Minimizing fuel emissions by optimizing vessel schedules in liner shipping with uncertain port times

Qi, Xiangtong; Song, Dong‐Ping

doi:10.1016/j.tre.2012.02.001

Cited by 240 publications

(112 citation statements)

References 32 publications

Supporting

Mentioning

111

Contrasting

Unclassified

Order By: Relevance

“…For instance, in maritime transportation the skin-friction contributes to 60 − 70% of the total drag on a cargo ship and 80% on a tanker (Fukuda et al 2000). Considering that shipping alone accounts for 8.5% of the global oil supply (Reuters press release, June 24, 2008, Shipping wasting 4.37 million barrels of oil a day) and 3.3% of CO2 emissions (Qi & Song 2012), even a mild DR has a global impact for energy saving and greenhouse effect reduction. With the DR on SHPo surfaces in TBL flows confirmed, one can next perform systematic studies with various SHPo surfaces in a wide range of hydrodynamic flows.…”

Section: Discussionmentioning

confidence: 99%

Development of a Miniature Shear Sensor for Direct Comparison of Skin-Friction Drags

Sun

Park

Kim

2015

J. Microelectromech. Syst.

View full text Add to dashboard Cite

Despite the confirmation of slip flows and successful drag reduction in small-scaled laminar flows, the full impact of superhydrophobic (SHPo) drag reduction remained questionable because of the sporadic and inconsistent experimental results in turbulent flows. Here we report a systematic set of bias-free reduction data obtained by measuring the skin-friction drags on a SHPo surface and a smooth surface at the same time and location in a turbulent boundary layer flow. Each monolithic sample consists of a SHPo surface and a smooth surface suspended by flexure springs, all carved out from a 2.7 × 2.7 mm 2 silicon chip by photolithographic microfabrication. The flow tests allow continuous monitoring of the plastron on the SHPo surfaces, so that the drag reduction data are genuine and consistent. A family ofSHPo samples with precise profiles reveals the effects of grating parameters on turbulent drag reduction, which was measured to be as much as ~ 75%.

show abstract

Section: Discussionmentioning

confidence: 99%

Development of a Miniature Shear Sensor for Direct Comparison of Skin-Friction Drags

Sun

Park

Kim

2015

J. Microelectromech. Syst.

View full text Add to dashboard Cite

show abstract

“…Besides more general discussions on such topics (Hummels 2001;Slack 1985;Djankov et al, 2005;Nordas et al, 2006;Tongzon and Savant 2007), some authors have proposed specific studies of container flows in liner shipping looking at congestion issues in ports (Notteboom, 2006;Verminen et al, 2007;Yan et al, 2009;Jones et al, 2011;Payman, 2011, 2012) but also advanced methodological frameworks including all aspects of port and vessel operations of which total voyage time, voyage time at sea, voyage time in port, average port time, and vessel speed (Moon and Woo, 2013). The latter work is rooted in earlier studies of transit time performance of ocean carriers (Saldanha et al, 2006), notably those looking at time uncertainty in shipping and port operations (Wang and Meng, 2012;Qi and Song, 2012) and measurements of the time factor in liner shipping network design through mathematical modelling (Alvarez, 2012). Suarez-Aleman et al (2013) rightly argued that very few empirical studies have been made about time efficiency, although such aspect is known to be crucial and despite the possibility for inefficient ports to remain attractive for other reasons (Wilmsmeier et al, 2003).…”

Section: The Time Factormentioning

confidence: 99%

Time Efficiency at World Container Ports

Ducruet

Itoh

Merk

2014

International Transport Forum Discussion Papers

View full text Add to dashboard Cite

Standard-Nutzungsbedingungen:Die Dokumente auf EconStor dürfen zu eigenen wissenschaftlichen Zwecken und zum Privatgebrauch gespeichert und kopiert werden.Sie dürfen die Dokumente nicht für öffentliche oder kommerzielle Zwecke vervielfältigen, öffentlich ausstellen, öffentlich zugänglich machen, vertreiben oder anderweitig nutzen.Sofern die Verfasser die Dokumente unter Open-Content-Lizenzen (insbesondere CC-Lizenzen) zur Verfügung gestellt haben sollten, gelten abweichend von diesen Nutzungsbedingungen die in der dort genannten Lizenz gewährten Nutzungsrechte.

show abstract

“…1 it takes a 3000-TEU ship four weeks to finish a round-trip on ship route 2, which consists of time at ports and time at sea (Bell and Bichou, 2008). Then, a string of four 3000-TEU ships must be deployed to maintain a weekly service frequency (Qi and Song, 2012). We let M rv be the number of ships required to maintain a weekly service if ships of type v ∈ V are deployed on ship route r ∈ R. We have M rv = 4 in the above example.…”

Section: Ships and Ship Repositioningmentioning

confidence: 99%

Efficiency and equity of speed limits in transportation networks

Wang

2013

Transportation Research Part C: Emerging Technologies

View full text Add to dashboard Cite

This paper examines the impact of speed limits on network efficiency, in terms of total travel time of all road users, and equity among road users from different origin-destination (OD) pairs, in terms of the change of travel time after imposing a speed limit scheme. We find that after imposing a speed limit scheme, the total travel time of all road users may decrease or increase; road users of some OD pairs may experience longer travel time, while other OD pairs may have shorter travel time. In view of the importance of speed limits on network efficiency and equity, we subsequently develop a bi-level programming model for designing the optimal speed limit scheme that maximizes the network efficiency while considering the equity issue. A global optimization approach that is suitable for bilevel programming models with finite discrete upper-level decision variables is proposed. Moreover, a conic quadratic mixed-integer linear programming approach is developed to solve relaxed models of the bi-level formulation of speed limit design. Two numerical examples are carried out. AbstractTactical planning models for liner shipping problems such as network design and fleet deployment usually minimize the total cost or maximize the total profit subject to constraints including ship availability, service frequency, ship capacity, and transshipment. Most models in the literature do not consider slot-purchasing, multi-type containers, empty container repositioning, or ship repositioning, and they formulate the numbers of containers to transport as continuous variables. This paper develops a mixed-integer linear programming model that captures all these elements. It further examines from the theoretical point of view the additional computational burden introduced by incorporating these elements in the planning model. Extensive numerical experiments are conducted to evaluate the effects of the elements on tactical planning decisions. Results demonstrate that slot-purchasing and empty container repositioning have the largest impact on tactical planning decisions and relaxing the numbers of containers as continuous variables has little impact on the decisions.

show abstract

Minimizing fuel emissions by optimizing vessel schedules in liner shipping with uncertain port times

Cited by 240 publications

References 32 publications

Development of a Miniature Shear Sensor for Direct Comparison of Skin-Friction Drags

Development of a Miniature Shear Sensor for Direct Comparison of Skin-Friction Drags

Time Efficiency at World Container Ports

Efficiency and equity of speed limits in transportation networks

Contact Info

Product

Resources

About