Time constrained liner shipping network design

Karsten, Christian Vad; Brouer, Berit Dangaard; Desaulniers, Guy; Pisinger, David

doi:10.1016/j.tre.2016.03.010

Cited by 45 publications

(21 citation statements)

References 16 publications

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“…The problem is heuristically solved using tabu search and column generation. This problem has been further extended to include transit time restrictions (Karsten et al., 2017a) and speed optimization on each sailing leg (Karsten et al., 2017b).…”

Section: Introductionmentioning

confidence: 99%

An economic analysis of introducing autonomous ships in a short‐sea liner shipping network

Akbar

Aasen

Msakni

et al. 2020

Int Trans Operational Res

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The development of autonomous ships is at an advanced stage. It seems to be just a question of time before such ships become available at an industrial scale. In this paper, we investigate the economic advantages of utilizing autonomous over conventional ships. We consider a shipping network composed of conventional mother ships and autonomous daughter ships that perform cargo transshipment at specific ports. The mother ships sail between Europe and the Norwegian coastline and are conventional due to international regulations. The daughter ships serve small ports located along the Norwegian coastline and are autonomous. We apply this concept of mother and daughter routes to a Norwegian shipping company that transports containers between a continental European port and 21 ports scattered along the Norwegian coastline. Furthermore, we extend this case to a shipping network of 42 ports to study a possible increase in the activity of the company. For solving the corresponding optimization problem, we present a path‐flow‐based model formulation and a heuristic route generation method. We carry out extensive computational experiments that consider differently sized problems, various demand scenarios, advanced routes structures, and sensitivity analyses for cost rates and the degree of automation of the maritime transport system. The results provide evidence that autonomous ships might contribute to considerable cost savings.

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Section: Introductionmentioning

confidence: 99%

An economic analysis of introducing autonomous ships in a short‐sea liner shipping network

Akbar

Aasen

Msakni

et al. 2020

Int Trans Operational Res

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“…Therefore it is uncertain if a connection is missed but a standard time used on transshipment is assumed to be a fixed value of 24 hours and it is not known if this is actually feasible when implemented. In a recent paper by Karsten et al [19] a network design problem is solved which simultaneously optimizes the container routing with transit time constraints using Benders' decomposition. In this paper a rough estimate for the time used for transshipment is however still used.…”

Section: Literature Reviewmentioning

confidence: 99%

“…Constraints (18) and (19) ensure that if convoy time i is selected, then the port call time plus the port stay time P s l is the same as convoy time b iγ . Constraints (20) ensure that exactly one convoy time is selected per leg l ∈ L. The number of canal crossings in a real-life network of a major liner shipping company is discussed in Section 4.…”

Section: Canal Passingmentioning

confidence: 99%

Speed optimizations for liner networks with business constraints

Reinhardt

Pisinger

Sigurd

et al. 2020

European Journal of Operational Research

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In 2018 the International Maritime Organization (IMO) agreed to cut the shipping sector's overall CO2 output by 50% by 2050. One of the key methods in reaching this goal is to improve operations to limit fuel consumption. However, it is difficult to optimize speed for a complete liner shipping network as routes interact with each other, and several business constraints must be respected. This paper presents a unified model for speed optimization of a liner shipping network, satisfying numerous real-life business constraints. The speed optimization is in this research achieved by rescheduling the port call times of a network, thus, the network is not changed. The business constraints are among others related to transit times, port work shifts and emission control areas. Other restrictions are fixed times for canal crossing, speed restrictions in the piracy areas and desire for robust solutions. Vessel sharing agreements and other collaboration between companies must also be included. The modeling of the different restrictions is described in detail and tested on real-life data. The scientific contribution of this paper is threefold: We present a unified model for speed optimization together with numerous business constraints. We present a general framework for handling routes with different frequencies. Moreover, we present a bi-objective model for balancing robustness of schedules against fuel consumption. The tests show that the real-life requirements can be handled by mixed integer programming and that the model finds significant reductions of bunker consumption and cost for large-scale real-life instances.

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“…Recently, Karsten et al included time constraints in the LSNDP. This extension provides a more customer‐oriented and commercial approach to the LSNDP in the realization that demand is not independent of transit times.…”

Section: Introductionmentioning

confidence: 99%

“…If the offered product is too slow, shippers will choose another operator. Karsten et al includes a preset time limit for each OD pair such that the demand goes to zero if the transit time limit is exceeded. Although it can be argued that such a hard time limit is too simplistic, it is nevertheless an improvement over the LSNDP without time constraints, where any transit time is acceptable.…”

Section: Introductionmentioning

confidence: 99%

A flow‐first route‐next heuristic for liner shipping network design

2018

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Having a well‐designed liner shipping network is paramount to ensure competitive freight rates, adequate capacity on trade‐lanes, and reasonable transportation times. The most successful algorithms for liner shipping network design make use of a two‐phase approach, where they first design the routes of the vessels, and then flow the containers through the network in order to calculate how many of the customers’ demands can be satisfied, and what the imposed operational costs are. In this article, we reverse the approach by first flowing the containers through a relaxed network, and then design routes to match this flow. This gives a better initial solution than starting from scratch, and the relaxed network reflects the ideas behind a physical internet of having a distributed multi‐segment intermodal transport. Next, the initial solution is improved by use of a variable neighborhood search method, where six different operators are used to modify the network. Since each iteration of the local search method involves solving a very complex multi‐commodity flow problem to route the containers through the network, the flow problem is solved heuristically by use of a fast Lagrange heuristic. Although the Lagrange heuristic for flowing containers is 2–5% from the optimal solution, the solution quality is sufficiently good to guide the variable neighborhood search method in designing the network. Computational results are reported, showing that the developed heuristic is able to find improved solutions for large‐scale instances from LINER‐LIB, and it is the first heuristic to report results for the biggest WorldLarge instance.

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Time constrained liner shipping network design

Cited by 45 publications

References 16 publications

An economic analysis of introducing autonomous ships in a short‐sea liner shipping network

An economic analysis of introducing autonomous ships in a short‐sea liner shipping network

Speed optimizations for liner networks with business constraints

A flow‐first route‐next heuristic for liner shipping network design

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