1 p r o b l e m d e s c r i p t i o n- aegean（1 p r o b l e m d s p c r i t e i o n -爱琴海）（38页）.docVIP

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1 p r o b l e m d e s c r i p t i o n- aegean（1 p r o b l e m d s p c r i t e i o n -爱琴海）（38页）.doc

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Ship routing and scheduling - Status and trends Marielle Christiansen Section of Operations Research, Norwegian University of Science and Technology Trondheim, Norway mc@iot.ntnu.no Kjetil Fagerholt MARINTEK and Department of Marine Technology, Norwegian University of Science and Technology Trondheim, Norway Date: 6th of September, 2002 Abstract The objective of this paper is to present a comprehensive review of ship routing and scheduling, including approximately 80 references. Since the routing and scheduling issues are closely related to many other ship planning problems, we have divided this review into the following parts. First, we start at the strategic ship planning level and discuss the design of fleets and sea transport systems. Second, we continue with the tactical and operational ship planning level and consider problems that comprise various ship routing and scheduling issues. We discuss the different modes of operations separately at this level; namely industrial, tramp and liner shipping. Finally, we briefly look at related problems that do not fall naturally into these categories. The paper also initiates a discussion of some of the trends that may influence future developments and the use of optimization-based decision support systems for ship routing and scheduling. Several of the trends indicate both accelerating needs and benefits from such systems, and hopefully, this paper can stimulate further research in the area. 1 Introduction The major transportation mode of international trade is seaborne shipping. The world fleet has experienced continuous growth during the last few decades, and consists of more than 39 thousand ships over 300 gross tons with a total capacity of almost 800 million deadweight tons as of mid 2001, (see Figure 1). The world fleet consists of numerous ships of various types where oil tankers and bulk carriers constitute almost 73 % of the total deadweight capacity, (ISL Bremen, 2001). Figure 1: World fleet