Hinterland freight transportation is managed according to a pre-designed schedule. In daily operations, unexpected uncertainties cause deviation from the original plan. Thus replanning is needed to deal with the perturbations and complete the transportation tasks. This paper proposes a mixed-integer programming model to re-plan hinterland freight transportation, based on the framework of synchromodality. It is a holistic resolution of shipment flow rerouting, consequence transshipment organization in the intermediate terminals, and corresponding service rescheduling. The replanning benefits from a high operational flexibility and coordination via a split of shipment and aligning the departure time of service flows with the shipment flows. 1. Introduction Hinterland freight transportation is carried out in accordance with an elaborated tactical plan. A service Network Design (SND) problem lies at the core of the tactical planning process, addressing issues like the selection and scheduling of services, specification of terminal operations and routing of shipment flows (Crainic, 2000). These plans are designed on the basis of predicted freight volume. Stochastic and robust planning are studied extensively to prevent or limit the influence of prediction bias. At the operational level, the tactical schedules are implemented on a local scale with a shorter time window. During this process, the transportation network is vulnerable to uncertainties and variations. Those not only rise from the external environment (unexpected additional or cancelled freight demands, weather caused hazards, delays of the shipment release), but can also internal from system fluctuations (congestion, breakdown and human-caused malpractices). The stochastic or robust planning plan is unable to handle all unexpected scenarios in everyday practice. It is still on open filed to regulate uncertainties at the operational level. Synchromodal transportation is an upcoming new solution succeeding intermodal transportation towards a more flexible and cooperated freight transportation (Tavasszy et al., 2010) at operational level to deal with uncertainties. Under the framework of synchromodality, shippers accept a mode-free booking and only determine the price and quality requirements (Behdani et al., 2016). The involved service providers collaborate under the centralized supervision of one Logistic Service Provider (LSP) (see also SteadieSeifi et al., 2014; Li et al., 2017 and Pérez and Mes, 2017). This implies that it is possible to perform real-time switching among different modes (Behdani et al., 2016). The centralized LSP holds the promise of generating specific replanning solutions to the specific uncertainties encountered in each individual case. The replanning questions come in: (1) Which part of the original SND plan can be re-planned? (2) To what degree can the re-planning solutions deviate from the SND plan? As mentioned above, the SND mainly consists of three components: the

Abstract. This paper gives an over view of real time traffic management of the railway network in case of disturbances. After briefly introducing the problem of disturbance management and basic mathematical formulations, this paper overviews the existing literatures according to the typologies of traffic and levels of detail in the infrastructure models used for railway traffic network representation. A precise placement is made based on the effect of management decisions towards the various stakeholders. The application of these models in real life railway system is discussed based on the special constraints considered, the size of the railway network and the calculation time. Most railway disturbance management models are tested in an experiment setting at present, and if applied in practice they can be helpful to dispatchers to provide a higher quality service for all stakeholders involved.

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