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This study decomposes the container flow in the new ACT system into three queuing sub-networks.
On the other hand, the choice of routes will be also influenced by the empty container flow, resulting in an optimum network, both for loaded and empty cargo.
The results suggest that a satisfactory solution can be achieved with more than one metaheuristic optimizers, providing a valuable tool to the personnel for handling container flow.
We introduce the notions of topological structure and ship load factors, which lead to a classification of shipping route structures and the relationships between the container flow pattern and the route structure.
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The third dataset is derived from the Port of Antwerp and contains very detailed information on the origin and destination of the container flows.
Few papers considered the simultaneous optimization of loaded and empty container flows.
(1) Based on historic data and recent development, any OD container flows can be predicted.
The resulting container flows were integrated into the cost model by changing the transport distances between terminals and shunting yards and by revising the average train length to account for the improved bundling of container flows.
From a simulation point of view, the inland waterway network is made up of terminals, waterway connections and container flows.
For example they developed a modal-split model for the container distribution in Switzerland and assigned container flows to specific terminals.
Notteboom [6] states that bundling of container flows in consolidation terminals is one of the key driving forces of container network dynamics.
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Justyna Jupowicz-Kozak
CEO of Professional Science Editing for Scientists @ prosciediting.com