Date post: | 25-Jan-2015 |
Category: |
Education |
Upload: | behzad-behdani |
View: | 146 times |
Download: | 1 times |
NETWORK DESIGNS FOR IMPROVED HINTERLAND TRANSPORT
BEHZAD BEHDANI D E L F T U N I V E R S I T Y O F T E C H N O L O G Y
T R A N S P O R T & P L A N N I N G D E P A R T M E N T
What will be discussed
Importance of hinterland transport
Different (network) models for service design in fright hinterland transport
2
Suggested readings
Crainic, T. G. (2000). "Service network design in freight transportation." European Journal of Operational Research 122(2): 272-288.
Crainic TG, Kim KH (2007) Intermodal transportation. In: Barnhart C, Laporte G (eds) Transportation. Handbooks in operations research and management science. Elsevier, Amsterdam, pp 467–537.
Pederson, M. B., Crainic, T. G., and Madsen, O. B. (2009). “Models and tabu search metaheuristics for service network design with asset-balance requirements.” Transportation Science, 43(2): 158-177.
3
Role of Port and importance of hinterland transport
Ports now compete as elements within a supply chain
“A port that provides service of a given quality at the lowest price does not necessarily gain market share, as other factors – that are not under the port’s control – also affect port choice. The focus shifts from port performance to supply chain performance.”
4
Source: International Transport Forum 2008, ‘Port competition and hinterland connections. Summary and conclusions’, Joint Transport Research Centre Round Table, 10-11 April 2008, Paris.
Ports are able to create value on the supply chain as long as they are well connected with the hinterland
Hinterland access is the area where ports can create a competitive advantage over their rivals
Hinterland transport and makes up between 40 to 80% of total container shipping costs (Notteboom, T. & Rodrigue, J. 2005)
5
Role of Port and importance of hinterland transport
Source: Notteboom, T. & Rodrigue, J. 2005, ‘Port regionalization: towards a new phase in port development’, Maritime Policy and Management, vol. 32, no. 3, pp. 297-313.
“Among the other factors, hinterland transport costs have become relatively important, as the cost per kilogram per km on the hinterland is 5 to 30 times as high (depending on the hinterland transport mode) as the maritime shipping cost (Notteboom, 2008). Routing choices, and to some extent port choices are strongly dependent on hinterland transport conditions and reliability of the route has become increasingly important to those in the supply chain making the routing decisions”
6
Role of Port and importance of hinterland transport
Source: International Transport Forum 2008, ‘Port competition and hinterland connections. Summary and conclusions’, Joint Transport Research Centre Round Table, 10-11 April 2008, Paris.
New concepts regarding hinterland transport operations
Some concepts:
Dry ports
Extended gate
Synchromodal service design
…
Common characteristics:
Intermodal transport is a main dimension in most of these concepts: taking advantage of ‘scale effects’ of high capacity modes
New “network designs”
7
Network representation for hinterland transport
8
Source: de Langen, P.W., Fransoo, J.C. and van Rooy, B. (2013). Business Models and Network Design in Hinterland Transport, in J. H. Bookbinder (ed.), Handbook of Global Logistics, International Series in Operations Research & Management Science
Hinterland
Transport
(origin)
Hinterland
Transport
(destination)
Network considerations in hinterland transport
9
Source: Transport Efficiency Model, PharosBV, http://www.pharosbv.nl/?page=projects&pid=11
Networks in Hinterland Transport: “System design” vs. “Service Design”
System design (strategic):
Location of facilities and intermodal terminals (nodes)
Terminal dimensioning:
Size of storage, type and number of handling equipment, …
Direct/indirect customer service
Service design (tactical):
Routing of service (routes, mode, stops, …)
Service frequency and schedule
Cargo demand routing
10
Network Design in Hinterland Transport: System design
11
p-hub median problem: selection of exactly P hub locations out of the |H| potential sites
Source: Crainic TG, Kim KH (2007) Intermodal transportation. In: Barnhart C, Laporte G (eds) Transportation. Handbooks in operations research and management science. Elsevier, Amsterdam, pp 467–537.
Network Design in Hinterland Transport: Service design
Service selection(routes and frequencies):
The routes — origin and destination terminals, physical route (and transport mode) and intermediate stops — on which services will be offered. Frequency or scheduling decisions are part of this process.
Traffic distribution (routing of requests):
The routes used to move the flow of each demand (services used, terminals passed through …)
Empty balancing (repositioning of resources):
How to reposition empty vehicles to meet the forecast needs of the next period.
12
Service design in hinterland transport
13
Source: Crainic, T.G. (2003). Long-Haul Freight Transportation. In Hall, R.W., editor, Handbook of Transportation Science, pages 451–516. Kluwer Academic Publishers, Norwell, MA, second edition.
Two types of service network design
Static service network design:
Min cost network flow models
Path-based network design models
Time-dependent service network design
Space-time networks
14
Source: Crainic TG, Kim KH (2007) Intermodal transportation. In: Barnhart C, Laporte G (eds) Transportation. Handbooks in operations research and management science. Elsevier, Amsterdam, pp 467–537.
Network representation for service design
Given Network G=(N,A)
N: terminal-origins-destinations A: possible services
Freight demand with different origins/destinations for a set of commodities (P)
Find
Services to offer: Which Arcs (transport service between two nodes) to consider
over the network Frequency of each Arc Which portion of demand for one
OD through each Arc Constraints
Node demand Arc capacity
Objective Functions
Minimize cost of operation
O D
i
j
yij
dDp
dO
p
15
Notation 16
Min cost network flow models
𝑓𝑖𝑗𝑦𝑖𝑗 ≤ 𝐵
(𝑖,𝑗)∊𝐴
𝑥𝑖𝑗𝑝≤ 𝑢𝑖𝑗𝑝
(𝑖, 𝑗) ∊ 𝐴, 𝑝 ∊ 𝑃
Multicommodity Capacitated Network Design formulation (MCND)
17
Source: Crainic, T. G. (2000). "Service network design in freight transportation." European Journal of Operational Research 122(2): 272-288.
Path-based network design models
Path-based Multicommodity Capacitated Network Design (PMCND)
18
Further issues in modelling
Both formulations can be simplified to the uncapacitated problem by removing the capacity constraints.
Multimodal networks can be modelled: using a multiple link or multiple node
19
Dynamic service design: Space-time network
Nodes: facilities and terminals at a given time period
Arcs: movement in space and time
20
Source: Crainic, T. G. and Kim, K. H. (2007). Intermodal transportation, in C. Barnhart and G. Laporte (eds), Transportation, Vol. 14 of Handbooks in Operations Research and Management Science, Elsevier, pp. 467–537.
Space-time network for regular schedule design
Barge service rotation between terminals
A possible Service : (Terminal 3, Day 3) to (Terminal 1, Day 5)
21
Source: Crainic, T. G. and Kim, K. H. (2007). Intermodal transportation, in C. Barnhart and G. Laporte (eds), Transportation, Vol. 14 of Handbooks in Operations Research and Management Science, Elsevier, pp. 467–537.
Scheduled service network design
Outward neighbors of node 𝑖 ∈ 𝑁
Inward neighbors of node 𝑖 ∈ 𝑁
22
Some additional issues 23
Uncertainty: Uncertain demand
Uncertain time parameters (e.g., travel times)
…
Stochastic formulations for service design
Network Design with balancing requirements: Moving “goods” results in unbalanced distribution of resources
Using inland terminals to reduce empty travels
Heterogeneity in container transport: Empty/full containers
Multiple container size (20’, 40’ ….)
How can we model this?
Concluding remarks
In general hinterland costs are a large part of door-to-door costs
Opportunities to improve chain efficiency through (1) network designs (2) better coordination of multiple networks
Fright transportation is still structured around modes but for synchromodality all modes must be considered together
Transportation infrastructure is built by modal actors that historically did not interact
24