Planning Problems in Intermodal Freight Transport ...

next stage a definite location in the prospective area is found by means of a financial analysis.
Here the location of large potential customers is one of the most decisive factors. In the last
stage a discrete event simulation model of the terminal offers the opportunity to simulate the
operations of the terminal. This model can be used to make decisions on the amount of cranes,
amount of employees, etc.
A strategic analysis involving all four decision makers has been performed by
Gambardella et al. [67]. The authors model the complete logistic chain in a complex network
of intermodal terminals in order to understand how intermodal transport can be put in
competition with road transport. The model consists of two subsystems: an Intermodal
Transport Planner and a simulation system, including a road, rail and terminal simulation
module. The planning of intermodal transport is performed by means of an agent-based model
of the intermodal transport chain. A discrete event simulation system is designed to verify the
feasibility of these transport plans and to measure their performance.
Evers and De Feijter [68] investigate strategic decisions of both terminal operators and
network operators. An explorative study is carried out on the choice between centralized
versus decentralized service of inland barges and short sea vessels in a seaport area. The
authors propose to equip the central service station with an automated quay stack. Both
scenarios are simulated for the Maasvlakte harbour area of Rotterdam. In this case study a
centralized service appears to be preferable.
Bostel and Dejax [69] integrate operational planning decisions of terminal operators
and network operators. The operational problem of optimizing container loading on trains in
rail/rail transhipment is addressed. The authors seek to determine the initial loading place of