Minimizing overstowage in master bay plans of large container ships
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Minimizing overstowage in master bay plans of large container ships Shih‑Liang Chao1,2 · Pi‑Hung Lin1
© Springer Nature Limited 2019
Abstract This study proposes a mathematical model that minimizes overstowage in classbased master bay plans for large container ships. With the advantage of an underlying multi-commodity network structure, solutions are obtained within reasonable computation time in the case of 14,000-TEU ships. In addition, changeable bay configuration patterns due to different container sizes—an important but rarely discussed issue—are efficiently addressed by adding specially designed arcs and side constraints. Our model can support container stowage planners by providing a flexible and efficient approach for allocating ship slots to containers of different lengths when preparing class-based master bay plans for large container ships. Keywords Containers · Liner shipping · Stowage planning · Multi-commodity networks
1 Introduction Liner shipping has become an important mode for the global transport of general cargoes, as containers can be conveniently exchanged between trucks, ships, and trains. In the early days of containerization, because their numbers were quite small, containers were simply loaded and secured on general cargo ships. However, as demand for container shipping has increased dramatically over the last six decades, this simple stowage method could no longer offer sufficient capacity or safety. Therefore, after a short transition period during which semi-container and convertible ships were used, the so-called fully cellular container ship became the predominant ship type in the liner shipping industry. With specially designed guide rails * Shih‑Liang Chao [email protected] 1
Department of Shipping and Transportation Management, National Taiwan Ocean University, Keelung, Taiwan
2
Center of Excellence for Ocean Engineering, National Taiwan Ocean University, Keelung, Taiwan
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Maritime Economics & Logistics
(a)
(b)
(c) Fig. 1 The structure of a fully cellular container ship
fixed vertically in the cargo holds, containers can now be easily put into the hold, and fixed safely without using twist-locks between containers in the same stack. In addition, twist-locks and various fittings and lashing gear now make it possible to stack containers high above deck. As a result, a cellular container ship can carry a large number of containers, stacked tightly and vertically both on deck and in holds. Figure 1a illustrates the longitudinal profile of a modern container ship. The basic stowage unit in this view is called a bay, and it can stack either 20-foot or 40-foot containers (hereafter called 20′ and 40′ containers), which are the predominant container types. The numbering system of the bays is designed to
Maritime Economics & Logistics
facilitate the changeable patterns for storing different types of containers. For example, bays 1, 2, and 3 in Fig. 1a use the same space to store containers. A 20′ container can be put only in bays 1 or 3 beca
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