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Transshipment and time in the model.
Contexts in source publication
Context 1
... proposed model allows containers to be transferred from one barge to another at transshipment terminals, as shown in Figure 2. Therefore, different from traditional PDP, the routes of requests and routes of barges need to be considered separately. ...
Context 2
... loading/unloading time is called service time for pickup/delivery, and it is called transshipment time in case of transshipment. Figure 2 also shows how the time is added in the model. The time from the arrival time till the service start time is the waiting time, and departure happens after service time or transshipment time is completed. ...
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Citations
... school children), distribution logistics (e.g. truck, ship and aircraft transport) [see 16,30,21] and crowd-sourced delivery [see 12,25,29]. The objectives are reduced transport costs and increased quality of logistics, e.g. through adherence to delivery deadlines. ...
... The authors could achieve comparable results compared to the ALNS presented in Masson, Lehuédé, and Péton [15]. The ALNS heuristic is still in focus and serves as a basis for latest scientific publications about this application area [compare to 9,30]. ...
This paper investigates a scheduling approach for Automated Guided Vehicle Systems, enabling transport load transfers between vehicles during transport execution. The vehicles can use predefined transfer stations to buffer transport loads until the transport continues by a following vehicle. The objective is to improve system performance by decreasing vehicle utilization to yield higher throughput. Transfer operations are planned ad-hoc depending on the current system state.
We describe the task assignment as a Pickup and Delivery Problem with Transfers. Since the problem is classified as NP-hard, an Adaptive Large Neighborhood Search heuristic is given. Test instances and a material flow simulation study evaluate that transport load transfers potential for improvement depends significantly on the characteristics of the transport system.
... Their results show there are discrepancies in the collaboration profits of individual carriers. Lai et al. (2017) FTL ADP Dai and Chen (2011) LTL ADP Dai and Chen (2012) LTL CP LTL ADP Berger and Bierwirth (2010) RFT ADP RFT ADP Özener (2014) RFT -Carrier Agarwal and Ergun (2010) MFT DP Vojdani et al. (2013) MFT DP Kopfer et al. (2016) ITT ADP Zhang et al. (2020) IWT - Puettmann and Stadtler (2010) IFT ADP Xu et al. (2015) IFT ...
... Table 1 provides a summary of the reviewed papers. We also added our previous work (Zhang et al., 2020(Zhang et al., , 2022a, which studied routing optimization in inland waterways and intermodal transport but without considering collaborative planning or ecolabel requirements of shippers. All papers are divided by their research domains, i.e., FTL road transport, LTL road transport, Road Freight Transport (RFT) without specifying FTL/LTL, Maritime Freight Transport (MFT), Inter Terminal Transport (ITT), Inland Waterway Transport (IWT), and Intermodal Freight Transport (IFT). ...
Sustainability is a common concern in intermodal transport. Collaboration among carriers may help in reducing emissions. In this context, this work establishes a collaborative planning model for intermodal transport and uses eco-labels (a series of different levels of emission ranges) to reflect shippers' sustainability preferences. A mathematical model and an Adaptive Large Neighborhood Search heuristic are proposed for intermodal transport planning of carriers and fuzzy set theory is used to model the preferences towards eco-labels. For multiple carriers , centralized, auction-based collaborative, and non-collaborative planning approaches are proposed and compared. Real data from barge, train and truck carriers in the European Rhine-Alpine corridor is used for extensive experiments where both unimodal carrier collaboration and intermodal carrier collaboration are analyzed. Compared with non-collaborative planning without eco-labels, the number of served requests increases and emissions decrease significantly in the collaborative planning with eco-labels as transport capacity is better utilized.
... The pseudocode of the designed ALNS is shown in Algorithm 1. The adaptive mechanism of ALNS is illustrated in detail in our previous paper (Zhang et al., 2020(Zhang et al., , 2022 and not repeated in this paper. // current / best means the current/best solution. ...
... Some operators have been reported in our previous paper (Zhang et al., 2020(Zhang et al., , 2022, including Greedy Insertion, Transshipment Insertion, Random Insertion, Worst Removal and Random Removal. Related Removal operator is widely discussed in the literature (Ropke and Pisinger, 2006;Danloup et al., 2018). ...
As a critical feature of synchromodal transport (ST), service flexibility plays an important role in improving the utilization of resources to reduce costs, emissions, congestions, and delays. However, none of the existing studies considered flexible services under the framework of synchromodality. This paper develops a Mixed Integer Linear Programming (MILP) model to formulate service flexibility in ST planning. In the MILP model, vehicles with flexible services as well as fixed services are both considered, and vehicle routes and request routes are planned simultaneously. Due to the computational complexity, an Adaptive Large Neighborhood Search heuristic is designed to solve the problem. Several customized operators are designed based on the characteristics of the studied problem. The proposed model is compared with the models developed in a highly-cited paper and a newly published paper that do not consider service flexibility. Case studies on small instances verified that the proposed model with flexibility performs better on all scenarios, including scenarios with different weights for the individual objectives, scenarios under congestion,and dynamic optimization scenarios. On large instances (up to 1600 shipment requests), the proposed model with flexibility reduces the cost by 14% on average compared with the existing models in the literature.
This paper introduces the Vessel Swap-Body Routing problem (VSBR), a generalization of the pickup and delivery problem with time windows, which considers freight distribution between ports located throughout an inland waterway network. Subject to time windows and precedence constraints, each customer request is associated with a number of containers and must be served via a single body. Bodies are capacitated components that cannot move independently and must therefore be towed by a vessel. Bodies can be transferred between vessels at customer locations or transfer points in order to reduce overall costs. Vessels and bodies can end their routes at any location, meaning they do not need to return to a depot. Moreover, every vessel-body combination is permitted, which greatly expands the size of the solution search space. Although body transfers constitute a fundamental component of this real-world problem, the flexibility such transfers engender poses a huge logistical challenge to the human planners tasked with efficiently scheduling vessel routes. In this paper we model the VSBR as an optimization problem and introduce complementary approaches for solving it. We propose a mixed integer programming formulation and a heuristic approach with tailored neighborhoods for body transfers. To help stimulate further research, a set of instances is introduced based on real-world data and benchmarks are made publicly available.
