Due to limited access to domain knowledge and domain-relevant benchmark data, the Container Stowage Planning Problem (CSPP) is notably under-researched. In particular, previous models of the CSPP have lacked two key aspects of the problem: lashing forces and paired block stowage. The former may reduce vessel capacity by up to 10%, and the latter is NP-hard. The Representative CSPP (RCSPP), which captures all critical aspects of the problem is formulated. The presented RCSPP incorporates overlooked constraints such as paired block stowage and lashing, along with an innovative method for estimating lashing forces, all while maintaining simplicity. A heuristic method, STOW, has been developed to identify solutions for the RCSPP using a specially designed benchmark suite based on real-world scenarios. STOW algorithm is an advanced search heuristic employing a diverse range of solution modification strategies, each tailored to address specific aspects of stowage optimization. Feasible solutions were successfully identified for all instances within the benchmark suite. Our initial findings emphasize the importance of accurately modeling lashing forces and employing paired block stowage. Results show that removing the lashing constraint can increase the number of containers stowed by over 7% on average, while disabling paired block stowage can result in nearly a 5% increase.
Operational cycles for maritime transportation is a new concept to improve the assessment of ships’ energy efficiency and offer benchmarking options among similar ship types and sizes. This work extends previous research to consolidate the methodology, bring more comprehensiveness, and provide a more holistic assessment of these operational cycles. The cycles are designed from noon reports from a fleet of around 300 container ships divided into eight size groups. The comparison between cycles derived from speed and draft with those based on main engine power identifies that the cycles based on speed and draft are more accurate and allow for estimating the Energy Efficiency Operational Index but require more data. The main-engine-power cycles are more effective in benchmarking through the Annual Efficiency Ratio. These cycles reduce the inherent variability of the carbon intensity indicator and present good opportunities as a benchmarking tool for strengthening the regulatory framework of international shipping.
Cod stocks in the Danish inland waters and the Baltic Sea have collapsed today. Fishing vessels have therefore been required to install video cameras that film the catch for control purposes. The use of artificial intelligence for automated documentation of the catch is therefore a promising solution for control as well as research and management purposes that can contribute to rebuilding cod stocks and ensuring sustainable fishing in the future.
The design of emission control areas (ECAs), including ECA width and sulfur limits, plays a central role in reducing sulfur emissions from shipping. To promote sustainable shipping, we investigate an ECA design problem that considers the response of liner shipping companies to ECA designs. We propose a mathematical programming model from the regulator’s perspective to optimize the ECA width and sulfur limit, with the aim of minimizing the total sulfur emissions. Embedded within this regulator’s model, we develop an internal model from the shipping liner’s perspective to determine the detoured voyage, sailing speed, and cargo transport volume with the aim of maximizing the liner’s profit. Then, we develop a tailored hybrid algorithm to solve the proposed models based on the variable neighborhood search meta-heuristic and a proposition. We validate the effectiveness of the proposed methodology through extensive numerical experiments and conduct sensitivity analyses to investigate the effect of important ECA design parameters on the final performance. The proposed methodology is then extended to incorporate heterogeneous settings for sulfur limits, which can help regulators to improve ECA design in the future.
Container shipping drives the global economy and is an eco-friendly mode of transportation. A key objective is to maximize the utilization of vessels, which is challenging due to the NP-hardness of stowage planning. This article surveys the literature on the Container Stowage Planning Problem (CSPP). We introduce a classification scheme to analyze single-port and multi-port CSPPs, as well as the hierarchical decomposition of CSPPs into the master and slot planning problem. Our survey shows that the area has a relatively small number of publications and that it is hard to evaluate the industrial applicability of many of the proposed solution methods due to the oversimplification of problem formulations. To address this issue, we propose a research agenda with directions for future work, including establishing a representative problem definition and providing new benchmark instances where needed.
Port selection is of vital importance for both port operators and shipping lines. In this contribution, an Automatic Identification System (AIS) big data approach is developed. This approach allows identifying container ships using only AIS data without the need for supplementary information from commercial databases. This approach is applied to investigate the port selection statistics of container ships between Shanghai and Ningbo Zhoushan Port, two of the largest ports in the world in terms of calling frequency, to generate practical insights. Results show that: i) the ratios among large ships, medium ships and small ships of these two ports are both approximately 1: 4: 5; ii) these two ports both have an exclusive (i.e., more feeder ports covered in geographical coverage) and intensive (i.e., more feeder ships deployed in shipping service frequency) collection and distribution network mainly consisting of small ships, but that of Shanghai is more intensive; iii) in terms of ultra-large ships over 380 m, Shanghai has accommodated an extra 18.5% compared to that of Ningbo Zhoushan, this indicates Shanghai's attraction for such vessels in global fleet deployment; iv) the feeder network between Shanghai and Ningbo Zhoushan is weak, and their relationship is actually in competition; v) Ningbo Zhoushan could offer more choices for ultra-large container ships (over 380 m), which implies its greater potential in future port competition; vi) when the depth of channels and berths is sufficient, the distance to hinterland and the convenience of a collection and distribution network begin to get more important in port selection. The empirical findings unveil the decision-making of container lines, competition between ports and implications for shipping policy.
GreenHopper is the first Danish zero-emission ferry developed as a test platform for autonomous waterborne navigation technologies. The paper presents technology development within the innovation project ShippingLab Autonomy, which led to the commissioning of GreenHopper at Limfjorden (DK) in December 2022. The technology research resulted in a holistic system architecture for surface vessel autonomy, based on distribution of functionality and responsibility on software modules, similar to the structure observed in the International Maritime Organization (IMO) Seafarers Training Certification and Watch-keeping (STCW) regulatory framework. The paper shows how this approach results in an architecture that supports safe behaviours of individual modules and of autonomous navigation at a system level. The paper presents the individual modules, specific features and benefits. Elements of the regulatory framework are highlighted to poise technology approval by maritime authorities. The paper reflects on lessons learned, discusses continued technology validation in dedicated operational scenarios.
The accelerated melting of the Arctic ice leads to the navigation of the Northern Sea Route (NSR) linking Asia and Europe, shortening transport channel between China and the European Union (EU). This has a significant impact on the China-EU bilateral trade which is analyzed in the present study. We present a framework based on a general equilibrium model for analyzing the impact of the NSR on the trade and the economies of China and the EU. Different fuel cost scenarios, consisting of fuel prices and sailing speeds on ice, are also considered. Specifically, we measure the changes in shipping costs between China and the EU, brought about by NSR navigation. These are used as a basis to quantify changes in transport technology. The Global Trade Analysis Project (GTAP) model is used to predict the trade and economic impacts. The results show that the NSR can save 0.98% in shipping costs and generate an increase in the exports of China and the EU in the order of 14,986 and 8,228 million US dollars, respectively. Among these exports, the mining industry shows the fastest growth, while the electronics industry experiences the largest increase in trade volume. Our findings reveal the potential of the NSR as an alternative route and its positive impact on bilateral trade between China and the EU. The results can provide a basis for shipping companies and governments to make decisions regarding the use of Arctic routes.
Maritime security in the Gulf of Guinea is a challenge that straddles multiple players and sectors, and crimes like piracy cause disruptions to international trade and shipping. During the COVID-19 pandemic, the global shipping industry tried to keep maritime security on the agenda, while advocating for global security assemblages, specifically, transnational policing initiatives as part of the maritime security governance. Using the notion of narratives and assemblage thinking, it is argued that although global shipping and Ghanaian state agents agree on the problem, they differ on which maritime security governance infrastructure to deploy, resulting in tensions between the two parties.
The decarbonisation of shipping has become a high priority on the environmental and political agenda. The prospect of implementing an Emissions Trading System (ETS) for shipping has come to prominence as a proposed mechanism for speeding up the decarbonisation of the industry, with the EU taking proactive action to include shipping within the EU ETS by 2023. This paper analyses and provides a qualitative review of the historical development of the discussions and actions taken at both global level (by the International Maritime Organization (IMO)) and at regional level within the EU. A SWOT analysis of the potential implementation of an ETS for shipping is then presented. The paper concludes that an ETS for shipping can incentivise greater investment in, and deployment of, green technologies that will have the effect of reducing the carbon footprint of the shipping industry. However, the speed and significance of this effect will depend upon the specific shipping market segment and the relative stage in shipping market cycles over time. It is further concluded that despite the imminent unilateral introduction of shipping into the EU ETS, it is important that the IMO continues its work to develop a global ETS that promotes a ‘level playing field’ for competition within the sector and eliminates the risk of carbon leakage.