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{"Abstract":["The global maritime system provides the backbone of logistics operations for global supply chains and international trade. This paper aims to develop a unifying global network representation and strategic, system-wide decision model, the Strategic Cargo Routing Model, incorporating both liner and bulk shipping markets to estimate real-world traffic flows and study traffic patterns at the global scale. Specifically, taking a shipper's perspective, containerized and bulk movements are jointly modelled within a mixed-integer linear program that includes inbound, outbound, and transshipment cargo flows at ports. An iterative approach that combines heuristic Gradient Descent and Relax-and-Fix Decomposition methods is proposed for the calibration and solution of the Strategic Cargo Routing Model over a proposed joint liner and bulk services Global Cargo Shipping Network representation. The Global Cargo Shipping Network contains 161 seaports covering 52 countries. It is created from updatable, publicly available, data sources, and all data needed for the network representation are made available. Sufficient network details, as well as data sources and methods for extracting needed inputs, are given to allow others to use and update the network. Using the developed maritime network, mathematical model and calibration-solution methodology, 2018 global maritime traffic flow patterns were estimated. The estimates were found to achieve a 91% fit overall to real-world average annual port throughputs. This strategic model provides support to evaluate future, real-world, worldwide changes, such as increased seaborne trade demand, new routes, shipping infrastructure expansion, and transport policies.\n * In the data subnetwork X=(0, 1, 2) refers to containerized cargo, liquid bulk and dry bulk respectively. for example, flowX shows flows in subnetworks of X=(0, 1, 2) accordingly. portThrouX.csv shows port throughputs in subnetworks of X=(0, 1, 2) accordingly.\n **In the uploaded data, the files starting with input... means they are inputs for the model, and other files are outputs.\n **Note that the uploaded materials can be used based on the uploaded paper "Wenjie Li, Ralph Pundt and Elise Miller-Hooks. (2021). An updatable and comprehensive global cargo maritime network and strategic seaborne cargo routing model for global containerized and bulk vessel flow estimation 2021.""]}
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Economic Viability and Emissions of Multimodal Transportation Infrastructure in a Changing Arctic
Abstract As Arctic open water increases, shipping activity to and from mid- and western Russian Arctic ports to points south has notably increased. A number of Arctic municipalities hope increased vessel traffic will create opportunities to become a major transshipment hub. However, even with more traffic passing these ports, it might still be economically cheaper to offload cargo at a more southern port, which may also result in lower emissions. Ultimately, the question of whether to use a transshipment in the Arctic versus an established major European port is determined by the relative costs (or emissions) of sea versus land travel. This study calculates the relative competitiveness of six Norwegian coastal cities as multimodal hubs for shipments. We quantify the relative prices and CO2emissions for sea and land travel for routes starting at the Norwegian–Russian sea border with an ultimate destination in central Europe and find that all existing routes are not competitive with routes using the major existing Port of Rotterdam (Netherlands); even with investments in port expansion and modernization, they would be underutilized regardless of an increase in vessel traffic destined for central Europe. We then examine under what relative prices (emissions) these routes become economically viable or result in lower emissions than using existing southern ports. Notably, the cheapest routes generally produce the lowest emissions, and the most expensive routes tend to have the largest emissions. Communities should consider relative competitiveness prior to making large infrastructure investments. While some choices are physically possible, they may not be economically viable. Significance StatementClimate change, while disruptive, can also create new opportunities. Many Arctic cities hope to become a major transshipping hub as declining sea ice opens new shipping routes from western and mid-Russian Arctic ports to European ports. This paper quantifies the relative competitiveness of six Norwegian coastal cities as multimodal transportation hubs and finds that they are uncompetitive with the more southern port in Rotterdam (Netherlands). We also show that the most economically competitive routes have lower direct emissions. Thus, while Arctic ports provide critical services in support of local and regional economic activity, even with year-round Arctic navigation Arctic ports’ development into major transshipment hubs for cargo destined for more distant locations may be neither economically viable nor desirable.
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- PAR ID:
- 10371635
- Publisher / Repository:
- American Meteorological Society
- Date Published:
- Journal Name:
- Weather, Climate, and Society
- Volume:
- 14
- Issue:
- 3
- ISSN:
- 1948-8327
- Format(s):
- Medium: X Size: p. 861-879
- Size(s):
- p. 861-879
- Sponsoring Org:
- National Science Foundation
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