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The ocean transportation of automobiles is carried out by specialized Roll‐on/Roll‐off ships, which are designed to carry a large number of automobiles at a time. Many of these shipping companies have vertically integrated or collaborated with other logistics services providers to offer integrated maritime logistics solution to car manufacturers. The purpose of this study is to develop an optimization model to address the tactical level maritime logistics planning for such a company.

The problem is formulated as a mixed integer linear program and we propose an iterative combined Ant colony and linear programming‐based solution technique for the same.

This paper can integrate the maritime transportation planning of internally managed cargoes with the inventory management at the loading and discharging ports to minimize supply‐chain cost and also maximize additional revenue through optional cargoes using same fleet of ships.

The mathematical model does not consider the variability in production and consumption of products across various locations, travel times between different nodes, etc.

The suggested mathematical model to the supply‐chain planning problem and solution technique can be considered in the development of decision support system for operations planning.

This paper extends the maritime inventory routing model by considering simultaneous planning of optional cargoes with internally managed cargoes.

This paper aims to study the implication of the stochastic gross-profit-per-day objective on the ship profitability and the ship capacity and speed.

The paper has used the mathematical model and the solution methodology given by El Noshokaty, 2013, 2014, 2017a, 2017b, and SOS, 2019.

The paper finds that if the ship owner follows the rate concept and the cargo demand forecast, he can improve the profitability of his company and be able to select the proper capacities and speeds for the ships used.

The findings are not only useful for the shipping or other cargo transport companies but also for businesses like gas reservoir development, car assembly lines in the industry, cooperative farming and crop harvesting in agriculture, port cargo handling in trade and road paving in construction.

The contribution of this paper lies in notifying the ship owners of the possible profitability improvement and the consequences of building ships of larger capacities and slower speeds.

This chapter reviews the history of regulation and deregulation in international air transport and discusses the positive impacts of deregulation and open skies on the tourism sector in the Asia Pacific region. The Hong Kong–Bangkok market was examined, which shows that the granting of the fifth freedom rights has given the two places sufficient air service provisions to build tourism. Future reforms in air transport such as relaxing ownership restrictions and expanding air freedoms rights are explored.

THE AIRCRAFT MANUFACTURER can provide helpful answers to the two most important questions of the communities affected by air transportation. Aircraft will be built which do not intrude on the every day existence of communities. Aircraft will be built whose airports only require tens of acres of land instead of thousands of acres. The DHC‐7 will be the first of them.

The United States Air Force often provides effective airlift for cargo distribution, but is at times inefficient. This paper aims to address the under-utilization of military airlift cargo compartments that plagues the airlift system.

The authors examine seven techniques designed to increase cargo compartment utilization and increase airlift utilization rates. The techniques were applied through load planning software to 30 real-world movements consisting of 159 sorties. They then ran each post-technique movement through a modeled flight environment to obtain cycle movement data. The metrics gained from both the load planning software and the modeled environment were regressed to provide statistical understanding regarding how well each technique influenced cost savings.

The results showed a 24 per cent elimination of aircraft required and a savings of $14.5m. Extrapolation of the authors’ findings to four years of airlift mission data revealed an estimated annual savings of $1.6bn.

This research effort provides multiple options to improve the efficiency and effectiveness of military airlift.

Alaska is the largest state by land area in the United States. It is also the most diverse in its climate and topography. This chapter will examine the geographic and operational features that make Alaska a unique environment for air cargo logistics. Some of these features sustain its competitive advantage in international air cargo activity. In particular, Ted Stevens Anchorage International Airport (ANC) is a major air cargo gateway for Asia trade with the contiguous United States. An overview of the airport's exclusive air cargo transfer operations will be discussed. Alaska is also one of the least populous states, with about half of the population living in and around the Anchorage area. Due to this, towns and villages ranging from the temperate Alaska Panhandle to well above the Arctic Circle remain dependent on commercial air cargo activity. The federal air cargo program known as Alaska Bypass will be examined as remaining both unique and necessary for the state's socio-economic development.

In spite of the extensive literature on the regulation of air transport services, until the development of the Quantitative Air Services Agreements Review (QUASAR) methodology no systematic review existed of the degree of liberalization granted through air services agreements. The chapter lays out QUASARs key features, and presents the main results its application has generated. It then elaborates on how the methodology could be further refined and extended to other segments of the air transport industry yet uncovered. Based on QUASAR, the chapter critically evaluates some commonly held beliefs about the liberalization of international passenger transport and then moves on to explore the technical feasibility of creating a liberal multilateral regime for air transport services. QUASAR has demonstrated that, although the air transport sector has experienced some liberalization over the past few years, this has been, overall, rather marginal. The skies are not truly open.

Resilient route selection for oversized cargoes, one of the general bulk cargoes, has not been adequately optimized in terms of using the Arctic route. This study solves the problem of selecting the optimal shipping routes for oversized cargoes from Busan (South Korea) to Balkhash (Kazakhstan).

The study used the consistent fuzzy preference relation (CFPR) method, which is used to solve multi-criteria decision-making (MCDM) and uncertainty problems, to tackle the route selection. This method involves three procedures: first, the critical factors and alternative routes were obtained by the previous literature and an in-depth interview of experts of oversized cargo-handling with more than 20 years of working experience; second, the weightings for each critical factor were identified using the CFPR calculation process and third, alternative routes were evaluated using weighted critical factors.

The Northern Sea Route (NSR) combined with the inland waterways of Russia and Kazakhstan was first suggested for bulk carriers that handle oversized cargoes. The NSR could be a suitable route from Busan to Cape Kamenny of the Russian transshipment seaport, where oversized cargoes will be transferred to the river barge at Cape Kamenny, covering 4,913 km from the latter to Balkhash of Kazakhstan via the Ob/Irtysh River.

This study equips stakeholders in route selection for cargoes with strategies and methods to improve transportation efficiently and enhance shipping routes between Asia and the Commonwealth of Independent States (CIS). In addition to oversized cargoes, coal and timber from Russia can be transported to Asia using inland waterways and the NSR, which can also be used to transport plant equipment for petroleum refineries among Asian countries.

This is the first study to evaluate the suitability of the Artic route for oversized cargoes from South Korea to Kazakhstan. It provides a comprehensive evaluation framework of multimodal shipping routes and offers references for decision-makers when dealing with similar problems.

FOR a number of years now it has been evident that a successor to the well‐tried Vickers Viscount and Convoir 240/340/440 series was required. However, the big problem was to design an aircraft such that its economics and passengerappealweresub‐stantially better than the machines it would ultimately replace. Other important factors which had to be con‐sidered were improved reliability, easier and cheaper maintenance, higher standards of safety and means of reducing ramp times. Furthermore, the difficult choice of passenger capacity and cruising speed had to be made. Probably the easiest decision was to employ the twin‐engine configuration with the power plants placed in the now familiar rear position, one on cither side of the fuselage.

Since the A310, the A300's smaller partner and the first addition to Airbus Industrie's expanding aircraft family, flew for the first time on April 3, its performances have surprised even its most ardent in‐house admirers.