The load planning problem for double-stack intermodal trains

Les trains qui transportent des conteneurs empilés (en deux niveaux) sont un élément important du reseau de transport nord-americain. Le probleme de chargement des wagons correspond un probleme operationnel d'utilisation rencontre dans les terminaux ferroviaires. Elle consiste optimiser l’affectation des conteneurs des emplacements spécifiques sur les wagons. Ce mémoire est centré sur un article scientifique traitant le chargement optimal publié dans le Journal Européen de Recherche Opérationnelle (Volume 267, Numéro 1, Pages 107-119, 2018). Nous avons formule un modele lineaire en nombres entiers (ILP) et apporte un certain nombre de contributions. Premierement, nous avons proposé une méthodologie générale qui peut traiter des wagons double ou simple empilement avec des «patrons» de chargement arbitraires. Les les patrons tiennent un compte des dépendances de chargement entre les plateformes sur un wagon donne. Deuxiemement, nous avons modéliser les restrictions du centre de gravité (COG), les regles d’empilement et un nombre de restrictions techniques de chargement associees certains types de conteneurs et / ou de marchandises. Les resultats montrent que nous pouvons resoudre des instances de taille realiste dans un d´elai raisonnable en utilisant un solveur ILP commercial et nous illustrons que le fait de ne pas tenir compte de la correspondance conteneurs-wagons ainsi que des restrictions COG peut conduire une surestimation de la capacité disponible.Double-stack trains are an important component of the railroad transport network for containerized cargo in specific markets such as North America. The load planning problem embodies an operational problem commonly faced in rail terminals by operators. It consists in optimizing the assignment of containers to specific locations on the train. The work in this thesis is centered around a scientific paper on the optimization on load planning problem for double stack-trains, published in the European Journal of Operation Research (Volume 267, Issue 1, Pages 1-398) on 16 May 2018. In the paper, we formulated an ILP model and made a number of contributions. First, we proposed a general methodology that can deal with double- or single-stack railcars with arbitrary loading patterns. The patterns account for loading dependencies between the platforms on a given railcar. Second, we modeled Center of gravity (COG) restrictions, stacking rules and a number of technical loading restrictions associated with certain types of containers and/or goods. Results show that we can solve realistic size instances in reasonable time using a commercial ILP solver and we illustrate that failing to account for containers-to-cars matching as well as COG restrictions may lead to an overestimation of the available train capacity

Railway operations, time-tabling and control

This paper concentrates on organising, planning and managing the train movement in a network. The three classic management levels for rail planning, i.e., strategic, tactical and operational, are introduced followed by decision support systems for rail traffic control. In addition, included in this paper are discussions on train operating forms, railway traffic control and train dispatching problems, rail yard technical schemes and performance of terminals, as well as timetable design. A description of analytical methods, simulation techniques and specific computer packages for analysing and evaluating the behaviour of rail systems and networks is also provided

BESTFACT Best Practice Handbook 3

The Best Practice Handbook (BPH) gives an overview about current concepts, strategies and actions in freight transport all over Europe. It is disseminating information on successful projects and practices to increase awareness and share experiences. It is enabling knowledge transfer and supporting transferability for best practices. The third and last Best Practice Handbook focuses on the work done over the entire project, with 157 inventory cases and 60 in-depth analyses. After four years of case collection a wide field of solutions is available. The main findings of the BESTFACT cases are cross-checked and summarised for each of the cluster topics. The consistent form of collection and information provision broadens the structural understanding of best practice cases. The synthesis of cases per topic shows that under consideration of barriers and framework conditions replicable impacts are achievable. Main editors are Martin Ruesch & Simon Bohne (Rapptrans) and Jacques Leonardi (UoW). Project leader is Marcel Huschebeck (PTV)

New solution approaches for the Train Load Planning Problem

The present paper faces the train load planning problem in container terminals. The problem consists of assigning containers to rail wagons while maximizing the total priority of the containers loaded and minimizing the number of rehandles executed in the terminal yard. Two diferent heuristic approaches, based on an innovative way to compute weight limitations and on two 0/1 integer programming models, are proposed and compared on the basis of specifc key performance indicators. The heuristic approaches are compared using random generated instances based on real-world data. An extensive computational analysis has been performed

Eurasian Rail Freight in the One Belt One Road Era

This paper presents an overview of the recent development of Eurasian rail freight in the One Belt, One Road Era and further evaluates its service quality in terms of transit times and transport costs compared to other transport modes in containerised supply chains between Europe and China. A trade-off model of transit time and transport costs based on quantitative data from primary as well as secondary sources is developed to demonstrate the market niche for Eurasian rail freight vis-a-vis the more established modes of transport of sea, air, and sea/air. In a scenario analysis, further goods attributes influencing modal choice are employed to show for which cargo type Eurasian rail freight service is favourable. According to our calculations, Eurasian rail freight is about 80% less expensive than air freight with only half of the transit time of conventional sea freight. Our scenario analysis further suggests that for shipping time sensitive goods with value ranging from 1.23 USD/kg to 10.89 USD/kg as well as goods with lower time sensitivity and value in a range of 2.46 USD/kg to 21.78 USD/kg, total logistics costs of Eurasian rail freight service beat all other modes of transport. Hence, Eurasian rail freight seems to be an option beneficial in terms of transport cost, transit time, reliability and service availability, which enables shippers to build up agile and sustainable supply chains between China and Europe

Assessing the Market Niche of Eurasian Rail Freight in the Belt and Road Era.

This paper presents an overview of the recent development of Eurasian rail freight in the Belt and Road era and further evaluates its service quality in terms of transit times and transport costs compared to other transport modes in containerised supply chains between Europe and China. A trade-off model of transit time and transport costs based on quantitative data from primary and secondary sources is developed to demonstrate the market niche for Eurasian rail freight vis-a-vis the more established modes of transport of sea, air, and sea/air. In a scenario analysis, further cargo attributes influencing modal choice are employed to show for which cargo type Eurasian rail freight service is favourable from a shipper’s point of view. At present, Eurasian rail freight is about 80% less expensive than air freight with only half of the transit time of conventional sea freight. Our scenario analysis further suggests that for shipping time-sensitive goods with lower cargo value ranging from 1.23 USD/kg to 10.89 USD/kg as well as goods with lower time sensitivity and higher value in a range of 2.46 USD/kg to 21.78 USD/kg, total logistics costs of Eurasian rail freight service rail is cheaper than all other modes of transport. As an emerging competitive solution, Eurasian rail freight demonstrates to be an option beneficial in terms of transport cost, transit time, reliability and service availability, which offers a cost-efficient option enabling shippers to build up agile and more sustainable supply chains between China and Europe. Our study firstly provides a comprehensive assessment of present Eurasian rail freight including a thorough comparison with alternative modes of transport from a shipper’s point of view

Assessing the Market Niche of Eurasian Rail Freight in the Belt and Road Era.

This paper presents an overview of the recent development of Eurasian rail freight in the Belt and Road era and further evaluates its service quality in terms of transit times and transport costs compared to other transport modes in containerised supply chains between Europe and China. A trade-off model of transit time and transport costs based on quantitative data from primary and secondary sources is developed to demonstrate the market niche for Eurasian rail freight vis-a-vis the more established modes of transport of sea, air, and sea/air. In a scenario analysis, further cargo attributes influencing modal choice are employed to show for which cargo type Eurasian rail freight service is favourable from a shipper’s point of view. At present, Eurasian rail freight is about 80% less expensive than air freight with only half of the transit time of conventional sea freight. Our scenario analysis further suggests that for shipping time-sensitive goods with lower cargo value ranging from 1.23 USD/kg to 10.89 USD/kg as well as goods with lower time sensitivity and higher value in a range of 2.46 USD/kg to 21.78 USD/kg, total logistics costs of Eurasian rail freight service rail is cheaper than all other modes of transport. As an emerging competitive solution, Eurasian rail freight demonstrates to be an option beneficial in terms of transport cost, transit time, reliability and service availability, which offers a cost-efficient option enabling shippers to build up agile and more sustainable supply chains between China and Europe. Our study firstly provides a comprehensive assessment of present Eurasian rail freight including a thorough comparison with alternative modes of transport from a shipper’s point of view

Railways in Renaissance — Review of Achievements and Reflection on Prospects

The authors introduce railway renaissance by considering the rail mode\u27s inherent strengths, energy frugality, and developmental role. They address the research question: Does a new post-renaissance normal now prevail? The research progresses a multivariate design that they developed to a case study approach as proliferation of private railway operators as a consequence of renaissance has constrained access to formerly public information. The study examined four countries, Brazil, Russia, India, and China, and one region, the Gulf Cooperation Council States, whose railways have advanced substantially in recent years through implementation of high speed, heavy haul, heavy intermodal, and urban rail. It also examined the migration of countries from the previously identified Fortuitous and Insecure railways clusters to the Enlightened, Progressive, and Assertive clusters. It found advances in institutional learning with respect to design of interventions to achieve renaissance, ownership and funding, market structure, as well as networking and expanding strategic horizons. It concluded that countries that have embraced the railway renaissance have been able to reposition their railways to play a substantial role in their economies and societies, and that a new normal has emerged, with the rail mode now a formidable contender in high-speed, high-volume, heavy-traffic corridors