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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Fill rate oriented scheduling policy for integrated ore terminal order acceptance and berth allocation</title>
      <link>https://trid.trb.org/View/2611534</link>
      <description><![CDATA[Conflicts between mining enterprises and third-party terminals have driven the emergence of vertically integrated mine-to-port supply chains, where single operators control both mining and port operations. This paper addresses the resulting integrated decision-making problem that combines order acceptance with berth allocation under multiple constraints. Operators must strategically choose between long-term contract orders and high-margin spot orders while maintaining customer loyalty, and simultaneously create feasible berthing schedules considering vessel heterogeneity, berth limitations, ship-loader capacity, mine production rates, and stockyard inventories. We use fill rate—the proportion of demand satisfied on time—as the primary service quality metric. We formulate a mixed-integer linear programming model to maximize profit subject to fill-rate and operational constraints. Our solution approach transforms this into an attainability problem within a rolling horizon framework, using profit targets and asymptotic theory to determine feasibility boundaries for joint profit and fill-rate objectives. This enables development of an adaptive adjustment algorithm for long-term terminal operations. Computational experiments demonstrate our method’s efficiency, scheduling approximately 5000 vessels across 52 planning periods in under 6 mins. Our analysis provides both simulation-based and theoretical insights for terminal design, revealing a critical profit-maximization paradox: aggressively pursuing high-margin spot orders can reduce overall profitability when service penalties and demurrage costs are considered. This finding challenges conventional wisdom and emphasizes the importance of integrated decision-making in mine-to-port supply chains.]]></description>
      <pubDate>Wed, 14 Jan 2026 17:40:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2611534</guid>
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    <item>
      <title>Integrated scheduling for ore terminals under cargo flow uncertainty</title>
      <link>https://trid.trb.org/View/2611537</link>
      <description><![CDATA[This paper addresses the integrated scheduling problem of berth allocation and terminal equipment in ore terminal. In the berth allocation aspect, we consider vessels with varying cargo demands and berth occupancy requirements. In the equipment aspect, we focus on the matching relationship between hoppers and vessels, accounting for the uncertainty in hopper flow rates driven by spraying dust suppression systems. The core objective is to minimize the total costs arising from hopper flow uncertainty, including both loading costs and vessel waiting costs. We adopt a robust formulation and propose a mixed-integer linear programming (MILP) model, followed by a custom solution method rooted in a logic-based Benders decomposition (LBBD) framework. Computational experiments reveal that our method, which requires an average of 50 seconds of CPU time, significantly outperforms Gurobi, which needs 3600 seconds to reach comparable solutions, confirming the computational efficiency of our method. Further experimental analysis includes a cost coefficient sensitivity study, confirming trade-offs between berth allocation and hopper assignment. This analysis further confirms our method’s effectiveness in reducing vessel waiting times and loading costs under uncertainty, while demonstrating that our study provides both theoretical guidance and practical recommendations for improving terminal operations.]]></description>
      <pubDate>Wed, 05 Nov 2025 10:04:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2611537</guid>
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    <item>
      <title>An Interactive Simulation System for Process System of Bulk Cargo Terminal</title>
      <link>https://trid.trb.org/View/2281541</link>
      <description><![CDATA[Process system optimization is one of the major contents of bulk cargo terminal construction. Computer simulation is an effective way to solve this problem. It can be found that the process system optimization is very complex because there are mutual interferences among the process flows, and it should be simplified. But the excessive simplification will make the simulation system deviate from the actual situation and the satisfied optimization results can not be obtained. Based on the construction of a simulation model for the process system of the bulk cargo terminal, human-computer interaction technology is introduced to establish an interactive simulation model. And a simulation system is developed with VC++ for an ore import terminal to validate the practical value of the model, which provides an effective lead-in to the analysis and optimization of the process system of a bulk cargo terminal.]]></description>
      <pubDate>Tue, 27 Feb 2024 16:03:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2281541</guid>
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    <item>
      <title>Simulation and optimization of transfer system for ore terminal with complex waterways</title>
      <link>https://trid.trb.org/View/2278516</link>
      <description><![CDATA[Terminal towing and barging operations play a critical role in cargo transfer within ports, especially in complex waterways. Scheduling of barges and tugs is influenced by various factors, such as speed, and the operation planning must consider the constraints of channel traffic. Additionally, the transfer system involves constructing and operating berths, transshipment equipment, barges, tugboats, and other resources. Effective scheduling and resource planning are crucial for achieving sustainability. To illustrate this point, the authors analyze the estuary barging process in a real-world case. The authors utilize the Anylogic platform to simulate the entire process of ore terminal loading, river transportation, and sea transshipment. Furthermore, the authors employ simulation-based optimization methods to enhance the system’s performance. The authors' case study has yielded valuable management insights, including: (1) Key variables related to shipping speeds and resource allocation are identified and optimized; (2) A specific tug dispatch rule has been verified to outperform other options in terms of efficiency and emissions; (3) The potential benefits of constructing and enabling an additional terminal have been identified. The authors' exploration provides quantitative support for decision-making related to vessel scheduling and resource planning in engineering projects for ore terminals.]]></description>
      <pubDate>Tue, 31 Oct 2023 09:25:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2278516</guid>
    </item>
    <item>
      <title>COMPUTER CONTROL IN MINERAL TERMINALS</title>
      <link>https://trid.trb.org/View/435405</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/435405</guid>
    </item>
    <item>
      <title>GABON MINERAL PORT PLANNING</title>
      <link>https://trid.trb.org/View/391646</link>
      <description><![CDATA[With existing channel depths limiting the accommodation of deep- draft bulk carriers, interest is growing in topping-off and top- loading vessel transport systems that minimize the need to deepen harbors to enable full loading of large vessels. This paper describes evaluations made of such systems for the Republic of Gabon, together with the customary analyses of channel dredging and deepwater facilities construction, to determine the most appropriate site and program for development of a mineral export terminal.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/391646</guid>
    </item>
    <item>
      <title>ORE TRAFFIC IN NORTH SWEDEN</title>
      <link>https://trid.trb.org/View/73762</link>
      <description><![CDATA[Information in North Sweden and Narvik on the methods employed to solve the handling problems at temperatures above and below freezing point is presented.  The methods of ore dressing, the design and loading and unloading of the rail vehicles, and the handling equipment at the shipping ports of Lulea and Narvik are described.]]></description>
      <pubDate>Sat, 19 Jul 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/73762</guid>
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    <item>
      <title>THE PROSPECTS FOR SEABORNE IRON ORE TRADE AND TRANSPORTATION</title>
      <link>https://trid.trb.org/View/145450</link>
      <description><![CDATA[It examines the structure of the international iron ore market in Part 1, reviewing the development of the primary markets for iron ore in Japan and the EEC and outlines the main suppliers of the product.  Part 2 reviews the organisation of the seaborne iron ore shipping trades detailing the types and sizes of ships currently being employed upon these trades and also developments in port and cargo handling facilities.  Recent trends within the iron ore production and supply industry are analysed in Part 3, which presents the production centres and examines the export performance over the past few years. This section also studies the prospects for future developments of iron ore mining potential and the possible impact of such changes upon the shipping world.  Part 4 outlines the constitution of the world market for iron ore by investigating the principal steelmaking centres and examining recent developments in production technology.  This section of the report goes on to predict future steel output and iron ore import demand within Japan, the EEC and the US.  Following on from this Part 5 gives forecasts for seaborne trade up until 1988 estimating the volumes of iron ore to be shipped and this shipping requirement.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/145450</guid>
    </item>
    <item>
      <title>THE ECONOMIC IMPACT OF A BULK COMMODITY CONVEYOR ON A CENTRAL AMERICAN PORT</title>
      <link>https://trid.trb.org/View/85140</link>
      <description><![CDATA[A proposed Central American port project is analysed in this article.  The existing facilities are examined and tables are given showing ship movements for 1975, 1980 and 1985 (with existing facilities and the proposed conveyor) and projected bulk cargo tonnages for the same periods.  The present relatively slow procedures for handling bulk cargo at the cargo piers contribute greatly to the congestion at the port; this inefficiency is reflected in the average port time with existing facilities (days per ship) listed in Table III.  The proposed conveyor and warehouse (and their economic benefits) are described with tables giving details of the average port times with and without the development and the cost savings and benefits expected to accrue.]]></description>
      <pubDate>Wed, 28 Mar 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/85140</guid>
    </item>
    <item>
      <title>IRON ORE--TRADE STRUCTURE CHANGING</title>
      <link>https://trid.trb.org/View/86054</link>
      <description><![CDATA[This fourth of a series of articles analyzing bulk trade development and the implications for cargo handling techniques examines the past development and future potential for seaborne trade in iron ore, concluding that with trade volumes likely to reach a level of 360m/390m tons in 1985, investment in new and improved handling equipment is becoming increasingly necessary if iron ore ports and terminals are to provide the faster handling rates which sustained ore vessel size growth will require in the future.]]></description>
      <pubDate>Wed, 28 Mar 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/86054</guid>
    </item>
    <item>
      <title>NARVIK'S NEW ORE HANDLING FACILITIES</title>
      <link>https://trid.trb.org/View/74463</link>
      <description><![CDATA[Impressive new facilities at this important Norwegian iron ore port are detailed.  Stage 1 of the expansion project comprised the construction of larger warehouses, increased unloading capacity and possibilities for receiving larger vessels in the ore port.  Ore sampling is carried out continuously while the ships are being loaded.  The weighing system is also described, and the second stage of the project is outlined.]]></description>
      <pubDate>Sun, 27 Aug 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/74463</guid>
    </item>
    <item>
      <title>ORE PORT FOR THE 80'S</title>
      <link>https://trid.trb.org/View/46969</link>
      <description><![CDATA[Describes expansion of iron ore handling facilities at Narvik, Norway.  This prototype for a new generation of multi-million ton capacity ports, combines a space-conscious layout and advanced techniques in bulk materials conveying, weighting and control to achieve simultaneous loading and high throughputs of different materials.]]></description>
      <pubDate>Wed, 06 Oct 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/46969</guid>
    </item>
    <item>
      <title>OFFSHORE TERMINALS FOR 250,000 TON ORE CARRIERS</title>
      <link>https://trid.trb.org/View/13436</link>
      <description><![CDATA[A review of marine installations being engineered by Soros Asso. indicates that out of 12 terminals for 250,000-dwt bulk carriers in the planning, design or construction stage, eight are located in the open sea.  Their distance from the shore is up to 3 miles.  Other terminals, designed by the firm for smaller ships, are up to 8 miles from shore.  The engineering details, operational features and economic aspects of the various terminals are examined.  Criteria for location and design of different types are discussed.]]></description>
      <pubDate>Thu, 14 Nov 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/13436</guid>
    </item>
    <item>
      <title>TANKER AND BULK CARRIER TERMINALS</title>
      <link>https://trid.trb.org/View/2659</link>
      <description><![CDATA[The industry position is that a large number of ships are now in service or on firm order between 200,000 to 250,000 t.dw.  There is a small number of even larger ships in service or on order, but the large tanker in the immediate future will probably have a length of 1100 ft, beam 160 ft, and draught between 62 and 67 ft.  Close co-operation between Port Authorities and interests concerned with the operation of very large tankers is absolutely vital to ensure adequate but economically optimum development of ports.  Techniques using single point moorings, entrepot arrangements, lightening at sea, etc. must be expected, however, to have a considerable impact on development of ships' size in the future.  To provide a sheltered harbour of adequate depth for large crude carriers, very expensive civil engineering works are generally required, so that offshore tanker terminals are coming more into the limelight.  With the mono-mooring type berth the vessel can swing freely around its mooring point, thus taking up the most advantageous position under combined influences of wind, current and sea.  The Royal Dutch/Shell Group have made extensive use of their single buoy mooring system. During its eight years of service it has proved to be a workable and reliable berth for tankers up to 100,000 t.dw., even in unsheltered locations.  The technical and operational aspects of this system are covered, emphasizing those areas that are of interest to the civil engineer, such as site selection, design of buoy and anchoring system, operational limitations,  hose requirements and throughputs. The suitability of the fixed structure for various types of site is considered in relation to the vessel dimensions, types of cargo and the rate of cargo handling required. The design of these structures is considered in relation to vessel size, berthing impacts, mooring forces and service requirements.  Some observations are made on the constructional methods and the necessary equipment for building these structures at the speed dictated by modern developments in shipbuilding for the tanker trade.  A short historical review of the development of facilities for loading and unloading vessels carrying iron ore is followed by a discussion of the modern trends which influence the choice and design of such facilities, in particular the increase in ship size, the specialization in ship design, and the increase in output of both mines and steelworks. The equipment suitable for loading and discharge at the required rates is described and illustrated by reference to the most recent installations at a number of the more important ore ports.  The integration of port facilities and land transport and the relation between these and the stocking policy is also discussed.  The categories of the materials and cargoes, other than petroleum and iron ore, moved in bulk are defined and their economic significance in world trade is outlined in respect of the values of the products, and freight, and the vessels and terminals utilized.  A forecast is made of the developments to be anticipated and to be sought in the future.  The distinctions to be drawn between import and export facilities and between protected (e.g., inside existing harbours) and open-sea situations are emphasized.  The advantages and disadvantages of continuous and intermittent bulk-handling methods are considered showing the trend in favour of continuous processes, and the development of self-unloading ships is discussed.  Particular facilities for the individual trades described cover grain, coal bauxite, alumina, sugar, phosphate rock, fertilizers, sulphur, timber, copra, etc.  The differences arising from 'fluidized' conveying techniques, utilizing pressure differences, and mechanical conveying techniques utilizing gravity are illustrated.]]></description>
      <pubDate>Fri, 08 Nov 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2659</guid>
    </item>
    <item>
      <title>TRENDS IN THE IMPORTATION AND HANDLING OF IRON ORE</title>
      <link>https://trid.trb.org/View/19076</link>
      <description><![CDATA[New ports and integrated transport systems require large sums of money, take a long time to plan and construct and are not easily altered.  The further in advance any likely changes in materials, tonnages to be handled and handling systems are known, the greater the cost saving that can be made.  This survey looks into the importation of iron ore through 1980 and some investigation of alternatives through 1990.  Predictions based on future sales growth show that no major change is expected in the refinement of iron ores. Therefore, the present deepwater ports will be able to handle ore imports with present day gear and railways and slurry methods will not come into widespread use in the foreseeable future.]]></description>
      <pubDate>Tue, 07 May 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/19076</guid>
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