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The emerging Northern Sea Route (NSR) represents change to the existing liner network for China-EU container shipping.
It is determined that container service along the NSR is largely influenced by ice-breaking charge, seasonality, and cargo volume, which makes NSR more likely to act as a supplementary line of the liner network in the short or medium term.
The majority of studies focus on the competitiveness of neighboring hub ports while analyzing competition in general despite the various liner network types.
Christiansen et al. [5] described models for designing shipping networks for a traditional liner operation as well as for a hub-and-spoke liner network.
The roles of transshipment hub ports could vary depending on the liner network type, such as hub and spoke or relay.
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The proposed solution method is applied to two liner networks operated by a global shipping line.
The consideration of two liner networks is important, as shipping lines take this aspect into account when determining the movement of containers.
As its significant contribution, this study emphasizes the hub port selection criteria for two types of liner networks, the hub and spoke and relay networks, as illustrated by Ducruet and Notteboom (2012), and considers the natures of the individual networks (e.g., criteria related to feeder links are expected to be especially significant for hub and spoke networks).
However, the relative competitiveness of the four hub ports is difficult to judge with only this preliminary data analysis, as all four ports play major roles as transshipment hub ports in liner networks, as indicated by the considerably high percentages of transshipment TEUs relative to total port throughput (Singapore: 84%; Colombo: 80%; Kelang: 62%; Tanjung Pelepas: 92%) in 2013.
We present a mathematical model and a solution method for the liner shipping network design problem.
In stage I, we propose a practical liner shipping network design problem with empty container repositioning.
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