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Freight logistics and shipment routing
Published in Dong-Ping Song, Container Logistics and Maritime Transport, 2021
It should be noted that the shipping service routes are interconnected. Due to the limited number of ports covered by individual shipping service, it is not always possible to satisfy customer demand using direct shipments. In fact, transhipment is a common phenomenon in container shipping, in which a shipment may be unloaded from a vessel at a transhipment port and then transferred to another vessel at a later time. Some container ports are predominantly for transhipments, e.g. Singapore. The fixed itinerary of shipping services and the existence of transhipment make the shipment routing more complicated because there are many alternative paths for a given origin-destination shipment.
A multi-agent reinforcement learning model for inventory transshipments under supply chain disruption
Published in IISE Transactions, 2023
Byeongmok Kim, Jong Gwang Kim, Seokcheon Lee
Several studies have recognized the SC as a collaborative structure that mitigates risks and increases resilience (e.g., Raj Sinha et al., 2004; Shen and Sun, 2021). Collaboration is strengthened by trust, information sharing, resource sharing, and decision synchronization among SC participants (Jain et al., 2017; Lohmer et al., 2020). Transshipment, a form of collaboration, involves exchanging resources, such as raw materials, work-in-progress, and finished products, between SC participants (Tagaras, 1999; Rudi et al., 2001). Transshipment can reduce the impact of demand fluctuations and supply disruptions, and has been studied as a means to deal with SC disruption caused by the pandemic (Ivanov and Dolgui, 2021; Bechtsis et al., 2022). It can be proactive or reactive, depending on when it is performed. If the transshipment is performed before the demand is realized, it is called proactive transshipment, whereas if it is performed after the demand is realized, it is called reactive transshipment (Li, 2020).
Analysing the impact of value added services at intermodal inland terminals
Published in International Journal of Logistics Research and Applications, 2020
Sonja Maria Protic, Christian Fikar, Jana Voegl, Manfred Gronalt
The investment loop (B2) and the energy loop (B3), both balancing loops, are added in Figure 3. According to Lun and Cariou (2009), the efficiency of a terminal is influenced by its position within the transportation network and its role in existing mergers and alliances, together represented as the variable 'terminal connectivity'. This again influences the total lead time. Efficiency gains in transshipment processes lower a terminal's energy consumption, which leads to lower costs of operation, improved environmental performance and, consequently, can have a positive impact on a terminal's reputation (Miles and Covin 2000). Furthermore, efficiency gains in the transshipment process directly decrease the utilisation rate of the technical equipment.
Next generation mega container ports: implications of traffic composition on sea space demand
Published in Maritime Policy & Management, 2019
Container throughput can be distinguished by transshipment and gateway traffic. The process of transshipment involves transfer of containers from one ship to another vessel at a container terminal or between container terminals in a port (Fleming 2000). Transshipment traffic can be further categorized by hub-and-spoke, relay, and interlining operations, which consist of transferring containers between mainline and feeder vessels and between mainline vessels (Dynamar B.V. 2007). Transshipment operations can involve several container vessels at one time as simultaneous container transfers take place between different vessels. A key driving force for transshipment is shipping lines trying to reap greater scale and network economies by achieving higher load factors through fewer port calls. As for gateway traffic, it consists of containers originating from or are destined for the port’s hinterland that can be reached by road, rail or barge transportation. Handling gateway traffic is relatively more straightforward compared to transshipment as the discharge and loading processes do not require simultaneous coordination with other vessel calls and are specific to a particular vessel. With the focus being on vessel movement related to the port-call, rising container cargo traffic is expected to bring about rising demand for sea space by associated container vessel traffic. To cope with this, ports are will need to invest actively in both sea-side and land-side facilities to enhance efficiency, maintain navigational safety, and reduce vessel turnaround time.