Search Results (36)

Background: Increasing regulatory pressure for maritime decarbonization (e.g., IMO CII, FuelEU) drives adoption of low-carbon fuels and prompts reassessment of regional ports’ competitiveness. This study aims to evaluate the economic and environmental viability of rerouting deep-sea container services to regional ports in a decarbonizing world. Methods: A scenario-based analysis is used to evaluate total costs and CO₂ emissions across the entire container shipping supply chain, incorporating deep-sea shipping, port operations, feeder services, and inland rail/road transport. The Port of Liverpool serves as the primary case study for rerouting Asia–Europe services from major ports. Results: Analysis indicates Liverpool’s competitiveness improves with shipping lines’ slow steaming, growth in hinterland shipment volume, reductions in the emission factors of alternative low-carbon fuels, and an increased modal shift to rail matching that of competitor ports (e.g., Southampton). A dual-port strategy, rerouting services to call at both Liverpool and Southampton, shows potential for both economic and environmental benefits. Conclusions: The study concludes that rerouting deep-sea services to regional ports can offer cost and emission advantages under specific operational and market conditions. Findings on factors and conditions influencing competitiveness and the dual-port strategy provide insights for shippers, ports, shipping lines, logistics agents, and policymakers navigating maritime decarbonization. Full article

Inefficient inland repositioning of empty containers between depots remains a persistent challenge in container logistics, contributing significantly to unnecessary truck movements, elevated operational costs, and increased CO₂ emissions. Acknowledging the importance of this problem, a large amount of relevant literature has appeared. The objective of this paper is to track the empty container flow between ports, empty depots, inland terminals, and customer premises. Additionally, it aims to simulate and assess CO₂ emissions, capturing the dynamic interactions between different agents. In this study, agent-based modeling (ABM) was proposed to simulate the empty container movements with an emphasis on inland transportation. ABM is an emerging approach that is increasingly used to simulate complex economic systems and artificial market behaviours. NetLogo was used to incorporate real-world geographic data and quantify CO₂ emissions based on truckload status and to evaluate the other operational aspects. Behavior Space was also utilized to systematically conduct multiple simulation experiments, varying parameters to analyze different scenarios. The results of the study show that customer demand frequency plays a crucial role in system efficiency, affecting container availability and logistical tension. Full article

This study addresses the critical environmental challenge of increasing carbon emissions from Thailand’s freight transport sector, focusing on container movement in the strategic Lat Krabang ICD–Laem Chabang Port corridor. The research quantifies and compares CO₂ emissions between rail and road container transport modes to identify potential carbon reduction strategies. A comprehensive activity-based methodology was employed, incorporating fuel consumption testing across multiple load conditions, detailed transport activity mapping, and the application of locally relevant emission factors. The results demonstrate that rail transport produces 32.82 kgCO₂eq/TEU compared to 53.13 kgCO₂eq/TEU for road transport, representing a 38.23% emission advantage. Fuel consumption testing revealed a power relationship between train weight and fuel consumption (y = 0.1121x^0.5147, R² = 0.97), indicating improving efficiency with increased loading. Terminal operations contribute significantly to rail transport’s emission profile, accounting for 36% of total emissions. The current modal split presents substantial opportunities for emission reduction through increased rail utilization. This study identifies and evaluates practical carbon reduction strategies across operational, technological, and policy dimensions, with priority interventions including load factor optimization, terminal efficiency improvements, locomotive modernization, and differential road pricing. This research contributes empirical evidence to support sustainable freight transport development in Thailand while establishing a methodological framework applicable to emission assessments in similar corridors throughout developing economies. Full article

Container intermodal scheduling is critical for advancing low-carbon logistics within inland port systems. However, the scheduling process faces several challenges, including the complexity of coordinating transport modes and complying with carbon emission policies. To address these issues, this study proposes a multi-objective optimization model that simultaneously considers transportation cost, carbon emissions, and time efficiency under soft time window constraints. The model is solved using an improved grey wolf–Harris hawks hybrid algorithm (IGWOHHO). This algorithm enhances population diversity through Tent chaotic mapping, balances global exploration and local exploitation with adaptive weight adjustment, and improves solution quality by incorporating an elite retention strategy. Benchmark tests show that IGWOHHO outperforms several well-established metaheuristic algorithms in terms of convergence accuracy and robustness. A case study based on an intermodal transport network further demonstrates that adjusting the objective weights flexibly provides decision support under various scenarios, achieving a dynamic balance between cost, efficiency, and environmental impact. Additionally, the analysis reveals that appropriate carbon tax pricing can encourage the adoption of greener transport modes, promoting the sustainable development of multimodal logistics systems. Full article

This paper aims to consider the issue of increasing the environmental friendliness of shipping by using alternative fuels in marine diesel engines. It has been determined that marine diesel engines are not only the main heat engines used on ships of sea and inland waterway transport, but are also sources of emissions of toxic components with exhaust gases. The main compounds whose emissions are controlled and regulated by international organizations are sulfur oxides (SO_X) and nitrogen oxides (NO_X), as well as carbon dioxide (CO₂). Reducing NO_X and CO₂ emissions while simultaneously increasing the environmental friendliness of shipping is possible by using fuel mixtures in marine diesel engines that include biodiesel fuel. During the research carried out on Wartsila 6L32 marine diesel engines (Shanghai Wartsila Qiyao Diesel Co. Ltd., Shanghai, China), RMG500 and DMA10 petroleum fuels were used, as well as their mixtures with biodiesel fuel FAME. It was found that when using mixtures containing 10–30% of FAME biodiesel, NO_X emissions are reduced by 11.20–27.10%; under the same conditions, CO₂ emissions are reduced by 5.31–19.47%. The use of alternative fuels in marine diesel engines (one of which is biodiesel and fuel mixtures containing it) is one of the ways to increase the level of environmental sustainability of seagoing vessels and promote ecological shipping. This is of particular relevance when operating vessels in special ecological areas of the World Ocean. The relatively low energy intensity of the method of creating and using such fuel mixtures contributes to the spread of its use on many means of maritime transport. Full article

As an effective solution to the first- and last-mile logistics of door-to-door intermodal container transportation, inland container transportation involves transporting containers by truck between terminals, depots, and customers within a local area. This paper is the first to focus specifically on the inland container transportation problem with limited depot capacity, where the storage of empty containers is constrained by physical space limitations. To reflect a more realistic scenario, we also consider the initial stock levels of empty containers at the depot. The objective of this problem is to schedule trucks to fulfill inland container transportation orders such that the overall cost is minimum and the depot is neither out of stock or over stocked at any time. A novel graphical representation is introduced to model the constraints of empty containers and depot capacity in a linear form. This problem is then mathematically modeled as a mixed-integer linear programming formulation. To avoid discretizing the time horizon and effectively achieve the optimal solution, we design a tailored branch-and-price-and-cut algorithm where violated empty container constraints for critical times are dynamically integrated into the restricted master problem. The efficiency of the proposed algorithm is enhanced through the implementation of several techniques, such as a heuristic label-setting method, decremental state-space relaxation, and the utilization of high-quality upper bounds. Extensive computational studies are performed to assess the performance of the proposed algorithm and justify the introduction of enhancement strategies. Sensitivity analysis is additionally conducted to investigate the implications of significant influential factors, offering meaningful managerial guidance for decision-makers. Full article

Developing cost-efficient systems for transporting CO₂ is key to accelerating the deployment of carbon capture and storage. The present work explores the impact of reducing the pressure of tank-based inland and at-sea transport on their techno-economic performance. The study uses established techno-economic models for CO₂ transport, adjusted with the most up-to-date knowledge on the costs of low-pressure containment and transport. In particular, the impact of cargo tank material and design on the transport costs show that low-pressure cargo tank systems can be 50% less expensive than medium-pressure systems if materials with similar price and strength can be used. This results in reductions in transport costs as high as 30% for long distances. This is partly driven by the currently suggested size limitation on medium-pressure shipping that limits its economies of scale. If this limitation is alleviated, the cost advantage of low-pressure shipping compared to medium-pressure is more limited (10–20%) although it remains advantageous. The same scaling effects on capacity were not found for truck and barge inland transport, thus yielding 1–10% cost reductions of low-pressure transport relative to medium-pressure transport. These results imply that future systems may combine medium-pressure inland and low-pressure at-sea transport and that efficient solutions connecting the two must be investigated. Full article

This paper investigates the inland container transportation problem with a focus on multi-size containers, fuel consumption, and carbon emissions. To reflect a more realistic situation, the depot’s initial inventory of empty containers is also taken into consideration. To linearly model the constraints imposed by the multiple container sizes and the limited number of empty containers, a novel graphical representation is presented for the problem. Based on the graphical representation, a mixed-integer programming model is presented to minimize the total transportation cost, which includes fixed, fuel, and carbon emission costs. To efficiently solve the model, a tailored branch-and-price algorithm is designed, which is enhanced by improvement schemes including a heuristic label-setting algorithm, decremental state-space relaxation, and the introduction of a high-quality upper bound. Results from a series of computational experiments on randomly generated instances demonstrate that (1) the proposed branch-and-price algorithm demonstrates a superior performance compared to the tabu search algorithm and the genetic algorithm; (2) each additional empty container in the depot reduces the total transportation cost by less than 1%, with a diminishing marginal effect; (3) the rational configuration of different types of trucks improves scheduling flexibility and reduces fuel and carbon emission costs as well as the overall transportation cost; and (4) extending customer time windows also contributes to lower the total transportation cost. These findings not only deepen the theoretical understanding of inland container transportation optimization but also provide valuable insights for logistics companies and policymakers to improve efficiency and implement more sustainable operational practices. Additionally, our research paves the way for future investigations into the integration of dynamic factors and emerging technologies in this field. Full article

Container drayage involves the transportation of containers by trucks. Although the distance is relatively short compared to maritime and rail transport, container drayage accounts for 25% to 40% of the total container transportation costs and significantly contributes to increased fuel consumption and carbon emissions. Thus, the modeling of the container drayage problem (CDP) has received a lot of attention in the last two decades. However, the three fundamental modeling factors, including the combination of trucking operation modes and empty container relocation strategies, as well as empty container constraints and multiple inland depots, have not been simultaneously investigated. Hence, this study addressed a comprehensive CDP that simultaneously incorporates the three modeling factors. The problem was formulated as a novel mixed integer linear programming (MILP) model based on the DAOV graph. Given the complexity of this problem, it was not realistic to find an exact solution for large instances. Therefore, an improved genetic algorithm (GA) was designed by integrating the “sequential insertion” method and “solution re-optimization” operation. The performance of Gurobi and GA was validated and evaluated through randomly generated instances. The results indicate that (1) the proposed algorithm can provide near-optimal solutions for large-scale instances within a reasonable running time, (2) the greatest cost savings from combining trucking operation modes and empty container relocation strategies range from 10.45% to 31.86%, and (3) the three modeling factors significantly influence the fuel consumption and carbon emissions, which can provide managerial insights for sustainable container drayage practices. Full article

One of the measures set forth by the European Green Deal to decarbonize the freight transport sector is the promotion of inland waterway transport (IWT), and particularly intermodal transport in Europe. To facilitate intermodal transport on the Danube, we developed six new barge designs for the transport of 45′ pallet-wide high-cube containers using a four-step approach. Our approach consisted of detailed desk research, followed by the design and further analysis of the identified barge types, considering, for example, sightlines and stability. Their container carrying capacity reaches up to 90 containers in three layers, which is double the capacity of existing standard barges on the Danube. Nevertheless, three-layer transport is hardly feasible in several cases, due to restrictions regarding sightlines and stability. We conclude that each loading condition must be evaluated separately to determine the best barge design option for each case. This study is limited by its geographical scope and the type of container used to develop the new barge designs. A possible direction for further research could be using other container types and/or extending the geographical scope to extend the usability of our container barge designs. Full article

Surface ozone (O₃) is influenced not only by anthropogenic emissions but also by meteorological factors, with wind direction being one of the most overlooked factors. Here, we combine the observational data of both O₃ and wind flow to compare the variation in surface O₃ with wind direction between coastal and inland regions of Fujian, a province in the southeast coast of China with complicated topography. We further conduct a numerical simulation using a global chemical transport model, GEOS-Chem, to interpret the observational results, explore the linkages between these O₃ variations and wind flows, and identify the dominant processes for the occurrence of high O₃ that varies with wind flows. The results from the observations over 2015–2021 suggest that, over coastal regions, surface O₃ concentrations show a strong dependence on wind flow changes. On average, during the daytime, when southeasterly winds prevail, the mean of O₃ concentrations reaches 83.5 μg/m³, which is 5.0 μg/m³ higher than its baseline values (the mean O₃ concentrations), while the northwesterly winds tend to reduce surface O₃ by 6.4 μg/m³. The positive O₃ anomalies with southeasterly wind are higher in the autumn and summer than in the spring and winter. During the nighttime, the onshore northeasterly winds are associated with enhanced O₃ levels, likely due to the airmass containing less NO₂, alleviating the titration effects. Over inland regions, however, surface O₃ variations are less sensitive to wind flow changes. The GEOS-Chem simulations show that the prevailing southeasterly and southwesterly winds lead to the positive anomaly of chemical reactions of O₃ over coastal regions, suggesting enhanced photochemical production rates. Furthermore, southeasterly winds also aid in transporting more O₃ from the outer regions into the coastal regions of Fujian, which jointly results in elevated surface O₃ when southeasterly winds dominates. When affected by wind flows in different directions, the chemical reaction and transport in the inland regions do not exhibit significant differences regarding their impact on O₃. This could be one of the reasons for the difference in O₃ distribution between coastal and inland regions. This study could help to deepen our understanding of O₃ pollution and aid in providing an effective warning of high-O₃ episodes. Full article

Dust plays a very important role in the Earth’s climate system by its direct and indirect effects. Deserts in northwestern China contribute a large amount of dust particles, both inland and outside, while the vertical distribution and transport mechanism of dust still have many uncertainties. Using Level 3 cloud-free monthly aerosol products of the Cloud–Aerosol Lidar and Infrared Pathfinder Satellite Observations (CALIPSO) system from 2007 to 2020, we analyzed the spatial and temporal variations and transport features for dust and polluted dust aerosols over China and the surrounding areas. The results show that the Taklimakan Desert (TD) and the Thar Desert (TRD) always act as the high-value centers of dust optical depth (DOD), while the centers of polluted dust optical depth (PDOD) are located in eastern China, the Sichuan Basin and the Indian subcontinent. The DOD shows an increasing trend in most areas, while the PDOD presents a significant decrease and increase in eastern China and central India, respectively. The largest DOD appears in spring over the TD and the Gobi Desert (GD), while the largest DOD in summer is over the TRD. Although most dusts in the TD and TRD are concentrated below 4 km, they may be higher over the TD. Most of the polluted dusts are confined to under 2 km. The dust input to the Tibetan Plateau (TP) could come from both the TD and TRD and occurs mostly in spring and summer, respectively. The polluted dusts of South Asia and the Indian subcontinent are mostly contained in the boundary layer in winter, but they could extend much higher in spring and summer, which favors their transport into southwestern China. The dust layer shows apparent seasonality. Its top reaches a higher level in spring and summer, while the base stays at a similar height in all seasons. The dust layer appears to be the thickest in spring over most areas, while the thickest layer in summer is over the TD and TRD. The polluted dust layer is thickest in the Indian subcontinent in spring. The overlapping of dust and polluted dust layers present different patterns in different regions, which suggests diverse mixture processes of dusts and pollutants. Finally, we compared and found different influences of meteorological factors, such as wind field, boundary layer height and precipitation, on the variations in DOD and PDOD over dust sources and other areas. Full article

Well-organized network configuration is the key to the success of inland container transportation systems. In this study, we firstly propose an integrated framework for the location selection of inland container depots (ICDs) and the scheduling of containers and trucks. The objective is to minimize the total cost of setting up the ICDs and transportation cost associated with trucks and containers. A mixed-integer linear programming (MILP) model is developed to solve the proposed problem. The computational studies show that the proposed decision approach is effective and can reduce the total operating costs of ICDs and transportation costs of containers. Sensitivity analysis on the impact of customer distributions and the number of ICDs on the total cost are conducted to reveal the characteristics of the problem. The utilization of ICDs can significantly improve the efficiency of the transportation network, i.e., the total cost is reduced by at least 27% for the proposed instances, and the transportation distance of empty containers is reduced by at least 4%. Finally, managerial insights and future research directions are provided. Full article

The integration of variable renewable energy sources in islands has become crucial in reducing their dependency on imported fossil fuels. This study aimed to assess the energy transition of an island towards a 100% renewable energy system for power generation, inland transport, and potable water provision. Linking various fossil-fuel-consuming sectors, such as transport and potable water supply systems, may strongly assist in reducing the possible mismatch between renewable energy source production and demand and contribute to fulfilling other system requirements. The use of energy storage technologies is vital and unlike traditional power systems; as the number of components in the system increases, their proper capacity needs to be accurately determined. This work employs a multi-objective optimization assessment using a modified NSGA-II algorithm to depict the energy transition for Porto Santo Island. To evaluate the solutions, we considered the main criteria of energy cost, avoided environmental impacts (CO₂-equivalent emissions) of the proposed system, and loss of power supply. The Pareto front contains various solutions under different system configurations. Results indicate that full inland transport electrification (introducing 3000 EVs) can account for 18% of the avoided CO₂ emissions of the island while sharing 28–40% of the up-front cost of the system, depending on the proposed system’s components. The EV’s costs incorporate subsidies and their battery replacement. Another interesting finding from the optimization process is that the solution with the highest avoided CO₂ emissions involves keeping a diesel generator for supplying 4% of the island’s total demand and using an underwater compressed air energy storage with a capacity of 280 MWh. This suggests that adding more installed wind turbines or PV panels may not necessarily contribute to reducing the emissions of the entire system. Full article

Waterfront resources are an important support system for the social and economic development within the region along the Yangtze River. Container ports are an important component of the Yangtze River port system, as well as for the growth point of waterfront utilization. Based on the summary of remote sensing images and relevant data, this paper calculates the waterfront utilization of the container ports along the Yangtze River in the Yangtze River Delta (YRD), analyzes the waterfront organization pattern and change characteristics, and puts forward the enlightenment and countermeasures for the sustainable development of the port waterfronts. Extending the study of port resources from coastal areas to inland areas is an academic contribution of this paper. At the same time, it has practical significance for the high-quality development of port and shipping and the development and protection of land resources along the Yangtze River. In the YRD, the waterfront utilization of container ports has increased along the Yangtze River, showing a decrease from downstream to upwards, and it has formed dense zones attached to the central cities and major manufacturing bases. The ports with higher length of waterfront are mostly located in the shipping central cities and the Yangtze River estuary. The development direction of container ports is large-scale and specialized. The utilization of the container port waterfront is approaching the periphery of the city and areas with convenient transportation. The utilization of container port shorelines will be close to the periphery of the city and convenient transportation areas. The container port waterfronts occupy the ecological reserve, and the conflicts are expanding with the development of shipping, mainly distributed in the Yangtze River estuary. Based on the empirical analysis, this paper puts forward four enlightenments. First, the exploitation and utilization of the port waterfront has experienced multiple stages of “exploitation—conflict—mitigation”. With the transformation of productive waterfront utilization, the pattern of sustainable development along the Yangtze River has changed. Secondly, the conflict between waterfront utilization and protection is inevitable. Additionally, it is necessary to face up to the temporary rapid rise of encroachment on the reserve. Third, through the horizontal coordination of the port system along the river, the original focus on the hub cities will be transferred to the comprehensive consideration of the port cities in the whole region, and the waterfront load of different types of container ports can be balanced. Fourth, the Yangtze River Delta integration mechanism can solve the barriers between higher and lower levels or between different departments and cities. Full article