Liner Ship Routing with Speed and Fleet Size Optimization

Kim, Hwa-Joong; Son, Dong-Hoon; Yang, Woosung; Kim, Jae-Gon

doi:10.1007/s12205-019-0564-6

Cited by 6 publications

(6 citation statements)

References 24 publications

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“…The following studies used MILP to forecast the vessel deployment and cargo volumes. Kim et al (2019) [14] formulated a vessel deployment model using MILP in the ports in Southern Africa and analysed the market share of each liner service and found that sea freight rate affects routing problems in shipping networks. Mulder and Dekker (2014) [15] solved the combined fleet design problem, ship scheduling, and cargo routing problem as a network design problem.…”

Section: Literature Reviewmentioning

confidence: 99%

Vessel Deployment and De-Hubbing in Maritime Networks: A Case Study on Colombo Port and Its Feeder Market

Kawasaki

Tagawa

Kavirathna

2022

JMSE

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Generally, vessels are deployed as hub-and-spoke networks to achieve high slot utilization and cost efficiency for shipping lines in global maritime container shipping networks. At the Port of Colombo, most transhipment containers originate from and are destined for Indian ports, the export/import container volume of which has been rapidly increasing, and Indian ports have been developed to accommodate vessel enlargement. In such circumstances, the partial or complete abandonment of a hub (Colombo port) in this region is expected, which is known as “de-hubbing.” This study aims to clarify the impact of port developments and an increase in container cargo demand from the source country on maritime network selection from the perspective of shipping lines. We develop a mixed integer linear programming model to describe vessel deployment, including transhipment via the Colombo port and direct shipment in Indian ports. As a result of the analysis, the number of direct services to Indian ports is expected to increase when the cargo demand of Indian ports increases and the port development of Indian ports is conducted. The progress of the de-hubbing phenomenon decreases vessel size at Colombo port because the container demand at Indian ports is mostly satisfied by newly deployed trunk lines to Indian ports. This study suggests that if Colombo port expects to maintain its hub status, it is critical to consider various other incentives to attract and retain mainline carriers in addition to expanding its port infrastructure. Similarly, if India expects to receive direct calls from mainlines, it is important not only to develop their port infrastructure but also to increase their cargo demand.

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Section: Literature Reviewmentioning

confidence: 99%

Vessel Deployment and De-Hubbing in Maritime Networks: A Case Study on Colombo Port and Its Feeder Market

Kawasaki

Tagawa

Kavirathna

2022

JMSE

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“…(4), (5), and (6), respectively. The coefficients of these equations are estimated in previous studies (Tran 2011;Kim et al 2019), using several methods, including the least squares method based on actual data of container vessels. The term BP in eq.…”

Section: Shipping Linesmentioning

confidence: 99%

Conditions influencing the choice between direct shipment and transshipment in maritime shipping network

2021

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This study examines the conditions that influence the choice between direct shipment and transshipment, focusing on two factors: geographical distance and demand. We develop a two-stage model comprising shipping lines and shippers, and apply it to a virtual maritime network with one origin, two destination ports, and one hub port. The generalized costs of shippers in the optimum direct shipment and in transshipment for the shipping lines model are compared to evaluate the choice between direct shipment and transshipment. We find that competitiveness of the port as a hub, indicating the cargo volume aggregated in transshipment, is essential for examining the cost-effectiveness of direct shipment and transshipment. The comparison between the cost-effectiveness of direct shipment and transshipment is based on the configuration of each network, especially in terms of frequency and the vessel size deployed. Direct shipment can be more cost-effective for short distances.

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“…In contrast to most studies on network design, Wang et al [17] directly optimized the ship sailing speed by treating it as a decision variable during model formulation. Kim et al [18] designed a simple single route by considering the variable sailing speed for each leg and the fleet size with the objective of maximizing the carrier's profit. Koza et al [19] proposed a mixed-integer programming model for the integrated liner shipping network design and scheduling problem incorporating transshipment times, along with a solution method based on column generation.…”

Section: Literature Reviewmentioning

confidence: 99%

“…Constraint (17) defines the lower and upper bounds of the sailing speed on each leg. Constraint (18) indicates that the number of ships deployed on the shipping route is a non-negative integer.…”

Section: Mathematical Modelmentioning

confidence: 99%

Liner Shipping Schedule Design for Near-Sea Routes Considering Big Customers’ Preferences on Ship Arrival Time

Mao

Wang

et al. 2020

Sustainability

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There usually exist a few big customers at ports of near-sea container shipping routes who have preferences on the weekly ship arrival times due to their own production and sale schedules. Therefore, in practice, when designing ship schedules, carriers must consider such customers’ time preferences, regarded as weekly soft-time windows, to improve customer retention, thereby achieving sustainable development during a depression in the shipping industry. In this regard, this study explores how to balance the tradeoff between the ship total operating costs and penalty costs from the violation of the weekly soft-time windows. A mixed-integer nonlinear nonconvex model is proposed and is further transformed into a mixed-integer linear optimization model that can be efficiently solved by extant solvers to provide a global optimal solution. The proposed model is applied to a near-sea service route from China to Southeast Asia. The results demonstrate that the time preferences of big customers affect the total cost, optimal sailing speeds, and optimal ship arrival times. Moreover, the voyage along a near-sea route is generally short, leaving carriers little room for adjusting the fleet size.

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Liner Ship Routing with Speed and Fleet Size Optimization

Cited by 6 publications

References 24 publications

Vessel Deployment and De-Hubbing in Maritime Networks: A Case Study on Colombo Port and Its Feeder Market

Vessel Deployment and De-Hubbing in Maritime Networks: A Case Study on Colombo Port and Its Feeder Market

Conditions influencing the choice between direct shipment and transshipment in maritime shipping network

Liner Shipping Schedule Design for Near-Sea Routes Considering Big Customers’ Preferences on Ship Arrival Time

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