We study the optimal control of a firm with two capacitated manufacturing plants situated in two distinct geographical regions. Demands from each region are mostly satisfied by the local plant. However, if necessary, some of the newly arrived demands can be designated to be served by the other, more remote, plant. The sources of the above virtual lateral transshipments, unlike the ones involved...

In a modern rail–rail transshipment yard huge gantry cranes transship containers between different freight trains, so that hub-and-spoke railway systems are enabled. In this context, we consider the transshipment yard scheduling problem (TYSP) where trains have to be assigned to bundles, which jointly enter and leave the yard. The objective is to minimize split moves and revisits. Split moves a...

This paper considers the reliable multi-product multi-vehicle multi-type link logistics network design problem (RMLNDP) with system disruptions, which is concerned with facilities locating, transshipment links constructing, and also allocating them to the customers in order to satisfy their demand on minimum expected total cost (including locating costs, link constructing costs, and also expect...

How to develop material ordering and transferring plans in advance ensure smooth production of the enterprise is a major problem faced by actual process. In this paper, we make reasonable assumptions combining supply transshipment data previous years establish supply-transshipment model based on 0-1 planning. Firstly, selected Supply demand ratio, large order error rate, rate as evaluation inde...

Abstract We study a hybrid logistics delivery model which incorporates trucks and drones. In this model, named the Drone Resupply Model with Transshipment Points (DRMTP), drones are used to resupply transshipment points where visit pick up packages for customers. A simulation is developed simulate operations. The evaluated in two case studies an urban area suburban Massachusetts, USA. Using ave...

A modification to the Dantzig and Fulkerson tanker scheduling problem is described. An insufficient number of vehicles and a utility associated with each vehicle delivery are assumed. The new problem is shown to be equivalent to a transshipment problem, the solution of which is the same as the maximal utility solution of the modified tanker scheduling problem. An example is given.