Inter-terminal transfer between port terminals. A continuous mathematical programming model to optimize scheduling and deployment of transport units

[EN] In most large port cities, the challenge of inter-terminal transfers (ITT) prevails due to the long distance between multiple terminals. The quantity of containers requiring movement between terminals as they connect from pre-carrier to on-carrier is increasing with the formation of the mega-alliances. The paper proposes a continuous time mathematical programming model to optimize the deployment and schedule of trucks and barges to minimize the number of operating transporters, their makespan, costs and the distance travelled by the containers by choosing the right combination of transporters and container movements while fulfilling time window restrictions imposed on reception of the containers. A multi-step routing problem is developed where transporters can travel from one terminal to another and/or load or unload containers from a specific batch at each step. The model proves successful in identifying the costless schedule and means of transportation. And a sensibility analysis over the parameters used is provided.Morales Fusco, P.; Pedrielli, G.; Zhou, C.; Lee, L.; Chew, E. (2016). Inter-terminal transfer between port terminals. A continuous mathematical programming model to optimize scheduling and deployment of transport units. En XII Congreso de ingeniería del transporte. 7, 8 y 9 de Junio, Valencia (España). Editorial Universitat Politècnica de València. 1471-1481. https://doi.org/10.4995/CIT2016.2015.4149OCS1471148

A top-down methodology to calculate the CO2-footprint for terminal operations; the 6-step approach

There is an increasing need for green and effective operations at terminals and in port due to existing and upcoming stricter air quality standards and regulations. At the same time there is an increasing awareness of the need to reduce energy consumption of ports and terminals and to focus on the carbon footprint which is dependent not only on equipment and operations, but also the energy mix and the management of energy consumption. This is an important objective for the terminals but also for a wide variety of stakeholders, such as port authorities and transport service clients. Sustainable terminal operations require a good insight in terminal configurations, the use of equipment and the availability of reliable data about the energy consumption on the terminal. This information is in many cases not available for a variety of reasons, such as the very competitive environment and the competition between terminals, sometimes simply because the information is not known. In this deliverable an innovative top-down approach is presented to calculate the CO2-emissions of terminals. This methodology is named ‘the 6-step-approach’. This approach can be considered as an easy applicable tool to get a brief and coherent overview of the total energy consumption of a terminal. The 6-step approach is a standardised methodology which is coherent with CEN standard CEN 16258 “Methodology for calculation and declaration of energy consumption and GHG emissions of transport services (freight and passengers)”. The CEN standard contributes to the standardisation, comprehensiveness, transparency, consistency, generalization and predetermination. __The methodology consists of 6 steps:__ 1- the operations on the terminal (what is actually happening?) 2- the construction of an analytical model of activities 3- the development of an algorithm based on the analytical model 4- application of the model (preferably with real data, presently mostly based on estimations) 5- valorisation of the outcomes of the model 6- policy recommendations In coherence with the consumption scheme based on the GHG Protocol or to ISO 14064 standard and the CEN EN 16258 standard, the methodology concentrates on three domains of energy consumption: the terminal operations and related equipment, the consumption of reefers and the lighting of the yard. These three elements cover more than 95% of all energy consumption at a terminal. An important contribution of the 6-step approach to the port community is the fact that the model delivers outcomes that can function as the basis for tailor made recommendations that cover almost all activities. Therefore the main objective of the tool is that it can function as a benchmark tool for companies, port authorities, E.U., WorldBank/IMF/OECD, etc. (policy investment). Furthermore the application of tool can be considered as a basis for evaluation (rising awareness and motivation to use energy competently and thoughtfully), organizational investments (modifying operations to increase productivity versus energy consumption), technical modification investments (modifying equipment and systems to reduce consumption/increase productivity), technical purchase investments (put new equipment/systems into operation). But overall, the 6-step approach is a source for inspiration, it gives structure to process and the methodology recognizes the new challenges: to apply the model as a a pro-active methodology that addresses the economic (profit), environmental (planet), and social objectives (people) in one coherent strategy. By doing this, the 6-step approach offers an opportunity for cooperation and interaction between the private firms su

Operativa de transferencia en las terminales de contenedores portuarias: estado del arte.

In this paper we analyze the transport operations in the container terminals; we describe and classify the main works in logistics processes and methodologies in this operation. Consider to the main papers we defined three suboperations inside transport operations and present a survey of methods for their optimization.En éste trabajo se realiza el análisis de la operativa de transferencia en las terminales de contenedores portuarias, identificando y analizado los principales trabajos que abordan desde diferentes enfoques esta operativa. De acuerdo con los trabajos encontrados se definen los tres sub-sistemas más importantes que consideran los autores, así como sus objetivos, criterios y características

Global seaport competitiveness: a resource management perspective

Seaport investment is lumpy, entails a long gestation period and has been referred to as a sunk cost. While seaport infrastructures have long been recognized to be a contributor of seaport performance, research on seaport competitiveness, a popular theme among mainstream maritime studies, has not directed sufficient efforts to understand the role of resource management in building seaport competitiveness. Instead, the dominant focus has been on seaport location, productivity and efficiency, price, connectivity, and organization. The manner in which global seaports manage their capital-intensive resources to develop contingent dynamic capacities and capabilities to confront the changing dynamics in the maritime market has not been systematically examined. Using a qualitative multiple case study approach, this study traces the developmental paths of three geo-politically distinctive global seaports - Dubai, Kaohsiung, and Rotterdam - to examine how they achieved competitive advantages since the advent of containerization. Drawing on the tenets of resource-based view, organization learning, dynamic capability and contingency theories, this research reviewed and interpreted the planned actions of the three seaports from the perspective of resource structuring, bundling and leveraging to develop constructs of strategic resource management. From the strategic actions taken by the three case seaports, the study identifies eight resource management constructs couched within four basic capability building blocks that were instrumental in helping them to achieve, and maintain, their global competitiveness: a capital-intensive regime of developing logistics support infrastructure, a parallel program of utilizing resources in a complementary manner, a dynamically agile capability of coupling, de-coupling, and recoupling to renew resource utilization efficiency in response to external changes (regional market dynamics, industry trends), and a capability of re-orienting the use of tangible assets as an exit strategy to develop intangible resources to adapt to unfolding events. The judicious blend of the eight resource management constructs underpins the developmental paths of the three case seaports as they navigated the environmental contingencies posed by the dynamics of the regional competition they faced against the backdrop of the size of their hinterland and foreland. Offering a fresh perspective on understanding how global seaports compete by developing contingent dynamic capabilities, this study presents six working propositions, opening an avenue for building a theory of global seaport competitiveness based on seaport resource management

Assessing the applicability of participatory multi-criteria analysis (MCA) methodologies to the appraisal of mega transport infrastructure

The topic of ‘how mega transport projects should be assessed’ continues to generate disputes amongst academics, infrastructure specialists, investors and governments alike. This Ph.D. research sought to explore the applicability and effectiveness of participatory MCA methodologies to the (economic, environmental and social) appraisal of such projects. Although very popular amongst academics, participatory MCA methodologies seem to have enjoyed limited practical application and there are no studies assessing their effectiveness. This research entailed several steps, where different methods of investigation and multiple sources of information, both primary and secondary, were combined together in an effort to increase the reliability of the results. Firstly, a comprehensive review of the literature, whose findings were validated and integrated by means of an expert focus group interview, was undertaken in the attempt to determine the key features of mega transport projects. An investigation into transport appraisal practice and traditional appraisal methodologies was then carried out through a comprehensive analysis of the existing literature, complemented with unstructured interviews and informal discussions with some international experts. Successively, an examination of over 60 publications on participatory MCA methodologies was performed with the objective of determining the main attributes and critical aspects of such methods. An analysis of the current trends in mega transport infrastructure planning and decision-making practice was also undertaken based on a series of interviews with several infrastructure practitioners and the analysis of three large-scale port and port-related projects, namely the Alameda freight rail corridor (US), the expansion of the Port of Rotterdam (Holland) and the London Gateway port complex (UK). The London Gateway port complex was also adopted as case study for a practical application of participatory MCA methodologies. Overall, the outcomes of this multi-actor multi-criteria appraisal exercise, together with the findings from the previous steps of research, led to the identification of several (methodological and non-methodological) issues potentially surrounding the practical application of such methods. These issues were ultimately explored through a survey questionnaire carried out amongst specialists and proponents of participatory techniques. The overall conclusion of the thesis is that participatory MCA methodologies represent an under researched area, where some critical themes have received limited consideration; contrasting views still exist on many fundamental aspects; and where, in many cases, the disconnection between theory and practice is apparent. In particular, the key principles, steps and structure of such methods are (directly or indirectly) based on the rationalcomprehensive planning model, which hardly reflects the way projects are developed. Therefore, while, in principle, multi-actor multi-criteria procedures might be carried out to complement and integrate the information derived from conventional ex-ante analyses, it is difficult to see how such methods could significantly improve the decision-making process of major transport infrastru

Simulation framework of port operation and recovery planning

This study proposes a framework of simulation tool suites for ports to evaluate their response to disaster crisis and port security policies. The focus is containerized cargos that are imported through ports in the U.S. with final destinations also in the U.S. A crisis, such as a man-made or natural disaster, may cause a delay at the seaport. The down time of ports may result in severe economic losses. Thus, when a seaport cannot normally operate, it is important to minimize the impact caused by the disrupted freight flow. Port security policies also have a significant impact on the port operation efficiency. This model developed in this study evaluates the performance of re-routing strategies under different crisis scenarios and can help the user to find an effective re-routing decision and analyze security policies of a port. This model also analyzes security policies of the simulation port