Introductory Information

Abstract

This chapter introduces the reader to the issues of transport routes. Shipping routes connecting ports located in Europe with ports of the Far East are discussed. Attention is paid to shortening the route and voyage time due to the use of the Northern Sea Route in the Arctic and the possibility of seasonal use of ordinary vessels commonly used in areas where ice does not occur. These vessels are cheaper in construction and operation than vessels suitable for navigation in ice (having ice or polar classes) and are more competitive in the market in ice-free areas. The history of the intensity of use of the Northern Sea Route (NSR) for the purposes of transit and the import–export system of the NSR area itself and between NSR ports is presented. Attention is paid to the relations of short-term changes in the cargo volume transported on the NSR with the occurrence of world armed conflicts and the state of the world economy. The ice classes of vessels are described and vessel ability for unassisted navigation in ice. In order to be able to carry out any sea voyage in accordance with the requirements of Good Practice of Seaman and the International Maritime Organization, the vessel should have a passage plan before commencing the voyage. The phases and time frames of a typical voyage plan have been discussed. Attention was paid to the “initial” planning (3–6 months ahead) and “general” (1–3 months ahead) which concerns the time period before availability of forecasts of ice navigation conditions published by the NSR Administration. It was found that for the purpose of initial voyage planning, it is important to understand the “operational” planning principles regarding passage of vessel under real operating conditions in 1–3 day advance. The chapter identifies the main and complementary work objectives required, in case one wants to reach the goals of initial voyage planning and scheduling. It is assumed that technological progress should be taken into account through the use of algorithms for the decision support system, the formulation of data at the input of the system and the development of computer calculation principles in a commonly used spreadsheet. Also, the rule that the proposed solutions of the decision-making models and algorithms for vessel voyage planning and scheduling should not be accepted uncritically and automatically deployed to implementation is assumed. It should be possible human intervention (of person responsible for developing the plan) at every stage of voyage planning. It can be assumed that developed decision-making method and its evaluation will be multicriteria. There will not be one unambiguous solution. The correct result should take into account the criteria of the priorities adopted. The choice of the weight of these criteria should depend on knowledge and experience of the person commanding the vessel same like priorities and circumstances of navigation.