An intermodal freight transport system for optimal supply chain logistics

The importance of transportation in the socio-economic development of nations cannot be downplayed. Intermodal transport has become vital concept for ensuring sustainable freight transport in developed economies but less focused on among African scientific community as it attracts fewer researches and developments. This paper aims to review and promote the development of sustainable intermodal freight transport systems in African developing countries with insights from Ghana.The researchers adopted literature review approach for the global intermodal developments and that of developing economies with emphasis on Africa and Ghana.Transport experts and experienced practitioners’ opinions were sought to complement the limited literature on the means to improve intermodal transport and logistics management systems. Authors discovered that some African countries like Ghana potentially posses some relevant multimodal resources such as seaport, waterway, railway and road infrastructures. However, they are not well interconnected to acquire intermodal benefits. Besides, the existing transportation systems were mostly road dominated and frauded with cost-inefficiencies; greenhouse gas emissions, traffic congestion, accidents, high maintenance and service deficiencies.The constraints are lack of skilled labor, limited infrastructure, safety and security problems, limited institutional capacity, poor intermodal transport network and connectivity issues. Some practical measures to improve the lapses in the transport system were highlighted. It was suggested that management of African developing countries must remodify their transport policies to attract investors and transport players. This would strengthen Public Private Partnerships (PPP) collaborations in developing intermodal freight transport and logistics systems.

Due to the geographical distance between producers and consumers, the impact of our current transport system on the environment is considerable. In an ideal, more sustainable transport system, several complementary transport modes are available, so that the most suitable route can always be selected. Because multiple transport modes and operators are involved, decision processes become more complex. That is why this research focuses on the development of innovative transport systems with realistic characteristics and planning limitations, in order to stimulate intermodal transport. Two planning tools have been developed to support decisions made by intermodal transport planners. It concerns on the one hand the integration of intermodal short and long distance routing and on the other hand the loading planning of trains. Both tools consist of fast planning algorithms that can handle realistic problem properties and can be integrated into transport management systems. The objective is to minimize transport costs and to make maximum use of available transport capacity.

Intermodal transport can improve the efficiency, safety, and adaptability in the transportation process, and to a certain extent, it can reduce transport costs. Due to the time-varying characteristics of transport network, market demand and natural conditions, the goods' transport price and travel time are uncertain. Since it is often difficult for the carriers to correctly forecast the transport costs and travel time, intermodal transport is by natural an optimization problem of transportation choices under uncertain environment. This paper describes the uncertain environments by interval numbers, and establishes a multi-objective interval number intermodal transport model. We first create the intermodal virtual transport network by expanding every transfer node into multiple inflow and outflow nodes. The problem boils down to a multi-objective shortest path problem, which can be solved by Dijkstra's algorithm. An example is provided to demonstrate the effectiveness of the model.

The study analyzes the participation of technologies related to the development of the Internet of Things (IoT) network concept in the intermodal container transportation system. Since the beginning of the XXI century, IoT-related technologies have been dynamically spreading in almost all areas of international business, and this has changed the understanding of cargo owners about the quality of transportation services, among other things. Since transparency in monitoring the location of high-value goods is extremely important for transport companies, cargo owners, and all other stakeholders, and the intermodal transportation system is extremely complex due to the number and diversity of communications, the need to use IoT is obvious. As analysts predict that the introduction of IoT technologies in containerization will become widespread in the coming years, a study to assess the level of research on the introduction of such technologies and implementation in the practical activities of transport enterprises is relevant. The aim of the proposed review is to determine the degree of IoT implementation in the container transportation industry, areas of research on the topic, and identify factors that may impede the predicted rapid development of IoT in containerization. The proposed study includes an analysis of scientific publications related to the use of the Internet of Things in the field of international container transportation, identifies the main priority areas of such publications, establishes the areas of current implementation of IoT technology and determines the prospects for its use. Since the solutions that can potentially be obtained with the help of IoT are quite heterogeneous, the literature analysis is organized by grouping such publications into the following areas: container monitoring and tracking, enhancing supply chain transparency and visibility, optimization of operational efficiency, security and risk management, environmental impact and sustainability, challenges and barriers. The paper provides examples of online platforms and applications currently offered by major container operators that are related to this technology.

The increasing transport demand and the need for higher cargo volume, together with the need to standardize dimensions and handling processes are characteristics of the current intermodal freight transport. To develop sustainable and resilient transport system, a modal shift and a strengthening of intermodal transport is necessary. Therefore appropriate loading units have to be developed. This includes not only combining the advantages of existing loading units, complying with current European legislation, but also satisfying the needs of the market. This paper presents a new intermodal transport system designed within the European project TelliSys, including variations of a new loading unit as well as an innovative super low deck tractor and a compatible chassis. Additionally a comparison of usage and technical and economical characteristics between utilized intermodal loading units and the new loading units will be given.

In regions with an extensive waterway network intermodal transport including inland navigation is a good alternative for unimodal road transport. Intermodal transport networks exhibit an increased complexity due to the inclusion of multiple transport modes, multiple decision makers and multiple types of load units. A discrete event simulation methodology is proposed to understand the network dynamics and analyze policy measures with the intention of stimulating intermodal barge transport. The simulation model allows to quantify a number of network properties resulting from the interaction of freight flows. The intermodal hinterland network of the port of Antwerp serves as the real-world application in this study. Various aspects in the modelling process are discussed and a first potential policy is analysed.

With the development of information technology, intermodal transport research pays more attention to dynamic optimization and multi-role cooperation. The core issue of this paper was to realize container routing with dynamic adjustment, real-time optimization, and multi-role cooperation characteristics in the intermodal transport network. This paper first introduces the Intermodal Transport Cooperation Protocol (ITCP) that describes the operation and analysis of intermodal transport systems with the concept of encapsulation and layering. Then, a new network flow control method was built based on Model Predictive Control (MPC) in the ITCP framework. The method takes real-time information from all ITCP layers as input and generates flow control decisions for containers. To evaluate the method’s effectiveness, a discrete event simulation experiment is applied. The results show that the proposed method outperforms the all-or-nothing method in scenarios with high freight volume, which means the method proposed in this paper can effectively balance the network transport load and reduce network operating costs. The research of this paper may throw some new light on intermodal transport research from the perspectives of digitization, multi-role cooperation, dynamic optimization, and system standardization.

PurposeInternational comparison studies provide a useful opportunity in logistics to benchmark logistics practices. Given this, it is perhaps surprising that there do not appear to be any benchmarking studies comparing performance between the developed and developing world. The paper aims to address this shortcoming, focusing on fast moving consumer goods (FMCG) distribution networks from the UK and South Africa as comparator countries.Design/methodology/approachA two‐stage study has been undertaken. Firstly, a focus group approach was undertaken to identify the main causes of supply chain uncertainty affecting freight transport operations in FMCG distribution. In the second phase, four case studies (two in the UK and two in South Africa) were undertaken to examine how logistics is managed and the impact of uncertainty.FindingsIn the focus groups undertaken in both countries, the uncertainty clusters found were very similar, if not the same. However, when looking into the findings from the case studies, the extra miles generated due to uncertainty within the supply chains studied was greater in the South African distribution networks studied than in their UK counterparts. Furthermore, the UK distribution networks studied seem to be more effective in terms of uncertainty preparedness and responsiveness than their South African counterparts.Originality/valueThe paper has identified significant differences in terms of uncertainty preparedness and responsiveness within the distribution networks studied from the UK and South Africa. Nevertheless, more case studies need to be run in both countries, and in different sectors, to verify those differences.

This paper presents the issue of general methodology for modeling and simulation of seaport and inland terminals in intermodal freight transportation systems. The report documents a phase of the on-going more comprehensive effort aimed at developing a generalized modeling capability to provide strategic and tactical decision support for transportation logistics and intermodal terminals. By providing the object-oriented process of simula tion modeling with the coherent and uniform methodo logical basis, it was possible to construct a practical tool "TRANSNODE," The Simulator of Intermodal Transportation Terminals which allows one to model and simulate any transportation terminal, or a group of interconnected terminals, large or small, multipurpose or specialized, at optional scale. Knowledge-base and artificial intelligence concepts were incorporated in the simulator. Different from traditional simulation modeling, which combines data, knowledge and control program ming, the data-driven simulation modeling approach of the TRANSNODE system treats data and control logic as distinct parts. The resulting model is a generic simulator which can be used in many different application scenarios without requiring user simulation knowledge to modify the program. The only thing the user must do is supply the input data in the specified format through data files. Different terminal configura tions can be simulated merely by changing the input data. The developed technology is expected to be used by the industry for supporting their strategic and tactical decisions, by engineering firms in evaluating the design of their client facilities, their policies, and by the universities and research institutes in supporting and furthering their research.

PurposeThe purpose of this paper is to consider the use of temporary storage offered by intermodal transshipment points to position some stock of fast moving consumer goods in advance of demand; this floating stock concept combines transport and inventory management. Intermodal transport is compared with direct road transport for a supply chain.Design/methodology/approachFirst an analytical comparison is made which shows that the floating stock concept has advantages in inventories over pure road and intermodal transport. Next, a simulation study of a real case is made which quantifies the cost‐differences in detail.FindingsIt is found that both storage costs can be lowered and shorter response times be gotten by sending shipments in advance to intermodal terminals. The advance positioning can offset the disadvantage of a longer transit time in intermodal transport.Research limitations/implicationsDemand needs to be somewhat predictable. The pooling effects depend on geographical layout of the customers. The availability of intermodal transport options is based on the situation in Western Europe.Practical implicationsThe floating stock concept considers both the transport and inventory issues. By positioning some of the stock at transshipment points close to the customer in anticipation of demand, the concept can yield lower inventory costs as well as a lower customer lead time. The benefit for logistics service providers is a more regular supply chain. Using intermodal transport provides an opportunity to green the supply chain as the environmental impact per ton/kilometer is lower than road transport.Originality/valueThis paper draws on the areas of logistics and inventory management to consider the choice of transport mode; most studies look at these issues in isolation. Considering the holding and storage costs in addition to the distribution strategy enables a more thorough comparison of the transport modes.

Transportation system in Nigeria is predominantly uni-modal. It is estimated that over ninety per cent of goods and passengers are transported by road. The over-reliance on road transport for the conveyance of goods and people has contributed greatly to the deterioration of Nigeria’s roads and the attendant increase in road maintenance costs. Scholars have revealed that a single means of transport cannot adequately serve the transportation needs of the majority of people living in urban centres. The cities of Asaba and Onitsha located on the west and east banks of the river Niger have outlets for water-based transport and rail services, but are yet to be fully developed and integrated with the dominant road transport system. It is against this background that this paper examines the current transport challenges in the transport systems in the area and the wider Nigerian context and advocates for inter-modal transport system, that is, the blending of road, water and rail to facilitate easy movement of people and goods. The paper submits that the development of an efficient inter-modal transport system would minimize the frequent chaotic traffic congestion experienced by motorists and commuters on the Niger Bridge that links the two cities, and eastern and western states with other parts of the country.

The aim of this paper is to provide information on the general characterization of multimodal transport, intermodal and combined transport. There is also mentioned the distribution of basic transport processes and types of transhipment. Finally, this paper describes the practical examples of multimodal transport.

Vision‐based traffic surveillance plays an important role in traffic management. However, outdoor illuminations, the cast shadows and vehicle variations often create problems for video analysis and processing. Thus, the authors propose a real‐time cost‐effective traffic monitoring system that can reliably perform traffic flow estimation and vehicle classification at the same time. First, the foreground is extracted using a pixel‐wise weighting list that models the dynamic background. Shadows are discriminated utilising colour and edge invariants. Second, the foreground on a specified check‐line is then collected over time to form a spatial–temporal profile image. Third, the traffic flow is estimated by counting the number of connected components in the profile image. Finally, the vehicle type is classified according to the size of the foreground mask region. In addition, several traffic measures, including traffic velocity, flow, occupancy and density, are estimated based on the analysis of the segmentation. The availability and reliability of these traffic measures provides critical information for public transportation monitoring and intelligent traffic control. Since the proposed method only process a small area close to the check‐line to collect the spatial–temporal profile for analysis, the complete system is much more efficient than existing visual traffic flow estimation methods.

Fast charging stations (FCSs) for electric vehicles are associated with large power demands, often coinciding with peak power demands from other consumers. This places significant strain on distribution networks (DNs). To address this issue, this paper proposes a promising method that harnesses the untapped potential of railway systems and wasted regenerative braking energy (RBE) of trains in combination with a battery energy storage system (BESS) to supply EV charging station and participate in the FCS energy supply chain (FCS-ESCH). The proposed integrated approach, as the intermodal sustainable electric transportation system (SETS), aims to reduce the peak power demand of FCSs especially at strategic locations, such as parking areas close to electric railway stations (ERSs) and park and ride areas. To achieve this goal, an operation-aware optimization model is developed that determines the optimal sizes of the interfacing converter and the BESS, while also facilitating optimal energy exchange planning. A generic model for trains’ RBE production is proposed and adapted to the operation-aware optimization model to verify the effectiveness of the proposed approach by conducting simulations of a real case study that accurately replicates system behavior with the desired level of precision. Furthermore, sensitivity analyses are performed to explore the impact of varying the power rating of the converters responsible for transmitting RBE to the FCS-ESCH, as well as the per-unit price of BESS energy capacity. The results showcase the potential of employing SETS as an efficient means to mitigate the challenges associated with FCSs, especially peak shaving and cost reductions, paving the way for a more sustainable electric transportation system.

The project X-TEAM D2D (Extended ATM for Door-to-Door Travel) has been funded by SESAR JU in 2020 and completed its activities in 2022, pursuing and accomplishing the definition, development and initial assessment of a Concept of Operations (ConOps) for the seamless integration of ATM and air transport into an overall intermodal network, including other available transportation means (surface, water), to support the door-to-door connectivity, in up to 4 hours, between any location in Europe. The project addressed the ATM and air transport, including Urban Air Mobility (UAM), integration in the overall transport network serving urban and extended urban (up to regional level) mobility, specifically identifying and considering the transportation and passengers service scenarios expected for the near, medium and long-term future, i.e. for the project baseline (2025), intermediate (2035) and final (2050) time horizons. In this paper, the main outcomes from the project activities are summarized, with particular emphasis on the studies about the definition of future scenarios and use cases for the integration of the vertical transport with the surface transport towards integrated intermodal transport system and about identification of the barriers towards this goal. In addition, an outline is provided on the specific ConOps for the integration of ATM in intermodal transport infrastructure (i.e. the part of the overall ConOps devoted to integration of different transportation means) and on the specific ConOps for the integration of ATM in intermodal service to passengers (i.e. the specific component of the ConOps devoted to design of a unique service to passengers). Finally, the main outcomes are summarized from the validation of the proposed ConOps through dedicated simulations.