The Containership Loading Problem

Increasing the efficiency of loading container ships, especially in wartime, is one of the most important problems. The paper examines elimination of safety issues in marine transportation of containerized goods at the stowage planning stage. The article examines well-known stowage planning software that was developed in order to help with the stowage planning process. This paper presents a Boolean mathematical model of integer linear programming, which considers structural and operational constraints of a vessel and containers likewise, including hazardous cargoes compatibility constraints (according to the International Maritime Dangerous Cargoes Code) and container loading sequences (that depends on discharging port order). The proposed approach for solving the task mentioned above consists of dividing it into two stages. At the first stage, a preliminary stowage arrangement is calculated using a simple heuristic, which takes into account structural and operational limitations, container loading sequence and compatibility of dangerous cargoes as well as certain safety parameters (stability, durability, etc.). At the second stage, the arrangement is optimized using the safety parameters using a steady-state genetic algorithm. Developments on the subject include - data structures for application in container vessel stowage planning software; - interface that allows a user to graphically display a stowage plan of a container ship; - interface that allows a user to display safety parameters of a container ship (stability, durability, etc.); - interface that allows to input and edit containers and vessel data, as well as dangerous goods segregation provisions according to the International Maritime Dangerous Cargoes Code, and displays a notification if those are not satisfied.

Optimal cargo container loading plans under stochastic demands for air express carriers

During this work system for container ship loading was created, looked over the details of realization such systems, the most effective ones was chosen and described it’s work.

The ship stowage planning problem (SSPP) is a very complex and challenging problem in the logistics industries because it affects the benefits of both shipping lines and port terminals. In this paper, we investigate a multiobjective SSPP, which aims to optimize the ship stability and the number of rehandles simultaneously. We use metacentric height, list value, and trim value to measure the ship stability. Meanwhile, the number of rehandles is the sum of rehandles by yard cranes and quay cranes and all necessary rehandles at future ports. To solve this problem, a variant of the nondominated sorting genetic algorithm III (NSGA-III) combined with a local search component is proposed. The algorithm can produce a set of nondominated solutions. Decision makers can then choose the most promising solution for practical implementation based on their experience and preferences. Extensive experiments are carried out on two groups of instances. The computational results demonstrate the effectiveness of the proposed algorithm compared to the NSGA-II and random weighted genetic algorithms, especially when it is applied in solving the six-objective SSPP.

This paper investigates the influence of ship-loading condition on slamming during water entry. Three typical sections of the S-175 container ship, namely the bow, parallel middle body and stern, under three different loading conditions are studied. Full-sized models are established and simulated by commercial software LS-DYNA based on the explicit finite element method (FEM) using the arbitrary Lagrangian–Eulerian (ALE) algorithm. At first, validation is carried out by simulating the Wave Induced Loads on Ships Joint Industry Project II (WILS JIP-II) ship section entering the water and by verifying that the response is in good agreement with published experimental data. Then, nine different cases with three typical sections of the container ship and three different loadings, including the no-load (lightship weight), half-load and full-load weights of the ship, are investigated. Finally, the influence of the ship loading and sectional shape on the water impacts is analyzed and discussed. The present study is useful for the analysis of loading effects on ship slamming at the early stage of ship design.

With the growing popularity of Docker container deployment technology, the container scheduler is becoming a key component in the application deployment process. For effective container planning, several important factors must be taken into account, such as server power consumption, time to obtain a virtual machine image from the image registry, and the price of data exchange between the client and the container. Taking into account these factors, it is possible to create a system that will effectively distribute tasks between containers, with a minimum load on the server and the most efficient use of system resources. The container planning problem was considered as an integer linear programming problem. The constructed model is an effective and flexible scheduler capable of distributing the load on containers, taking into account the specified factors. To evaluate the effectiveness of the new scheduler, a comparison was made with the Docker Swarm scheduler, which uses the Binpack scheduling method. This algorithm fulfills the tasks assigned to it, but its efficiency is not high. The main principle of the Binpack algorithm is to use the minimum possible number of physical nodes of the system for the location of containers. This algorithm does not take into account other factors, such as the price of obtaining a system image or the price of data exchange between the client and the server. During the experiment, it turned out that the proposed method is more effective. The linear programming method allocates containers better and consumes less time and resources. This is especially noticeable with an increase in the number of clients and servers for which the scheduling problem needs to be solved. The developed method can be integrated into container planning frameworks. The remainder of this article is organized as follows. In the "Introduction" the principle of operation of containers is described, the problem of using containers in large quantities is defined, and other works aimed at solving this problem are analyzed. In "Theoretical Foundations of Research" Docker technology and the problem of deploying a large number of applications using this tool are considered. The "Research Methodology" describes a model that solves the problem of container planning. In the "Research results" section, a number of experiments and a comparison of the created method with the Binpack algorithm are performed. In the "Conclusions" the results of the experiments conducted in the previous section are analyzed and further ways of development of the created container planning technology are proposed.

The rapid growth of e-commerce has increased the demand for efficient and flexible inventory management solutions in warehouses, particularly for high-volume fulfillment centers that handle diverse and fluctuating order requirements. Traditional inventory binding methods, which pre-allocate containers and items upon order receipt, often fail to account for dynamic changes in demand and the complexities of physical storage, such as stackable bins. These early-binding processes can lead to inefficiencies in the picking stage, increased labor costs, and delays in outbound order fulfillment. This paper presents a novel approach to inventory reservation and binding, designed to address the limitations of early allocation by delaying inventory binding until the picking stage. By decoupling the binding process from order receipt, the system enhances responsiveness to real-time conditions, allowing inventory to be assigned dynamically based on current operational needs and priorities. This approach also introduces a Container Loading Plan (CLP) processor, enabling the real-time creation and management of CLPs that align with specific customer and order requirements. The enhanced inventory binding system includes several key components: a reservation manager for validating and securing inventory, an adaptive binding component for binding items as needed at the picking stage, and an inventory tracking system that monitors movements and alerts operators to potential issues. Together, these components provide a scalable, latency-sensitive solution that optimizes order fulfillment by prioritizing picking efficiency and resource allocation. The system is particularly beneficial in environments that use stackable bins, where sequential access constraints make it challenging to pre-assign inventory effectively. Results demonstrate significant improvements in picking efficiency, inventory accuracy, and order processing speed, with a 20% reduction in pick times and a 15% reduction in allocation errors. These outcomes highlight the importance of flexible, real-time inventory binding for meeting the dynamic demands of modern e-commerce, underscoring this system’s potential for broad application across high-volume warehouse operations. Keywords: Inventory Management, Warehouse Optimization, Dynamic Inventory Binding, Order Fulfillment Efficiency, Just-in-Time Logistics, Adaptive Binding Process

This paper presents a parallel genetic algorithm (PGA) for the container loading problem with a single container to be loaded. The emphasis is on the case of a strongly heterogeneous load. The PGA follows a migration model. Several separate sub‐populations are subjected to an evolutionary process independently of each other. At the same time the best individuals are exchanged between the sub‐populations. The evolution of the different sub‐populations is carried out on a corresponding number of LAN workstations. The quality of the PGA is demonstrated by an extensive comparative test including well‐known reference problems and loading procedures from other authors.

%S paper concentrates on the future design of Inland barge service centres: focusing primarily on automatic loading and unloading of containers. Over the past decade transport of containers by lnland barges in Rotterdam has increased consistently: They presently cany more than 35% of the hmterland transport of containers in Rotterdam whlch is expected to increase to 50% in the near future. Currently manually operated cranes process the loading and unloading of lnland shipping. To allow the operation to be carried out automatically, the motions of crane and ship need to be tuned with the utmost precision: the accuracy of placing the container and the movement of the ship due to external conditions will decide whether or not automation is a feasible option. In order to gain insight into the viability of automatic loading and unloading of containers a study is carried out on the movement of different berthed inland vessels under normal conditions. Current technology has been taken as a basis for crane performance in terms of movement and precision. Use is made of a computer model called SHIP-MOORINGS developed by Allcyon Hydraulic Consultancy & Research, Marknesse, The Netherlands, designed to simulate the dynamic behaviour of berthed vessels taking into account all six modes. The number of variables determining the movement of a vessel at berth is large: It is impossible to develop a universal berth and harbour configuration representative for all conditions. Hence this study is aimed to determine the characteristic movements of a typical inland vessel under normal circumstances. This is carried out by executing computations with systematic variation of parameters. The paper presents the results of these computations and draws conclusions with respect to the feasibility of automatic loading and unloading of Inland vessels.

Success in the air freight sector is closely tied to the ability to consolidate freight shipments. The essence of the load planning algorithm consists of a predetermined arrangement of cargo containers relative to the cargo compartment, considering the general aircraft limitations and the priority of the cargo. The visualized load planning model enables flight planning staff to predict additional re-loading on other sections of the route. The model serves as the basis for a rule-based expert system in order to prevent containers from being overloaded at intermediate routes. The results aimed at increasing the efficiency and safety of ground handling services as well as intensification of use of the air company's fleet.

This paper describes the background of the seakeeping code GL RANKINE. The code determines motions and loads of ships in seaways. The zero-order (steady) potential due to steady ship motion is completely considered. The seakeeping contributions are considered up to first order, i.e. for the contributions depending linearly on wave amplitude. Results are validated for a modern container ship.

The increase of ship’s energy utilization efficiency and the reduction of greenhouse gas emissions have been high lightened in recent years and have become an increasingly important subject for ship designers and owners. The International Maritime Organization (IMO) is seeking measures to reduce the CO2 emissions from ships, and their proposed energy efficiency design index (EEDI) and energy efficiency operational indicator (EEOI) aim at ensuring that future vessels will be more efficient. Waste heat recovery can be employed not only to improve energy utilization efficiency but also to reduce greenhouse gas emissions. In this paper, a typical conceptual large container ship employing a low speed marine diesel engine as the main propulsion machinery is introduced and three possible types of waste heat recovery systems are designed. To calculate the EEDI and EEOI of the given large container ship, two software packages are developed. From the viewpoint of operation and maintenance, lowering the ship speed and improving container load rate can greatly reduce EEOI and further reduce total fuel consumption. Although the large container ship itself can reach the IMO requirements of EEDI at the first stage with a reduction factor 10% under the reference line value, the proposed waste heat recovery systems can improve the ship EEDI reduction factor to 20% under the reference line value.

The article proposes a stepwise approximation method for the wave profile to simplify the calculation of the waterplane area of a container ship in waves. The specific hull form of container ships, characterized by fine bow and stern shapes and a full midship section, leads to significant variations in the waterplane area when operating in waves, which directly affects stability and, consequently, navigational safety. Calculating the waterplane area under wave conditions is a complex problem that is difficult for navigation officers to solve in practical shipboard conditions. To facilitate this task, a simplified calculation method based on stepwise approximation of the wave profile and the use of waterplane section fullness coefficients is proposed. This method makes it possible to determine changes in the waterplane area depending on the position of the wave along the ship’s hull. The study employs the characteristics of a real large container ship for the calculations. A quasi-static positioning of the ship on a wave whose length is equal to the ship’s length between perpendiculars is considered, and two wave crest position scenarios along the hull are analyzed: at the bow and stern, and at the midship section. Waterplane profiles for specified draughts are obtained from measurements taken from the ship’s design drawings. The areas of the waterplane sections and their fullness coefficients are determined, and the waterplane areas in waves are calculated for the two selected scenarios. The calculation results demonstrate sufficient accuracy of the proposed method, which justifies its practical application by navigation officers. It is noted that further research based on the results obtained in this study may be aimed at identifying dangerous wavelengths not equal to the ship length and at assessing changes in container ship stability as a function of variations in the waterplane area in waves. The application of the research results by navigation officers will enable improved control of container ship behavior in waves and will significantly contribute to enhancing navigational safety.

Springing is a resonance phenomenon between the waves and the ship hull, and the high frequency vibration will threaten the safety of hull structures. With the development of economy, the size of ultra large container ships has been increasing, and the resulting springing and whipping response and their effects has been paid more and more attention. The structure of an ultra large container ship is essentially U-shaped with a low shear center, which results in strong coupling between horizontal bending and torsion. On the other hand, the actual response of hull structures will have an apparently dynamic amplification phenomenon under the effect of springing. In this paper, the wave-induced loads on the hull structure is estimated in the framework of the 3D linear hydroelastic theory, which coupling horizontal and torsional vibration. The vibration characteristics are investigated by using finite element method (FEM), which can get a better calculation accuracy than the simplified calculation method such as the Transfer Matrix Method. And the mode shape of displacement and section loads of the whole ship can be obtained and processed, which is needed for the analysis of hydroelasticity. Finally, in order to consider the effect of the dynamic amplification effect, the dynamic response analysis approach is used for the stress calculation. A 21000TEU is calculated by this method, and the difference between wave-induced and springing-induced section load in frequency domain is shown. Then the results of the frequency response analysis is compared with the quasi-static methods. And the effect of the springing and the dynamic magnification is analyzed.

Intermodal and combined container transportation is an inseparable part of a sustainable transportation system. Railway transport, in combination with railway ferry services, plays a crucial role within this system. The research presented in this contribution highlights the features of studies on the loading of a universal container when transported by a railway ferry. This research consisted of two stages: a study of the strength of a universal container when transported by a railway ferry, and a study of the container’s stability relative to the frame of a flat wagon. The calculation of the container’s strength was carried out using the finite element method, which is implemented in SolidWorks Simulation. It was established that the stresses in the container structure in the case of its placement on the track farthest from the bulwark exceed the permissible ones by 23%. When the container is placed on the track second from the bulwark, as well as on the middle track, the stresses are within the permissible limits. Studies of the stability against overturning of the container relative to the flat wagon frame showed that in the case of its placement on the track farthest from the bulwark, the container does not maintain equilibrium stability. Therefore, it is recommended to place flat wagons with containers on the track second from the bulwark or the middle tracks. The results of the research will contribute to the creation of recommendations for the safe transportation of containers in combined transport trains by sea, as well as the sustainable development of international freight transportation.