The objective of this article is to provide a review of literature dealing with empty container repositioning. This review is interlinked with a qualitative data analysis based on semi-structured interviews with representatives of ocean carriers, which are key actors determining empty container repositioning. Empirical evidence obtained from fieldwork in the Czech Republic, albeit limited, is used to illustrate empty repositioning management by ocean carriers in the Central and Eastern Europe (CEE) landlocked hinterlands, which have been neglected in research with a specific geographic scope. By addressing the research questions and conducting the analysis, the authors determine whether empty container repositioning is a problem only concerning equipment allocation by an ocean carrier or requires a collaborative resolution involving various parties engaged in container movements in landlocked hinterlands. This article confirms that most existing literature dealing with empty container repositioning ignores the actual dynamics of landlocked hinterlands as well as business practitioners' perspective. The authors' analysis of the empirical research complements and challenges the reviewed research studies. Based on the analysis, ocean carriers seem to be unwilling to revise their actual container management strategies focused on maritime repositioning, disregarding the potential and importance of intermodal repositioning approaches based on market collaboration. Regarding further research directions, the authors suggest the research replicability and its extension.
Green House Gas (GHG) emissions are not the only emissions of concern to the international transport community. SOx emissions are non-GHG emissions that are caused by the presence of sulphur in the fuel. As the maximum percentage of sulphur in automotive and aviation fuels is strictly regulated in most countries around the world, much of the attention in recent years has focused on maritime transport. The attention mainly stems from the fact that in marine fuels the percentage of sulphur can be very high: it can be as high as 4.5 % in Heavy Fuel Oil (HFO), which is the fuel typically used in all deep-sea trades. Even though the amounts of SOx produced by ships are substantially lower than CO2, SOx emissions are highly undesirable as they cause acid rain and undesirable health effects in humans and animals. To mitigate these adverse environmental effects, the international shipping community has taken substantial policy measures. With the introduction of new limits for the content of sulphur in marine fuels in Northern European and North American sea areas, short-sea companies operating in these areas will face substantial additional cost. As of 1/1/2015, international regulations stipulate, among other things, a 0.1 % limit in the sulphur content of marine fuels, or equivalent measures limiting the percent of SOx emissions to the same amount. As low-sulphur fuel is substantially more expensive than HFO, there is little or no room within these companies current margins to absorb such additional cost, and thus significant price increases must be expected. Unlike its deep-sea counterpart, in short-sea shipping such a freight rate increase may induce shippers to use land-based alternatives (mainly road). A reverse shift of cargo would go against the EU policy to shift traffic from land to sea to reduce congestion, and might ultimately (under certain circumstances) increase the overall level of CO2 emissions along the entire supply chain. The purpose of this chapter is to investigate the potential effect of sulphur regulations on the share of cargo transported by the waterborne mode vis-à-vis land-based alternative
Stowage planning is an NP-hard combinatorial problem concerned with loading a container vessel in a given port, such that a number of constraints regarding the physical layout of the vessel and its seaworthiness are satisfied, and a number of objectives with regard to the quality of the placement are optimized. State-of-the-art methods decompose the problem into phases, the latter of which, known as slot planning, involves loading the containers into slots of a bay. This article presents an efficient matheuristic for the slot planning problem. Matheuristics are algorithms using mathematical programming techniques within a heuristic framework. The method finds solutions for 96% of 236 instances based on real stowage plans, 90% of them optimally, with an average optimality gap of 4.34% given a limit of one second per instance. This is an improvement over the results provided by previous works.
A fuel levy is one of the market-based measures (MBMs) currently under consideration at the International Maritime Organization. MBMs have been proposed to improve the energy efficiency of the shipping sector and reduce its emissions. This paper analyses the economic and environmental implications of two types of levy on shipping bunker fuels by means of an analytical model built on the cobweb theorem. A unit-tax per ton of fuel and an ad-valorem tax, enforced as a percentage of fuel prices, are examined. In both cases, a speed and fuel-consumption reduction equivalent to an improvement in the energy efficiency of the sector would be expected as a result of the regulation enforcement. The speed reduction in the unit-tax case depends on fuel prices and the tax amount, whereas in the ad-valorem case it relies upon the enforced tax percentage.
Both schemes lead to industry profit decline, the extent of which depend on the structure of the levy and market conditions. Since there is concern that the costs resulting from the policy will be passed from shipping companies to their customers along the supply chain, the paper dwells on how the costs arising from the enforcement of the levy will be actually allocated between ship-owners and operators, and cargo-owners. In a market characterised by high freight rates and with no or limited excess capacity, a higher percentage of the total tax amount is transferred from ship-owners to shippers. In case of a recession the opposite happens.
In global liner shipping networks, a large share of transported cargo is transshipped at least once between container vessels, and the total transportation time of these containers depends on how well the corresponding services are synchronized. We propose a problem formulation that integrates service scheduling into the liner shipping network design problem. Furthermore, the model incorporates many industry-relevant modeling aspects: it allows for leg-based sailing speed optimization, it is not limited to simple or butterfly-type services, and it accounts for service-level requirements such as cargo transit time limits. The classic liner shipping network design problem is already a hard problem, and to solve the extended version, we propose a column-generation matheuristic that uses advanced linear programming techniques. The proposed method solves LINER-LIB instances of up to 114 ports and, if applied to the classic liner shipping network design problem, finds new best solutions to all instances, outperforming existing methods reported in the literature. Additionally, we analyze the relevance of scheduling for liner shipping network design. The results indicate that neglecting scheduling and approximating transshipments instead may result in the design of liner shipping networks that underestimate cargo transit times and their implications.
We consider a strategic infrastructure and tanker fleet sizing problem in the liquefied natural gas business. The goal is to minimize long-term on-shore infrastructure and tanker investment cost combined with interrelated expected cost for operating the tanker fleet. A non-linear arc-based model and an exact solution method based on a set-partitioning formulation are developed. The latter approach allows very fast solution times. Computational results for a case study with a liner shipping company are presented, including an extensive sensitivity analysis to account for limited predictability of key parameter values, to analyze the solutions’ robustness and to derive basic decision rules.
The European fisheries management is currently undergoing a fundamental change in the handling of catches of commercial fisheries with the implementation of the 2013 Common Fisheries Policy. One of the main objectives of the policy is to end the practice of discarding in the EU by 2019. However, for such changes to be successful, it is vital to ensure stakeholders acceptance, and it is prudent to consider possible means to verify compliance with the new regulation. Remote Electronic Monitoring (REM) with Closed-Circuit Television (CCTV) has been tested in a variety of fisheries worldwide for different purposes and is currently considered as one possible tool to ensure compliance with a European ban on discards.
This study focuses on Danish fishery inspectors and on fishers with REM experience, whose opinions are less well known. Their views on the landing obligation and on the use of REM were investigated using interviews and questionnaires, and contrasted to some fishers without REM experience. 80% of fishery inspectors and 58% of REM-experienced fishers expressed positive views on REM. 9 out of 10 interviewed fishers without REM experience were against REM. Participation in a REM trial has not led to antipathy towards REM. Fishery inspectors saw on-board observers, at-sea control and REM as the three best solutions to control the landing obligation but shared the general belief that the landing obligation cannot be enforced properly and will be difficult for fishers to comply with. The strengths and weaknesses of REM in this context are discussed.
Purpose: A service production system has a structure composed of task execution, agents performing tasks and a resulting service output. The purpose of this paper is to understand how such a service production system changes as a consequence of offshoring.Design/methodology/approach: Drawing on practice theory, the paper investigates how offshoring leads to reconfiguration of the service production system. Through a multiple case methodology, the authors demonstrate how agents and structures interact during reconfiguration.Findings: The paper analyses the reconfiguration of components of a service production system in response to change ignited by offshoring. The authors find recurring effects between structures that enable and constrain agents and agents who shape the structure of the production system. Research limitations/implications: The paper offers a novel contribution to the service operations management literature by applying practice theory. Moreover, the authors propose a detailed, activity-driven view of service production systems and service offshoring. The authors contribute to practice theory by extending its domain to operations management.Practical implicationsService production systems have the ability to self-correct any changes inflicted through offshoring of the systems, which helps firms that offshore.Originality/valueThe paper is aimed at service professionals and offshoring managers and proposes a novel presentation of the service production system with a description of how it responds to offshoring. The authors contribute to theory by applying practice theory to the fields of service operations management and offshoring.
Commercial small-scale fisheries along the Baltic Sea coasts have declined over the years although these fisheries are viewed as important for coastal development and food security at the local, national, and EU levels. The viability and future of small-scale fisheries are severely challenged by problems caused by grey seals. The conflict, occurring between Baltic Sea coastal fisheries and conservation of the grey seals, has been severe since the mid-1990s and continues despite attempts to find a more balanced situation. Resting on reviews of multiple material, this paper explores the state-of-the-art opportunities for mitigating the seal-fisheries conflict and asks how these are related to social struggles and social justice. Our paper concludes that co-existence of coastal fisheries and the grey seal is possible but necessitates political will and co-designed seal management plans that help implement context-specific measures. Seal deterrents, for instance, give hope as a supplementary conflict mitigation measure – along with seal-proof fishing gear – but provide only partial relief. From the fisheries sector’s position, influencing the size of the seal population is a logical solution. The lifting of the EU trade ban of seal products as a regional derogation would allow sustainable management of seal populations so that they be used as renewable natural resource. Monitoring changes in the seal population is crucial for maintaining a balanced population. Reaching co-existence is timely, because – unlike the seal – the diverse Baltic coastal fishing culture is increasingly endangered.