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Rob Konings - One of the best experts on this subject based on the ideXlab platform.
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major considerations in developing a hub and spoke network to improve the cost performance of container Barge transport in the hinterland the case of the port of rotterdam
Journal of Transport Geography, 2013Co-Authors: Rob Konings, Ekki Kreutzberger, Vladislav MarasAbstract:This paper examines ways in which the handling of container Barges in the seaport of Rotterdam could be improved with the ultimate aim of expanding the role of Barges in the transportation of containers to the hinterland. It argues that the replacement of the present Barge services with hub-and-spoke networks would be a promising strategy. The main purpose of the paper is to point out that hub-and-spoke networks can be set up in different ways and to explore the different impacts that these can have on their economic feasibility. A cost model is presented which compares the cost performance of present services to the hinterland with that of the different settings in the hub-and-spoke network, i.e. type and size of vessel, the Barge-handling process in the hub, the location of the hub and the handling process at the seaport terminal. The results show that hub-and-spoke has the potential to deliver a better cost performance provided the handling costs in the hub can be kept within limits.
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comparative strategies for developing hinterland transport by container Barge analysis for rotterdam and u s ports
Transportation Research Record, 2010Co-Authors: Rob Konings, Martijn Van Der Horst, Nathan Hutson, Jim KruseAbstract:The development of intermodal barging has gained strategic importance in the hinterland transport systems of container seaports. This paper discusses strategies to develop container Barge transport further as a hinterland system. This development is addressed in the context of U.S. ports, where container Barge transport is still underdeveloped, and the Port of Rotterdam, Netherlands, which has the most extensive container Barge hinterland system in Europe, but where continued development of container Barge transport has been stagnating. A strengths, weaknesses, opportunities, and threats analysis is performed to define development strategies. Because of the different levels of container Barge development in U.S. ports and the Port of Rotterdam, different strategies are needed. The main challenge for Rotterdam is to restructure the container Barge hinterland system to restore its competitive strength in terms of cost and reliability, thereby enabling the port to handle much larger container volumes in an efficient way. The main causes of the problems are seaport related; that is, the inefficient handling of Barges in the port, and hence the strategies used in Rotterdam should be focused on solving these problems. The causes of the underdevelopment of container barging in U.S. ports are much broader and, therefore, need a combination of general and context-specific strategies. A major conclusion is that in both cases multiple public- and private-sector actors have important roles to play to develop further the container Barge hinterland system.
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opportunities to improve container Barge handling in the port of rotterdam from a transport network perspective
Journal of Transport Geography, 2007Co-Authors: Rob KoningsAbstract:This paper presents and evaluates an opportunity to improve the competitiveness of container Barge transport in the hinterland of Rotterdam through a reorganization of container Barge services. This reorganization improves the handling of Barges in the port and consists of splitting existing services into a trunk line operation in the hinterland and collection/distribution operations in the seaport. A marginal cost model is used to demonstrate the potential net benefits of these revised services. The main conclusion is that these split services can improve the competitiveness of Barge hinterland transport, but the effectiveness depends on several conditions. These conditions are first of all related to the design and organization of collection and distribution transport, but also to the characteristics of the trunk line operation in the hinterland.
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Barge hub terminals a perspective for more efficient hinterland container transport for the port rotterdam
Transportation Research Forum 48th Annual Forum: 2007Transportation Research Forum, 2007Co-Authors: Benjapp Pielage, Rob Konings, Maurits Van SchuylenburgAbstract:The competitive position of the Port of Rotterdam not only depends on its location and ability to service the largest sea going vessels, but more and more on its connections with the hinterland. Barges play an important role in the transport of containers to and from the hinterland and in the accessibility of the port. The current modal split in the hinterland container transport of Rotterdam is approximately 30 % Barge, 10% rail and 60 % road. With the increasing container volumes and congestion problems on the roads, Barge transport has to play a more prominent role. To enable growth of container Barge transport new strategies regarding Barge services, operations and container handling processes in the port are required. This paper presents a perspective, based on the implementation of a so-called Barge Hub Terminal in or near the Port of Rotterdam, which assumes that Barge hinterland services are offered via this intermediate terminal. This idea has much in common with the concept of off-dock (near-dock) railterminals used for rail hinterland transport of US ports. After discussing the current situation in the port of Rotterdam in more detail; the Barge Hub Terminal is presented discussing the general ideas, different type of operations, possible terminal locations and layout. The paper includes the Strengths, Weaknesses, Opportunities and Threats of the Barge Hub Terminal concept and finalizes with the conclusions.
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Network dynamics in container transport by Barge
Belgeo, 2004Co-Authors: Theo Notteboom, Rob KoningsAbstract:In a time span of twenty years, container transport by Barge has acquired a significant share in the hinterland modal split for containers of the load centres Rotterdam and Antwerp. In other European load centres, Barge container transport as yet plays a modest role, but the interest in the Barge option is growing. The growth in container volumes by Barge and the increase of the number of seaports and inland terminals involved go hand in hand with fundamental spatial developments in the European inland terminal network.This paper addresses the organisational changes in the European barging industry that have taken place in the last twenty years and its impact on the spatial dynamics in the European container Barge network. The paper analyses structural changes in liner service schedules by Barge and the changing functional interdependencies between inland terminals in the network and organizational changes in the industry. The paper will conclude by discussing future perspectives for the spatial development of the barging network.
David R Cowan - One of the best experts on this subject based on the ideXlab platform.
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response spectrum analysis for Barge impacts on bridge structures
Journal of Bridge Engineering, 2015Co-Authors: David R Cowan, Gary R. Consolazio, Michael T. DavidsonAbstract:AbstractBridge structures that span navigable waterways are inherently at risk for Barge collision incidents and therefore must be designed for impact loading. Current U.S. Barge impact analysis procedures consist primarily of static load analysis methods that do not explicitly account for dynamic effects in Barge–bridge collisions, and thus are not ideally suited to designing bridge structures to resist Barge impacts. Therefore, the development of dynamic-analysis methods for estimating the responses of bridge structures to Barge collisions is warranted. Dynamic-analysis procedures that use numerical time-integration techniques are capable of capturing pertinent dynamic effects but often yield voluminous amounts of time-varying results that must be post processed for use in design. In contrast, response-spectrum analysis (RSA) procedures are capable of directly producing maximum response parameters that are most pertinent to structural design. In this paper, an RSA procedure is proposed for use in Barge ...
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Barge Bow Force-Deformation Relationships for Barge-Bridge Collision Analysis
Transportation Research Record, 2009Co-Authors: Gary R. Consolazio, Michael T. Davidson, David R CowanAbstract:The AASHTO specifications pertaining to bridge design for Barge collision loads use a static impact force determination procedure. Incorporated within that static procedure is a force-deformation relationship that represents Barge bow stiffness. Recently developed dynamic vessel collision analysis techniques, which include mass-related components of bridge response, also require the use of a force-deformation relationship (or crush curve) to model Barge bow stiffness. Whether static or dynamic analysis techniques are used, the vessel crush curve largely governs impact forces and, therefore, plays a critical role in quantifying structural response to impact loads. The basis for the AASHTO crush curve is reviewed, and new crush curves are proposed on the basis of finite element crush simulations of multiple high-resolution Barge bow models. The Barge models developed for this study are based strictly on structural vessel plans obtained from U.S. Barge manufacturers and consist of the two most common types of Barges traversing U.S. inland waterways (hopper and tanker). Recommended crush curves are then proposed for use in Barge-bridge collision analysis and design.
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development of improved bridge design provisions for Barge impact loading
2008Co-Authors: Gary R. Consolazio, Michael T. Davidson, David R Cowan, Michael Mcvay, Daniel J GetterAbstract:Current practice with regard to designing bridge structures to resist impact loads associated with Barge collisions relies upon the use of the AASHTO bridge design specifications. The AASHTO Barge impact design provisions, which employ a static analysis approach, were developed from pendulum impact testing of reduced scale Barge models. However, research sponsored by the Florida Department of Transportation (FDOT), both experimental and analytical in nature, has revealed that both the Barge force-deformation relationships employed by AASHTO as well as the use of static analysis should be re-examined. Specifically, FDOT sponsored research has revealed that 1) the geometry of the impacted portion of a bridge pier can affect the magnitude of impact forces that are generated, and 2) substantial dynamic amplifications of pier design forces may arise under certain combinations of bridge configuration, soil condition, and Barge impact condition. In the research reported on herein, high-resolution finite element models of jumbo hopper and tanker Barges have been developed and analyzed to produce updated Barge force-deformation relationships for use in bridge design. Additionally, new dynamic Barge-impact analysis procedures--coupled vessel impact analysis (CVIA) and impact response spectrum analysis (IRSA)--have been developed. These procedures account for dynamic amplifications and may be used to quantify internal pier design forces under Barge impact loading conditions.
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Barge impact testing of the st george island causeway bridge phase iii physical testing and data interpretation
2006Co-Authors: Gary R. Consolazio, David R Cowan, Ronald A Cook, M C Mcvay, Alex Biggs, Long BuiAbstract:This report describes a research study undertaken to quantify and characterize impact loads that are imparted to bridge piers during Barge-pier collision events. Because bridges that span over navigable waterways are at risk for such collisions, they must be designed to successfully resist potential Barge impact loads. However, few experimental studies have ever been conducted to quantify the magnitude or dynamic nature of such loads. Barge-impact provisions included in the current American Association of State Highway and Transportation Officials (AASHTO) bridge design specifications are based on limited experimental data that were generated using reduced scale (~1:5) pendulum hammer impact tests. The study described in this report utilized a combination of full-scale experimental Barge impact testing and state-of-the-art numerical analysis to quantify impact loads, pier responses, and soil responses during Barge-pier collisions. Specifically, in April 2004, a series of fifteen full-scale experimental Barge impact tests were conducted on the old—now replaced and demolished—St. George Island Causeway Bridge (Bryant Patton Bridge). During each impact test, instrumentation (sensor arrays) and high-speed data acquisition systems were used to directly quantify dynamic impact loads and the resulting structure, soil, and Barge responses. This report describes in detail the experimental test procedures that were employed and presents the resultant collected data. To compliment the physical testing, numerical finite element analysis (FEA) techniques were also employed to aid in interpretation of experimental test data. Comparisons of measured experimental data to FEA results substantiated the validity of the experimental data, and furthermore, provided additional insights into the nature of pier response to Barge impact loading. Comparisons between experimentally measured data, analytically predicted data, and the AASHTO bridge design provisions are also presented in this report and recommendations are given with regard to the development of improved Barge impact design provisions.
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numerically efficient dynamic analysis of Barge collisions with bridge piers
Journal of Structural Engineering-asce, 2005Co-Authors: Gary R. Consolazio, David R CowanAbstract:Assessing the structural response and vulnerability of bridge piers to collisions by Barges typically involves either the use of static pier analysis codes and design-specification-stipulated equivalent static loading conditions, or a lengthy model development process followed by use of general-purpose finite-element codes. In this paper, an alternative approach is proposed that leverages the capabilities of existing nonlinear dynamic pier analysis programs by adding dynamic Barge behavior in a computationally efficient and modular manner. By coupling nonlinear Barge and pier responses together through a shared collision impact force and employing numerical procedures for accelerating convergence of the coupled system, dynamic Barge collision analyses may be conducted for bridge piers efficiently and rapidly. The influence of impact parameters such as Barge type and mass, impact speed and angle, and pier configuration can then be efficiently evaluated using dynamic collision analyses. For demonstration purposes, the method is implemented in an existing pier analysis program, validated, and used to conduct selected case studies.
Gary R. Consolazio - One of the best experts on this subject based on the ideXlab platform.
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experimental and analytical study of high level Barge deformation for Barge bridge collision design
Journal of Bridge Engineering, 2016Co-Authors: George C Kantrales, Gary R. Consolazio, David J Wagner, Sam FallahaAbstract:AbstractSpecifications used in the design of bridges that cross Barge-navigable waterways typically use, as a subcomponent of the impact-load calculation process, a Barge force–deformation (crush) relationship. Such relationships model the nonlinear stiffness of the impacting Barge and directly influence computed impact forces. Primarily because of logistical challenges, few studies have been conducted to experimentally quantify Barge force-deformation data. A variety of analytical studies have been conducted to partially address this lack of experimental data, and to facilitate development of improved crush relationships. However, there remains a need for experimental data to validate analytically derived crush relationships, particularly at high Barge-deformation levels. In this paper, an integrated experimental and analytical investigation of Barge force–deformation behavior under high-energy impact loading is presented. Results from impact tests involving reduced-scale replicates of jumbo-hopper Barge...
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response spectrum analysis for Barge impacts on bridge structures
Journal of Bridge Engineering, 2015Co-Authors: David R Cowan, Gary R. Consolazio, Michael T. DavidsonAbstract:AbstractBridge structures that span navigable waterways are inherently at risk for Barge collision incidents and therefore must be designed for impact loading. Current U.S. Barge impact analysis procedures consist primarily of static load analysis methods that do not explicitly account for dynamic effects in Barge–bridge collisions, and thus are not ideally suited to designing bridge structures to resist Barge impacts. Therefore, the development of dynamic-analysis methods for estimating the responses of bridge structures to Barge collisions is warranted. Dynamic-analysis procedures that use numerical time-integration techniques are capable of capturing pertinent dynamic effects but often yield voluminous amounts of time-varying results that must be post processed for use in design. In contrast, response-spectrum analysis (RSA) procedures are capable of directly producing maximum response parameters that are most pertinent to structural design. In this paper, an RSA procedure is proposed for use in Barge ...
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Barge Bow Force-Deformation Relationships for Barge-Bridge Collision Analysis
Transportation Research Record, 2009Co-Authors: Gary R. Consolazio, Michael T. Davidson, David R CowanAbstract:The AASHTO specifications pertaining to bridge design for Barge collision loads use a static impact force determination procedure. Incorporated within that static procedure is a force-deformation relationship that represents Barge bow stiffness. Recently developed dynamic vessel collision analysis techniques, which include mass-related components of bridge response, also require the use of a force-deformation relationship (or crush curve) to model Barge bow stiffness. Whether static or dynamic analysis techniques are used, the vessel crush curve largely governs impact forces and, therefore, plays a critical role in quantifying structural response to impact loads. The basis for the AASHTO crush curve is reviewed, and new crush curves are proposed on the basis of finite element crush simulations of multiple high-resolution Barge bow models. The Barge models developed for this study are based strictly on structural vessel plans obtained from U.S. Barge manufacturers and consist of the two most common types of Barges traversing U.S. inland waterways (hopper and tanker). Recommended crush curves are then proposed for use in Barge-bridge collision analysis and design.
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development of improved bridge design provisions for Barge impact loading
2008Co-Authors: Gary R. Consolazio, Michael T. Davidson, David R Cowan, Michael Mcvay, Daniel J GetterAbstract:Current practice with regard to designing bridge structures to resist impact loads associated with Barge collisions relies upon the use of the AASHTO bridge design specifications. The AASHTO Barge impact design provisions, which employ a static analysis approach, were developed from pendulum impact testing of reduced scale Barge models. However, research sponsored by the Florida Department of Transportation (FDOT), both experimental and analytical in nature, has revealed that both the Barge force-deformation relationships employed by AASHTO as well as the use of static analysis should be re-examined. Specifically, FDOT sponsored research has revealed that 1) the geometry of the impacted portion of a bridge pier can affect the magnitude of impact forces that are generated, and 2) substantial dynamic amplifications of pier design forces may arise under certain combinations of bridge configuration, soil condition, and Barge impact condition. In the research reported on herein, high-resolution finite element models of jumbo hopper and tanker Barges have been developed and analyzed to produce updated Barge force-deformation relationships for use in bridge design. Additionally, new dynamic Barge-impact analysis procedures--coupled vessel impact analysis (CVIA) and impact response spectrum analysis (IRSA)--have been developed. These procedures account for dynamic amplifications and may be used to quantify internal pier design forces under Barge impact loading conditions.
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Barge impact testing of the st george island causeway bridge phase iii physical testing and data interpretation
2006Co-Authors: Gary R. Consolazio, David R Cowan, Ronald A Cook, M C Mcvay, Alex Biggs, Long BuiAbstract:This report describes a research study undertaken to quantify and characterize impact loads that are imparted to bridge piers during Barge-pier collision events. Because bridges that span over navigable waterways are at risk for such collisions, they must be designed to successfully resist potential Barge impact loads. However, few experimental studies have ever been conducted to quantify the magnitude or dynamic nature of such loads. Barge-impact provisions included in the current American Association of State Highway and Transportation Officials (AASHTO) bridge design specifications are based on limited experimental data that were generated using reduced scale (~1:5) pendulum hammer impact tests. The study described in this report utilized a combination of full-scale experimental Barge impact testing and state-of-the-art numerical analysis to quantify impact loads, pier responses, and soil responses during Barge-pier collisions. Specifically, in April 2004, a series of fifteen full-scale experimental Barge impact tests were conducted on the old—now replaced and demolished—St. George Island Causeway Bridge (Bryant Patton Bridge). During each impact test, instrumentation (sensor arrays) and high-speed data acquisition systems were used to directly quantify dynamic impact loads and the resulting structure, soil, and Barge responses. This report describes in detail the experimental test procedures that were employed and presents the resultant collected data. To compliment the physical testing, numerical finite element analysis (FEA) techniques were also employed to aid in interpretation of experimental test data. Comparisons of measured experimental data to FEA results substantiated the validity of the experimental data, and furthermore, provided additional insights into the nature of pier response to Barge impact loading. Comparisons between experimentally measured data, analytically predicted data, and the AASHTO bridge design provisions are also presented in this report and recommendations are given with regard to the development of improved Barge impact design provisions.
Issam E. Harik - One of the best experts on this subject based on the ideXlab platform.
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Equivalent Barge and Flotilla Impact Forces on Bridge Piers
Journal of Bridge Engineering, 2010Co-Authors: Peng Yuan, Issam E. HarikAbstract:Bridge piers located in navigable inland waterways are designed to resist impact forces from Barges and flotillas in addition to other design considerations (e.g., scour dead, live loads, etc.). The primary design tool for estimating these forces is the AASHTO Guide Specification that provides a simple hand calculation method to determine an “equivalent impact force.” The simplicity comes at a cost of excluding the effect of the pier shape, impact duration, and interaction between Barges in a flotilla. The objective of this paper is to present a hand calculation method for determining Barge or flotilla impact forces on bridge piers. The primary advantage of this approach lies in its incorporation of pier geometry, interaction between Barges, and impact duration. The proposed method is derived from the conduct of hundreds of finite-element dynamic simulations of jumbo hopper (JH) Barges and flotillas, made up of JH Barges, impacting bridge piers. Results are presented and compared with those derived from t...
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one dimensional model for multi Barge flotillas impacting bridge piers
Computer-aided Civil and Infrastructure Engineering, 2008Co-Authors: Peng Yuan, Issam E. HarikAbstract:: The serious consequence of Barge-bridge collisions necessitates the study of Barge impact loadings on bridges. This article introduces an elastoplastic spring-mass model for the analysis of multi-Barge flotillas colliding with bridge piers at zero angle of attack. The model accounts for the essential factors pertaining to Barge/flotilla impacts, such as pier geometry and stiffness, and dynamic interaction between Barges. A method to identify the elastoplastic behavior of Barge crushing is also presented. The proposed method generates impact force time-histories for a multitude of flotilla configurations in a matter of minutes, which is especially valuable in probabilistic analysis requiring many collision simulations. The results from this study are compatible with the respective impact time-histories produced by exhaustive finite element simulations. A bridge pier impacted by a three-Barge and a 15-Barge flotilla is studied.
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Multi-Barge Flotilla Impact Forces on Bridges
2008Co-Authors: Peng Yuan, Issam E. Harik, Michael T. DavidsonAbstract:Bridge piers located in navigable inland waterways are designed to resist impact forces from Barges and flotillas in addition to other design considerations (e.g., scour, dead and live loads, etc.). The primary design tool for estimating these forces is the AASHTO Guide Specification which provides a simple hand calculation method for determining an “equivalent impact force”. The simplicity comes at a cost of excluding the effect of the pier shape, impact duration, and interaction between Barges in a flotilla. The objective of this report is to present a hand calculation method for determining Barge or flotilla equivalent static impact forces on bridge piers. The primary advantage of this approach lies in its incorporation of pier geometry, interaction between Barges, and impact duration. The proposed method is derived from the conduct of hundreds of finite element dynamic simulations of Barges and various flotilla configurations impacting rigid and flexible rectangular and circular (or rounded end) bridge piers at different velocities. Results are presented and compared with ones derived from the AASHTO method and detailed finite element modeling. The results generated by the proposed method compare very well with ones derived from the FE modeling, while the AASHTO results are up to twice as large as one from the proposed method for the examples presented in this report.
El Yaagoubi Amina - One of the best experts on this subject based on the ideXlab platform.
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Contribution to the optimization of loading and unloading og containers in the case of road and river transport
2019Co-Authors: El Yaagoubi AminaAbstract:Dans ce mémoire, nous nous intéressons à l’optimisation des mouvements improductifs de chargement/déchargement, appelés shiftings, dans les problèmes de transport. Dans le premier contexte,nous introduisons le problème de shifting dans le cas du voyageur de commerce. Notre objectif est de chercher un circuit hamiltonien qui optimise à la fois le coût distance et le coût shifting. Nous proposons une modélisation mathématique du problème, puis, nous adaptons la métaheuristique d’optimisation par colonies de fourmis sous sa forme séquentielle et parallèle pour le résoudre. Dans le deuxième contexte, nous abordons le problème d’optimisation des plans de chargement et d’arrimage des conteneurs dans des Barges. Ce problème consiste à chercher l’emplacement le plus convenable de chaque conteneur dans les Barges de façon à faciliter son déchargement dans la chronologie des ports à visiter. D'abord, nous introduisons une modélisation mathématique du problème dans le cas d’une seule Barge ou différents ports du trajet ont des coûts shiftings non-uniformes. L’objectif est d’optimiser le coût total de shiftings, la stabilitélongitudinale de la Barge et celle transversale. Ensuite, nous généralisons le problème au cas d’un système de convoi de Barges. Nous proposons, d’abord, un modèle mathématique en nombres entiers, dans lequel, nous considérons l’aspect multi-objectif en optimisant le nombre de shiftings, la stabilité du convoi et le nombre de Barges utilisées dans le convoi. Puis, nous adaptons la méthode nsga-II en se basant sur les heuristiques du problème de bin-packing.L'ensemble des résultats obtenus est évalué en utilisant des mesures de performances adaptées au problème.This work outlines the optimization of unproductive loading/unloading movements, called shiftings, in transport problems. in the first context, we introduce the shifting in the case of the traveling salesman problem. our goal is to find a hamiltonian circuit that optimizes both distance and shifting costs. we propose a mathematical modeling of the problem, and then we adapt the ant colony optimization metaheuristic in its sequential and parallel form to solve it. in the second context, we address the 3d container stowage planning problem of Barges. this problem consists in finding the most suitable location of each container in the Barge in order to facilitate its retrieval in the chronology of ports to be visited. firstly, we introduce a mathematical modeling of the problem in the case of a single Barge where different ports are of non-uniform operational costs. the main objective is to optimize the total shiftings fees, the longitudinal stability of the Barge and the transverse one. then, we generalize our problem to the case of Barge convoy systems. we first propose a suitable mathematical modeling, in which, we consider the multi-objective aspect by optimizing the total number of shiftings, the convoy stability and the number of the real-used Barges in the convoy. in order to solve this new variant, we propose a novel adaptation of the multi-objective evolutionary algorithm nsga-ii (non-dominated sorting genetic algorithm-ii) based on a set of heuristics introduced by the bin-packing problem resolution methods. the numerical results are evaluated using performance measures adapted to theproblem
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Contribution à l'optimisation du chargement et du déchargement des conteneurs dans le cas des transports routier et fluvial
HAL CCSD, 2019Co-Authors: El Yaagoubi AminaAbstract:This work outlines the optimization of unproductive loading/unloading movements, called shiftings, in transport problems. in the first context, we introduce the shifting in the case of the traveling salesman problem. our goal is to find a hamiltonian circuit that optimizes both distance and shifting costs. we propose a mathematical modeling of the problem, and then we adapt the ant colony optimization metaheuristic in its sequential and parallel form to solve it. in the second context, we address the 3d container stowage planning problem of Barges. this problem consists in finding the most suitable location of each container in the Barge in order to facilitate its retrieval in the chronology of ports to be visited. firstly, we introduce a mathematical modeling of the problem in the case of a single Barge where different ports are of non-uniform operational costs. the main objective is to optimize the total shiftings fees, the longitudinal stability of the Barge and the transverse one. then, we generalize our problem to the case of Barge convoy systems. we first propose a suitable mathematical modeling, in which, we consider the multi-objective aspect by optimizing the total number of shiftings, the convoy stability and the number of the real-used Barges in the convoy. in order to solve this new variant, we propose a novel adaptation of the multi-objective evolutionary algorithm nsga-ii (non-dominated sorting genetic algorithm-ii) based on a set of heuristics introduced by the bin-packing problem resolution methods. the numerical results are evaluated using performance measures adapted to theproblem.Dans ce mémoire, nous nous intéressons à l’optimisation des mouvements improductifs de chargement/déchargement, appelés shiftings, dans les problèmes de transport. Dans le premier contexte,nous introduisons le problème de shifting dans le cas du voyageur de commerce. Notre objectif est de chercher un circuit hamiltonien qui optimise à la fois le coût distance et le coût shifting. Nous proposons une modélisation mathématique du problème, puis, nous adaptons la métaheuristique d’optimisation par colonies de fourmis sous sa forme séquentielle et parallèle pour le résoudre. Dans le deuxième contexte, nous abordons le problème d’optimisation des plans de chargement et d’arrimage des conteneurs dans des Barges. Ce problème consiste à chercher l’emplacement le plus convenable de chaque conteneur dans les Barges de façon à faciliter son déchargement dans la chronologie des ports à visiter. D'abord, nous introduisons une modélisation mathématique du problème dans le cas d’une seule Barge ou différents ports du trajet ont des coûts shiftings non-uniformes. L’objectif est d’optimiser le coût total de shiftings, la stabilitélongitudinale de la Barge et celle transversale. Ensuite, nous généralisons le problème au cas d’un système de convoi de Barges. Nous proposons, d’abord, un modèle mathématique en nombres entiers, dans lequel, nous considérons l’aspect multi-objectif en optimisant le nombre de shiftings, la stabilité du convoi et le nombre de Barges utilisées dans le convoi. Puis, nous adaptons la méthode nsga-II en se basant sur les heuristiques du problème de bin-packing.L'ensemble des résultats obtenus est évalué en utilisant des mesures de performances adaptées au problème