Freight train scheduling with elastic demand

Kuo, April Y.; Miller-Hooks, Elise; Mahmassani, Hani S.

doi:10.1016/j.tre.2010.05.002

Cited by 38 publications

(22 citation statements)

References 35 publications

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“…The railway transportation organization has been made to optimize the train scheme [34][35][36][37][38]. Yang clarified that the research on transportation organization between railway container yards plays an important role in guiding the design, construction and operation of railway container yards [34].…”

Section: Transportation Planning Optimization Problemsmentioning

confidence: 99%

“…Miller, aiming at the reliability of the railway container transportation network, established a two-level stochastic programming model of cost and service level, and solved it by taking the American railway container multimodal transportation network as an example [35]. April established a train selection model based on multi-commodity network traffic with the goal of minimizing operating costs to determine train loading and unloading plans [37]. Liu and Deng proposed a multimodal transport network that considered freight consolidation through the cooperation of freight forwarders.…”

Section: Transportation Planning Optimization Problemsmentioning

confidence: 99%

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Study on Scheme of Outbound Railway Container Organization in Rail-Water Intermodal Transportation

2020

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It has been proven that exploring how to achieve an efficient transportation system is a crucial component of every sustainable transportation study. Rail-water intermodal transportation is recognized as one of the future transportation methods for being efficient, economical and environmentally friendly. To improve the efficiency, reduce transportation costs and maximize the resource utilization of outbound intermodal container transportation, based on the relationship between the container central station and the port station in the actual problems, the organization of railway container transportation was studied. A multi-objective optimization model was established in order to minimize the total cost in the process of transportation, which means maximizing the resource utilization and ensuring it is environmentally friendly. Additionally, an improved genetic algorithm (GA) was developed to solve the model. The calculation results of the model are obtained by the simulation calculation. The comparison with the conventional fixed axis transportation organization method proves that the model and algorithm can reduce costs by up to 24.57%. The result also shows that the container transport organization should be tried to satisfy the direct loading and discharging condition of "train-ship," meanwhile reducing the storage time at the high toll central station. In conclusion, the model and algorithm are feasible and effective. Due to the universality of the model, it can be easily used and generalized in or out of China.Europe advocates that railways should take more transportation volumes, which requires an increase in the service level of the multimodal transport chain and increases the market share of railway transportation in terms of medium-and long-distance freight. Specifically, before the end of 2020, they aim to establish a framework system for the management and payment information system of the EU multimodal transport; before 2030, they will require 30% of road freights to be transferred to rails and waterways, and will reach 50% by 2050 [2]. In 2017, the proportions of rail-sea intermodal transportation were 36% in Duis, 39% in Hamburg and 47% in Bremen.However, the development of multimodal transport is different in China. Although it has been more than ten years of promoting the mode of rail-water transportation in China, due to insufficient transportation capacity of the railway system and other reasons, the implementation of rail-water transportation has been slow.With the continuous advancement of the "Thirteenth Five-Year Plan" and the "Belt and Road" strategy, China has established the notion that lucid waters and lush mountains are invaluable assets and acted with resolve and intensity as never before to strengthen environmental protection. At the same time, an aim of energy consumption per unit of GDP (Gross National Product) falling more than 20% has been set. As the pillar industry of the country, the transportation industry will play a vital role in the process.That's why China is entering a g...

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Section: Transportation Planning Optimization Problemsmentioning

confidence: 99%

Section: Transportation Planning Optimization Problemsmentioning

confidence: 99%

Study on Scheme of Outbound Railway Container Organization in Rail-Water Intermodal Transportation

2020

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“…The loading service capacity per headway then equals to the train capacity s, as the loading for a subsequent train cannot be started until the current train leaves. As usual in the freight rail literature (e.g., Kuo et al [20]), we assume that the load factor is 1. For a fixed demand of N j the total number of occupied trains m j is then given as N j /s.…”

Section: Freight Servicementioning

confidence: 99%

On the Pricing of Urban Rail Transit with Track Sharing Freight Service

2020

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Transporting parcels on urban passenger rail transit is gaining growing interest as a response to the increasing demand and cost of urban parcel delivery. To analyze the welfare effects of different fare regimes when allowing parcel services on an urban rail transit, this paper models the optimal service problem where the transit operator chooses the number of trains and the departure intervals. By introducing a reduced form train timetable problem, the passenger train crowding model is extended to incorporate the effect of freight train scheduling. We show that the freight users are better off in the time-varying optimal fare regime, while passengers are worse off, and that the time-varying optimal fare regime calls for more trains than the optimal uniform fare regime. However, the reduction in passenger trains due to the introduction of freight service can eliminate the welfare gain from passenger time-varying fare. If the price elasticity of freight demand is relatively high, implementing road toll can generate welfare loss when rail transit is privately operated.

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“…These results were significantly better than the initial standard heuristic at that time in many of the problem instances. Kuo et al (2010) point out that the demand of freight transportation in North America is not fixed. Instead, it is a function of the frequency of service.…”

Section: Disturbance Management Of Freight Trainsmentioning

confidence: 99%

A Review of Real Time Railway Traffic Management During Disturbances

Corman

Lodewijks

2015

Lecture Notes in Computer Science

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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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Freight train scheduling with elastic demand

Cited by 38 publications

References 35 publications

Study on Scheme of Outbound Railway Container Organization in Rail-Water Intermodal Transportation

Study on Scheme of Outbound Railway Container Organization in Rail-Water Intermodal Transportation

On the Pricing of Urban Rail Transit with Track Sharing Freight Service

A Review of Real Time Railway Traffic Management During Disturbances

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