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Ana Paias
Mario Ruthmair
Stefan Voß (Eds.)
LNCS 9855
Computational
Logistics
7th International Conference, ICCL 2016
Lisbon, Portugal, September 7–9, 2016
Proceedings
123
Lecture Notes in Computer Science 9855
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• •
Computational
Logistics
7th International Conference, ICCL 2016
Lisbon, Portugal, September 7–9, 2016
Proceedings
123
Editors
Ana Paias Stefan Voß
Faculdade de Ciências University of Hamburg
da Universidade de Lisboa Hamburg
Lisbon Germany
Portugal
Mario Ruthmair
University of Vienna
Vienna
Austria
ISSN 0302-9743 ISSN 1611-3349 (electronic)

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Preface
Computational logistics comprises the planning and implementation of large and

complex logistics tasks using modern information and communication technology
(ICT) and advanced decision support systems. It is applied in various areas, such as the
movement of freight and people. More and more it also touches on issues of digital
transformation. Optimization models and algorithms are combined with advanced
computer technology for obtaining good-quality solutions in a reasonable time as well
as for providing/allowing interactivity and visualization for a better understanding
of the problem and corresponding solutions. The use of information systems and
modern ICT for the design, planning, and control of large-scale logistics networks as
well as the complex tasks within them also belongs to the essential options for
advancing computational logistics.
The International Conference on Computational Logistics (ICCL) provides an
opportunity for academia, industry, and governmental agencies to share solutions,
address new challenges, and discuss future research directions in the application of
information, communication, optimization, and control technologies to logistic activ-
ities. The 7th International Conference on Computational Logistics was organized by
the Center for Mathematics Fundamental Applications and Operations Research
(CMAF-CIO), and was held at the University of Lisbon, Portugal, September 7–9,
2016.
CMAF-CIO appeared in 2015 as a result of the merging of two former units, the
Center for Mathematics and Fundamental Applications and the Operations Research
Center. The CMAF-CIO has a solid optimization group that has been working on the
modeling and resolution of numerous real-world problems, several of them arising in
the field of logistics/routing. Despite the existence of several protocols with govern-
mental agencies and private companies, CMAF-CIO still has the challenge to reduce
the gap between academic real-life-based projects and real-life applications. Thus, for
this conference, the company Wide Scope was invited as a partner. Wide Scope has
been working successfully in many real-life applications in Portugal and even abroad.
The Department of Statistics and Operations Research of the University of Lisbon was
also closely related to organizing the conference with some of its members being part
of the Organizing Committee of the conference. The ICCL conference provides an
opportunity to spread, to PhD and master’s students of the department, the knowledge
and information concerning the bridge between academia and industry.
The special theme of ICCL 2016 was “Road to Logistics Excellence.” Despite what
has already been achieved in the field of logistics, a proactive look ahead to refinement,
improvement, and advancement toward excellence is demanded. Decision analytics
and business intelligence are increasingly becoming the key drivers toward solving
logistics problems. While this allows us to have a better and advanced integration of
logistics processes within supply chains and supply chain networks, the road also opens
up for new opportunities. One of the grand challenges in logistics is the question of
VI Preface
how to cope with disturbances. While we perform optimization along the supply chain,
the vulnerability against errors, failures, and the like becomes even more severe.
Logistics excellence not only has to optimize every single part but it also has to think
about how to be proactive in avoiding disturbances, or—in case they still happen—how
to anticipate proper reactions.
This volume of Lecture Notes in Computer Science consists of 29 selected papers
presented at the conference. The contributors are from over 30 countries and all the
papers were accepted after a thorough review process. The papers were grouped into
the following themes:
– Container Terminals and Maritime Transportation
– Intermodal Transport
– Location and Routing
– (General) Logistics and Supply Chain Management
While we believe that these proceedings provide insight into the state-of-the-art of the
field, we expect that the development of these themes will continue to grow in the near
future, pointing to new research opportunities and paving the road to logistics excel-
lence. Also, a few critical areas have been recognized as the frontier where the links
between practical needs, policy requirements, and innovative academic contributions
are needed more than ever. These include further integration and/or synchronization in
all areas of logistics from warehouse design and operations to multimodal trans-
portation; fostering usage of large-scale computational techniques to tackle the com-
plexity of coordination; the increasing use of greener vehicles such as electric cars or
bicycles; and finally efficient ways to deal with disruptions or uncertainty that char-
acterize, for instance, maritime transportation.
Organizing a conference and publishing the proceedings comprise a significant
effort, for which we are grateful to the support of a large group of people. The greatest
thanks go to the authors, who kept the scientific debate open and at a high-quality
standard. We greatly appreciate the valuable cooperation of the reviewers who made a
substantial effort in evaluating the papers to achieve a high scientific standard. A
special thank you goes to our conference partner Wide Scope and especially Ana
Pereira, the Program Committee, and the local organizers in Lisbon.
ICCL 2016 in Lisbon was the seventh of its kind, after Shanghai (2010, 2012),
Hamburg (2011), Copenhagen (2013), Valparaíso (2014), and Delft (2015). The
contributions presented at ICCL 2016 and the papers in these proceedings show that
computational logistics has been spreading among different areas and businesses and
we are looking forward to the next developments!
September 2016 Ana Paias

Mario Ruthmair
Stefan Voß
Organization
Organizing Committee
Raquel Bernardino University of Lisbon and CMAF-CIO, Lisbon, Portugal
Filipe Carvalho Wide Scope, Portugal
Luis Gouveia University of Lisbon and CMAF-CIO, Lisbon, Portugal
Miriam Lobato Wide Scope, Portugal
Rodrigo Marques CMAF-CIO, Lisbon, Portugal
Ana Paias University of Lisbon and CMAF-CIO, Lisbon, Portugal
Ana Pereira Wide Scope, Portugal
Mario Ruthmair University of Vienna, Austria
Daniel Santos University of Lisbon and CMAF-CIO, Portugal
Stefan Voß Institute of Information Systems, University of Hamburg,
Germany
Program Committee and Reviewers

Panagiotis Angeloudis Imperial College London, UK
Mai Ajspur IT-University of Copenhagen, Denmark
Julia Bachale University of Hamburg, Germany
Behzad Behdani Wageningen University, The Netherlands
Khalid Bichou Imperial College London, UK
Miguel Ayala Botto Instituto Superior Técnico, Portugal
Jürgen Böse TU Hamburg-Harburg, Germany
Iris Cagatay Technical University of Denmark, Denmark
Buyang Cao Tongji University, Shanghai, China and ESRI, USA
Rafael Carmona Universidad Anahuac Mexico Norte, Mexico
Pedro Castro University of Lisbon, Portugal
Jose Ceroni Pontificia Universidad Catolica de Valparaiso, Chile
Jonas Christensen Technical University of Denmark, Denmark
Marielle Christiansen Norwegian University of Science and Technology,
Norway
Francesco Corman Delft University of Technology, The Netherlands
Joachim Daduna University of Economics and Law, Germany
René De Koster Erasmus University, The Netherlands
Rommert Dekker Erasmus University, The Netherlands
Karl Doerner University of Vienna, Austria
Wolfgang Domschke TU Darmstadt, Germany
Roberto Domínguez University of Seville, Spain
Mark Duinkerken Delft University of Technology, The Netherlands
VIII Organization
Kjetil Fagerholt Norwegian University of Science and Technology,

Norway
Maria Conceição University of Lisbon, Portugal
Fonseca
Enzo Frazzon Universidade Federal de Santa Catarina, Brazil
Monica Gentili University of Salerno, Italy
Rosa Gonzalez Universidad de Los Andes, Santiago, Chile
Luis Gouveia University of Lisbon, Portugal
Peter Greistorfer Karl-Franzens-Universität Graz, Austria
Hans-Otto Guenther Technical University Berlin, Germany
Richard Hartl University of Vienna, Austria
Geir Hasle Sintef, Norway
Leonard Heilig University of Hamburg, Germany
Sin Ho Aarhus University, Denmark
Tobias Ibach University of Hamburg, Germany
Patrick Jaillet Massachusetts Institute of Technology (MIT), USA
Rune Jensen IT-University of Copenhagen, Denmark
Herbert Kopfer University of Bremen, Germany
David Lai University of Amsterdam, The Netherlands
Ioannis Lagoudis Malaysia Institute for Supply Chain Innovation, Malaysia
Jasmine Siu Lee Lam Nanyang Technological University, Singapore
Gilbert Laporte HEC Montreal and Cirrelt, Canada
Janny Leung Chinese University, SAR China
Le Li Delft University of Technology, The Netherlands
Shijie Li Delft University of Technology, The Netherlands
Andre Ludwig Kühne Logistics University, Germany
Jose Maestre University of Seville, Spain
Vittorio Maniezzo University of Bologna, Italy
Marta Mesquita University of Lisbon, Portugal
Margarida Moz University of Lisbon, Portugal
Joao Nabais Escola Superior de Tecnologia de Setúbal, Portugal
Rudy Negenborn Delft University of Technology, The Netherlands
Markos Jose Negreiros Ceara State University, Brazil
Gomes
Jens Neumann University of Hamburg, Germany
Carlos Ocampo- Technical University of Catalonia, Spain
Martinez
Dario Pacino Technical University of Denmark, Denmark
Ana Paias University of Lisbon, Portugal
Margarida Pato University of Lisbon, Portugal
Günther Raidl Vienna University of Technology, Austria
Jana Ries Portsmouth University, UK
Mario Ruthmair University of Vienna, Austria
Simona Sacone University of Genoa, Italy
Juan Jose Salazar University of La Laguna, Spain
Frederik Schulte University of Hamburg, Germany
Organization IX
Xiaoning Shi University of Hamburg, Germany and Jiaotong University,

China
Douglas Smith University of Missouri, USA
Matthijs T.J. Spaan Delft University of Technology, The Netherlands
Fiyyaz Tahir University of Hamburg, Germany
L.A. Tavasszy Delft University of Technology, The Netherlands
Philippe Tiede University of Hamburg, Germany
Kevin Tierney Paderborn University, Germany
Bart van Riessen Erasmus University Rotterdam, The Netherlands
Pablo Velarde Rueda University of Seville, Spain
Jaap Vleugel Delft University of Technology, The Netherlands
Stefan Voß Institute of Information Systems, University of Hamburg,
Germany
Bart Wiegmans Delft University of Technology, The Netherlands
David Woodruff University of California Davis, USA
Tsz Leung Yip Hong Kong Polytechnic University, SAR China
Shiyuan Zheng Shanghai Maritime University, China
Contents
Container Terminals and Maritime Transportation
A Multi-product Maritime Inventory Routing Problem with Undedicated

Compartments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Elise Foss, Trine N. Myklebust, Henrik Andersson,
and Marielle Christiansen
A MIP Based Local Search Heuristic for a Stochastic Maritime Inventory

Routing Problem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Agostinho Agra, Marielle Christiansen, Lars Magnus Hvattum,
and Filipe Rodrigues
2D-Packing with an Application to Stowage in Roll-On Roll-Off Liner

Shipping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Jone R. Hansen, Ivar Hukkelberg, Kjetil Fagerholt, Magnus Stålhane,
and Jørgen G. Rakke
A Vessel Pickup and Delivery Problem from the Disruption Management

in Offshore Supply Vessel Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Nils Albjerk, Teodor Danielsen, Stian Krey, Magnus Stålhane,
and Kjetil Fagerholt
Path Planning for Autonomous Inland Vessels Using A*BG. . . . . . . . . . . . . 65

Linying Chen, Rudy R. Negenborn, and Gabriel Lodewijks
Agent-Based Support for Container Terminals to Make Appointments

with Barges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Martijn Mes and Albert Douma
A Logic-Based Benders Decomposition Approach to Improve Coordination

of Inland Vessels for Inter-Terminal Transport . . . . . . . . . . . . . . . . . . . . . . 96
Shijie Li, Rudy R. Negenborn, and Gabriel Lodewijks
Scenarios for Collaborative Planning of Inter-Terminal Transportation . . . . . . 116

Herbert Kopfer, Dong-Won Jang, and Benedikt Vornhusen
Solving the Robust Container Pre-Marshalling Problem . . . . . . . . . . . . . . . . 131

Kevin Tierney and Stefan Voß
A Cooperative Approach to Dispatching and Scheduling Twin-Yard Cranes

in Container Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
Shell Ying Huang and Ya Li
XII Contents
Online and Offline Container Purchasing and Repositioning Problem . . . . . . 159

Neil Jami, Michael Schröder, and Karl-Heinz Küfer
Towards Real-Time Automated Stowage Planning - Optimizing Constraint

Test Ordering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
Zhuo Qi Lee, Rui Fan, and Wen-Jing Hsu
Intermodal Transport
Optimizing Train Load Planning: Review and Decision Support

for Train Planners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
Hilde Heggen, Kris Braekers, and An Caris
Analysis of Cost Allocation Techniques for Freight Bundling Networks

in Intermodal Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Katrien Ramaekers, Lotte Verdonck, An Caris, Dries Meers,
and Cathy Macharis
Service and Transfer Selection for Freights in a Synchromodal Network . . . . 227

Arturo Pérez Rivera and Martijn Mes
A Revenue Management Approach for Network Capacity Allocation

of an Intermodal Barge Transportation System . . . . . . . . . . . . . . . . . . . . . . 243
Yunfei Wang, Ioana C. Bilegan, Teodor Gabriel Crainic,
and Abdelhakim Artiba
Location and Routing
LORE, A Decision Support Tool for Location, Routing

and Location-Routing Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261
Rui Borges Lopes, Carlos Ferreira, and Beatriz Sousa Santos
Two Echelon Location Routing Problem with Simultaneous Pickup

and Delivery: Mixed Integer Programming Formulations
and Comparative Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275
Ece Arzu Demircan-Yildiz, Ismail Karaoglan, and Fulya Altiparmak
Vehicle Routing for Fleets with Electric- and Combustion-Powered

Vehicles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290
Herbert Kopfer and Kristian Schopka
The Bi-Objective k-Dissimilar Vehicle Routing Problem . . . . . . . . . . . . . . . 306

Sandra Zajac
A Branch-and-Price Algorithm for the Vehicle Routing Problem

with 2-Dimensional Loading Constraints . . . . . . . . . . . . . . . . . . . . . . . . . . 321
Telmo Pinto, Cláudio Alves, and José Valério de Carvalho
Contents XIII
The Static Bicycle Repositioning Problem - Literature Survey

and New Formulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 337
Hans Martin Espegren, Johannes Kristianslund, Henrik Andersson,
and Kjetil Fagerholt
Service Network Design of Bike Sharing Systems with Resource

Constraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 352
Bruno Albert Neumann-Saavedra, Teodor Gabriel Crainic,
Bernard Gendron, Dirk Christian Mattfeld, and Michael Römer
(General) Logistics and Supply Chain Management
An Agent-Based Simulation Framework to Evaluate Urban

Logistics Schemes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 369
Wouter van Heeswijk, Martijn Mes, and Marco Schutten
Continuous-Time Formulation for Oil Products Transportation Scheduling . . . 384

Hossein Mostafaei and Pedro M. Castro
Impact of Collaborative Decision Making in Optimized Air Traffic Control:

A Game Theoretical Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 397
Manish Tripathy, Marcella Samà, Francesco Corman,
and Gabriel Lodewijks
Impact of Dwell Time on Vertical Transportation Through Discrete

Simulation in SIMIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 411
Marcelo Henriques, António A.C. Vieira, Luís M.S. Dias,
Guilherme A.B. Pereira, and José A. Oliveira
Improving Order Picking Efficiency by Analyzing Combinations

of Storage, Batching, Zoning, and Routing Policies . . . . . . . . . . . . . . . . . . . 427
Teun van Gils, Kris Braekers, Katrien Ramaekers, Benoît Depaire,
and An Caris
Improving Production Logistics Through Materials Flow Control

and Lot Splitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 443
Catarina Gomes, Andreia Ribeiro, João Freitas, Luís Dias,
Guilherme Pereira, António Vieira, Nuno O. Fernandes,
and Sílvio Carmo-Silva
Author Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 455

Container Terminals and Maritime
Transportation
A Multi-product Maritime Inventory Routing
Problem with Undedicated Compartments
Elise Foss, Trine N. Myklebust, Henrik Andersson(B) ,

and Marielle Christiansen
Department of Industrial Economics and Technology Management,

Norwegian University of Science and Technology, Trondheim, Norway
henrik.andersson@iot.ntnu.no
Abstract. This paper considers the problem of routing bulk tankers

to minimize cost while managing the inventory in ports. Multiple non-
mixable products are transported and the allocation of products to
undedicated compartments onboard the ships is an important aspect
of the problem. A mixed integer programming formulation of the prob-
lem is proposed, and the model is strengthened by including several valid
inequalities. Computational results are reported for an evaluation of the
model and the valid inequalities. Results are also reported for two simpli-
fied models where either the compartments are dedicated or the products
are mixable.
1 Introduction
Maritime transportation has long taken a dominant role in global trade. Accord-
ing to AON (2012), 90 % of all goods traded across boarders are moved by the
maritime shipping industry. Remarkable improvements in the efficiency of mar-
itime transportation have been seen in the last 50 years, but still significant
improvements can be made by improving the routing and scheduling of ships
through the use of operations research.
A maritime inventory routing problem (MIRP) is a planning problem where
the problem owner has the responsibility for both the inventory management at
one or both ends of the maritime transportation legs and for the ship routing
and scheduling. MIRPs are considered to belong to the industrial shipping seg-
ment where the mainstay is liquid or dry bulk cargoes that is shipped in large
quantities. When transporting liquid bulk, the products are stored in large com-
partments onboard the ship. As of 2014, tankers have the second largest market
share with 29 % of the number of vessels in the markets (UNCTAD 2015).
The purpose of this paper is to give further attention to MIRPs handling
multiple non-mixable products with allocation to undedicated compartments.
Most of the literature on MIRPs with multiple products simplifies the allocation
of products by assigning them to dedicated compartments. Our goal is to develop
a model for a MIRP with allocation of products to undedicated compartments

c Springer International Publishing Switzerland 2016
A. Paias et al. (Eds.): ICCL 2016, LNCS 9855, pp. 3–17, 2016.
DOI: 10.1007/978-3-319-44896-1 1
4 E. Foss et al.
and to explore the behavior of this model. The trade-off between the increased
realism of the model and the increase in complexity is evaluated by considering
two simplified models with dedicated compartments and mixable products.
The remainder of this paper is organized as follows. In Sect. 2 related litera-
ture on MIRPs and the handling of multiple products are reviewed. In Sect. 3, the
problem is described in detail. The mathematical formulation and valid inequal-
ities are presented in Sect. 4. The computational results for the undedicated
compartment model and the simplified models are reported and discussed in
Sect. 5. Finally, concluding remarks are given in Sect. 6.
2 Related Literature
Here, we review relevant literature on MIRPs addressing the transportation of
multiple products and the allocation of these. Two recent surveys on the area
of maritime transport optimization are Christiansen et al. (2012) and Andersson
et al. (2010).
Ronen (2002) was the first to study the transportation of multiple products
rather than a single product. Multiple products introduce new challenges like
the handling of different products in different ports and ship/product compat-
ibility. Similarly to the problem proposed in this paper, Hemmati et al. (2016)
have chosen not to enforce any restrictions on the combinations of products and
ports, i.e. each product can be consumed or produced in any number of ports.
Al-Khayyal and Hwang (2007), Siswanto et al. (2011), and Agra et al. (2014)
have a set of production ports and a set of consumption ports for each prod-
uct which in a greater degree limits the flow of products. In both Hemmati
et al. (2016) and Al-Khayyal and Hwang (2007), a ship is allowed to (un)load
different products at the same time, but a port cannot handle the same product
by different ships simultaneously. Agra et al. (2014) have solved this issue by
restricting the ports to only have one ship operating at a time.
In the context of multi-product MIRPs, the bulk products that are con-
sidered often need to be transported in different compartments due to their
non-mixable nature. Up until now, little research has addressed the issue of how
these products are to be loaded onboard the ship. Ronen (2002), Persson and
Göthe-Lundgren (2005), Dauzére-Pérès et al. (2007), and Hemmati et al. (2016)
all have models with multiple products, but disregard the allocation of prod-
ucts into compartments onboard the ship. Agra et al. (2014), Al-Khayyal and
Hwang (2007), and Li et al. (2010) assume the products to be non-mixable and
are thus forced to address the problem of allocating products to compartments.
They define each compartment to be dedicated to a specific product, introducing
a limitation on which products that can be carried by each compartment of a
ship. The use of dedicated compartments is the most used method of solving the
problem of allocating products to compartments.
Siswanto et al. (2011) introduce undedicated compartments which they define
to be a compartment that can take any product, however it can only store one
product at a time. In the event of an empty compartment, any product can
A Multi-product Maritime Inventory Routing Problem 5
be loaded to that compartment. However, Siswanto et al. (2011) assume that

only a ship with empty compartments returns to the production ports and thus
the danger of mixing products in the same compartment during the shipment is
removed.
3 Problem Description
The multi-product MIRP in this paper considers the transportation of multiple
non-mixable products and the allocation of the products to undedicated com-
partments onboard the ship. For maritime transportation this is especially rele-
vant for the shipping of liquid bulk products. Given the nature of the products
that are carried, the compartments must be washed regularly, and often before
they can be loaded with a different product. This is necessary to avoid pollution
of the products, e.g. to avoid a deposition of crude oil in the tankers. Since the
time used washing a compartment between switching products is insignificant
compared with the time used in port, it is disregarded.
We consider a short-sea transportation problem with a planning horizon that
spans a few weeks. It is solved with respect to the ship routing and scheduling,
inventory management in ports, and the allocation of products to compartments
on each ship. The objective is to minimize the costs consisting of four compo-
nents; sailing costs between ports, waiting costs outside a port, operating costs
in port, and (un)loading unit costs in port. One actor, which is the producer,
consumer of the shipping company, is responsible for both the inventory in ports
and the routing and scheduling of the ships, and for that reason the inventory
holding costs are ignored.
The problem deals with the transportation of multiple products in a many-
to-many distribution network. Each port has a berth capacity restricting the
number of ships operating in the port simultaneously.
Each ship has an initial start position either at a port or a point at sea. The
sailing time between all ports is known for all ships. A ship is not allowed to
visit a port without operating in that port. When a ship arrives at a port, it
may wait outside the port before starting to operate. Operate is the activity
of (un)loading products during a ship’s port visit. Waiting outside a port may
be necessary if e.g. there is no available berth at the port, or to better time the
start of operation with the inventory levels in the port. However, after a ship has
started to operate in a port, the ship is not allowed to wait and then continue
to operate. When a ship has finished all operating activities in a port, it must
immediately sail to its next destination port without waiting.
Over the course of the planning period, a port either consumes or produces
a set of products. All ports have one separate storage for each of the products it
handles and fixed lower and upper inventory limits are specified for each product
in each port. The initial inventory for each product in all ports is known. If a
port neither produces or consumes a given product during the planning horizon,
it does not handle that product and it does not have a storage of that product.
Each ship can carry a selection of products, possibly all. In addition, each
ship has a given number of undedicated compartments where products can be
6 E. Foss et al.
allocated. The compartments can vary in size and each have a maximum capacity.
The products that are transported cannot be mixed and thus a compartment
can only contain one product at a time. The capacity of a compartment in a ship
is often large compared with the quantity that is (un)loaded in a given port, and
hence it is natural to allow partial (un)loading. If a compartment has available
capacity it can be loaded with more of the same product which it currently
contains. However, if a compartment is emptied at a port, any product can now
be loaded into the compartment. Allocation of products, (un)loading in port and
the possibility of partial unloading are illustrated in Fig. 1.
Fig. 1. An example of allocation of three products to a ship with two compartments
At the start of each schedule, the initial load of a product in every com-
partment in each ship is known. When a ship visits a port, the binding loading
capacity under operation is the lowest of the ship’s and the port’s loading capac-
ity. When a product is loaded into a compartment, it continues to stay in that
compartment during sailing and waiting outside ports, until it is unloaded in
a different port. Hence, no reallocation of products between compartments can
take place between operating times in the ports. However, a product can be
reallocated to a different compartment via the storage of that product in the
port.
4 Model Description
The model is originally based on the work of Agra et al. (2013), but significant
modifications have been made to account for multiple products and undedicated
compartments. A time-discrete model is proposed to handle varying production
and consumption rates.
4.1 Mathematical Formulation
The formulation of the problem is described in four parts: flow conservation,

loading and unloading, inventory management, and objective function.
Flow Conservation Constraints. Let V be the set of ships to be routed and

scheduled. Each ship v has a starting position either in port or a point at sea,
o(v), and an artificial point of destination d(v). The ships are routed to serve a
set of ports N and each ship will have one schedule over the planning horizon.
T defines the set of time periods and T is the total number of time periods
in the planning horizon. The number of time periods needed for each ship to
sail between two ports is assumed to be known, and the travel time for ship v
between port i and j is defined as Tijv .
Bit is the berth capacity in port i in time period t and limits the number of
ships simultaneously operating in the port. Each ship is assumed to have three
types of possible modes; sailing, waiting, and operating. To design the routing
constraints with these modes, three binary variables are needed. xijvt equals 1
if ship v sails from port i directly to port j starting at the beginning of period
t, and 0 otherwise. oivt equals 1 if ship v operates in port i in period t, and 0
otherwise. Finally, the waiting variable wivt equals 1 if ship v is waiting outside
port i in period t, and 0 otherwise. Figure 3 illustrates all the variables.

xo(v)jv1 + oo(v)v1 + wo(v)v1 = 1 v∈V (1)
j∈N ∪d(v)

xid(v)vt = 1 v∈V (2)
i∈N ∪o(v) t∈T

xjiv(t−Tjiv ) + wiv(t−1) + oiv(t−1)
j∈N ∪o(v)
i ∈ N , v ∈ V, t ∈ T (3)
= xijvt + wivt + oivt
j∈N ∪d(v)

oiv(t−1) ≤ xijvt + oivt i ∈ N , v ∈ V, t ∈ T (4)
j∈N ∪d(v)

oiv(t−1) ≥ xijvt i ∈ N , v ∈ V, t ∈ T (5)
j∈N ∪d(v)

oivt ≤ Bit i ∈ N,t ∈ T (6)
v∈V
xijvt ∈ {0, 1} i ∈ N ∪ o(v), j ∈ N ∪ d(v), v ∈ V, t ∈ T (7)
wivt , oivt ∈ {0, 1} i ∈ N , v ∈ V, t ∈ T (8)
Constraints (1) and (2) ensure that the ships’ schedules have a beginning and
an end. If a ship travels directly from o(v) to d(v), the ship is not used and is idle
during the entire planning horizon. Constraints (3) are the ship flow conservation
constraints. Constraints (4) restrict the ships to only be able to wait prior to
operation. Constraints (5) enforce operations in a port, i.e. a ship cannot leave a
port prior to operating, while constraints (6) are the berth capacity constraints.
Constraints (7) and (8) are the binary restrictions.
Figure 2 shows an example of a ship’s route. As can be seen, at time period
one, t = 1, the ship sails directly from its origin node, o, and arrives in Port 2
8 E. Foss et al.
Fig. 2. Example of a ship route consisting of sailing s, waiting w, and operating o
at t = 5. Then, the ship waits at t = 6, operates in two time periods and sails
to Port 1 at t = 8. The ship waits outside Port 1 at t = 11 and operates at
t = 12. Finally, the ship sails to Port 3 and operates in one time period before
the schedule ends at t = 16 when the ship sails to the destination node, d.
Loading and Unloading Constraints. Let K be the set of all products, Kv the
set of products ship v can transport, and Vk the set of ships that can transport
V P
product k. Qv and Qi define the upper (un)loading capacity of ship v and port
i in each time period. Thus, each ship can (un)load as many products or as much
of a product within one time period as long as it does not exceed the (un)loading
capacity of the port or the ship. A ship v has a set of compartments, defined as Cv ,
and each compartment c has a capacity K vc . Each ship v starts with an initial load
in each compartment c of product k, defined as L0vck . Variable lvckt denotes the load
onboard ship v of product k in compartment c at the end of time period t. Variables
L U
qivckt and qivckt represent the quantity loaded and unloaded of product k to/from
compartment c by ship v from/to port i in time period t. Finally, to handle the
allocation of products, variable yvckt equals 1 if compartment c in ship v contains
product k at the end of time period t, and 0 otherwise.
V P
L
(qivckt U
+ qivckt ) ≤ min{Qv , Qi }oivt i ∈ N , v ∈ V, t ∈ T (9)
k∈Kv c∈Cv

L
lvck(t−1) + qivckt
i∈N
v ∈ V, c ∈ Cv , k ∈ Kv , t ∈ T (10)
U
= qivckt + lvckt
i∈N
lvck0 = L0vck v ∈ V, c ∈ Cv , k ∈ Kv (11)

yvckt ≤ 1 v ∈ V, c ∈ Cv , t ∈ T (12)
k∈Kv
lvckt ≤ K vc yvckt v ∈ V, c ∈ Cv , k ∈ Kv , t ∈ T (13)

L
qivckt U
, qivckt ≥0 i ∈ N , v ∈ V, c ∈ Cv , k ∈ Kv , t ∈ T (14)
lvckt ≥ 0 v ∈ V, c ∈ Cv , k ∈ Kv , t ∈ T (15)
yvckt ∈ {0, 1} v ∈ V, c ∈ Cv , k ∈ Kv , t ∈ T (16)
Fig. 3. Illustration of variables
Constraints (9) ensure that a ship can only (un)load when it is operating in
a port and define the upper limit on the total quantity (un)loaded by a ship in
a time period. Constraints (10) represent the load balance for each ship, while
constraints (11) define the initial load of every product in every compartment
for each ship. Constraints (12) ensure that only one product can be in each
compartment at any time. The load capacity of each compartment is given in
constraints (13), which also enforce the binary variable yvckt to be 1 when there
is a load in a compartment. Constraints (14) and (15) define the non-negativity
constraints, while constraints (16) define the binary restrictions.
Inventory Management Constraints. The production/consumption quan-

tities of a product k in port i in time period t are denoted Pikt and Dikt , respec-
tively, and can vary over the planning horizon. Each port has a storage for each
0
product it handles, and the initial inventory of product k in port i is called Sik .
S ik and S ik define the upper and lower inventory limit in port i for product k,
respectively. Variable sikt gives the inventory level in port i of product k at the
end of time period t.

U
sik(t−1) + qivckt + Pikt
v∈V c∈Cv
i ∈ N , k ∈ K, t ∈ T (17)
L
= Dikt + qivckt + sikt
v∈V c∈Cv
S ik ≤ sikt ≤ S ik i ∈ N , k ∈ K, t ∈ T (18)
sik0 = 0
Sik i ∈ N,k ∈ K (19)
Constraints (17) are the inventory balance for all ports and products. Con-
straints (18) state lower and upper inventory limits for each product in every
port. Lastly, constraints (19) define the initial inventory of each product.
Objective Function. The objective function, presented in (20), minimizes the

sailing-, waiting-, and operation costs as well as the variable (un)loading costs.
10 E. Foss et al.
Sailing-, waiting- and operating costs are defined as a fixed unit cost per time
T
period used on the activity. Cijv is the cost of ship v sailing from port i to j.
W O
Cv is the cost of waiting outside a port for ship v. Civ is the fixed cost of
Q
ship v operating in port i. There is also a variable component, Civk , which is
defined as the cost per unit of product k (un)loaded in port i by ship v. We
assume that no costs are associated with switching between loading/unloading
different products in one compartment because switching time can be considered
insignificant compared with the length of a time period.

T
min Cijv xijvt + CvW wivt
v∈V i∈N ∪o(v) j∈N ∪d(v) t∈T i∈N v∈V t∈T

O P L U
+ Civ oivt + Civk (qivckt + qivckt ) (20)
i∈N v∈V t∈T i∈N v∈V c∈Cv k∈Kv t∈T
4.2 Valid Inequalities and Tightening Constraints

By exploiting the structure of the problem, valid inequalities have been developed
to strengthen the LP-relaxation of the problem and in turn reduce the solution
time. In this paper, only the most promising valid inequalities from our studies
have been included.
Minimum Number of Visits with Ship Capacity Sequence (MV). MV

is inspired by similar valid inequalities addressed by Andersson et al. (2015).
Here, a ship capacity sequence is introduced to avoid the generalization done
when the maximum ship capacity is used to calculate the lower bound for the
entire planning horizon.
The ship capacity sequence is defined over a subinterval of the planning
horizon and is built upon the maximum number of times each ship can visit
a port. To be able to define a maximum number of visits of each ship, two
assumptions are made, (1) each ship will only travel back and forth from port
i to its nearest port after the initial visit to port i and (2) each ship will only
operate one period in each port visit. With this, the maximum number of visits

ship v can make to port i in time interval T = {T , . . . , T } is VivM AX :

T − Tjiv
VivM AX
= i ∈ N,v ∈ V (21)
2 · TiM IN + 2
T is the length of time interval T , and TiM IN is the sailing time for ship v
from port i to its nearest port. j denotes the ship’s position at the beginning of
the time interval.
Ship Capacity Sequence. The ship capacity sequence, defined for each port i,
gives the maximum amount of products that can be (un)loaded in a port in m
visits during a time interval. First, the highest ship capacity is added cumula-
tively to the capacity sequence a number of times equal to the maximum number
of visits defined in (21). The same follows for the rest of the ships, in descending
order based on capacity. The length of the ship capacity sequence is equal to
the total number of visits to port i in the time interval, from all ships. The ship
V V V V
capacity sequence of port i is denoted Ki = {K i0 , K i1 , . . . , K im } for i ∈ N .
Assume a fleet of two ships where the largest ship has a capacity of 200 and
can visit port i at most three times in time interval T . The other ship has a
capacity of 100 and can visit port i a maximum of two times. The ship capacity
V
sequence of port i, with K i0 = 0 for the case of no loading, is then equal to
V
Ki = {0, 200, 400, 600, 700, 800} for the given time interval.
Excess Production and Consumption. The excess production of product k in

port i, eP D
ikT and the excess consumption of product k in port i, eikT , during

time interval T is defined in (22) and (23), respectively.

ePikT = Pikt + sik(T −1) − S ik i ∈ N,k ∈ K (22)
t∈T

eD
ikT = Dikt − sik(T −1) + S ik i ∈ N,k ∈ K (23)
t∈T
Since a ship can handle both excess consumption and production in the same
visit, the lower bounds on visits for produced and consumed products cannot
be added together. On this note, the maximum
of eP D
ikT and eikT aggregated
over product, eiT = max{ k∈K eikT , k∈K eikT }, is used as the restricting
P D
quantity in the inequalities.

If time interval T starts at t = 1, then the incoming inventory level of
0
product k, sik(T −1) is equal to the initial inventory of that product, Sik . By
this, the minimum number of visits needed to serve the excess level can be
calculated a priori. Let pi be the first position in the ship capacity sequence
corresponding to a capacity high enough to cover eiT . Hence, pi corresponds to
the minimum number of visits needed. In all other cases, the incoming inventory
is a variable and this simplification is impossible. The valid inequalities for time
interval T are defined by (24) or (25) depending on the starting period of the
time interval.

xjivt ≥ pi i∈N (24)
j∈N v∈V t∈T

xjivt ≥
j∈N v∈V t∈T
V
V V i ∈ N , 1 < m < |Ki | (25)
eiT +
(m − 1)K im − mK i(m−1)
V V
K im − K i(m−1)
Valid inequalities (24) and (25) give a lower bound on the number of visits
to port i in time interval T .
12 E. Foss et al.
Minimum Number of Compartments per Product with Compartment

Capacity Sequence (MCP). MCP is an extension of a valid inequality pre-
sented by Andersson et al. (2015) adapted to account for both multiple products
and a heterogeneous set of tanks on the ships. A compartment capacity sequence
is designed equivalently to the ship capacity sequence, using compartment capac-
V
ities. The sequence is created for all products k and ports i and is written as C ik
V V V
= {C ik0 , C ik1 , .., C ikm }. The excess production, eP D
ikT , and consumption, eikT ,
are calculated in (22) and (23) respectively, and eikT is the maximum of excess

production and consumption. Let pik represent the first position in the ship com-
partment capacity sequence sufficient to cover eikT . pik is then the minimum
number of compartments needed for each port and product combination. When
NvC is the number of compartments in ship v, the valid inequalities MCP for
time interval T are presented in (26) and (27).

NvC xjivt ≥ pik i ∈ N , k ∈ K (26)
j∈N v∈Vk t∈T

NvC xjivt
j∈N v∈Vk t∈T
V
V V i ∈ N , k ∈ K, 1 < m < |C ik | (27)
eikT + (m − 1)C ikm − mC ik(m−1)
≥ V V
C ikm − C ik(m−1)
Minimum Number of Operation Periods (MO). The idea of imposing a

lower bound on the minimum number of operation periods has been introduced
by e.g. Agra et al. (2013) for a single-product inventory routing problem. Here,
it is extended to account for multiple products. Excess production, eP ik , and
consumption, eD ik are calculated by (22) and (23) respectively, but for the entire
0
planning horizon and thus the initial stock level is Sik . Under the assumption
that each product is either produced or consumed, only eP D
ik or eik is positive.
The minimum number of operation periods required by each port is equal to the
sum of operation periods required by each product. The valid inequalities (28)
enforce a lower bound on the number of operation periods needed in each port.

eP D
ik + eik
oivt ≥ P V
i∈N (28)
v∈V t∈T k∈K min{Qi , max{Qv ; v ∈ V}}
5 Computational Study
All instances of our mathematical programming models are solved using Mosel
Xpress-MP. Mosel Xpress-MP is run on a Hewlett Packard 64-bit Windows 7
Enterprise PC with Intel(R) Core(TM) i7-3770 3.40 GHz processor and 16.0 GB
(15.9 GB usable) RAM. Note that Xpress solves LP problems integrated with
the IP solution procedure. Due to the use of Presolve in Xpress, the LP bounds
that are reported in this chapter may be higher than if the LP relaxation of the
IP problem was solved explicitly.
5.1 Instances and Data
The name of each instance is built up of two components; which case is used and
which valid inequality that has been added. The small case consists of two ships
with two compartments each, four ports, and three products and is denoted by
S. The medium case have three ships, with two or three compartments each, six
ports, and four products and is denoted M . Finally, the large case is equivalently
denoted L and consists of four ships, with two or three compartments each, eight
ports, and four products. To represent which of the three valid inequalities that
has been added, the notation introduced in Sect. 4.2 is used, namely MV for valid
inequalities defined in (24) and (25), MCP for valid inequalities in (26) and (27)
and MO for valid inequalities in (28). U C is used to refer to the instance where
no valid inequalities have been added.
MV and MCP use a time interval when deciding the binding capacity of a
ship or a compartment in the ship/compartment capacity sequence. Preliminary
testing showed that using the entire length of the time horizon as the length
of the time interval gives the tightest formulation. Thus, all succeeding tests
employ the full planning horizon as time interval. Andersson et al. (2015) present
results that indicate that starting the time interval in the first time period is
most beneficial. Thus, here the incoming inventory level of the time interval,
0
sik(T −1) , is always equal to the initial inventory, Sik .
5.2 Exact Solution Method and Valid Inequalities
In this section, the results from the testing of the model and the valid inequalities
are presented. We have tested the valid inequalities independently, as well as
other interesting combinations. Table 1 shows the results from testing the model
alone, and with the different valid inequalities. We use bold font to identify
the best solution and best lower bounds in Table 1. Note that the LP bounds
presented below corresponds to results obtained from Xpress when it solves the
LP problem integrated with the IP solution procedure. This can lead to different
results than if the LP relaxation was solved explicitly.
As can be seen, MV tightens the formulation and increases the LP bound,
resulting in a more efficient branch-and-bound procedure. This is evident in
S M V as the time to optimality is improved from S U C. MCP gives an even
tighter formulation and higher LP bound than MV. S M CP gives a significantly
better time to optimality and has the best performance over all test cases, in
terms of both the highest bound and the lowest gap. MCP reduced the gap
between the LP solution and the optimal integer solution from 45.6 % to 15.9 %
in the small test case, and it is reasonable to believe that this reduction can
explain the high efficiency of this inequality. MV and MCP are the two best
performing valid inequalities, however, a combination of the two is not efficient.
The combination of the two increases the complexity more than it manages to
reduce the search space, and the time to optimality is higher than without any
valid inequalities.
14 E. Foss et al.
Table 1. Results of small-, medium- and large-sized test cases with different valid
inequalities. Running time 5000 s
Test case Info UC MV MCP MO MCP MV

S LP bound 16 257 18 975 25 199 16 419 20 395
Best solution 29 883 29 883 29 883 29 883 29 883
Best bound 29 883 29 883 29 883 29 883 29 883
Time to optimality 2 100 s 1 783 s 1 012 s 3 928s 3 463s
M LP bound 19 016 21 589 25 198 19 547 19 779
Best solution 35 633 42 415 36 673 35 233 35 153
Best bound 26 065 25 742 27 582 26 183 24 518
Gap 26.9 % 39.3 % 24.8 % 25.7 % 30.3 %
L LP bound 24 473 28 293 34 391 24 592 29 377
Best solution 64 930 57 252 61 310 61 673 -
Best bound 31 017 30 718 34 933 30 782 30 443
Gap 52.2 % 46.3 % 43.0 % 50.1 % -
Even though the LP bound is improved, S M O has the highest running time
to optimality. While MO has one of the highest running times to optimality in
the small test case, M M O finds a good integer solution and thus achieves one
of the best bounds. Even though MO showed a slight improvement from the
small- to the medium-sized test case, it did not show any improvement in the
large-sized test case.
5.3 Model Simplifications
To use undedicated compartments (UC) to model the handling of multiple non-

mixable products is a highly realistic approach to real life applications. However,
alternative approaches do exist, namely either employing dedicated compart-
ments (DC), or assuming the products to be mixable and thus no separate com-
partments are needed (NC). Only minor changes are needed to the UC model
introduced to employ either DC or NC, and explicit formulations for these mod-
els are not included. In this section, we report and compare the performance of
the three models. To be able to compare the models, no valid inequalities have
been added to the test instances. UC, DC, and NC are used to denote which
model is tested.
The UC model has the freedom to change which products that are loaded in
which compartments and can thus choose an optimal allocation of each prod-
uct, while DC must always adhere the capacity constraints of each product’s
dedicated compartment(s). This is a restriction of the UC model; less variables
are needed and the complexity of the model is reduced. In NC models, the
only capacity limit is the ship capacity, and NC is thus a relaxation of the
UC model. NC is an even greater simplification than DC. Compared with NC,
the number of variables and constraints in UC increases approximately 30 % and

20 % respectively. The results of the test instances can be found in Table 2.
S N C is the first to prove optimality, followed by S DC and last S U C, as
expected. The optimal objective value in S DC is higher than those of S N C
and S U C, which illustrates that NC and UC utilize a degree of freedom not
applicable in DC. S N C did not, however, find a better solution than the optimal
solution of S U C. Note that the underlying flexibility on quantity (un)loaded of
all MIRP models in general, often makes it possible for a model with compart-
ments to adapt and replicate the solution of a model without compartments.
This would, however, not be possible in cases of tramp shipping where the ship
only (un)load fixed sized cargoes. For the medium-sized test case, the same pat-
tern is seen in the solutions and the size of the gaps as in the small test case.
However, due to the large gaps the results in the large-sized test case deviate
from the expected pattern.
Table 2. Model simplification results of the three test cases. Running time 5 000 s.
Test case Info NC UC DC

S Best solution 29 883 29 883 30 303
Best bound 29 883 29 883 30 303
Time to optimality 737 s 2 100 s 1 519 s
M Best solution 35 463 35 633 36 400
Best bound 26 296 26 065 26 803
Gap 25.8 % 26.9 % 26.4 %
L Best solution 57 713 64 930 52 500
Best bound 32 905 31 017 32 957
Gap 43.0 % 52.2 % 37.2 %
5.4 Comparison of the Model and Model Simplifications

We have chosen to compare the solutions of the model and the model simpli-
fications on the small-sized instances since he optimal solution is known for all
models. The focus is on the comparison of models with UC and DC results, since
the solutions of UC and NC proved to be equal for the tested case.
Figure 4 shows how the routing of the ships differ between UC and DC.
The UC model manages to find a shorter feasible route compared with the DC
model. Often the reason is that in UC the ships have the flexibility of loading a
compartment with any product the ship can carry after it is emptied. Emptying
a compartment of a product will thus free up capacity that can now be available
to all products. Another aspect of the flexibility contained in UC is the ability
to reallocate products in order to obtain the optimal allocation of products
to compartments. In DC, the dedication of products to compartments is not
16 E. Foss et al.
necessarily optimal, but it cannot be improved. For example, in the optimal

solution of DC, P roduct 3 is dedicated/fixed to the smallest compartment. In
contrast, P roduct 3 ends up using the largest compartment available in the fleet
in UC. Thus, in DC the compartment capacity of P roduct 3 is binding and
the fact that P roduct 3 is fixed to the smallest compartment prevents DC from
finding the optimal solution found by UC. This lack of flexibility is reflected in
the costs, and the possibility of saving economical values by using UC exists.
Fig. 4. Comparison of routing of ships with undedicated and dedicated compartments
When compartments are dedicated, the given capacities for each product
must remain the same through the planning horizon. This implies that the DC
model can be vulnerable to varying production rates while UC can more easily
adapt to a high variation in supply and demand during the planning horizon
by reallocating its products. UC handles the allocation of products in a more
realistic way than both NC and DC, however using undedicated compartments
come with the drawback of adding more complexity. The greater the number
of compartments in an UC model, the less capacity is locked to a product at a
time and the flexibility increases. As a result, the performance of a UC model
moves toward the performance of the NC model. In a DC model, however, the
performance is not dependent on the number of compartments due to the fact
that it always has one fixed capacity per product.
6 Concluding Remarks
In this paper, we developed a mathematical formulation for a maritime inventory
routing problem addressing the allocation of multiple products to undedicated
compartments onboard the ships. Three different types of valid inequalities were
developed and tested, the most promising using a capacity sequence to define
the minimum number of compartment visits required in a port. Computational

results were also given for two simplified models to compare different ways of
handling the allocation of products. Employing undedicated compartments is the
most realistic approach to real life applications but it comes with the drawback
of added complexity. However, comparison with models employing dedicated
compartments or mixable products indicate a potential for economical savings
by using undedicated compartments.
References
Agra, A., Andersson, H., Christiansen, M., Wolsey, L.: A maritime inventory routing
problem: discrete time formulations and valid inequalities. Networks 62(4), 297–314
(2013)
Agra, A., Christiansen, M., Delgado, A., Simonetti, L.: Hybrid heuristics for a short
sea inventory routing problem. Eur. J. Oper. Res. 236(3), 924–935 (2014)
Al-Khayyal, F., Hwang, S.J.: Inventory constrained maritime routing and scheduling
for multi-commodity liquid bulk, Part I: applications and model. Eur. J. Oper. Res.
176(1), 106–130 (2007)
Andersson, H., Christiansen, M., Desaulniers, G.: A new decomposition algorithm for
a liquefied natural gas inventory routing problem. Int. J. Prod. Res. 54(2), 564–578
(2015)
Andersson, H., Hoff, A., Christiansen, M., Hasle, G., Lokketangen, A.: Industrial
aspects and literature survey: combined inventory management and routing. Com-
put. Oper. Res. 37(9), 1515–1536 (2010)
AON: Industry analysis: maritime transportation. White Paper, Advisen Ltd. (2012)
Christiansen, M., Fagerholt, K., Nygreen, B., Ronen, D.: Ship routing and scheduling
in the new millennium. Eur. J. Oper. Res. 228(3), 467–483 (2012)
Dauzère-Pérès, S., Nordli, A., Olstad, A., Haugen, K., Koester, U., Myrstad, P.O.,
Teistklub, G., Reistad, A.: Omya Hustadmarmor optimizes its supply chain for deliv-
ering calcium carbonate slurry to European paper manufacturers. Interfaces 37(1),
39–51 (2007)
Hemmati, A., Hvattum, L.M., Christiansen, M., Laporte, G.: An iterative two-phase
hybrid matheuristic for a multi-product short sea inventory-routing problem. Eur.
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Ronen, D.: Marine inventory routing: shipments planning. J. Oper. Res. Soc. 53(1),
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UNCTAD: Review of maritime transport 2015. UNCTAD/RMT 2015 (2015)
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blue, with an occasional touch of red in the skirts. The girls wear
their jackets open down to the waist; but married women wear a kind
of felt apron suspended from just above the breast. This felt is made
of wool, which is beaten until it reaches the required thickness and
density and becomes a solid mass. The cloth of which the jacket is
made has a shiny surface like sateen, which also is produced by
beating. Some of them wear thick twisted coils of scarlet thread
wound twice round the head and fixed with a scarlet wooden comb.
I got my interpreter to make a list of the different Miao tribes living
in the part of the province we visited. He did this at the dictation of
one of their number. The various Miao-chia (chia means “family”) are
mainly named on account of differences of clothing, especially as
regards colour, but also sometimes by their occupation, as the
“Shrimps” (Sa Miao), so called because they sell fresh-water fish and
shrimps; the “Magpies,” called after the birds, because their dress is
black and white; and the “West of the Water Miao” (Hsen-hsi Miao)
because they live on the west of the river that we crossed between
Anshunfu and Ta-ting: they are said to number only six villages.
Pei Chun Miao (they wear aprons on their backs).

Ta Hsiang ” ( ” ” broad sleeves).
Hsiao ” ( ” ” small sleeves).
Hsiang
Ching ” ( ” ” green clothes).
Ching[24] ” ( ” ” large combs).
Yi Chun ” ( ” ” their clothes tucked up into their
belts).
Wu Chian ”
Chuan ” (= River Miao).
Fu Tu ”
Han ”
In S. R. Clarke’s book, Among the Tribes in South-West China,

much useful information is given about these tribes, under the
headings of four groups, the Miao, the Heh-lao, the Chung-chia and
the I-chia, or Lolo, or Nosu. Having lived for thirty-three years in
China, mainly in Kweichow, he has collected many legends and
details of their beliefs. The most interesting group to me was the I-
chia, of whom my interpreter made a long list at the dictation of an
evangelist, who was an I-chia. The tribes seem to have kept pretty
distinct from one another up to the present time, but if peace reigns
and they all become civilized, it is likely that the barrier to
intermarriage will tend to break down.
The “Wooden Combs” are ancestor worshippers like the Chinese,
and we had the good fortune to be given three of their
“dooteepoussas” (I do not know how this word should be spelt, but
have written it phonetically), namely sections of bamboo, each
containing “a soul,” wrapped in cotton wool and fastened with a
thread. A wooden pin runs crosswise through the bamboo, which
prevents the “soul” being drawn out by a tiny bunch of grass, which
protrudes from the top of the soul-carrier. As will be seen by the
illustration, these are exactly in the shape of crosses and they have
little cuts on the bamboo varying in number, which refer to the
deceased. The Lolos also have these soul-carriers. In Yünnan
Province the shape of these soul-carriers approximates to the
Chinese ancestral tablets and Clarke gives another form of them
which he calls a spirit hamper. The name “lolo” given to these tribes
by the Chinese is said to come from this fact, lolo meaning a basket.
The Lolos consider the name to be a term of terrible reproach, but do
not object to be called Nosu or I-chia. They keep these spirits in their
houses, or a tree, or hidden in a rock. The ones I possess are kept in
a long box fastened against the outer wall of a house, with a shelter
over it like a shrine: sometimes more than one family keeps their
soul-carriers in the same box. The funeral rites of these people are
very elaborate and extend over a whole year. Dr. A. Henry has kindly
given me permission to quote his account of these people and their
language from the Journal of the Anthropological Society for 1903.
He spent much time studying their habits and language in Yünnan,
and brought back from there large quantities of MSS., ancestral
tablets and dresses.
“The ceremonies and rituals in case of death and burial are
numerous and complicated. After death a hole is made with a pole in
the roof of the house to enable the breath or soul to escape. A cow is
brought to the door of the house, and from its head is extended a
white cord, which is fastened to the hand of the corpse lying inside
the coffin, and a ritual called Su-pu is read. If the death is unclean
(all cases of death by accident, childbirth, suicide, etc., are impure,
also a death is considered impure unless some one has been
present when it occurred), a preliminary purificatory ritual is
necessary, after which the usual rituals can be recited. On the
second and third days after death two important rituals, the meh-cha
and wu-cha, are read. When the coffin is being carried out for burial,
a paper effigy is placed on it, which represents clothes for the soul of
the dead man. At this time also the priest recites the “Jo-mo” or road
ritual, and he accompanies the coffin a hundred paces from the
house. The ritual begins by stating that as in life the father teaches
the son, and the husband the wife, it is only the priest who can teach
the dead man the road that his soul must travel after death. The
threshold of the house is first mentioned, then the various places on
the road to the grave, and beyond that all the towns and rivers and
mountains that must be traversed by the soul till it reaches the
Taliang Mountain, the home of the Lolo race. (The Lolos come
mainly from Szechwan and the borders of Tibet.) Here the priest
says that he himself must return, and entreats the dead man to
pursue his way beyond the grave alone. The dead man then enters
Hades, and stands beside the Thought Tree and the Tree of Talk,
and there he thinks of the dear ones left behind and weeps bitterly.
After this ritual is read, the priest returns to the house, and the coffin
goes on to the grave.
The Lolos believe that for each person on earth there is a
corresponding star in the sky. So when a man is ill, a sacrifice is
often made of wine in cups to his star, and four-and-twenty lamps
are lighted outside his room. On the day after a funeral a hole is dug
in the death-chamber at a spot indicated by rolling an egg on the
ground till it stops. A ritual is recited praying the star of the dead man
to descend and be buried in this hole. If this were not done the star
would fall and possibly hurt some one.
The ancestral tablet is made on the second day after the funeral
and erected in the central room of the house on the ninth day, with
an appropriate ritual. It is worshipped on certain dates and on all
important occasions in life. It is called I-pu (= ancestor). It consists of
a structure of wooden pieces, made out of the Pieris tree, the log of
which was the ark of the Lolo deluge. A transverse bundle of grass is
made of the same grass as is used for thatch. Two pieces of bamboo
root represent the deceased father and mother, one having nine, the
other seven joints. The inscription reads: “The dwelling place of so-
and-so (giving the name), the pair, man and woman, our ancestors.”
It is written by the priest with ink, the water of which is brought by the
son of the house from a secret spring in the forest, from a locality
only known to the family of the deceased.”
My three soul-carriers contain the souls of the men of three
generations—son, father, grandfather. The Lolos have a Book of the
Dead which Dr. Henry considers to be not unlike that of the ancient
Egyptians.
There are a great many Lolo tribes, and the one which we came in
contact with at Ta-ting is of great antiquity, showing virile and
intellectual qualities that promise well for future development, should
they leave their old isolation and get drawn into the stream of
present-day Chinese progress. They are tall and well built, quite
unlike the Chinese in appearance and carriage. Naturally the open-
air life of all these tribesmen gives them a freer gait, and the
absence of etiquette and formality shows itself in all their
movements. The shape of their faces is oval, unlike the broad Miao
type; their eyes are large and level; their cheekbones prominent and
the contour of the face rounded; their noses long, arched and rather
broad; their chins pointed. Their faces are apt to grow very wrinkled.
The poise of the head of all these men struck me as indicative of an
independent spirit.
All the tribes are practically autonomous, although nominally under
Chinese rule: they have their own rulers, but these are responsible
to, and many of them nominated by, the Chinese authorities. They
frequently rent lands from them for cultivation, and law suits are very
common among the I-chia about land and about daughters-in-law.
Since the recrudescence of opium-poppy growing they have been
compelled to use a certain proportion of land for its cultivation. They
are not addicted to opium-smoking, and the Christians object to it on
moral grounds: they have in consequence suffered considerable
persecution and have even been evicted from the lands they had
previously cultivated. They are terribly poor, and when the crops fail
many of them die of starvation; this has happened during the last two
years, which has been a period of great scarcity.
I quote in full Dr. Henry’s extremely interesting account of their
language. “The Lolo language is of extreme simplicity, both as
regards its phonology and syntax, and its manner of making new
words. It belongs to the monosyllabic class of languages, of which
Chinese is the most highly developed member. Attempts have been
made to deny the primitive monosyllabic nature of the Chinese
language, and to consider it as broken down from some pre-existent
polysyllabic agglutinative tongue. I am of opinion that a comparative
study of Chinese, Lolo, Miao, etc., will establish that this tonal
monosyllabic class is primitive, and that we have the vocabularies of
these languages’ original roots unchanged.
“To illustrate the simplicity of Lolo phonology, I may state that all
words are monosyllables, composed of either a vowel or of a
consonant followed by a vowel, as A, O, BA, BO, BI, BU. Such
combinations as AB, ARD, STO, STAR are impossible. The initial
consonants may all be considered simple, though such varieties
occur as T and aspirated T, and four sibilants, as S, Z, TS and DZ.
There is one apparent exception, namely SL, in SLA, SLO, SLU; but
I found that this occurred in another district as THL, showing a
certain instability of sound; and further research established that the
original sound, still kept in Lolodom, is an aspirated L, so that we
have L’O, L’A, L’U. Similar aspirations occur in connexion with T, P,
CH, K and NG.
“Tones in Lolo are three or four, according to locality. There are no
inflections whatsoever, the simple roots being unchangeable. All the
words are simple roots, but by simple addition they can be used to
express new ideas, thus gunpowder is now called fire-rice. I could
only find one modification of the simple roots, occurring in four
causative verbs, and they are these:
DZO, to eat. CHO, to give to eat, to feed.

DA, to drink. TA, to give to drink.
DU, to go out. TU, to cause to go out.
DEH, to wear. TEH, to give to wear.
“The syntax is very simple, the place of words in the sentence

being the most important factor. Post-positions, personal and
demonstrative pronouns, interrogative words, adverbs of time, and a
few auxiliary verbs occur; but relatives and conjunctions are absent.
Numeral co-efficients are present, as in all the Chinese group of
languages and in Malay. We cannot say two men, ten trees, but
must say man two person, tree ten stem. The plural, tenses of verbs,
etc., are rarely expressed, unless absolutely needed; and a Lolo
sentence is very suggestive of baby talk. Thus, ‘If he comes I shall
not see him,’ is expressed as ‘He come I he not see’; and ‘When he
came I did not see him’ as ‘He come that time I not see.’
“I consider that the simple phonology and primitive syntax of the
Lolo language are important to study, as we there see a primitive
monosyllabic tongue, composed of simple roots, the type by which
all languages must have begun.”
Ancient I-chia Script.
Page 130
The Miao people were invited many years ago by the missionaries
to learn to write their own language in romanized script, but they
refused, saying they preferred their children to learn to read and
write Chinese. It is obvious that this would be far better for them from
a practical point of view. A Miao who knows Chinese thus can make
a good living by translating Chinese contracts or official documents
for his neighbours.
The religion of all these tribes is mainly animistic, but the Lolos
have priests, though not temples. The priests have tents, divided into
two parts, of which one is holy and the other holier. Their sacrifices
have to be of flawless creatures, cows and fowls. Their creed might
be summed up as “I believe in evil spirits, necromancy, ancestor
worship and a future life.” By far the most potent factor in their
existence is terror of demons. All their existence is overshadowed by
fear. There are all kinds of horrible demons of various colours, green
and red and blue: some have dishevelled hair and some have hair
standing on end. To add to the horror, although they are like men in
appearance, they are invisible. They shoot arrows of disease and
send bad dreams to men.
“Very softly down the glade runs a waiting, watching shade,

And the whisper spreads and widens far and near:
And the sweat is on thy brow, for he passes even now—
He is Fear, O Little Hunter, he is Fear.”
In Yünnan they worship a stone placed at the foot of a Dragon

tree, either in a wood behind the village or close to the houses. I did
not see any in Kweichow, though I sketched just such a stone in
Macao, where there were offerings of incense and scarlet paper.
There is a sacrifice of a pig and a fowl made twice a year at the
stone. The origin of this worship is not known, but it is now supposed
to be addressed to a god in the sky, who protects the people. As
regards the tree, it is a curious fact that it is not of any particular
species, but that every village in the province of Yünnan, whether of
the Chinese or of the aborigines, has one; they have the same belief
about its being inhabited by a dragon, which protects the village.
The Ya-ch’io Miao offer in sacrifice an ox to Heaven and a pig to
Earth, and once every thirteen years they sacrifice buffaloes to
Heaven. Their sorcerers are men who wield great power, and it is a
hereditary profession. The sorcerer must wear a special kind of hat
when he is engaged in divination: without it he is powerless. He has
special books (of which I am fortunate enough to possess one) with
movable disks, superimposed one on another, for casting
horoscopes. These books are handed down from generation to
generation, and used to be copied out by hand; but nowadays they
are printed. Such books were brought by an I-chia, who had become
a Christian, in order to have them burnt; the missionary asked leave
to keep them instead, explaining their historic value. The
accompanying illustration is taken from one of these priceless old
MSS. describing the Creation. It is written on a brittle kind of paper,
extremely worn and fragile, and the leaves are fastened together
with twisted strips of paper, acting as a string. This is a peculiarly
Chinese way of binding, such as you may see students practising
any day in class to fasten their notes. The colour of the paper is
brown, the characters black, and the illustrations are painted in
several shades of yellow and brown, forming a harmonious whole.
The upper circle, containing a bird, is the moon; and the lower circle,
containing a beast, is the earth.
Dr. Henry brought a large number of MSS. back from Yünnan,
which are now in the British Museum, but they differ in certain
respects from mine. In the first place, they contain no diagrams;
secondly, they are all divided up metrically into groups of five
characters, or seven; mine are not all divided into groups (as may be
seen from the illustration, Ancient I-chia Script), and those that are in
groups vary in number, four, or five, or six. He says that the subject-
matter of all the MSS. which he studied is religious ritual,
genealogies, legends and song, and all are written in verse. The
script is quite unique: it is pictographic in origin, not ideographic like
the Chinese. Many Chinese words are compound, one part denoting
sound, the other part denoting meaning: Lolo words are never
compounds.
The characters, as will be seen from the illustration, are decidedly
simpler than Chinese. I had the good fortune to submit my MSS.
when I was at Swatow (a couple of months later) to a learned
Chinese scholar, who seemed greatly interested in them. He took
them into his hands with devout reverence and care, as if they were
of priceless value. He said that he had indeed seen such MSS.
before, but that it was extremely rare: he at once said that it came
from no Chinese source, but from aborigines in the north of
Kweichow. When I asked if it were some hundreds of years old, he
replied, “Oh! much older than that,” and stated that the numerals and
certain other characters were the same as the Chinese script of
three thousand years ago. One of the characters which he pointed
out was that for the moon:
My MS. gives
Dr. Henry’s
Chinese
I have also compared my MS. with pages of Lolo writing published

by Colborne Baber in the Geographical Society’s Supplementary
Paper, 1882, and can find no exact correspondence between them.
Surely it would be a most interesting study for some one to
undertake, the more so that there is already a wealth of material
lying ready to hand at the British Museum. The Lolo writing is also
different from Chinese in that it is read in columns from left to right
and the book begins at the same end as ours. It corresponds with
the later Syriac mode of writing, and Dr. Henry suggests it may have
had some connexion with the Nestorians, who were to be found in all
parts of China from the seventh to the thirteenth centuries. S. R.
Clarke mentions a spirit who controls the crops, and is called by the
Lolos Je-so: the Christians suggested that this name be the one
adopted for Jesus Christ, but it was not done.
The above-mentioned theory would account for some of the Lolo
practices and beliefs, which are otherwise very difficult to account
for, such as their keeping the Sabbath every sixth day, when no
ploughing is allowed to be done, and the women are not even
allowed to sew or wash clothes on that day. Of course this does not
apply to all Lolos, but only to some in Yünnan. They have also the
remarkable crosses (as seen in the soul-carriers), and they believe
in patriarchs who lived to abnormal ages, such as six hundred and
sixty or nine hundred and ninety years, as in the Old Testament
records, not to mention the stories of the creation and the deluge.
Their name for Adam has the two consonants d and m, it is Du-mu.
The patriarchs are supposed to live in the sky: the chief of them is
called Tse-gu-dzih, and this patriarch is also a deity who opened the
box containing the seeds of death; he thus gave suffering humanity
the boon of death. He also caused the deluge.
“The legend of the deluge,” says Dr. Henry, “runs that the people
were wicked, and Tse-gu-dzih to try them sent a messenger to earth,
asking for some blood and flesh from a mortal. All refused but Du-
mu. Tse-gu-dzih then locked the rain gates, and the water mounted
to the sky. Du-mu (? Adam) was saved with his four sons in a log
hollowed out of the Pieris tree; and there were also saved otters, wild
ducks and lampreys. From his sons are descended civilized people
who can write, as the Chinese and Lolos. The ignorant races
descend from men that were made by Du-mu out of pieces of wood.
Du-mu is worshipped as the ancestor of the Lolos, and nearly all
legends begin with some reference (like our ‘once upon a time’) to
Du-mu or the Deluge. Du-mu and precedent men had their eyes
placed vertically in their sockets; after him came the present race of
men, who have their eyes placed horizontally. This quaint idea may
have some reference to the encroachment of the oblique-eyed
Mongolians, who have horizontal eyes, as it were, i.e. eyes narrow in
height, whereas Europeans and other races have eyes that may be
called vertical, i.e. wide from above downwards.
“The Lolos have a cosmogony. Their account of the Creation is
that there were two Spirits, A-chi and A-li. A-chi made the sky, and
made it evenly and well. A-li slept, and on awakening saw that the
sky was completed. In his hurry to do his work, he dumped hurriedly
earth here and there. This accounts for the inequalities of the earth’s
surface. When the sky was first created the sun and moon were dull,
and did not shine properly. They were washed by two sky-maidens,
and have remained clean and bright ever since.”
Some of the Lolo tribes have the story of the Creation, but not all
of them, whereas the story of the Deluge is universal, though not
always the same. In some cases Noah has three sons, and in some
no animals are mentioned. The Black Miao story is told thus by S. R.
Clarke, to whom it was dictated:
“Who made Heaven and Earth?

Who made insects?
Who made men?
Made male and made female?
I who speak don’t know.
Vang-vai (Heavenly King) made Heaven and Earth,

Ziene made insects.
Ziene made men and demons,
Made male and made female.
How is it you don’t know?
Heavenly King is (or was) intelligent.

Spat a lot of spittle into his hand,
Clapped his hands with a noise,
Produced heaven and earth.
Tall wild grass made insects.

Stones made men and demons.
Made male and made female.
How is it you don’t know?
Made heaven in what way?

Made earth in what way?
Thus by rote I sing,
But don’t understand.
Made heaven like a sun-hat.

Made earth like a dust-pan.
Why don’t you understand?
Made heaven a single lump,
Made earth a single lump.”[25]
This is just a sample of their ideas; now I will give a sample of their
habits. They have big carouses on the open mountain slopes. A man
desirous to enter into relationship with a girl will watch his
opportunity for seeing her alone, and give as a signal a wide
sweeping movement of the arm: if she acquiesces she will go to the
carouse. These do not take place at stated intervals, but a party of
young men will go off with girls in groups of twenty or thirty and sit
round a big fire, singing their amorous ditties. These are mostly of a
coarse nature not suited for publication, but Dr. Henry has translated
the following song by girls working in the fields addressed to boys:
“We girls three

The black earth’s silver bridge,
Together with you youths, we have crossed it;
The white sky’s golden hat,
With you we have worn it;
The golden fan of the sun and moon,
Together we have seen it wave.
We girls and boys to-night have met.
Singing and playing comes from the hearts of boys and girls;
Silver comes from China;
Silk from the capital;
The rice from the plain;
The wheat from the mountain,
But courting-talk comes from the mouths of boys.”
While the “courting-talk” goes on round the fire, there is a goodly

store of weapons lying behind the singers. Any moment they may be
attacked by the parents, brothers or friends of the girls. When this
happens and the attack proves successful the luckless revellers are
stripped naked.
The custom of the Little Flowery Miao is somewhat similar. Twice a
year the men make music outside the houses where the girls live,
and those who please go off with them to the hills for a carouse.
Once a year the men choose their girls, and the other time the girls
choose their men! The girls usually marry about fifteen or sixteen,
and if they happen to be poor they go to the mother-in-law’s house
very young. Among the tribes there are go-betweens to arrange
marriages, but undoubtedly the young people have a better chance
of selection by mutual liking than have the Chinese.
The music of the people is mostly produced from pipes, and has a
certain charm; it is flute-like in sound, and some we heard was not
unlike that of bagpipes without the drone. The I-chia are all fond of
music and dancing. They were rather shamefacedly persuaded to
dance for us, while one of them played. The steps were rather slow
and stealthy, alternating with rapid pirouetting. They sank almost to
the ground on one bent leg, while the other leg shot out in front to its
furthest limit.
Witchcraft is firmly believed in by all the tribes. The witch-doctor
has a great hold over them, and trades on their superstition
shamelessly, getting wine, tobacco, or corn by means of what is
called his “daemon,” without apparently stealing the things himself.
The witch-doctor uses snake-poison to injure or kill people, and only
he can make them well again! He also induces madness, so that the
madman may fling off his clothes, which the doctor then picks up and
carries off!
A curious story was told by an eye-witness to my friends in Ta-ting.
He was present at the building of a house in the country by two
stonemasons. They began quarrelling, and finally one went off in a
great rage, refusing to finish his job. The other remarked confidently,
“It does not matter; I shall get him back before evening”; but the
onlookers did not believe it. The narrator of the story saw him go off
to the hill-side and gather a bunch of grass and straw. He fashioned
these into the figure of a man and cast spells upon it, after which he
returned to his job and went on as if nothing had happened. Before
he had finished the day’s work, the other man returned in great
haste, dripping with perspiration; he apologized for his conduct and
resumed work. He explained that after he had left in the morning he
became very ill and suffered such agonies of pain that he felt sure he
would die if he did not return at once.
Such is the kind of story that is current everywhere. It is a matter
of common belief that the witch-doctor never has any children, and
that this is a punishment from heaven. The influence of the
missionaries brings them frequently into contact with strange
happenings: one of them in Ta-ting. Miss Welzel was asked to visit a
woman who had taken poison, to see if she could do anything for
her: on inquiring into the case she was told that there had been no
quarrel or any other known reason for her committing suicide. The
woman said she had seen daemons come into the house through
the window, who told her to take two ounces of opium in brandy,
which she immediately did, after which she announced the fact to
her family. They sent for Miss Welzel, but it was too late: the woman
died a few moments after her arrival.
Great Flowery Miao.
Page 125
A Roadside Restaurant.
Page 140
The funeral rites, which take place in the fields, include the burning
of buffaloes’ horns, cows’ bones, etc., on a kind of altar.
Our stay among the tribes and all we heard about them led us to
believe that they are capable of becoming a valuable asset to the
empire, and the progress now being made in civilizing them is most
encouraging. Some have even been sent as elected members of the
first Parliament of the Chinese Republic. They have proved
themselves capable of taking literary degrees on the same footing as
the Chinese. One of the most powerful viceroys in Western China
was a Nosu. In S. Pollard’s book, In Unknown China, he mentioned
the interesting fact that he had obtained (through a friend) the
opinion of the brilliant Dr. Wu Ting Fang (formerly Chinese Minister
at Washington) as to the position of the tribes in the new five-
coloured flag. He places them in the red bar, which stands first of the
colours, reckoning them as Sons of Han, namely among the
Chinese.
Chapter VI
The Province of Hunan
“You’ve seen the world

—The beauty and the wonder and the power,
The shapes of things, their colours, lights and shades,
Changes, surprises—and God made it all!
—For what? Do you feel thankful, aye, or no,
For this fair town’s face, yonder river’s line,
The mountain round it and the sky above,
Much more the figures of man, woman, child,
These are the frame to? What’s it all about?
To be passed over, despised? or dwelt upon,
Wondered at?...
... This world’s no blot for us,
Nor blank; it means intensely, and means good:
To find its meaning is my meat and drink.”
—R. Browning.
Chapter VI
The Province of Hunan
We spent about three weeks in Hunan, and the weather was

broken all the time. Many days it rained, and occasionally there were
violent thunderstorms, so that our journey was delayed. We left the
province of Kweichow on May 14, and found ten days in our little
house-boat quite entertaining and recuperative, as it afforded time
for rest after the strenuous journey over the highways and by-ways
of that province. The river scenery was often very grand, though not
INN PAPER WINDOW.
equal to the Yangtze gorges. There was constant variety to occupy

our attention, stopping at towns and villages, watching the other river
craft, and making up arrears of correspondence. We had also been
provided by Mr. Davies with a bundle of newspapers, and were glad
to learn what was going on in the outer world, from which we
seemed so completely shut out for the time being. It really did not
matter that the papers were a few weeks old; the main thing was that
we should not be so entirely ignorant of what had happened during
our absence, when once more we reached home.
Mr. Davies had considerable difficulty in getting us a boat, as the
boatmen were all anxious to get loads of opium for smuggling down

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Computational Logistics 7th

International Conference ICCL 2016

Swarm Intelligence 10th International Conference ANTS

Computational Logistics 10th International Conference

Computational Logistics 11th International Conference

Computational Logistics 5th International Conference

Advances in Speech and Language Technologies for

Computational Processing of the Portuguese Language

Web Reasoning and Rule Systems 10th International

Computational Logistics 9th International Conference

ISSN 0302-9743 ISSN 1611-3349 (electronic)

Library of Congress Control Number: 2016948224

LNCS Sublibrary: SL1 – Theoretical Computer Science and General Issues

© Springer International Publishing Switzerland 2016

Printed on acid-free paper

This Springer imprint is published by Springer Nature

Computational logistics comprises the planning and implementation of large and

September 2016 Ana Paias

Program Committee and Reviewers

Kjetil Fagerholt Norwegian University of Science and Technology,

Xiaoning Shi University of Hamburg, Germany and Jiaotong University,

Container Terminals and Maritime Transportation

A Multi-product Maritime Inventory Routing Problem with Undedicated

A MIP Based Local Search Heuristic for a Stochastic Maritime Inventory

2D-Packing with an Application to Stowage in Roll-On Roll-Off Liner

A Vessel Pickup and Delivery Problem from the Disruption Management

Path Planning for Autonomous Inland Vessels Using A*BG. . . . . . . . . . . . . 65

Agent-Based Support for Container Terminals to Make Appointments

A Logic-Based Benders Decomposition Approach to Improve Coordination

Scenarios for Collaborative Planning of Inter-Terminal Transportation . . . . . . 116

Solving the Robust Container Pre-Marshalling Problem . . . . . . . . . . . . . . . . 131

A Cooperative Approach to Dispatching and Scheduling Twin-Yard Cranes

Online and Offline Container Purchasing and Repositioning Problem . . . . . . 159

Towards Real-Time Automated Stowage Planning - Optimizing Constraint

Optimizing Train Load Planning: Review and Decision Support

Analysis of Cost Allocation Techniques for Freight Bundling Networks

Service and Transfer Selection for Freights in a Synchromodal Network . . . . 227

A Revenue Management Approach for Network Capacity Allocation

Location and Routing

LORE, A Decision Support Tool for Location, Routing

Two Echelon Location Routing Problem with Simultaneous Pickup

Vehicle Routing for Fleets with Electric- and Combustion-Powered

The Bi-Objective k-Dissimilar Vehicle Routing Problem . . . . . . . . . . . . . . . 306

A Branch-and-Price Algorithm for the Vehicle Routing Problem

The Static Bicycle Repositioning Problem - Literature Survey

Service Network Design of Bike Sharing Systems with Resource

(General) Logistics and Supply Chain Management

An Agent-Based Simulation Framework to Evaluate Urban

Continuous-Time Formulation for Oil Products Transportation Scheduling . . . 384

Impact of Collaborative Decision Making in Optimized Air Traffic Control:

Impact of Dwell Time on Vertical Transportation Through Discrete

Improving Order Picking Efficiency by Analyzing Combinations

Improving Production Logistics Through Materials Flow Control

Author Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 455

Elise Foss, Trine N. Myklebust, Henrik Andersson(B) ,

Department of Industrial Economics and Technology Management,

Abstract. This paper considers the problem of routing bulk tankers

be loaded to that compartment. However, Siswanto et al. (2011) assume that