Trans RINA, Vol 161, Part A4, Intl J Maritime Eng, Oct-Dec 2019 Table 5: k
Notations ACI
[Notations for cost model estimations] Contents
ACS V NA I G CFuel cFuel C −Si al
CPort ck
c − k
i P
r ot
Dal ni ig 2
I S
dSailing T & t
I 1~I2 Q & q RI & ri 1~I hpdiy Si al
hpdiy I
the average cost (US$/per TEU) for container carriers select Ik as hub-port on trunk-routes deployment. (e.g. I1 is Hong Kong and I2 is Kaohsiung ) The average cost-saving (US$/per TEU) for container carriers select I1 as hub-port against I2 on trunk-routes deployment. The total costs (US$) of vessel fuels (including HO and DO) for mother-ship sailing on trunk routes. CFuel= F * TE ; and T is the ship-size of mother vessel (TEU), F is constant, E is a elasticity for ship-size against fuel cost. The total costs (US$) of vessel fuels (including HO and DO) for feeder-ship sailing on regional and feeder routes. cFuel= f * Te ; and T is the ship-size of feeder vessel (TEU), f is constant, e is a elasticity for ship-size against fuel cost. The daily costs (US$) of mother-ship on trunk routes. CShip-daily = M * TN ; and T is the ship-size of mother vessel (TEU), M is constant, N is a elasticity for ship-size against daily cost. The daily costs (US$) of feeder-ship on regional and feeder routes. cShip-daily = m * tn ; and t is the ship-size of feeder vessel (TEU), m is constant, n is a elasticity for ship-size against daily cost.
The total costs (US$) of port for mother-ship called on Ik port and handling in terminals.
The total costs (US$) of port for feeder-ship called on ik port and handling in terminals. The sailing time (days) of mother ship sailing from I1-port to I2-port, distance (nm; nautical mile)/(24*V), V is the speed of container ships (kt; nm/hour). The sailing time (days) of feeder ship sailing from i1-port to i2-port, distance (nm; nautical mile)/(24*V), V is the speed of container ships (kt; nm/hour).
The ship sizes (TEU) of mother ship (T) and feeder ship (t).
The handling quantity of containers (TEU), Q=LF * T, q=LF * t, LF is the code name of loading-factor for each voyage.
D k I Port dk
i P
o t r
The terminal gross handling efficiency R on I-port (or: r on i-port), consulting with terminal operators and showing that operators always using more than 4 gantry cranes once on a ship calling in most of hub-ports, the gross efficiency is more than 150 TEU/hour in in some mega-hub ports, and others just within the range of efficiency (100-120 TEU/hour). All these ones have a uniform efficiency 100 TEU/hour for hub ports (R), and 50 TEU/Hour for feeder ports (r). The port time (days) including terminal-waiting and handling time of mother ship in Ik-port, Q/(24*RI). The port time (days) including terminal-waiting and handling time of feeder ship in Ik-port, Q/(24*ri).
In Equation (1), ACSaving > 0 means that a higher average unit cost is incurred when the T/P route is deployed via Hong Kong as the transshipment hub, compared with trunk route deployment via the Port of Kaohsiung; that is, transshipping through the Port of Kaohsiung is relatively more advantageous than through Hong Kong.
ACSaving= ACHK -ACKao (1)
= (Average cost of per TEU on a feeder ship from HP to HK and then on a mother ship from HK to LA)
– (Average cost of per TEU on a feeder ship from HP to Kao and then on a mother ship from Kao to LA)
+ (Extraneous cost of per TEU for mother ship sailing from HK to Kao)
= (〔cFuel d ~ dPort) +c HK
HK
HP P
+〔CFuel ﹡ + CShip-daily D ~ LA
D ~ D Port) +CHK
Kao Port
HP P
HK LA S
Port+CPort〕/Q )
alniig LA
d ~ a ot
HP o S
alniig
- (〔cFuel ﹡ + cShip-daily ﹡(d ~K K
d ) +c Ko a
ot+ 〕/q r cPr
+〔CFuel ﹡ + CShip-daily D ~ LA
D ~ D Port) +C
Kao Port
Kao LA S
+CPort〕/Q )
alniig LA
+〔CFuel ﹡ KaoHK Sailing D ~ + CShip-daily﹡ KaoHK Sailing D ~ 〕/Q ﹡(
Kao LA S
aln +D iig
Kao Port
+
HP o S
aln +dPort+ a iig HP ﹡( ot+ 〕/q ot
﹡ + cShip-daily ﹡(d ~ r cPr
HP HK S
alniig
HP HK S
aln +dPort+ HP iig
HK LA S
aln +DPort+ HK iig
A-392
©2019: The Royal Institution of Naval Architects
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