Cost, carbon emissions and modal shift in intermodal network design decisions

Abstract

Abstract:Intermodal transportation is often presented as an efficient solution for reducing carbon emissions without compromising economic growth. In this article, we present a new intermodal network design model in which both the terminal location and the allocation between direct truck transportation and intermodal transportation are optimized. This model allows for studying the dynamics of intermodal transportation solutions in the context of hinterland networks from a cost, carbon emissions and modal shift perspective. We show that maximizing the modal shift is harmful for both cost and carbon emissions and that there is a carbon optimal level of modal shift. We also show that even if transportation cost and carbon emissions share the same structure, these two objectives lead to different solutions and that the terminal is located closer to the port when optimizing cost and further away when optimizing carbon emissions. The model also allows for studying the tradeoff between distance and volume, the impact of using aggregated models for estimating train transportation cost and carbon emissions as well as the potential policy measures that enable aligning cost and carbon emissions.

A Joint Optimal Decision on Shipment Size and Carbon Reduction under Direct Shipment and Peddling Distribution Strategies

“…Let c and h denote carbon emission factors in transportation and warehousing, respectively (see WRI [25] for a detailed description on emission factors). A few papers in the literature formulated emission factors as a function of load factors or vehicle types [10,11,26]. For example, the emissions from an empty truck were defined independently from the emission from delivering items.…”

Design and management of freight transport networks: intermodal transport and externalities

“…Janic (2008) claims that using Long Intermodal Freight Trains (LIFTs) instead of Conventional Intermodal Freight Trains (CIFTs) reduces the breakeven distance for full costs to 700 km. However, high volumes and short PPH distances can make intermodal transport attractive on short and medium distances (Bouchery and Fransoo, 2015).…”

“…In particular, network design problems have been addressed using several methodologies: agent-based models (Sirikijpanichkul et al, 2007) , GIS-based models (Macharis and Pekin, 2009, Meers and Macharis, 2014 or mathematical programming models (Arnold et al, 2001, Arnold et al, 2004, Racunica and Wynter, 2005Ishfaq and Sox, 2011, Sörensen et al, 2012, Sörensen and Vanovermeire, 2013, Lin et al, 2014, Bouchery and Fransoo, 2015, Santos et al, 2015.…”

Dynamic Game on Carbon Emission Reduction in Intermodal Supply Chain

“…Bouchery studied carbon emissions and modal shift in intermodal network [5] , Chun-Hsiung Liao Compared carbon dioxide emissions of trucking and intermodal container, It is proved that the intermodal transport is more ecofriendly [6] . In order to urge the supply chain reduce carbon emission, the government will develop a series of measures, such carbon emission tax [7] , Green supply chain is the product of these measures, Bruno analyzed the composition of the green supply chain of automobile industry [8] .…”