Single liner shipping service design

Plum, Christian Edinger Munk; Pisinger, David; Salazar-González, Juan-José; Sigurd, Mikkel M.

doi:10.1016/j.cor.2013.11.018

Cited by 39 publications

(11 citation statements)

References 21 publications

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“…Table 2 shows that the proposed approach is able to solve to optimality (or almost to optimality) instances of realistic size. Our results are in line or better with recent work in maritime optimisation: Reinhardt and Pisinger [31], e.g., solve instances with up to 15 ports; Plum et al [27] solve instances with up to 25 ports, but only consider one vessel. Also notice that, since the decisions for pickup and delivery are independent, each port we considered (but for the hub) is modelled twice, thus we deal with graphs of 25 (Baltic) and 39 (WAF) nodes, before time expansion.…”

Section: Computational Resultssupporting

confidence: 91%

“…Plum et al [27] present arc-flow and path-flow models for the single-vessel liner shipping service design, in which an operator has to optimise the best-paying demand (pickups and deliveries) for a round-trip route operated by a single vessel, taking into account maximum transit times. The authors propose a branchand-cut algorithm, which is able to solve instances with up to 25 ports.…”

Section: Accepted Manuscriptmentioning

confidence: 99%

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A branch-and-price approach to the feeder network design problem

Santini

Plum

Røpke

2018

European Journal of Operational Research

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Section: Computational Resultssupporting

confidence: 91%

Section: Accepted Manuscriptmentioning

confidence: 99%

A branch-and-price approach to the feeder network design problem

Santini

Plum

Røpke

2018

European Journal of Operational Research

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“…It should be noticed that the demands and freight rates are time-varying; hence, it is necessary to make timely and pertinent adjustment to the LSNs in order to achieve low-cost operation. In addition, when operating the LSNs, shipping companies prefer to reject the unprofitable cargoes if allowed [57], e.g., the shipping demand (o 1 , d 1 ) in Figure 1…”

Section: E Lsn Operation Problem In No Phasementioning

confidence: 99%

Two-Phase Optimization Models for Liner Shipping Network Based on Hub Ports Cooperation: From the Perspective of Supply-Side Reform in China

Zhou

Zhao

Niu

2021

Journal of Advanced Transportation

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From the perspective of supply-side reform in China, it is hard for COSCO Shipping, a merged company with a strong shipping capacity, to abandon the container shipping market. Meanwhile, the new company could cooperate with new strategic ports along the Maritime Silk Road in liner service. Against this backdrop, this paper aims to optimize the liner shipping network (LSN) from strategic, tactical, and operational levels and help the merged shipping company adjust its operational measures according to market changes. The optimization towards different levels of decision-making process is a new research of highly practical values. Specifically, this paper created two-phase optimization models for LSN based on the selection of hub ports. In Network Assessment (NA) phase, the LSNs of two types of hub ports selected are designed and assessed on strategic and tactical levels, and the primary and secondary routes are identified; in Network Operation (NO) phase, the “path-based flow” formulations are proposed from the operational level, considering operational measures including demand rejection and flow integration. The models in both phases are mixed-integer linear programming (MILP), but are solved by different tools: CPLEX for the NA phase models and the Genetic Algorithm (GA) for the NO phase models due to the computational complexity of the latter problem. Then, a computational experiment is performed on the LSN of COSCO Shipping on the Persian Gulf trade lane. The results have proved the effectiveness of the methodology and inspired important countermeasures for the merged shipping company.

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“…The DARP mainly arises in door-todoor transportation services for school children, handicapped persons, or the elderly and disabled (see, e.g., Russell and Morrel, 1986;Madsen, Ravn, & Rygaard, 1995;Toth & Vigo, 1997;Borndörfer, Klostermeier, Grötschel, & Küttner, 1997 ride times are used to guarantee a certain service level by limiting the time a passenger is on board of the vehicle. A similar service-related use of maximum ride-time constraints is described by Plum, Pisinger, Salazar-González, and Sigurd (2014) in the context of liner shipping service design. When there is a limit on the total working hours of drivers (Ceselli, Righini, & Salani, 2009) or when transporting perishable goods (Azi, Gendreau, & Potvin, 2010), the time a vehicle is away from the depot has to be restricted.…”

Section: Introductionmentioning

confidence: 99%

A comparison of column-generation approaches to the Synchronized Pickup and Delivery Problem

Gschwind

2015

European Journal of Operational Research

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Single liner shipping service design

Cited by 39 publications

References 21 publications

A branch-and-price approach to the feeder network design problem

A branch-and-price approach to the feeder network design problem

Two-Phase Optimization Models for Liner Shipping Network Based on Hub Ports Cooperation: From the Perspective of Supply-Side Reform in China

A comparison of column-generation approaches to the Synchronized Pickup and Delivery Problem

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