Freight transportation planning considering carbon emissions and in-transit holding costs: a capacitated multi-commodity network flow model

Rudi, Andreas; Fröhling, Magnus; Zimmer, K.; Schultmann, Frank

doi:10.1007/s13676-014-0062-4

Cited by 35 publications

(29 citation statements)

References 23 publications

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“…These aspects related to the determination of the mix of slot types should be determined at the medium term (i.e., tactical decision level). At the tactical level, van Riessen et al [26] and Rudi et al [27] consider a maximum weight and length, and number of containers and weight respectively. At the operational level, multiple types of capacity limits are included by van Riessen et al [14], Bock [17], Moccia et al [23] and Di Febbraro et al [18].…”

Section: Long-haul Service Network Design and Intermodal Routingmentioning

confidence: 99%

Intermodal Container Routing: Integrating Long-Haul Routing and Local Drayage Decisions

et al. 2019

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Intermodal logistics service providers decide on the routing of demand through their service network. Long-haul routing decisions determine the selected departure and arrival terminals for containers and imply corresponding drayage tasks. Traditionally, given these long-haul routes and fixed drayage tasks, drayage operations are planned in a second phase by establishing truck routes to transport containers to and from terminals by truck. In this paper, operational decisions on local drayage routing in large-volume freight regions with multiple terminals on the one hand, and intermodal long-haul routing on the other hand are merged into an integrated intermodal routing problem. Different long-haul routing decisions imply different drayage tasks to be performed and thus impact total trucking costs. The approach aims at reducing the number of road kilometres and increases bundling opportunities by maximising the long-haul capacity utilisation. In this way, it contributes to the modal shift towards intermodal transport and a more sustainable transport system. As a weekly planning horizon is used, a maximum daily active time and a minimum overnight's rest are included for multi-day drayage routing. A large neighbourhood search heuristic is proposed to solve the integrated intermodal routing problem. This integrated planning approach provides decision support for routing customer orders throughout the intermodal network with the aim of minimising total transport costs and maximising capacity utilisation. Experiments show the added value of the integrated approach, which uses more information to make better-informed decisions and increase the capacity utilisation. The largest savings in trucking costs are obtained for clustered instances with demand characteristics closest to real-life cases. Finally, a real-life case study analyses the impact of tactical service network design decisions on the total operational costs.

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Section: Long-haul Service Network Design and Intermodal Routingmentioning

confidence: 99%

Intermodal Container Routing: Integrating Long-Haul Routing and Local Drayage Decisions

et al. 2019

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“…Bauer, Bektaş, and Crainic (2010) propose a model to incorporate greenhouse gas emissions into service network design problems. Rudi, Fr€ ohling, Zimmer, and Schultmann (2014) propose a multicommodity network flow model incorporating costs, carbon emissions and transportation delays; to the best of our knowledge, it is the only model incorporating these three criteria in tactical multimodal transportation planning problems. However, the study of Rudi et al (2014) describes a tactical planning context, where a set of carriers must be selected for each transportation arc.…”

Section: Introductionmentioning

confidence: 99%

“…Rudi, Fr€ ohling, Zimmer, and Schultmann (2014) propose a multicommodity network flow model incorporating costs, carbon emissions and transportation delays; to the best of our knowledge, it is the only model incorporating these three criteria in tactical multimodal transportation planning problems. However, the study of Rudi et al (2014) describes a tactical planning context, where a set of carriers must be selected for each transportation arc. As a result, a great part of the mathematical model proposed is dedicated to accurately modeling contracts and restrictions associated with the choice of carriers.…”

Section: Introductionmentioning

confidence: 99%

“…Long-term contracts with carriers are usual in the forest product industry; therefore the choice of carriers in each region does not need to be included in the planning model. Our method also differs: while the DSS of Rudi et al (2014) requires the user to set weights associated with each criterion, our approach allows for the generation of all nondominated paths (paths without any prior weighting). Moreover, we use a much larger size of the network with millions of nodes and edges compared to 57 nodes and 90 edges in the DSS of Rudi al.…”

Section: Introductionmentioning

confidence: 99%

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CarbonRoadMap: A multicriteria decision tool for multimodal transportation

Laurent

Vallerand

Meer

et al. 2019

International Journal of Sustainable Transportation

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This article proposes a multicriteria approach and a decision support system to support multimodal transportation planning decisions by considering transportation delay, costs, and carbon emissions. The methodology is implemented into CarbonRoadMap, a web-based application that allows a decision maker to browse through the set of Pareto-optimal paths, display them on a map to support the selection of the desired optimum solution by weighting the three criteria. This decision support tool shows the benefits of using a multicriteria optimization methodology to obtain a set of paths, as the resulting solutions are very different from one another.

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“…Sadjadi et al [20] addressed a multicommodity, capacitated intermodal freight transportation network planning problem, which considered greenhouse gas emissions as the primary objective. Rudi et al [21] assessed the effect of the traditional cost optimization approach to strategic modeling on overall logistics costs and CO 2 emissions by considering the supply chain structure and different freight vehicle utilization ratios. Rao et al [22] addressed the selected sustainable location of city logistic centers and proposed a fuzzy, multiattribute group decisionmaking technique based on a linguistic 2-tuple.…”

Section: Introductionmentioning

confidence: 99%

Optimal Investment Timing and Size of a Logistics Park: A Real Options Perspective

Zhang

Jiang

et al. 2017

Complexity

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This paper uses a real options approach to address optimal timing and size of a logistics park investment with logistics demand volatility. Two important problems are examined: when should an investment be introduced, and what size should it be? A real option model is proposed to explicitly incorporate the effect of government subsidies on logistics park investment. Logistic demand that triggers the threshold for investment in a logistics park project is explored analytically. Comparative static analyses of logistics park investment are also carried out. Our analytical results show that (1) investors will select smaller sized logistics parks and prepone the investment if government subsidies are considered; (2) the real option will postpone the optimal investment timing of logistics parks compared with net present value approach; and (3) logistic demands can significantly affect the optimal investment size and timing of logistics park investment.

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Freight transportation planning considering carbon emissions and in-transit holding costs: a capacitated multi-commodity network flow model

Cited by 35 publications

References 23 publications

Intermodal Container Routing: Integrating Long-Haul Routing and Local Drayage Decisions

Intermodal Container Routing: Integrating Long-Haul Routing and Local Drayage Decisions

CarbonRoadMap: A multicriteria decision tool for multimodal transportation

Optimal Investment Timing and Size of a Logistics Park: A Real Options Perspective

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