Integrate multi-agent planning in hinterland transport: Design, implementation and evaluation

Feng, Fan; Pang, Yusong; Lodewijks, Gabriël

doi:10.1016/j.aei.2015.08.001

Cited by 10 publications

(5 citation statements)

References 32 publications

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“…In that case, these agents have their functions, such as loading, unloading, and container inventory management, while they have separate interactive functions, such as loading and then leaving. ABM has found its relevance in various areas of container shipping, namely in frameworks for reducing congestion (Shobayo and Van Hassel, 2019), container terminal productivity (Mazloumi and van Hassel, 2021), and most importantly, in both inter-terminal transport (Iqbal, 2015) and interland (Feng et al, 2015).…”

Section: Rehandling Of Containers Duringmentioning

confidence: 99%

Utilizing Amphibious AGVs to Optimize Container Transshipment for Deep Sea and Hinterland Operations

Rajaram,

Meherishi,

Jovanova

et al. 2024

IMDC

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Transshipment is a key component of modern-day shipping logistics. Container supply chains rely on tran-shipment hubs to access remote locations. With globalisation driving growth in container trade, maritime congestion is rising at container terminals in ports worldwide. This is expected to worsen as demand con-tinues to grow. This research explores novel maritime equipment designs that can contribute to solving problems in the trans-shipment chain. One such idea is that of the Amphibious Automated Guided Vehicle, an innovative concept that travels on both land and sea. Envisioned as a tool to minimise the rehandling of containers, the Amphibious AGV forms the heart of the new changes that this research proposes for the fu-ture of trans-shipment. Complementing swifter trans-shipment, the research also proposes complementary design concepts such as floating terminals to add more flexibility for container ships and Amphibious AGVs applied to exchange containers offshore. To validate these ideas, an agent-based modelling methodology was used and replicated in the environment of the Hong Kong- Pearl River Delta. This work, therefore, opens up an intriguing future scope for maritime transshipment that is both sustainable and adaptable while also discussing limitations and concerns that need to be carefully considered.

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Section: Rehandling Of Containers Duringmentioning

confidence: 99%

Utilizing Amphibious AGVs to Optimize Container Transshipment for Deep Sea and Hinterland Operations

Rajaram,

Meherishi,

Jovanova

et al. 2024

IMDC

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“…Firstly, integration and collaboration between multiple terminals and vehicles are rarely studied. Feng et al [60] investigate the communication between the terminal and barge operator; a mediator is proposed to coordinate multiple barges and terminals.…”

Section: Hinterland Itt Tactical and Operational Planningmentioning

confidence: 99%

Critical Literature Review into Planning of Inter-Terminal Transport: In Port Areas and the Hinterland

Corman

Lodewijks

2019

Journal of Advanced Transportation

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Nowadays, the major ports around the world usually consist of multiple terminals and service centers which are often run by different operators. Meanwhile, inland terminals have been also developed to reduce port congestion and improve transport efficiency. The integrated planning of inter-terminal transport (ITT) between the seaport and inland terminals helps in providing frequent and profitable services, but also could lead to higher overall planning complexity. Moreover, the ITT system usually involves multiple stakeholders with different or even conflicting interests. Although an increasing number of studies have been conducted in recent years, few studies have summarized the research findings and indicated the directions for future research regarding ITT. This paper provides a systemic review of ITT planning: we examine 77 scientific journal papers to identify what kind of objectives should be achieved in ITT system planning, which actors should be involved, and what methodologies can be used to support the decision-making process. Based on the analysis of the existing research, several research gaps can be found. For example, the multi-modality ITT systems are rarely studied; cooperation frameworks are needed in the coordination of different actors and quantitative methodologies should be developed to reflect the different actors’ financial interests.

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“…The number of mainline trains varies according to the received (export) and evacuated containers flow (import); if the total number of imports (respectively, exports) is greater than 160 per day the number of trains is five, otherwise, it is four. In addition, the mean number of containers transported per mainline train is 35 with a standard deviation of six and the containers are distributed on a variable number of rail cars (25)(26)(27)(28)(29)(30)(31)(32)(33)(34)(35)(36)(37)(38)(39)(40). Regarding rail shuttles, there is only one for each maritime terminal, except for the TDF, where it may be two or three (if there is a huge number of containers to be transported), because the TDF is the origin or destination of half of all-day containers.…”

Section: Model Implementationmentioning

confidence: 99%

“…Multi-agent-based simulation is widely used for various purposes in container terminal literature. It is applied in solving problems in scheduling, 32,33 risk management, 34 management systems, 35,36 performance evaluation, 28,37 etc. Unfortunately, papers addressing in detail crane interference and deadlock situation problems with multi-agent-based simulation are still lacking.…”

Section: Literature Reviewmentioning

confidence: 99%

An improving agent-based engineering strategy for minimizing unproductive situations of cranes in a rail–rail transshipment yard

et al. 2017

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Nowadays, seaports seek to achieve a better massification (massive transportation of containers) share of their hinterland transport by promoting rail and river connections in order to more rapidly evacuate increasing container traffic shipped by sea and to avoid landside congestion. The attractiveness of a seaport to shipping enterprises depends not only on its reliability and nautical qualities but also on its massified hinterland connection capacity. Contrary to what has been observed in Europe, the massification share of Le Havre seaport has stagnated in recent years. To overcome this situation, Le Havre Port Authority is putting into service a multimodal hub terminal linked only with massified modes. In this study, we focus on rail-rail transshipment of this new terminal, specifically on minimizing unproductive situations of cranes to improve crane productivity and to speed up freight train processing. To this end, an improving agent-based engineering strategy called the ''crane anti-collision strategy'' is proposed and tested using multi-method simulation software (Anylogic). In a numerical study, the simulation results reveal that our developed model is very satisfactory and outperforms other existing simulation models.

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Integrate multi-agent planning in hinterland transport: Design, implementation and evaluation

Cited by 10 publications

References 32 publications

Utilizing Amphibious AGVs to Optimize Container Transshipment for Deep Sea and Hinterland Operations

Utilizing Amphibious AGVs to Optimize Container Transshipment for Deep Sea and Hinterland Operations

Critical Literature Review into Planning of Inter-Terminal Transport: In Port Areas and the Hinterland

An improving agent-based engineering strategy for minimizing unproductive situations of cranes in a rail–rail transshipment yard

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