shipping line
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Shuai Jia ◽  
Qiang Meng ◽  
Haibo Kuang

In the global maritime transportation network, the on-time performance of cargo transportation depends largely on the service capacity and accessibility of seaports. When opportunities for infrastructure expansions are not available, seaport congestion mitigation may require effective scheduling of the vessel traffic in the port waters. Although existing works on vessel traffic scheduling focus on minimizing vessel delays, this paper studies a novel vessel traffic scheduling problem that aims to address the inter-shipping line equity issue. We develop a lexicographic optimization model that accounts for two conflicting performance measures: efficiency, which favors minimizing total vessel delay; and equity, which favors balancing the impacts of delays fairly among shipping lines. Our model allows the port operator to quantify the efficiency-equity tradeoff and make the best vessel traffic scheduling decisions. For solving the model, we develop an effective two-stage solution method in which the first stage solves two single-objective models to obtain the maximum system efficiency and equity, whereas the second stage trades between efficiency and equity and seeks the best compromise between the two conflicting objectives. We apply our model and solution method on instances generated from the operational data of the Port of Shanghai. Our computational results show that an efficiency-oriented model can lead to highly inequitable traffic plans, whereas inter-shipping line equity can be achieved at only mild losses in efficiency, indicating that the consideration of inter-shipping line equity can lead to satisfactory service at both the vessel level and the shipping line level.

2021 ◽  
pp. 548-555
Svetlana Maydanova ◽  
Igor Ilin ◽  
Wolfgang Kersten ◽  
Carlos Jahn ◽  
Jürgen Weigell

2021 ◽  
Vol 55 (5) ◽  
pp. 8-19
Ahmet Selcuk Basarici ◽  
Turker Bas

Abstract The coronavirus disease 2019 (COVID-19) pandemic has seriously damaged the operational harmony of container shipping. Initially, it led to a decrease in the overall throughput of containerized cargo. The industry has faced blank sailings and a lack of container equipment after rising container demand. Operational harmony has not been established for more than a year. Extremely increased freight rates have unprecedently put the shippers in a difficult situation. This study examines the circumstances in terms of the shipper and shipping line relationship and underscores the loose commitment between them. Accordingly, this study questions the mutual commitment of this relationship. This institutionally problematic relationship has become prominent in terms of its consequences in the COVID-19 pandemic era. The problematic part of this relationship is discussed through discourse samples representing different branches of the container shipping industry, using the discourse analysis methodology supported by the literature review. The findings indicate that both shippers and shipping lines recognize that a commitment-based relationship requires decisiveness; however, their priorities in the pandemic era overshadow it. Their mutual commitment may help to alleviate the consequences of any chaos in the future of container shipping, which requires critical projection.

2021 ◽  
Vol 10 (1) ◽  
Svitlana Onyshchenko ◽  
Olexandr Shibaev ◽  
Oleksiy Melnyk

The potential risks to vessels and crew in merchant shipping stem from human error, vulnerability to environmental influences, failure of shipboard systems and equipment. In case of transportation of heavy and oversized cargo, the preceding list can be expanded to include potential hazards directly associated with the cargo. This study identified a system of potential negative events in the transportation of oversized and heavy cargo under the influence of multiple factors. Negative events are divided into two categories: those occurring during loading/unloading and those occurring during transportation. The consequences of these negative events for cargo and operational condition of the ship are also identified. Six basic options for the operational condition of the vessel in the transportation process of oversized and heavy cargo have been determined. The conceptual model of the combination of factors affecting the operational condition of the vessel during the transportation of oversized and heavy cargo is formulated, and the chain of formation of the probability of negative events during the transportation of oversized and heavy cargo is identified and mathematically described. A basic pattern of relationship between various negative events occurring during transportation of oversized and heavy cargoes and ship's operational conditions is established. The obtained results allow the probability of possible negative events and change of ship's condition due to such influences during the transportation of the cargo category concerned to be estimated in practice, taking into account the specifics of a particular port, vessel and shipping line.

2021 ◽  
Vol 33 (1) ◽  
pp. 193-208
Brigitte Le Normand

To understand the distinctiveness of ports under state socialism, it is necessary to shift the focus from the built environment to flows of people, goods, knowledge and capital. In so doing, this article examines the operation of Yugoslavia's main shipping line, Jugolinija, from its inception in 1947 until 1960. This enterprise was based in the port of Rijeka, with both firm and port experiencing rapid growth during this period. The impact of state socialism can be seen in the primacy of the political over the profitability of the firm, with Jugolinija used to advance Yugoslavia's foreign trade and foreign policy, its interests being subordinated to the project of building self-managed socialism. It can also be seen in the unique challenges posed by having to operate at the intersection of the global market and a highly regulated economy – a situation that also created opportunities for the firm as a whole, as well as for its employees, who had access to foreign currency, travel and knowledge of the world. Jugolinija's privileged access to the world in what was still very much a closed society also created opportunities for ‘leaks’ of personnel and goods. Finally, socialist ideology left its imprint on Jugolinija's operations and shaped the ways in which its employees understood their work and the place of the firm within the Yugoslav economy. While it is tempting to see state socialism as ‘getting in the way’ of Jugolinija's business, in actuality the firm was remarkably successful both at operating within the Yugoslav socialist state framework, and capitalizing on the opportunities provided by access to the global market. Jugolinija's employees, in turn, profited from the mobility that came with working for the firm, sometimes at the expense of the enterprise and the state.

2020 ◽  
Vol 10 (02) ◽  
pp. 4-11
Achmad Andriyanto ◽  
Nur Khafifah Mustamin

PT Agility International merupakan salah satu perusahaan multinational yang telah cukup lama berkembang, khususnya di Indonesia. PT Agility International bergerak di bidang penyedia jasa logistik dan  freight forwarding. Tapi dalam prosesnya terjadi permasalahan di PT Agility International yaitu keterlambatan pengiriman atau shipment. Keterlambatan pengiriman terjadi karena terlambatnya dalam melakukan proses stuffing yang ditimbulkan oleh beberapa kejadian risiko. Untuk mengurangi dan mengatasi beberapa risiko yang terjadi, maka digunakanlah metode House of Risk (HOR). Metode ini bertujuan untuk meminimalisir risiko yang dapat menyebabkan terjadinya permasalahan dalam proses ekspor di PT Agility International. HOR terbagi menjadi 2 fase dimana fase 1 merupakan sebuah fase untuk mengidentifikasi kejadian dan agen risiko, sedangkan fase 2 merupakan sebuah fase untuk merancang strategi mitigasi yang dilakukan dalam penanganan agen risiko yang efektif untuk diterapkan di PT Agility International. Hasil perhitungan berdasarkan pengamatan penulis serta penyebaran kuisioner dari 6 responden teridentifikasi 17 kejadian risiko yang disebabkan oleh 19 agen penyebab risiko, 8 agen risiko yang termasuk dalam kategori prioritas dan 11 lainnya termasuk dalam kategori non prioritas. Agen risiko yang memiliki indeks prioritas tertinggi yaitu pengurusan dokumen ke pihak shipping line yang terlambat (A10) dengan indeks prioritas sebesar 1.296 serta strategi penanganan dari agen penyebab risiko yang timbul berjumlah 11, dimana strategi penanganan yang tertinggi  yaitu membuat checklist harian secara rutin (PA3) dengan nilai ETD 4.009,50.

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