Intercontinental cargo transport is carried out mainly through the waterway modal, increasing number of vessels and deadweight ships. This means that onshore ports cannot stand demands and, to make them competitive in this reality, a very high investment needed, their expansion can produce serious environmental impact. Thus, it necessary search for alternatives facilitate flow regional world sc...

Rail-rail transshipment yards are an emerging and more e cient alternative to traditional shunting yards. Instead of a time-consuming reshu ing of railcars via shunting hills, in these modern yards, huge gantry cranes tranship containers between di erent freight trains. As multiple cranes process the trains in parallel, it is an important operational task to avoid interferences among cranes. To...

In a centrally managed system, inventory at a retailer can be transshipped to a stocked-out retailer to meet demand. As the inventory at the former retailer may be demanded by future customers of that retailer and transshipment time/cost is non-negligible, it can be more profitable to not transship in some situations. When unsatisfied demand is backordered, reassignment of inventory to a previo...

In this paper we integrate two decision problems arising in container terminals: the berth allocation problem, which consists of assigning and scheduling incoming ships to berthing positions, and the quay crane assignment problem, which assigns to incoming ships a certain QC profile (i.e. number of quay cranes per working shift). They are indeed strictly correlated, as the QC profile assigned t...

We consider the single-commodity single-origin fixed-charge network flow problem (SSFNP) defined on a directed network G = (V,A), where V is the node set and A is the arc set, with each arc a represented by the ordered pair of head and tail nodes (h(a), t(a)). The node set includes a single origin (with no incoming arc), multiple destinations (with no outgoing arc) and transshipment nodes (with...

Decision-makers in synchromodal transport (ST) have different preferences toward objectives, such as cost, time, and emissions. To solve the conflicts among objectives obtain preferred solutions, a preference-based multi-objective optimization model is developed. In ST, containers need to be transferred across modes, therefore problem formulated pickup delivery with transshipment. The of decisi...

We consider a continuous-time, single-echelon, multi-location inventory model with Poisson demand processes. In case of a stock-out at a local warehouse, a demand can be fulfilled via a lateral transshipment (LT). Each warehouse is assigned a predetermined sequence of other warehouses where it will request for an LT. However, a warehouse can hold its last part(s) back from such a request. This ...