Research on the Location-Routing Optimization of International Freight Trains Considering the Implementation of Blockchain
Abstract
:1. Introduction
2. Literature Review
2.1. Location-Routing Optimization of International Freight Trains
2.2. Implementation of Blockchain Technology in the Transportation Industry
2.3. Literature Summary
3. Problem and Parameter Description
- (1)
- All train formations are at the same level.
- (2)
- The goods are transported by train to the assembly center or the destination station.
- (3)
- Goods are picked up when they arrive at their destination with no waiting times or storage fees.
4. Model Building
5. Solving Algorithm
5.1. Opposition-Based Learning Mechanism
5.2. Calculation of Dominance Intensity
5.3. Improved Calculation of Crowding Degree
5.4. Adaptive Elite Retention Strategy
6. Case Analysis
6.1. Data Sources
6.2. Parameter Settings
6.3. Comparison of Algorithm Performance
Algorithm 1. The implementation process of the algorithm |
Input values of the main parameters and topological network of transportation network |
1. Set the population size and dimension, and initialize the population according to the constraints (18)–(34), |
2. Set the maximum number of iterations , let the current number of iterations , |
3. Non-dominant ranking of individuals in the initial population, |
4. Calculating the jumping rate according to Equation (36), and determine whether , |
4.1 If , |
4.1.1 Calculating the dominant intensity according to Equation (39), |
4.1.2 Calculating the crowding degree according to Equation (40), |
4.1.3 Comparing the non-dominance rank, dominance intensity, and crowding degree sequentially, and sorting the individuals, |
4.1.4 Calculating the generation elite individual retention size according to Equations (41) and (42), |
4.1.5 Merging populations, let , turn into 5, |
4.2 Else if , |
4.2.1 According to the non-dominant ordering, the population was divided into the non-dominant set and other individual set , |
4.2.2 Traverse through all individuals in set , and calculating the probability of opposition-based learning according to Equations (37) and (38), |
4.2.3 Determine whether , |
4.2.4 If , calculating the opposite solution according to Equation (35) and constraints (18)–(34), and add it into set , |
4.2.5 Merging the set and , |
4.2.6 Non-dominant ordering of individuals in the merged set, then turn into 4.1.1. |
5 Determine whether , |
5.1 If , turn into 3, |
5.2 Else if, end. |
Output optimized solution |
6.4. Results
6.4.1. Optimization Results When Blockchain Technology Is Not Applied
6.4.2. Optimization Result After Applying Blockchain Technology
6.5. Sensitivity Analysis
7. Conclusions
Author Contributions
Funding
Data Availability Statement
Acknowledgments
Conflicts of Interest
References
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Typology | Symbol | Meaning | Typology | Symbol | Meaning |
---|---|---|---|---|---|
Sets | Set of origin station | Parameters | Fee of cross-border clearance, CNY/TEU | ||
Set of candidate points of assembly centers | Proportion reduction in the fee of cross-border clearance after the implementation of blockchain technology | ||||
Set of the final destination station | Fee of train formation, CNY/TEU | ||||
Set of originating stations in the assembly transportation route of the origin station | Fee of blockchain technology, CNY/TEU | ||||
Variables | Cargo volume from origin to destination | Construction fee of assembly center | |||
Transport miles from to | Maximum number of formations allowed, TEU | ||||
Congested waiting times at origin | Profit generated by transporting a unit of goods over a unit distance, CNY/(TEU·km) | ||||
Congested waiting times at assembly center | Loading fee at origin | ||||
Waiting time for transportation at assembly center | Unloading fee at destination | ||||
Number of track changes between stations and | Transit fee at assembly center | ||||
Number of cross-border clearance between stations and | Time of track change, day/TEU | ||||
Frequency of the international freight trains from assembly center to destination | Time of cross-border clearance, day/TEU | ||||
Number of formations, TEU | Proportion reduction in the time of cross-border clearance after the implementation of blockchain technology | ||||
Traveling speed between station and | Time of train formation, day/TEU | ||||
Maximum allowed transport time from origin o destination | Loading time at origin | ||||
Time of direct transportation from origin to destination | Unloading time at destination | ||||
Time of assembly transportation from origin o destination | Transit time at assembly center | ||||
Parameters | The weighting factors for fee | Handling capacity of origin | |||
The weighting factor for the cost of time value | Handling capacity of destination | ||||
Average time value of goods, CNY/(day·TEU) | Handling capacity of assembly center | ||||
Fixed cost of railway transportation, CNY/TEU | Decision variables | The value is 1 if the station is linked with | |||
The base price of railway transportation, CNY/(TEU·km) | The value is 1 if the origin as allocated to the assembly center | ||||
Price of storage at origin , CNY/(TEU·day) | The value is 1 if blockchain technology has been implemented, 0 otherwise | ||||
Price of storage at assembly center , CNY/(TEU·day) | The value is 1 if the candidate point | ||||
Fee of track change, CNY/TEU | The value is 1 if the transportation route from origin to destination |
Parameters | Value | Parameters | Value |
---|---|---|---|
0.55 | 55 TEU/train | ||
0.45 | 1.5 CNY/(TEU·km) | ||
1000 CNY/(TEU·day) | 1500 CNY/TEU | ||
500 CNY/TEU | 3000 CNY/TEU | ||
3.28 CNY/(TEU·km) | 1 day/TEU | ||
Singapore, 200 CNY/(TEU·day) Stations in Malaysia, Thailand, and Vietnam, 150 CNY/(TEU·day) Stations in Cambodia, Laos, and Myanmar, 100 CNY/(TEU·day) | 1 day/TEU | ||
150 CNY/(TEU·day) | 0.5 day/TEU | ||
1250 CNY/TEU | 0.5 day/TEU | ||
1200 CNY/TEU | 100 TEU/day | ||
80 CNY/TEU | 1000 TEU/day | ||
4,000,000 CNY |
Algorithms | Running Time(s) | Number of Pareto Solutions | Spacing | HRS | PR | IGD |
---|---|---|---|---|---|---|
ANSGA II-OD | 45.34 | 20 | 55.34 | 5.78 | 0.5 | 3.42 × 10−3 |
NSGA II | 136.76 | 12 | 108.59 | 13.49 | 0.37 | 8.93 × 10−2 |
Assembly Center | Destination Station | Transportation Route | Frequency (Train/d) |
---|---|---|---|
3 | 1 | 3→7→6→5→4→3→1 | 1 |
2 | 3→7→6→5→4→3→2 | 2 | |
8 | 1 | 8→10→9→8→1 | 1 |
2 | 8→10→9→8→2 | 1 | |
14 | 1 | 14→16→15→14→1 14→11→12→13→14→1 | 2 |
2 | 14→16→15→14→2 14→11→12→13→14→2 | 1 | |
21 | 1 | 21→24→22→23→21→1 21→17→18→19→20→21→1 21→32→30→28→27→26→25→21→1 21→35→34→33→31→29→21→1 | 2 |
2 | 21→24→22→23→21→2 21→17→18→19→20→21→2 21→32→30→28→27→26→25→21→2 21→35→34→33→31→29→21→2 | 2 | |
39 | 1 | 39→36→37→39→1 39→42→41→45→44→43→40→39→1 | 1 |
2 | 39→36→37→39→2 39→42→41→45→44→43→40→39→2 | 1 |
Assembly Center | Destination Station | Transportation Route | Frequency (Train/Week) |
---|---|---|---|
3 | 1 | 3→7→6→5→4→3→1 3→11→10→8→3→1 3→19→20→9→3→1 | 2 |
2 | 3→7→6→5→4→3→2 3→11→10→8→3→2 3→19→20→9→3→2 | 2 | |
14 | 1 | 14→12→13→14→1 14→16→15→14→1 14→18→17→14→1 | 2 |
2 | 14→12→13→14→2 14→16→15→14→2 14→18→17→14→2 | 2 | |
21 | 1 | 21→27→26→25→21→1 21→37→36→39→38→21→1 21→24→22→23→21→1 21→42→41→40→45→43→44→21→1 | 2 |
2 | 21→27→26→25→21→2 21→37→36→39→38→21→2 21→24→22→23→21→1 21→42→41→40→45→43→44→21→2 | 2 | |
32 | 1 | 32→31→29→28→30→32→1 32→35→34→33→32→1 | 1 |
2 | 32→31→29→28→30→32→2 32→35→34→33→32→2 | 1 |
Scenarios | Before the Implementation of Blockchain | After the Implementationm of Blockchain | |
---|---|---|---|
Optimization Objectives | |||
Comprehensive cost/Billion CNY | 2.84 | 2.61 | |
Average satisfaction of shippers | 0.73 | 0.81 |
Feature | Role in the Transportation of International Freight Train |
---|---|
Transparency | Data and transactions are stored in a decentralized way. All nodes in the blockchain record the same information. The transparency of freight transportation ensures trust between participants. |
Availability | The distributed and shared nature of the blockchain ensures that authorized users always have access to the data and transactions stored. This availability can help managers improve the efficiency of decision-making during the transportation of international freight trains. |
Integrity and authenticity | Asymmetric key encryption and timestamps ensure the integrity and authenticity of on-chain data and transactions. It in turn strengthens the mutual trust of the participants. |
Audit and Data Provenance | Data and transactions in the blockchain system cannot be tampered with. This advantage can assist stakeholders in assessing the goods and their transportation to make decisions quickly. |
Authorization | Blockchain assures the authorization of international freight train participants. Every participant has its own unique identifier, and only authorized nodes are allowed to carry out transactions. This ensures the security and privacy of data. |
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Hong, Z.; Shen, H.; Sun, W.; Zhang, J.; Liang, H.; Zhao, G. Research on the Location-Routing Optimization of International Freight Trains Considering the Implementation of Blockchain. Mathematics 2024, 12, 3797. https://doi.org/10.3390/math12233797
Hong Z, Shen H, Sun W, Zhang J, Liang H, Zhao G. Research on the Location-Routing Optimization of International Freight Trains Considering the Implementation of Blockchain. Mathematics. 2024; 12(23):3797. https://doi.org/10.3390/math12233797
Chicago/Turabian StyleHong, Zhichao, Hao Shen, Wenjie Sun, Jin Zhang, Hongbin Liang, and Gang Zhao. 2024. "Research on the Location-Routing Optimization of International Freight Trains Considering the Implementation of Blockchain" Mathematics 12, no. 23: 3797. https://doi.org/10.3390/math12233797
APA StyleHong, Z., Shen, H., Sun, W., Zhang, J., Liang, H., & Zhao, G. (2024). Research on the Location-Routing Optimization of International Freight Trains Considering the Implementation of Blockchain. Mathematics, 12(23), 3797. https://doi.org/10.3390/math12233797