ilości ładunków wynikających ze strategii rozwoju transportu. Jednak prowadzone inwestycje w modernizację istniejących terminali oraz tworzenie nowych w znacznym stopniu przyczyniają się do polepszenia sytuacji Polski na europejskim rynku przewozów intermodalnych.

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Ambrosino, Daniela, Veronica Asta, and Teodor Gabriel Crainic. "Optimization challenges and literature overview in the intermodal rail-sea terminal." Transportation Research Procedia 52 (2021): 163–70. http://dx.doi.org/10.1016/j.trpro.2021.01.089.

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Sarhadi, Hassan, David M. Tulett, and Manish Verma. "An analytical approach to the protection planning of a rail intermodal terminal network." European Journal of Operational Research 257, no. 2 (March 2017): 511–25. http://dx.doi.org/10.1016/j.ejor.2016.07.036.

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Dandotiya, Rajiv, Rabindra Nath Banerjee, Behzad Ghodrati, and Aditya Parida. "Optimal pricing and terminal location for a rail–truck intermodal service – a case study." International Journal of Logistics Research and Applications 14, no. 5 (October 2011): 335–49. http://dx.doi.org/10.1080/13675567.2011.643778.

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Ashar, Asaf. "On—off terminal vessel-to-rail intermodal transfer and the case of Long Beach Port." Maritime Policy & Management 17, no. 4 (December 1990): 235–47. http://dx.doi.org/10.1080/03088839000000030.

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Bottani, Eleonora, and Antonio Rizzi. "An analytical methodology to estimate the potential volume attracted by a rail-road intermodal terminal." International Journal of Logistics Research and Applications 10, no. 1 (February 2, 2007): 11–28. http://dx.doi.org/10.1080/13675560600819668.

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Stoilova, Svetla D., and Svetoslav V. Martinov. "Choosing the container handling equipment in a rail-road intermodal terminal through multi-criteria methods." IOP Conference Series: Materials Science and Engineering 664 (October 29, 2019): 012032. http://dx.doi.org/10.1088/1757-899x/664/1/012032.

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Sarhadi, Hassan, David M. Tulett, and Manish Verma. "A defender-attacker-defender approach to the optimal fortification of a rail intermodal terminal network." Journal of Transportation Security 8, no. 1-2 (November 22, 2014): 17–32. http://dx.doi.org/10.1007/s12198-014-0152-4.

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Verma, Manish, David M. Tulett, and Hassan Sarhadi. "A tri-level mixed-integer program for the optimal fortification of a rail intermodal terminal network." International Journal of Operational Research 1, no. 1 (2020): 1. http://dx.doi.org/10.1504/ijor.2020.10031106.

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Stoilova, Svetla D., and Svetoslav V. Martinov. "Selecting a location for establishing a rail-road intermodal terminal by using a hybrid SWOT/MCDM model." IOP Conference Series: Materials Science and Engineering 618 (October 29, 2019): 012060. http://dx.doi.org/10.1088/1757-899x/618/1/012060.

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Allate, Brou Mathias. "Rail-Road Hinterland Intermodal Terminal Location in West Africa Region—Case Study of Corridor Port of Abidjan to Ouagadougou-Bamako." Open Journal of Applied Sciences 09, no. 04 (2019): 246–59. http://dx.doi.org/10.4236/ojapps.2019.94021.

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Kreutzberger, Ekki, and Rob Konings. "The challenge of appropriate hub terminal and hub-and-spoke network development for seaports and intermodal rail transport in Europe." Research in Transportation Business & Management 19 (June 2016): 83–96. http://dx.doi.org/10.1016/j.rtbm.2016.05.003.

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Kuzmin, P. S. "OPPORTUNITIES FOR IMPROVING THE COMPETITIVENESS OF RAIL FREIGHT TRANSPORTATION ALONG THE TRANSPORT CORRIDORS OF THE RUSSIAN FEDERATION." Strategic decisions and risk management 11, no. 2 (September 23, 2020): 160–71. http://dx.doi.org/10.17747/2618-947x-2020-2-160-171.

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The greatest prospects associated with transnational rail freight are determined by the use of containers. In Russian publications, the development of containerized cargo transportation is mainly considered by analyzing the general laws of functioning of international transport corridors. At the same time, aspects affecting infrastructure diagnostics and analysis of the throughput capacity of sections of the railway network are not considered.The purpose of the study was to identify the characteristics of freight flows in the direction of the EU—EAEU—PRC, to identify infrastructure barriers that slow down the acceleration and increase in the volume of container railway freight transportation, as well as to develop a set of measures aimed at improving the competitiveness of container railway freight transportation along the transport corridors of the Russian Federation.In the course of the study, infrastructural diagnostics was carried out, which revealed a number of barriers that did not allow realizing the growth potential of transit container cargo transportation.To remove infrastructure barriers, it is necessary to implement a number of measures, the key of which are measures to increase the capacity of infrastructure at border crossings, increase the speed of trains along the railway networks of JSCo RZD, develop terminal and logistics centers that provide a wide range of services for consignors and consignees.The development of container rail freight is a strategically important area for the Russian Federation. The well-coordinated work of Russian Railways with private investors and the state in the framework of expanding and modernizing the terminal infrastructure, as well as increasing intermodal interactions, is able to overcome the existing infrastructure barriers and ensure the growth of container transit in the required volumes.

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Journal articles on the topic 'Intermodal Rail Terminals'

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