Optimization of the stages of a ship's cargo plan development for shippining of general cargoes

One of the main tasks in stability calculations is to provide the ship with the necessary (optimal) trim whose final value is influenced by the arrangement of cargo on the ship. Today, however, there are rules and requirements but there is no unified approach to developing a cargo plan for a vessel that simultaneously transports various types of general cargo. In order to improve the efficiency of the above calculations, a procedure has been proposed to optimize developing a cargo plan for a vessel carrying heterogeneous general cargoes at the same time, the main idea of which is to distribute consignments on the ship in two stages, taking into consideration the compensating trimming moment. The scheme to develop a cargo plan has been improved by introducing the developed procedure. The results of verification confirmed its effectiveness in practice. Possible deviations of the values for the trim required (optimal) for the voyage from the actual one calculated after the allocation of stocks and consignments of goods have been investigated using an example of the series of developed cargo plans. It should be noted that the value for the trim, required (optimal) and actual, for each individual cargo plan does not differ by more than 8 %. The results reported in this paper give grounds to assert the expediency of their application when developing cargo plans for tramp shipping vessels. The introduction of the procedure could make it possible to effectively load a vessel with the full utilization of both its carrying capacity and cargo capacity. The use of the proposed scheme for developing a cargo plan to transport heterogeneous cargoes would reduce the total time for calculating the stability and strength of the vessel in general

Ship routing and scheduling systems: forecasting, upscaling and viability

Purpose The purpose of this paper is to resolve three problems in ship routing and scheduling systems. Problem 1 is the anticipation of the future cargo transport demand when the shipping models are stochastic based on this demand. Problem 2 is the capacity of these models in processing large number of ships and cargoes within a reasonable time. Problem 3 is the viability of tramp shipping when it comes to real problems. Design/methodology/approach A commodity-trade forecasting system is developed, an information technology platform is designed and new shipping elements are added to the models to resolve tramp problems of en-route ship bunkering, low-tide port calls and hold-cleaning cost caused by carrying incompatible cargoes. Findings More realistic stochastic cargo quantity and freight can now be anticipated, larger number of ships and cargoes are now processed in time and shipping systems are becoming more viable. Practical implications More support goes to ship owners to make better shipping decisions. Originality/value New norms are established in forecasting, upscaling and viability in ship routing and scheduling systems.

An innovative decision support tool for liquefied natural gas supply chain planning

Purpose The purpose of this paper is to improve the tactical planning of the stakeholders of the midstream liquefied natural gas (LNG) supply chain, using an optimisation approach. The results can contribute to enhance the proactivity on significant investment decisions. Design/methodology/approach A decision support tool (DST) is proposed to minimise the operational cost of a fleet of vessels. Mixed integer linear programming (MILP) used to perform contract assignment combined with a genetic algorithm solution are the foundations of the DST. The aforementioned methods present a formulation of the maritime transportation problem from the scope of tramp shipping companies. Findings The validation of the DST through a realistic case study illustrates its potential in generating quantitative data about the cost of the midstream LNG supply chain and the annual operations schedule for a fleet of LNG vessels. Research limitations/implications The LNG transportation scenarios included assumptions, which were required for resource reasons, such as omission of stochasticity. Notwithstanding the assumptions made, it is to the authors’ belief that the paper meets its objectives as described above. Practical implications Potential practitioners may exploit the results to make informed decisions on the operation of LNG vessels, charter rate quotes and/or redeployment of existing fleet. Originality/value The research has a novel approach as it combines the creation of practical management tool, with a comprehensive mathematical modelling, for the midstream LNG supply chain. Quantifying future fleet costs is an alternative approach, which may improve the planning procedure of a tramp shipping company.

The Haiphong Shipping Boycotts of 1907 and 1909–10: Business interactions in the Haiphong-Hong Kong rice shipping trade

The main focus of this article is the Haiphong shipping boycotts of 1907 and 1909–10, which were conflicts over freight rates on rice which arose between several Chinese rice hongs in Haiphong (Hải Phòng), the main port in northeastern French Indochina, and three European tramp shipping companies. When these companies set up a joint agreement in 1907 unilaterally increasing the freight rates for shipping rice to Hong Kong, the affected merchants felt unfairly treated and boycotted the companies’ ships. Furthermore, in 1909, they formed a rival charter syndicate and set up a steamship company chartering the vessels of other companies to apply additional pressure on the firms to return to the previous rate. Although the Chinese suffered direct financial losses due to their insufficient expertise in this business, they were successful in achieving a considerable decrease in the freight rate on rice, which shows that boycotting, even when costly, proved to be an effective means to push for reductions and better arrangements with shipping companies. In contrast to a similar incident in the same trade—the shipping boycott of 1895–96 when the French government intervened with the Chinese government on behalf of a French shipping company—the later boycotts did not provoke the intervention of Western powers. This case suggests that growing anti-imperialism and nationalism in China, expressed in public discourses on shipping rights recovery and in the use of economic instead of political means, had an impact on the boycotts. Economic, not imperial, power determined the outcome of this struggle.

The Coupled Operational Systems: A Linear Optimisation Review

The purpose of this review is to summarise the existing literature on the operational systems as to explain the current state of understanding on the coupled operational systems. The review only considers the linear optimisation of the operational systems. Traditionally, the operational systems are classified as decoupled, tightly coupled, and loosely coupled. Lately, the coupled operational systems were classified as systems of time-sensitive and time-insensitive operational cycle, systems employing one mix and different mixes of factors of production, and systems of single-linear, single-linear-fractional, and multi-linear objective. These new classifications extend the knowledge about the linear optimisation of the coupled operational systems and reveal new objective-improving models and new state-of-the-art methodologies never discussed before. Business areas affected by these extensions include product assembly lines, cooperative farming, gas/oil reservoir development, maintenance service throughout multiple facilities, construction via different locations, flights traffic control in aviation, game reserves, and tramp shipping in maritime cargo transport.

Sibling rivalry, shipping innovation and litigation: Henry Burrell and the ‘Straightback Steamship’

The Glasgow tramp shipping firm of Burrell & Son was well known for its ambitious approach to the trade. Henry Burrell (1866–1924), younger brother and junior partner in the firm, fell foul of his older brothers George and William and attempted to establish an independent business as a ship designer and shipowner. He developed an innovative new design of bulk carrier known as the straightback steamship. The Ben Earn of 1909 was not far removed from the bulkers that became dominant in post Second World War maritime trade. Henry Burrell created the prototype, but it took people with far greater capital and business skill to realize its true potential. This article provides a case study in the business of innovation in shipping in the early twentieth century. It demonstrates the tricky dynamics of sibling rivalry within a family business and offers an insight into the difficulties of establishing a successful business career with an underlying mental health problem. Burrell’s straightback steamship highlights how difficult it was, including potential and actual litigation, to put innovation in ship design into practice.