Accessibility Measures in Modal Choice Models: A Proof of Concept Applied to Freight Transport

Modal choice models applied to interregional or international freight transportation network models are often based on rather coarse origin-destination matrices, containing annual transported tonnages between (sub)regions, for instance. Generally, only basic (sometimes constructed) independent variables (transportation costs or transit times) are used because other variables such as shipment sizes, service frequencies, etc. are not available. Using origin-destination matrices and an assignment model, it is also possible to compute spatial accessibility measures that can further be used as additional explanatory variables. Indeed, several published studies have identified network accessibility as an important element in the mode-choice decision. This paper also shows that the inclusion of an accessibility measure in the utility functions of a logit model substantially improves the performance of a transportation network model, both in the modal choice and the assignment levels of the classical four-step model. Consequently, the assignment of the estimated modal demands results in more accurate estimated traffic on the networks. The model presented in this paper is to be considered as a proof of concept because its workflow should further be streamlined to make it easily useable by modelers.

Calibration and Validation of Strategic Freight Transportation Planning Models with Limited Information

Strategic transportation network models are often used as support tools in the framework of decisions to be taken at the policy level, such as the Trans-European Network projects. These models are mostly setup using aggregated or limited data. If their calibration is regularly mentioned in the literature, their validation is barely discussed. In this paper, several modal choice model specifications that make only use of explanatory variables available at the network level are described and applied to a large scale case. A validation exercise is performed at three levels of aggregation. The paper is designed from a strategic transport planning perspective, and does not present new modal choice formulations or assignment procedures. Its main added value is the focus on calibration and validation considerations. Despite the limited explanatory information used, the global performance of the best models can be considered as satisfactory. However, the quality of the models varies from mode to mode, the use of railway transport being the most difficult to predict without more specific input.

Choosing Multimodal Freight Mix: An Integrated Multi-Objective Multicriteria Approach

Multimodal freight transportation emerges as the go-to strategy for cost-effectively and sustainably moving goods over long distances. In a multimodal freight system, where a single contract includes various transportation methods, businesses aiming for economic success must make well-informed decisions about which modes of transport to use. These decisions prioritize secure deliveries, competitive cost advantages, and the minimization of environmental footprints associated with transportation-related pollution. Within the dynamic landscape of logistics innovation, various multicriteria decision-making (MCDM) approaches empower businesses to evaluate freight transport options thoroughly. In this study, we utilize a case study to demonstrate the application of the Technique for Order Preference by Similarity to the Ideal Solution (TOPSIS) algorithm for MCDM decision-making in freight mode selection. We further enhance the TOPSIS framework by integrating the entropy weight coefficient method. This enhancement aids in assigning precise weights to each criterion involved in mode selection, leading to a more reliable decision-making process. The proposed model provides cost-effective and timely deliveries, minimizing environmental footprint and meeting consumers’ needs. Our findings reveal that freight carbon footprint is the primary concern, followed by freight cost, time sensitivity, and service reliability. The study identifies the combination of Rail/Truck as the ideal mode of transport and containers in flat cars (COFC) as the next best option for the selected case. The proposed algorithm, incorporating the enhanced TOPSIS framework, benefits companies navigating the complexities of multimodal transport. It empowers making more strategic and informed transportation decisions. This demonstration will be increasingly valuable as companies navigate the ever-growing trade within the global supply chains.

Urban Freight Consolidation Model for Post-Hauler Planning

Freight transportation in urban areas has increased significantly in a shorter period due to the widespread use of e-commerce, fast delivery, and population growth. Recently, a noticeable government initiative aimed at creating an effective, acceptable, and sustainable city logistics policy. This paper examines freight consolidation as a transportation strategy for optimizing last-mile delivery costs. Freight consolidation involves combining smaller shipments from various origins into a single, larger shipment for more efficient transportation to a common destination. This approach is particularly beneficial for last-mile delivery, where frequent deliveries of smaller quantities are frequently visible. Finally, we provide an illustrative example targeting urban freight stakeholders for practicing possible consolidation methodology. The result in the illustrative example shows that freight with 3-day consolidation, despite the delay penalty, is cheaper than daily shipping, and both are cheaper than 2-day consolidated shipping. The study will benefit urban businesses and freight services.

Model of Freight Transportation between the Czech Republic and the US

Maritime transportation is one of the most important and extensive transportation modes in the world. Maritime transportation is the backbone of contemporary world trade and therefore special attention should be paid to all subjects concerning this mode of transportation. It is also necessary to complement maritime transportation by other modes, such as rail and/or truck （road）. This article deals with the problems of maritime transportation and provides the summary of recent developments, trends and statistics mainly on transatlantic maritime routes （Europe to US）. Besides maritime transportation, this thesis also reviews the trends and statistics of rail and truck （road） transportation in US and Europe. The authors considers four Czech biggest cities （points of origin）, five European ports, eight US ports and 10 biggest cities in US （points of destination）. The adapted TCMMSP （transnational collaborative multi-mode shipping problem） is applied to this case study and it seeks to solve the transportation of a set of five shipments with unique O-D （origin-destination） pairs and volume. The end of the thesis summarizes the results and analyses the average costs, optimal set volume, optimal shipment routing and port analysis.

Empirical Analysis of Multiple-Criteria Decision-Making (Mcdm) Process for Freight Transportation Mode Selection

In Ghana, freight transport is growing continuously every year due to its location and business processes. However, road transport carries 86% of freight despite its numerous negative impacts. Hence, the government has invested in rail transport, with 70% of its capacity is for freight transport in her busy freight transport corridor (eastern transport regions of Ghana). Thus, awareness of criteria considered when deciding on freight transport becomes vital. Hence, this study aims to improve the understanding of the factors of freight transport mode selection in Ghana from the decision-making process by identifying criteria that affect their decisions on mode transportation. The combination of Fuzzy AHP and Topsis is used to find the weights and suggest suitable alternatives for the decision-makers in the Eastern transport regions of Ghana. The result of this study shows that the criteria to consider when selecting freight transport mode in the regions are prioritized in other of Transport cost (0.6544), transport Time factors (0.2562), reliability, and flexibility (0.0605), and security, Risk of damage and lose factors (0.0287). Additionally, the suitable mode(s) of transportation in the stated corridor is owned truck carrier transport compared to the railroad, road-barge, and Contracted Carrier, thus, in descending order. The results provide organizations to prioritize these factors when deciding to select freight transport mode. At the same time, the government must remove some inputs that result in high transport costs, enforce policies, and invest in the appropriate mode.

The Comparison of Basic Transportation Infrastructure and Freight Villages＇ Locations between Germany and Turkey

Transportation infrastructure and logistics facilities are partly different in both Turkey and Germany in terms of geographical location, industrial history and economy. The world witnesses the highest logistics performance index score in Germany. Meanwhile, Turkey experiences a promptly development. As Europe＇s largest economy and second most populous nation, Germany leads in developing logistics strategies and services as a key member of the EU＇s economic and political structure. On the other hand, Turkey possesses a strategic location between the continents but conventionally problems in transportation mode sprit and interconnectivity of systems that interfere with ＂hub＂ role for its region and achieve economic benefit. This paper aims to focus on transportation mode sprit and location decision of freight villages in Germany to understand the mind behind success. With this purpose, first section is substantially based on secondary data gathered from Turkish/German Statistical Institutes, Ministries of Transportation and NGO＇s of the sector and academic studies. Finally, the lessons to be taken for Turkey＇s future policies are presented. Results indicate that, the finest detail is hidden behind the railway investments and their connections with other modes for Turkey. Germany＇s logistics workforce and infrastructure is geographically spread all over the country, but in Turkey, unbalanced regional development force country to polarised developed regions in the western part.

Intermodal Freight Network Design for Transport of Perishable Products

The amount of perishable products transported via the existing intermodal freight networks has significantly increased over the last years. Perishable products tend to decay due to a wide range of external factors. Supply chain operations mismanagement causes waste of substantial volumes of perishable products every year. The heretofore proposed mathematical models optimize certain supply chain processes and reduce decay of perishable products, but primarily deal with local production, inventory, distribution, and retailing of perishable products. However, significant quantities of perishable products are delivered from different continents, which shall increase the total transportation time and decay potential of perishable products as compared to local deliveries. This paper proposes a novel optimization model to design the intermodal freight network for both local and long-haul deliveries of perishable products. The objective of the model aims to minimize the total cost associated with transportation and decay of perishable products. A set of piecewise approximations are applied to linearize the non-linear decay function for each perishable product type. CPLEX is used to solve the problem. Comprehensive numerical experiments are conducted using the intermodal freight network for import of the seafood perishable products to the United States to draw important managerial insights. Results demonstrate that increasing product decay cost may significantly change the design of intermodal freight network for transport of perishable products, cause modal shifts and affect the total transportation time and associated costs.

Estimating Elasticities for Freight Transport Using a Network Model: An Applied Methodological Framework

This paper presents a general framework that can be used to estimate direct and cross elasticities for freight transport using a network model. This methodology combines operational research (network assignments in a geographical information system) with more classical econometrics (multinomial logit choice models). The application of the method to a real-world case is illustrated by a simple model that relies on the generalized cost of transport as the only explanatory variable in the utility function. The methodological framework allows, however, for the implementation of more complex functions. Beside the generalized cost functions for road, rail and inland waterways transport, the network model needs origin-destination matrixes and digitized networks. They are imported from ETIS Plus, a European transport policy information system. A set of direct and cross elasticities is presented. The estimated values are obtained using two methods: the first computes standard elasticities, while the second estimates arc elasticities. Figures are presented for Europe and for a large region around the Benelux countries, where more competition exists between the three modes of interest.

Development of Freight Transport in Indonesia: Towards Sustainability Transport

Indonesia as the largest archipelagic country has potential market for freight transport.Unfortunately according to Logistics Performance Index(LPI)by the World Bank in 2012,Indonesia National Logistics System performance still have not optimal.Congestion become one of problem issue which caused the cost of logistics in Indonesia is more expensive for the similar routes in other Asia country.Besides,the use of road transport for freight is still dominating in Indonesia.In order to accelerate the Indonesia economy development and solve out the transport modal split issue,the government has declared the Master Plan for the Acceleration and Expansion of Indonesian Economic Development(MP3EI).In which through this policy the government is trying to improve and develop all the infrastructure of the transport sector including multimodal transport and greenhouse gas emissions(GHG)reduction.This paper tries to give explanation toward logistics transport and its problem,current condition on freight transport and the government policies in Indonesia.The method is usingdescriptive analyse with qualitative data and interview method to gain the detail information from the stakeholder.

ComplexTrans-Global Rail-Road Transportation System Economical and Clustered Individual and Individualised Public Transport also Prevents the Spread of Covid 19

Land transport can no longer meet the requirements.European transport can be described by these words−crowded motorways and cities,dangerous emissions,ubiquitous traffic accidents,delays,expensive railways.Solutions are being sought to transfer a large part of passengers and especially freight transport to(high-speed)rail,and efforts are moving towards electromobility,car-sharing,5G-connectivity,autonomous driving,MaaS(Mobility as a Service)-coordinated transport or hyperloop-type solutions.However,all these solutions have additional challenges and limitations.Solutions are not being searched where they really exist-in the mutual adaptation of road and rail vehicles and their deep cooperation.The ComplexTrans project shows that simply adapting the dimensions and functions of road and rail vehicles can eliminate(or at least significantly reduce)all the problems of existing land transport.The main features of the ComplexTrans system are sufficient parking spaces,reduction of urban and non-urban congestion,electric vehicles with unlimited range and cheaper than standard cars,cheaper and more accessible battery charging,“autonomous ride”,solving the overlap between passenger and freight rail transport and making it self-financing,transferring intercity freight transport to rail,replacing part of continental air transport and many others.The cost-effective and clustered individual transport and individualised public transport of the ComplexTrans system also bring very significant reductions in the risk of transmission of covid-19 and other contagious diseases during transport.

多情景模拟下的跨境铁路运输时效研究——以中老铁路为例

跨境铁路运输是中国与周边国家陆路联通的重要环节。跨境铁路运输时效既受线路畅通情况、基础设施技术等级等“硬联通”因素的制约,也受到海关条例、口岸畅通水平等“软联通”因素的影响。因此,跨境铁路运输时效研究应充分考虑不同情景,以期更科学地模拟运输时长的变化机理。本文以中老铁路(中国昆明−老挝万象,简称中老铁路)为例,在梳理中老铁路沿线地区社会经济概况及基础设施发展水平的基础上,考虑不同运营速度、通关时间、铁轨换装、多式联运等因素,构建了长途跨境运输时间的计算模型,采用多情景模拟方法,解析了中老铁路运的优势距离及客货运时效变化。研究表明:①中老铁路有助于沿线跨境运输时间显著减少。相比公路运输,客货运时间优势均超过20%;②通关时间是影响跨境铁路运输的关键要素之一,占运输总时长的20%~60%;③铁海联运是中老铁路运输进一步提升运输效率的途径,能有效缩短老挝至日本的总运输时间。

基于嵌入式技术的无人驾驶货运系统设计

针对目前货运行业人力成本高且效率低的问题,设计一种基于嵌入式技术的无人驾驶货运系统。该系统通过摄像头扫描目标地址即可携带货物自动到达并返回,同时对于复杂货运场合可实现多系统独立工作。设计采用嵌入式芯片STM32F4和串级PID算法,通过K210和OpenMV摄像头模块采集地址和轨迹信息,实现货运系统的自动运送过程。经测试,该系统能准确完成货运任务,反应灵敏,性价比高,可广泛应用于货运场合。

基于多目标进化的超限超重货物运输专列路径优化方法

针对超限超重货物运输专列路径优化问题,引入限界改造和桥梁加固要素,以铁路运能损失、运输时间和运输费用的最小化为优化目标,构建铁路超限超重货物运输专列路径优化模型;考虑专列同时运送多件超限超重货物的特点,设计货物综合投影算法,并以Pareto支配关系框架下的NSGA-Ⅱ多目标进化算法为基础,结合基于移动不可行解的自适应惩罚函数的约束处理技术及超限超重货物运输专列开行特征,提出一种基于多目标进化的铁路超限超重货物运输专列路径优化算法。实例分析结果表明:该方法能高效合理地处理路径优化任务中的多个目标;与常用的3种约束多目标算法相比,设计的优化算法能使计算耗时降低0.24%~29.94%、超体积指标值提高4.25%~13.11%,并得到一组收敛性和多样性更好的相对最优方案。该方法克服了传统专列路径优化中单纯依靠经验或从备选方案中择优的弊端,可为铁路超限超重货物运输专列路径决策提供技术支持。

考虑实质性降本的物流成本评价指标及相关对策建议

为科学评判物流成本,提升物流成本评价指标的系统性、全面性,首先,对物流成本、宏观物流成本的概念进行辨析,通过国内外对比、实地调研等方法,深入分析我国物流成本构成、物流发展阶段与水平,并从产业结构、平均运距、运输结构三方面探讨宏观物流成本影响因素;然后,提出单位货物运输周转量支撑GDP产出值、单位货物运输周转量物流成本、物流费用增速与GDP增速之比(或之差)、社会物流总费用占社会物流总额比重等物流成本评价补充指标,从不同维度弥补了“社会物流总费用与GDP的比率”作为物流成本单一宏观评价指标的局限性;最后,基于实质性降本视角,分析制约物流成本的深层原因,并从降低多式联运成本,优化运输组织,加快发展物流领域新质生产力,实现精益化仓储管理,提升供应链一体化管理水平等方面,提出降低物流成本的对策建议。

高速公路货车空车差异化费率优化的双层规划方法

为解决高速公路货车由计重收费调整为按车型收费导致货车空车分流的问题,本文建立一种基于双层规划模型的货车空车分车型差异化费率优化方法。首先,以高速公路经营主体实现收费收益最大化为目标构建上层规划模型,考虑高速公路通行效率提升及增量货车空车增加的管养支出;其次,以道路使用者实现出行效用最大化为目标构建下层规划模型,构建基于逻辑回归模型和随机效用最大化理论的货车空车出行效用函数,分析货车空车特性变量对出行效用的影响;然后,采用多层神经网络模型及三次艾尔米特插值法,预测不同费率优惠下高速公路货车空车增量交通量,作为上下层联系变量;最后,以高速公路与平行老路构成的运输通道为例,采用内存受限的拟牛顿优化算法(L-BFGS-B)求解高速公路货车空车分车型最优费率。结果表明:高速公路费率折扣率对货车空车各车型出行选择影响最为显著;此外,车籍地对一类、四类货车空车出行选择影响较大,运输类型对二类、三类和六类货车空车出行选择影响较大;与现行费率方案相比,优化后的费率方案年度增加通行费收入3941万元,高速公路通行效率提升4.17%,货车空车平均每车出行效用增加3.51。

双高箱办理站装卸设备协同调度研究

为提高双高箱列车装卸作业效率,针对双高箱办理站不设主作业区、“完全间接装卸”、装卸作业多流向及出站箱同步转运的特点,考虑设备能力、作业序列、轨道吊安全距离约束等现实约束,详细拆分设备间的衔接、共用及等待时间构成,以最小化完成装卸作业用时、装卸线轨道吊等待时间最小化和作业均衡率最大化为优化目标,构建轨道吊、AGV、空箱堆垛机和智能举升机间的协同调度模型,并基于遗传算法和模拟退火算法设计混合算法求解模型。通过实例验证模型及算法的有效性、混合算法和多目标协同优化的优越性,分析表明双高箱办理站布局及装卸作业模式可行,优化指标间两两无单向相关性。最后通过灵敏度分析验证模型可用于装卸设备配置优化,以实现双高箱办理站低成本高效运作。

不确定运价下长江集装箱多式联运路径优化

为充分贴合长江集装箱多式联运场景,在分析长江多式联运组织特点的基础上,考虑不确定运价及不同航段航道通航条件影响,以包含运输周转成本、碳排放成本和时间成本在内的总成本最小化为目标,构建不确定条件下长江集装箱多式联运路径优化模型,并设计蒙特卡洛仿真与改进的狼群算法实现模型求解,最后通过算例分析验证改进的狼群算法的有效性。算例分析结果表明,公路运输能有效控制运输的时间成本,铁路与水路运输在运输经济性与绿色性方面更具优势。在长江航道通航能力与最大中转次数限制下,运输任务将选择较高成本运输方案以满足航道与托运人要求。

关于打通铁路网运输能力堵点对策探究

国铁企业落实党中央部署要求并加快推进铁路货运市场化改革,采取有效措施尽快打通铁路网运输能力堵点,有效降低物流成本。通过分析路网总体规模、旅客运输供给能力、货物运输保障能力等铁路网运输能力现状,剖析铁路网运输能力堵点及成因。在此基础上,提出加强铁路网运输能力经验借鉴,探析打通铁路网运输能力堵点对策,即:畅通普速干线通道,加强煤运通道能力保障,强化中欧班列通道能力,完善港口铁路通过能力,增强西部陆海新通道线路能力,完善枢纽点线配套能力,强化铁路货运设施设备卸车能力等方面,在助力降低全社会物流成本中发挥“火车头”的重要作用。

基于中国东盟货运航线数据的网络结构与鲁棒性

利用复杂网络理论,深入分析中国东盟航空货运网络的鲁棒性。通过构建网络模型,分析网络拓扑结构,识别关键节点,以最大连通子图相对大小、网络效率和平均路径长度为衡量指标进行鲁棒性分析。结果显示,网络在随机攻击模式下的鲁棒性优于蓄意攻击。因此,应对关键节点进行保护,防止其遭受攻击。这些发现对理解和改进网络稳定性和鲁棒性具有重要意义,同时为提升网络效率和可靠性提供了支持。