This paper examines an integrated networking shipping issue with solutions for cargo aggregation. A goods forwarder can combine planned and flexible-time delivery services. One major feature of the issue is time constraints. They are used, for example, to simulate shipping and picking-up times. The several aspects of the issue can be characterized as digraph components, and combining them results in a comprehensive graph description. This allows for a quantitative multi-commodity flow formulation with origin-destination and time structures, side constraints, and non-convex piece-wise quadratic costs. Techniques for creating columns are intended to calculate lower bounds. These algorithms for creating columns are also integrated with heuristics that seek to identify feasible integer answers. When computational outcomes are presented using actual data, the effectiveness of the suggested method is demonstrated. This work is motivated by the work of L. Moccia, et al [35]. INTRODUCTION This article examines an international transport issue involving flexible scheduling and regular services that arose during the running of an Italian shipping organization. Some of the problem's properties are case-specific, but others are generalizable and applicable in a wide range of situations. We first go over the real-world application, then the general issue. Serving a large client that needs supplies from facilities regarding the carrier, getting from distributor systems is a genuine problem from those in northwestern France to those who live in the nation's center and southern regions. A commodities forwarder, who provides logistical services, coordinates the movement of merchandise from their manufacturing location to their final location point by purchasing carrier capacities and allocating deliveries to these companies. Transportation demands are always fulfilled, and an evolving two-week timeframe is part of the operational strategy. Numerous characteristics, such as the origin, Size, weight, kind of items, transportation and collection periods, are what define a transportation request. These opening times can be varied; for example, an automobile application could be picked up on the first day of the schedule, approximately 7 to 10 AM, or on day two, in the interval of 7 to 10 AM. In a similar vein, the delivery has several periods. The railway company owns the goods forwarder. The goods the carrier is cognizant of the yearly quantities and variances of client demands since they terminate with locomotives for the long-term arrangements of specified complete trains at a given regular date. The definition of a full train includes the day and time of departing, the itinerary, the number of stops, the maximum length, the weight capability, the permitted cargo, and the cost. The goods carrier pays the deposit to the railway business irrespective of whether or not the train is used, and the remaining amount is used to activate the train. This is the entire amount paid for a complete railway to the equipment company. The cost of reactivation is not affected by volume and is determined by the entire train's attributes, including its capacity, permitted products, number of stops, timetable, and distance traveled. We do not discuss the long-term arrangement involving the goods the carrier and the