Critical parts are stored and shipped in environmentally controlled reusable container

Environmentally controlled, hermetically sealed, reusable metal cabinet with storage drawers is used to ship and store sensitive electronic, pneumatic, or hydraulic parts or medical supplies under extreme weather or handling conditions. This container is compatible with on-site and transportation handling facilities

Container Transportation Network Equilibrium Analysis Considering Draft of Vessel

This paper analyzes container transportation network equilibrium considering draft of vessels. Concept of load factor (λ) of ship is included in the model. Three players are considered, i.e. port administrator, ship companies (carriers), and shippers. Interaction of these players leads to Nash equilibrium problem. The result of the model calculation indicates that Hong Kong and Singapore port dominates container throughput in the world and the big vessel (3000 - 6000 TEU) is dominant in these ports. Conversely, the smaller port with depth less than 15 m dominated by 1000 TEU vessels. The result is inline with the reality. The other finding from the study is 6000 TEU vessels can enter port with depth less than 15 m such as port of Shanghai. Again, it is inline with reality. Validation of the model shows that coefficient of determination (R2) is 0.95. It indicates the model provides good accuracy

CONTAINER TRANSPORTATION NETWORK EQUILIBRIUM ANALYSIS CONSIDERING DRAFT OF VESSEL

This paper analyzes container transportation network equilibrium considering draft of vessels. Concept of load factor (�) of ship is included in the model. Three players are considered, i.e. port administrator, ship companies (carriers), and shippers. Interaction of these players leads to Nash equilibrium problem. The result of the model calculation indicates that Hong Kong and Singapore port dominates container throughput in the world and the big vessel (3000 - 6000 TEU) is dominant in these ports. Conversely, the smaller port with depth less than 15 m dominated by 1000 TEU vessels. The result is inline with the reality. The other finding from the study is 6000 TEU vessels can enter port with depth less than 15 m such as port of Shanghai. Again, it is inline with reality. Validation of the model shows that coefficient of determination (R2) is 0.95. It indicates the model provides good accuracy. Keywords: Container transportation, Nash Equilibrium, Networ

Conceptual Scheme for Ensuring the Energy Efficiency Principle in Modern Container Fleet

As a result of the analysis of the modern merchant fleet, indicators have been revealed of an increase in the size of modern merchant vessels, which affects the overall energy efficiency. It should be noted a significant increase in the container fleet, namely, not only an increase in the number of vessels themselves, but also an increase in the average carrying capacity by almost 2.8 times. As a result, emissions to the atmosphere have also increased due to a significant increase in ship propulsion power and fuel consumption. This is due to the specifics of container traffic, namely for the rapid transportation of goods from port A to port B, for which container ships often move in all weather conditions with maximum speed, respectively, fuel consumption is enormous compared to other types of ships.Despite the fact that the goods must be delivered as soon as possible and without delay, in practice, due to the lack of effective feedback between all participants in the transportation process, this is not always possible. The inefficiency of feedback leads to wasteful resources, which in turn increases the financial costs of the shipowner by increasing fuel consumption. It also reduces the energy efficiency of the ship and increasing emissions of harmful substances into the atmosphere.Considering the experience of the giants of maritime transport such as MAERSK, MSC, CMA CGM, it is possible to see that all participants in the process are single unit and interested in maximum efficiency of transportation. Containers of smaller companies that do not own their terminals often face ineffective feedback and are not able to influence the situation.The conceptual scheme proposed in the article should increase the efficiency of feedback between the vessel charter and the port, which, in turn, will increase the efficiency of sea freight. Constant access to information about the situation in the port will make it possible to avoid unnecessary delays of the ship

Service network design for an intermodal container network with flexible due dates/times and the possibility of using subcontracted transport

An intermodal container transportation network is being developed between Rotterdam and several inland terminals in North West Europe: the EUROPEAN GATEWAY SERVICES (EGS) network. This network is developed and operated by the seaports of EUROPE CONTAINER TERMINALS (ECT). To use this network cost-efficiently, a centralized planning of the container transportation is required, to be operated by the seaport. In this paper, a new mathematical model is proposed for the service network design. The model uses a combination of a path-based formulation and a minimum flow network formulation. It introduces two new features to the intermodal network-planning problem. Firstly, overdue deliveries are penalized instead of prohibited. Secondly, the model combines self-operated and subcontracted services. The service network design considers the network-planning problem at a tactical level: the optimal service schedule between the given network terminals is determined. The model considers self-operated or subcontracted barge and rail services as well as transport by truck. The model is used for the service network design of the EGS network. For this case, the benefit of using container transportation with multiple legs and intermediate transfers is studied. Also, a preliminary test of the influence of the new aspects of the model is done. The preliminary results indicate that the proposed model is suitable for the service network design in modern intermodal container transport networks. Also, the results suggest that a combined business model for the network transport and terminals is worth investigating further, as the transit costs can be reduced with lower transfer costs

Formation and transportation of sand-heap in an inclined and vertically vibrated container

We report the experimental findings of formation and motion of heap in granular materials in an inclined and vertically vibrated container. We show experimentally how the transport velocity of heap up container is related to the driving acceleration as well as the driving frequency of exciter. An analogous experiment was performed with a heap-shaped Plexiglas block. We propose that cohesion force resulted from pressure gradient in ambient gas plays a crucial role in enhancing and maintaining a heap, and ratchet effect causes the movement of the heap. An equation which governs the transport velocity of the heap is presented.Comment: 9 pages, 5 figures, submitted to PR

The complex network of global cargo ship movements

Transportation networks play a crucial role in human mobility, the exchange of goods, and the spread of invasive species. With 90% of world trade carried by sea, the global network of merchant ships provides one of the most important modes of transportation. Here we use information about the itineraries of 16,363 cargo ships during the year 2007 to construct a network of links between ports. We show that the network has several features which set it apart from other transportation networks. In particular, most ships can be classified in three categories: bulk dry carriers, container ships and oil tankers. These three categories do not only differ in the ships' physical characteristics, but also in their mobility patterns and networks. Container ships follow regularly repeating paths whereas bulk dry carriers and oil tankers move less predictably between ports. The network of all ship movements possesses a heavy-tailed distribution for the connectivity of ports and for the loads transported on the links with systematic differences between ship types. The data analyzed in this paper improve current assumptions based on gravity models of ship movements, an important step towards understanding patterns of global trade and bioinvasion.Comment: 7 figures Accepted for publication by Journal of the Royal Society Interface (2010) For supplementary information, see http://www.icbm.de/~blasius/publications.htm

Transportation Optimization Modeling for Washington State Hay Shipments: Mode and Cost Implications Due to Loss of Container Services at the Port of Portland

A recent issue impacting hay shipments in Washington State involves the reduction of container services at the Port of Portland, Oregon. Prior to this change, containers filled with hay were shipped almost exclusively via barge on the Columbia River to the Port of Portland. After reaching Portland, the containers were then loaded onto one of three steamship lines: Hyundai, K-Line, or Hanjin and destined to markets in Japan and China. As of September 2004, Hanjin is the only carrier that calls on the Port of Portland. This research effort collected firm level data on the production, transportation and marketing of hay in Washington and utilizes this information to develop an optimization model of regional hay movements. One alternative evaluated in this study is determining industry shifts in transportation usage and modal choice in reaction to the transportation changes after September 2004. The results indicate that after all barge and hay shipments were eliminated into Portland, total transportation costs decrease initially overall, while some producers experience shipping cost increase. Both rail and truck volumes increase substantially in the absence of container shipments on barge. The total industry impact is a $6.3 million increase in transportation costs from the Base Scenario to Scenario 3. Also, once trucks rates are allowed to increase due to the shortage of trucks and the increased demand for truck services, the total transportation cost increased by$8.7 million.International Relations/Trade,

Immunity-based evolutionary algorithm for optimal global container repositioning in liner shipping

Global container repositioning in liner shipping has always been a challenging problem in container transportation as the global market in maritime logistics is complex and competitive. Supply and demand are dynamic under the ever changing trade imbalance. A useful computation optimization tool to assist shipping liners on decision making and planning to reposition large quantities of empty containers from surplus countries to deficit regions in a cost effective manner is crucial. A novel immunity-based evolutionary algorithm known as immunity-based evolutionary algorithm (IMEA) is developed to solve the multi-objective container repositioning problems in this research. The algorithm adopts the clonal selection and immune suppression theories to attain the Pareto optimal front. The proposed algorithm was verified with benchmarking functions and compared with four optimization algorithms to assess its diversity and spread. The developed algorithm provides a useful means to solve the problem and assist shipping liners in the global container transportation operations in an optimized and cost effective manner. © 2010 The Author(s).published_or_final_versionSpringer Open Choice, 21 Feb 201

Proposal for Management and Control of Intermodal Containers Using Monte Carlo Simulation

When examining the increased attention in freight transportation, a necessity for sustainable and efficient transportation system appears. The presence of road and traffic complications as well as environmental concerns forces us to develop or adapt an alternative operational system that allows us to overcome these issues. Moreover, the escalation in fuel prices in addition to driver issues for road-only haulage forms an unprofitable and unreliable approach. In this on-going MBA project, container management issues are addressed. A number of delays and their casuals are discussed and analysed. Moreover a Monte Carlo simulation framework is proposed to be used to analyse the interaction of different loading and unloading resources and containers within intermodal container management