JPH07302285A - Device and method for preparing transport plan - Google Patents

Abstract

PURPOSE:To prepare a suitable entire transport plan concerning ships. CONSTITUTION:The transport plan from a forwarding site to a landing site is divided into plural small plans, a transport plan preparing part 9 possesses the combination of ships and on-ship lots satisfying planning conditions on the respective small plans, and a landing site waiting evaluating function 97 and an inference engine 98 decide any optimum combination from that possessed combination based on a total evaluation reference.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a transportation plan creating apparatus for creating a transportation plan by using a computer, and particularly when transporting a cargo by a ship, an operation plan of the ship and a loading / unloading plan (hereinafter referred to as a berth plan) of the ship. Called)
The present invention relates to a transportation plan creating apparatus and method suitable for consistently creating a transportation plan.

[0002]

2. Description of the Related Art Items to be planned when preparing a transportation plan by ship include the formation of a shipping lot for grouping cargo into the weight of one ship, the determination of a loading ship for linking the shipping lot and the ship, and the loading and unloading at the loading site. There are berths (cranes) for carrying out work and product berth plans for determining working hours.

In order to increase the efficiency of transportation and reduce the cost of transportation, it is necessary to prepare a plan in which the loading rate of vessels is high and the waiting time at the loading and unloading points of vessels is low. For this purpose, JP-A-3-189702 proposes a berth management expert system for creating an optimum berth plan with a short waiting time for one port.

As an apparatus for creating an operation plan with high transportation efficiency, Japanese Patent Application Laid-Open No. 5-12308 discloses an automatic operation plan creation system for ships.

[0005]

Even when a part of the transportation plan is used in combination with the above-mentioned transportation planning device when the entire transportation plan is drafted, a part of the transportation plan, for example, only the berth plan and the operation plan are suitable transportation plans. Even if there is one, it is not always an efficient plan from the viewpoint of the operation of the entire ship.

[0006] For example, in an apparatus for creating an efficient berth plan at one port, it is necessary to determine in advance which means should be loaded by which ship and when to enter the target port by another means. Has a greater impact on the overall transportation efficiency. Also, being efficient at one port can have a negative effect at the port next to the ship.

Further, in a device for creating an efficient operation plan including unloading for one ship, which cargo is loaded on which ship when transporting by a plurality of ships, and competition between the ships on the quay. Such factors cannot be taken into consideration.

[0008] Pursuing the optimality of the overall transportation efficiency from such an overall viewpoint relies on an experienced person. However, when the amount of transportation is large or the number of ships is large, it often exceeds the human processing capacity, and it takes a great load to collect information for making a transportation plan and to coordinate between personnel. There is.

Therefore, the object of the present invention is not to collect individual transportation plans but to formulate an overall transportation plan of a ship,
Another object of the present invention is to provide an efficient transportation planning apparatus and method that allows the loading rate of ships to be high and the waiting time to be reduced.

[0010]

In order to achieve such an object, the invention of claim 1 considers a condition in which shipmentable products can be stacked, and sets a shipping lot into a weight for one ship. A shipping lot forming means for forming a plurality of pieces, and a waiting time expected at the landing site for each of the formed forming lots,
A landing waiting determination means for obtaining the optimum departure time of the loading land which is calculated back from the landing land, and a priority order depending on the necessity of shipping the shipping lot and the short waiting time at the landing place 1
A berth plan creation loading lot selection means for selecting each one, a loading berth plan creation means for creating a loading and unloading plan that loads the selected shipping lots in a time zone that matches the optimal departure time of the loading place as much as possible, and the loading lot As opposed to
A loading vessel determining means for allocating a vessel capable of transporting the vessel and arriving at the port in time to start loading, and a unloading berth plan creating means for calculating a voyage time for the loading lot and the vessel and creating an unloading plan at the landing site. And evaluating the landing waiting time in the creation result of the berth plan creating means, canceling the berth plan when the waiting is longer than expected, and re-selecting the shipping lot, and landing waiting evaluation means. And

According to a second aspect of the present invention, there is provided a transportation plan creating method for creating a transportation plan for transporting shippable items from a loading place to a landing place by a computer by a computer, wherein the transportation plan is a shipping lot formation plan, a loading berth plan, It is composed of a plurality of small plans consisting of a ship operation plan and a lifting berth plan, and a planning condition is set in advance for each of the plurality of small plans, and the computer determines the ships and shipping lots that satisfy all the planning conditions. A feature is that a combination is acquired, and a combination of a ship and a shipping lot that best matches a predetermined comprehensive evaluation standard is determined as a planning element of a transportation plan from the combination.

[0012]

According to the first aspect of the present invention, a large number of shipping lots whose loading rate reaches a certain value or more are organized by the shipping lot organization means, and the waiting time at each landing land of each shipping lot is determined by the landing waiting determination means. Then, the berth plan creation shipping lot selection means selects the shipping lots in ascending order of waiting time at the landing site, and the loading berth plan creation means, the loading vessel determination means, and the unloading berth plan creation means select the selected shipping lots. Create a loading / unloading plan and ship operation plan. The unloading berth plan creating means creates a loading and unloading plan as close as possible to the optimum loading port departure time obtained by the landing waiting determination means. The landing waiting evaluation means evaluates the landing waiting time for the loading / unloading plan and the ship operation plan of the selected loading lot. When the waiting time at the landing place is longer than that assumed by the landing place waiting determination means, the loading / unloading plan and the ship operation plan are canceled, and the loading lot for which the berth plan is prepared is reselected. As a result, shipping lots with a loading rate above a certain level and with a short waiting time at the landing are preferentially planned, so that an efficient transportation plan by ship is created as a whole.

According to the second aspect of the present invention, a combination of a ship and a loading lot that satisfies the planning conditions is selected as a planning element candidate in a small plan obtained by dividing the entire transportation plan, and a suitable combination is selected from these combinations. Is selected according to the comprehensive evaluation criteria.

[0014]

Embodiments of the present invention will be described in detail below with reference to the drawings.

A well-known personal computer or workstation can be used for the transportation planning apparatus to which the present invention is applied. Such an information processing apparatus executes storage means such as a hard disk for storing software, input means such as a keyboard for a user to input information, storage means such as a RAM for storing calculation information, and the above software. It may be any one that uses arithmetic processing means such as a CPU. The transportation plan is input from the keyboard, and the rule (decision condition) stored as a knowledge base on the hard disk is used for the discrimination process. For this purpose, the CPU executes software prepared in advance on the hard disk to create an entire transportation plan according to the present invention from the transportation-related information according to the determination conditions. Therefore, in the present embodiment, the constituent elements of the software will be expressed as a function indicating the processing content thereof.

FIG. 1 shows a functional block diagram of a transportation plan created with such a hardware configuration.

In FIG. 1, reference numeral 9 denotes a transportation plan preparation section having a transportation plan preparation function constructed on the information processing apparatus.
The transportation plan creation unit 9 includes a planned target date information storage unit 1, a shippable product information storage unit 2, a landing site information storage unit 3, a ship information storage unit 4, a planning standard information storage unit 5, and a shipping lot information storage unit 6. The loading / unloading information storage unit 7 and the ship navigation information storage unit 8 are connected.

The date to be planned is stored in the plan target date information storage unit 1 in advance. In this embodiment, a shipping lot, a loading / unloading plan, which is shipped in one day at the loading place,
Target the creation of ship operation plans.

The freight-related information is stored in the feasible-goods information storage unit 2, that is, the freight origin, the landing place (destination), the product type, the customer, the weight, the designated shipping date (including the grace period, and designated). (Stored only in the case), the characteristics indicating the priority, etc. are stored in advance.

The landing site information storage unit 3 stores information on the landing site, that is, the location of the landing site, the working day, the standard operation start time,
Standard operation end time, standard operation time, usable crane,
Information such as the number of operating cranes and the hunger of the warehouse is stored in advance.

The ship information storage unit 4 stores in advance ship information, for example, ship type, loadable weight, loadable product type, sailable area, etc.

The plan reference information storage unit 5 stores in advance the following standard information for creating various plans.

1) Standards for grouping shipmentable products for determining units for grouping shipmentable products 2) Optimal transportation ship type standards that determine the ship type with the highest transportation efficiency from the shipping amount and distance etc. according to loading place, landing place and product type (The ship type indicates the class divided into multiple stages by Deadweight ton.) 3) Transportable ship type standard that determines the ship type that can be transported by loading place, landing place, and type 4) Shipping that determines the amount of forming a shipping lot Lot formation amount standard 5) Minimum loading ratio standard that defines the minimum loading ratio allowed as a loading lot 6) Product mixability standard that defines combinations of different products that can be stacked 7) Different landing sites that can be stacked Criteria for multi-port unloading defined by combining each other 8) Cranes capable of loading and unloading according to loading land / product type and criteria for loading unloadable cranes defining priority 9) Loading and unloading clay・ Cargo handling efficiency standard that defines the cargo handling efficiency for each product type 10) Cargo handling advance allowance time standard that defines the allowable value of the cargo handling end time ahead of the loading port optimum departure time in the loading berth plan creation Shipping lot information storage unit 6 The information of the loading lot, the landing place, the product type, the weight, the planned loading date, the loading vessel, etc. of the planned shipping lot is stored in advance, and the information of the newly planned shipping lot is also stored here.

The loading / unloading information storage unit 7 stores in advance information such as the landing site of each loading / unloading plan, the crane to be used, the loading / unloading start time, the loading / unloading end time, the loading lot to be loaded / unloaded, and the loading vessel. The information on the newly planned loading and unloading operations is also stored here.

The ship voyage information storage unit 8 stores in advance information such as planned port of departure, scheduled port of departure, actual time, port of entry, planned arrival of port, actual time of day, loaded shipping lot, etc. The voyage information of the ships that have made a flight is also stored here.

The operation of the transportation planning device using the ship thus configured will be described. FIG. 2 shows a processing procedure of the transportation plan creation unit 9.

First, the shippable products stored in the shippable product information storage unit 2 are grouped by those having the same landing place and product type and having no restrictions on stacking due to customer or other attributes. More specifically, the inference engine 98
First, the information such as the landing site, product type, etc. attached to the shippable product is collated with the shippable product group standard (stored in the planning standard information storage unit 5), and the group code is added. Next, grouping is realized by extracting and totaling those having the same group code (step S1).

Next, it is judged whether or not the shipping lot formation in the loop processing described later is completed (step S2).

The termination condition is that the quantity of the formed shipping lots is the standard quantity of shipping lots (stored in the evaluation standard information storage unit 5).
To reach or organize all possible shipping lots. The shipping lot organization standard amount is set to be larger than the shipping amount for one day, and as many shipping lots are organized as possible.
Make sure the good ones are selected.

Next, the shipping lots are grouped into the weight of one ship by the loopable processing of S2 to S4, and the shipping lot group grouped in step S1 is organized (step S3).

Here, the standard loadable weight information (stored in the ship information storage unit 4) for each ship type is used as a guide for the weight of one ship.

First, one shipmentable product group is selected in the following priority order.

(1) A shipping date range is specified, and the planning target date is the final date.

(1a) Priority order of characteristics of products that can be shipped.

(2) Other than (1)

(2a) A product that can be shipped has a weight equal to or greater than the weight of the optimum ship shape for transportation of the relevant loading place, landing place, and type.

(2b) Other than (2a)

Next, if the selected group of deliverable products has reached the weight of the optimal shipping form for the planned date, one shipping lot of the optimal shipping form is organized by the group of deliverable products. On the other hand, if this is not the case, a plurality of small-sized shipping lots or shipping lots that are combined with other shippable product groups are organized. However, if the optimum shipping type shipping lot is judged to have a waiting time of landing for more than one day by the “waiting landing judgment” to be described later, it will be Organize shipping lots for the above.

These are aimed at as much as possible when a shipping lot of the optimum ship type for transportation of one product and one port can be organized. However, when waiting at the landing is assumed, waiting for landing is less. This is to find out how to assemble the shipping lot.

The following conditions are checked in the formation of the shipping lot.

The weight of the shipping lot is the minimum loading ratio (plan reference information storage unit 5) with respect to the standard loadable weight of the above ship type.
Memorize) to meet the criteria.

The ship type of the shipping lot satisfies the transportable ship types of the loading place, the landing place, and the type.

In the case of stacking products of different types that can be shipped, the product type stackability criterion is satisfied.

In the case of stacking feasible products from different landings, the multi-port landing standard is satisfied.

In order to satisfy all of the above conditions, the shipping lot hull form and the shippable goods groups constituting the hull lot are determined by a trial and error method. Such processing is executed by the shipping lot organization function 91 and the inference engine 98.

Next, with respect to each of the formed shipping lots, the number of waiting days for landing and the optimum departure time of the landing place are calculated, and the landing waiting judgment is made by the landing waiting judgment function 92 and the inference engine 98 (step S4).

FIG. 3 is a processing flow chart showing the detailed procedure of the step S4 "discharging landing judgment" processing.

First, the loading lot for which landing waiting is determined is 1
Two are selected (step S401).

Next, the departure time of the loading port is provisionally set, the voyage time to the landing is calculated based on the stored information in the loading land information storage unit 3 and the ship information storage unit 4, and the temporary departure time to the landing place is set. The arrival time is calculated (steps S402 to S404).

Next, the crane capable of unloading and having the first priority is selected based on the loadable crane standard (step S405).

Next, the weight of the deliverable composing the shipping lot is divided by the cargo handling efficiency (stored in the planning reference information storage unit 5) and added to obtain the cargo handling time (step S4).
06).

Next, the unloading time is divided by the standard operating time of the landing (stored in the loading land information storage unit 3) to obtain the standard unloading days (step S407).

Next, the unloading estimated start time and the unloading estimated end time when the unloading operation is performed are set from the temporary arrival time of the landing place (step S408).

Next, in the time zone set to start-end, various constraints described below are checked using the storage information of the loading land information storage unit 3 (step S409).

This is the working day of the landing site.

This is the operating time zone of the landing site.

No other cargo handling or repairs have been performed on the same crane.

The number of cranes that can be operated simultaneously is satisfied.

A landing warehouse is acceptable.

If the constraint is not satisfied, the unloading estimated start time and the unloading estimated end time are shifted backward and checked again (step S411).

The number of days required from the temporary arrival time of the landing place to the estimated end time of the unloading operation is calculated and used as the estimated unloading day number (step S412).

The difference between the estimated unloading days and the standard unloading days is set as the landing waiting days (step S413).

If the number of days waiting for landing is one day or more and there are other unselected cranes capable of unloading, the crane having the next highest priority is selected (step S416), and the same processing is performed.

When the landing waiting days have been calculated for a plurality of loadable cranes, the minimum value is adopted as the landing waiting days (step S418).

Next, a time calculated by subtracting the voyage time from the estimated loading start time of the unloading land of the first port and calculating back is set as the optimum loading port departure time (step S420).

In the case of a multi-port loading lot, the same determination is made for the landing after the second port.

After the determination of all landings is completed, the number of days waiting for landing of each landing is added to obtain the total number of days waiting for landing (step S424).

The above processing is repeated while there is an unselected shipping lot (loop processing of steps S401 to S425 in FIG. 3).

When all the formed shipping lots have been finished, the process returns to the judgment of the end of the shipping lot formation (steps S4 → S2 in FIG. 2).

Up to this point, the shipping lot organization reference amount is reached or all possible shipping lots are organized.

While some of the organized shipping lots are unselected, one shipping lot for which a berth plan is to be created is selected by the berth plan creation / shipping lot selection function 93 and the inference engine 98 (step 1). S
6).

(1) A shipping date range is specified, and the planning target date is the final date.

(1a) Priority order of shippable product characteristics.

(2) Other than (1).

(2a) The number of days waiting for landing is small.

(2a b) Transportation of one product, one port, optimal shipping type loading lot.

Other than (2a-b) and (2a-a).

As a result, after the shipment date is designated, the berth plan described later is prepared for the shipping lots with as few waiting lines as possible while keeping them. In addition, if waiting for landing is about the same, priority will be given to the optimal transport type.

Next, for the selected shipping lot, a product berth plan is created by the product berth plan creation function 94 and the inference engine 98 (step S7).

First, one crane that can be loaded and has the highest priority is selected based on the loadable crane standard in the plan standard information storage unit 5.

Next, the weight of the deliverable composing the shipping lot is divided by the cargo handling efficiency and added to obtain the cargo handling time.

Next, the loading port optimal departure time is set as the loading end time, and the time obtained by subtracting the loading time from this is set as the loading start time.

Next, in the time zone set to start-end, the following various constraints are checked.

No other cargo handling or repairs have been performed on the same crane.

The number of cranes that can be operated simultaneously is satisfied.

When the constraint is not satisfied, the cargo handling start time and the cargo handling end time are shifted forward and the check is performed again.

When the constraint cannot be satisfied even after repeating, if there are other unselected loadable cranes, the one with the next highest priority is selected and the same processing is performed.

When the constraints cannot be satisfied with all the loadable cranes, the selected loading lot is regarded as a loading berth plan creation failure.

Also, when the forward shifted time exceeds the cargo handling advancing permissible reference time, if there is another loadable crane, that crane is used to try to create a load berth plan.

When the product berth plan is created by using a plurality of cranes, the result of the crane having the minimum time shifted before is adopted as the product berth plan.

If the loading berth plan creation fails, the process returns to the selection of the shipping lot (step S8).

Next, to the shipping lot for which the loading berth plan has been created, the loading vessel is assigned by the loading vessel determination function 95 and the inference engine 98 (step S).
9).

First, a ship satisfying the following conditions is extracted as a candidate ship based on the ship information stored in the ship information storage unit 4 and the ship navigation information storage unit 8.

The scheduled arrival time at the loading point is earlier than the loading start time.

It has the same ship shape as the shipping lot.

The types of shipping lots are the types that can be loaded.

The landing site for the loading lot is in a navigable area.

Next, of the extracted candidate vessels, those which have not yet been assigned to other loading lots are selected and assigned to the above loading lots.

If all the candidate vessels have already been assigned, the vessel assigned to another shipping lot is replaced with another vessel and an attempt is made to assign the vessel. Cannot be replaced, or
If there is no candidate vessel, the decision on loading vessel is unsuccessful.
When the decision of the loading vessel fails, the created loading berth plan is canceled and the process returns to the loading lot selection (step S10).

Next, for the above-mentioned shipping lot, a lifting berth plan is created by the lifting berth plan creating function 96 and the inference engine 98 (step S11).

First, the voyage time between loading ports is added to the loading end time to obtain the loading port entry time.

Hereinafter, almost the same processing as the "waiting landing determination" is performed to determine the crane to perform unloading, the unloading start time, and the unloading end time. Recalculate the number of days to wait for landing based on the results of the landing berth plan.

Next, the above-mentioned number of days for waiting landing as a result is evaluated by the landing waiting evaluation function 97 and the inference engine 98 (step S12).

The number of days to wait for landing obtained in the "landing wait determination" process of step S4 in FIG. 2 is obtained under the conditions before the plan is made, and when actually making a berth plan, Due to competition of shipping lots at loading and unloading sites, it may not always be possible to create according to the judgment. Therefore, the number of days waiting for landing is compared with the number of days waiting for landing, and if the number of days waiting for landing is increasing, the loading berth plan and the allocated ship are canceled, and the process returns to ship lot selection (step S1).
3).

At this time, the shipping lot is updated with the number of days waiting on site to be the result of the preparation of the lifting berth plan so that the shipping lot can be targeted again when the shipping lot is selected.

As a result, if there are other loading lots with less waiting for landing, those lots are preferentially planned.

On the other hand, if the number of days waiting for landing has not increased, the plan for the relevant loading lot is established, the process returns to the berth plan creation loading lot selection, and the planning for the next loading lot is performed.

Up to this point, plans for loading lots, loading and unloading, and ships are created.

Next, the prepared shipping lot, ship and berth plan are adjusted (step S14).

First, if there are more combinations of shipping lots and ships, the ships assigned to the shipping lots are replaced so as to do so, and the allocation of the shipping lots and ships is confirmed.

Next, the loading of the shipping lot is adjusted according to the loadable weight peculiar to each ship, and the shipping lot is determined.

Finally, if there is a vacant crane before the cargo handling time zone, the crane is packed before the berth plan is confirmed.

Finally, the created shipping lot, loading / unloading operation,
The plan result of the ship operation is stored in the shipping lot information storage unit, the loading / unloading information storage unit, and the ship navigation information storage unit.

As a result, the shipping lot, the ship operation plan,
Completion of a consistent plan for the loading and unloading plan.

As described above, in the present embodiment, in the creation of the entire transportation plan including the shipping lot, the loading ship, and the loading berth plan, a large number of shipping lots satisfying the predetermined conditions are organized and these By selecting from among them, the planning element that minimizes the number of landing waits is determined. After selecting a planning element such as a combination of ships and loading vessels, a planning element that minimizes the number of days to wait for landing is determined from these selected elements.

For reference, the correspondence between the claims and the examples will be briefly described. The constituent features of claim 1 correspond to combinations of the respective functions 91 to 97 and the inference engine 98 of FIG.

Further, the comprehensive evaluation criterion of claim 2 corresponds to the number of days waiting for landing.

[0118]

As described above, according to the invention of claim 1, a large number of loading lots having a loading rate above a certain level are organized, and the waiting time at the landing is determined for each.
Since the loading and unloading plan and the ship operation plan are created with priority from the one with the least waiting time, it is possible to create an efficient transportation plan with a high overall loading rate and a short waiting time at the landing site. As a result, it is now possible to create a plan that a person in charge of each loading and unloading place had to do with a large load individually in the past in about 20 minutes for one day at the loading land.

Further, according to the invention of claim 2, a combination of the ship and the loading lot which is close to the optimum but not optimum in each sub-plan can be obtained, and the combination is comprehensively optimized, so that the actual transportation is performed. In this case, the transportation can be smoothly carried out without difficulty.

[Brief description of drawings]

FIG. 1 is a functional block diagram of an apparatus for creating a transportation plan by a ship, which is an embodiment of the present invention.

FIG. 2 is a flowchart showing an outline of an operation of the transportation plan creation device shown in FIG.

FIG. 3 is a flowchart showing detailed contents of “awaiting landing determination” shown in FIG.

[Explanation of symbols]

 1 Plan target date information storage unit 2 Shipable item information storage unit 3 Landing site information storage unit 4 Ship information storage unit 5 Planning standard information storage unit 6 Shipping lot information storage unit 7 Loading / unloading information storage unit 8 Ship navigation information storage Part 9 Transport Plan (Preparation) Part 91 Shipping Lot Organizing Function 92 Landing Wait Judgment Function 93 Berth Plan Creation Shipping Lot Selection Function 94 Loading Berth Plan Creation Function 95 Loading Ship Decision Function 96 Lifting Berth Plan Creation Function 97 Landing Wait Evaluation Function

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor ▲ High ▼ Yugo 2-3 2-3 Uchisaiwaicho, Chiyoda-ku, Tokyo Within Kawasaki Steel Works (72) Inventor Kazuo Suzuki 2-2, Uchisaiwaicho, Chiyoda-ku, Tokyo No. 3 in Kawasaki Steel Co., Ltd. (72) Inventor Nao Hiyama No. 3-3 Toyosu, Koto-ku, Tokyo No. 3 in Kawatetsu System Development Co., Ltd. (72) Inventor Seikio Yasuhara Dori Kitahonmachi, Chuo-ku, Kobe-shi, Hyogo 1-21-2 Kawatetsu Transport Co., Ltd. (72) Inventor, Ryota Takenaka 1-2-23 Kitahonmachi-dori, Chuo-ku, Kobe-shi, Hyogo Prefecture Kawatetsu Transport Co., Ltd.

Claims (2)

[Claims] 1. A loading lot organization means for organizing a plurality of loading lots into a weight for one vessel in consideration of a condition in which deliverable products can be loaded, and each loading lot that has been organized at the landing site. A landing waiting determination means for obtaining an estimated waiting time and an optimum departure time of the loading land calculated back from the landing, and priority due to the necessity of shipping the formed shipping lot and the short waiting time at the landing A berth plan creation loading lot selection means for selecting one by one in order, and a loading berth plan creation means for creating a loading and unloading plan for loading the selected shipping lots in a time zone that matches the optimum departure time of the loading place as much as possible, Loading vessel determination means for allocating a vessel capable of transporting it to a loading lot and arriving at the port in time to start loading, and calculating a voyage time for the loading lot and the vessel to arrive at the landing site. The unloading berth plan creating means for creating an unloading plan and the waiting time for landing in the creation result of the berth plan creating means are evaluated. If the waiting time is longer than expected, the berth plan is canceled and the shipping lot is selected. A transportation plan creation device comprising: a landing waiting evaluation means for redoing. 2. A transportation plan creation method for creating a transportation plan for transporting shippable goods by a ship from a loading place to a landing place by a computer, wherein the transportation plan is a shipping lot formation plan, a loading berth plan,
It consists of a plurality of small plans consisting of a ship operation plan and a lifting berth plan. For each of the plurality of small plans, a planning condition is set in advance, and the computer determines the ships and shipping lots that satisfy all the planning conditions. A method for preparing a transportation plan, which comprises acquiring a combination and determining, from the combination, a combination of a ship and a loading lot that most closely matches a predetermined comprehensive evaluation criterion as a planning element of the transportation plan.