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Lighter aboard ship

A lighter aboard ship (LASH) is a specialized ocean-going barge carrier equipped with a large open hold and heavy-lift cranes to load, transport, and discharge multiple self-propelled or towed barges—known as lighters—directly between deep-sea routes and inland waterways, bypassing traditional port handling.^[1]^[2] The system enables barges to be fully loaded at river terminals or shallow-draft facilities, lashed aboard the mother ship for ocean transit, and then floated off at destination ports for independent distribution, minimizing transshipment delays and infrastructure demands.^[3]^[4] Introduced in the late 1960s amid efforts to streamline bulk and break-bulk cargo logistics, the LASH concept addressed limitations of conventional shipping by integrating inland barge networks with maritime trade, with the SS Acadia Forest serving as the prototype vessel launched in 1969 by Avondale Shipyards for Central Gulf Lines.^[5] This design peaked in deployment during the 1970s barge carrier boom, supporting trade routes involving commodities like grain, steel, and machinery, particularly along the U.S. Gulf and European rivers, where it offered operational flexibility over fixed quay dependencies.^[5]^[3] Though innovative for its era, enabling faster vessel turnaround and reduced port congestion, LASH technology waned by the 1980s as containerization dominated due to superior standardization, economies of scale in handling, and adaptability to global supply chains, rendering barge carriers less competitive for most freight volumes.^[5]^[3]

Concept and Operation

Definition and Purpose

The lighter aboard ship (LASH) system is a specialized maritime transportation method in which cargo-laden barges, referred to as lighters, are loaded onto a dedicated ocean-going mother ship for transoceanic voyage. These barges, typically non-self-propelled and measuring around 18.3 meters in length by 9.1 meters in beam with capacities up to 400 tons, are hoisted aboard using massive stern cranes capable of handling loads exceeding 500 tons each.^[2]^[1] The mother ship features a single-deck design with expansive hatches, wing tanks for stability, and clear stern access to accommodate up to 70-80 barges in dedicated holds, enabling efficient stowage without intermediate cargo transfer.^[2]^[6] The primary purpose of the LASH system is to facilitate seamless intermodal cargo movement from deep-sea ports to inland waterways, particularly rivers and canals with shallow drafts or limited infrastructure that preclude direct access by conventional bulk carriers. By maintaining cargo integrity within the barges during ocean transit, the system minimizes handling risks, reduces transshipment delays, and lowers associated costs compared to traditional port-to-port methods.^[7]^[3] This approach proved advantageous for bulk commodities like grain, ore, and lumber destined for hinterland facilities, allowing discharge directly at private terminals or river ports to alleviate congestion at major seaports.^[3] Developed to address logistical challenges in regions with extensive inland navigation networks, such as the U.S. Mississippi River system or European Rhine, LASH enables faster turnaround times for mother ships by delegating final distribution to the detachable barges, which can be towed independently post-discharge.^[8]^[7] While optimized for flexibility in variable draft environments, the system's efficacy relied on the availability of compatible barge fleets and specialized loading infrastructure at both ends of the route.^[3]

Loading and Unloading Processes

The loading process for a lighter aboard ship (LASH) begins with cargo being placed into standardized steel barges, typically measuring 60.5 feet by 31.5 feet by 11.5 feet and capable of carrying up to 375 short tons, at inland or shallow-water ports where deep-draft vessels cannot access.^[2] These loaded barges are then towed by tugs to a deepwater port to rendezvous with the LASH carrier.^[2] At the port, the carrier partially submerges by ballasting to align the lower cargo hold with the waterline, allowing the first layer of barges to float sternward through an open transom door into designated positions within the hold.^[2] Once positioned, the barges are secured temporarily, and the ship's ballast is adjusted to raise the hold above the waterline, preventing further ingress.^[2] A stern-mounted elevator platform, capable of handling one or more barges simultaneously (with capacities up to 900 short tons per lift in some designs), then raises them vertically from the waterline to upper deck levels.^[4] A traversing gantry crane, spanning the ship's beam and running longitudinally along rails, subsequently moves the elevated barges forward into stowed positions, where they are stacked up to five or six high in the multi-level hold, secured with twistlocks and lashings to withstand sea motion.^[9] This elevator-crane combination enables rapid handling, with typical loading rates achieving 20-25 barges per day under optimal conditions, though weather and port constraints can reduce efficiency.^[2] Unloading reverses the sequence at the destination port, starting with the gantry crane retrieving stowed barges and positioning them onto the stern elevator.^[9] The elevator lowers the barges to the waterline, where ballast adjustments or platform submersion facilitate their floating release through the transom door.^[2] Tugs then tow the unloaded barges to shore or inland waterways for cargo discharge, often using onboard barge cranes or port equipment for final offloading.^[10] In military or logistics-over-the-shore operations, additional steps may include transferring cargo from barges to lighterage craft via auxiliary cranes, with cycle times averaging 14-20 minutes per pallet in tested scenarios, though equipment rigging and sea state (e.g., up to 3-foot swells) can extend durations.^[10] The process minimizes port infrastructure needs, enabling direct barge-to-ship transfers in areas lacking extensive terminal facilities.^[4]

History

Origins and Early Development

The Lighter Aboard Ship (LASH) system originated from efforts by U.S. naval architect Jerome L. Goldman to address inefficiencies in transoceanic barge transport, particularly for commodities moving from inland U.S. waterways like the Mississippi River to foreign ports without intermediate unloading.^[11] Goldman, working through his New Orleans-based firm Friede & Goldman, conceptualized the system after recognizing the limitations of traditional break-bulk shipping for barge cargoes, drawing on over 17 years of development starting from initial designs in the early 1950s.^[11] A key patent for integrated barge and cargo ship construction was granted to Goldman on September 20, 1966, outlining the mechanical and structural innovations for loading and securing lighters aboard a mother ship.^[12] The system's early prototyping focused on standardized steel lighters measuring 60 feet by 23 feet by 9 feet, designed for watertight ocean transit while maintaining compatibility with inland tug operations.^[5] The first LASH vessel, S/S Acadia Forest, was completed in 1969 by Sumitomo Shipbuilding and Machinery Co. Ltd. at its Uraga yard in Japan for Norwegian owners A/S Moslash and Mosvold Shipping Company, who chartered it to Central Gulf Lines of New Orleans.^[13] This 25,000-deadweight-ton ship was engineered to carry up to 80 lighters, loaded via a stern gantry crane, marking the practical realization of Goldman's design after model testing and engineering refinements in the mid-1960s.^[5] Initial operations of the Acadia Forest commenced in September 1969, with its maiden voyage serving routes from U.S. Gulf ports to Puerto Rico and Europe, demonstrating the system's viability for direct barge-to-port delivery and reducing port turnaround times compared to conventional methods.^[14] Early voyages, including unloading in Rotterdam, validated the crane system's efficiency, achieving full loads in approximately 24 hours under optimal conditions, though challenges like lighter stability in heavy seas prompted iterative improvements in barge design and securing mechanisms.^[15] By 1970, a second vessel, Atlantic Forest, followed, expanding the prototype's application and attracting interest from U.S. operators for bulk commodity exports.^[5]

Commercial Adoption and Peak Usage

Commercial adoption of the lighter aboard ship (LASH) system commenced in the early 1970s, shortly after the construction of the first dedicated vessels. Avondale Shipyards in Louisiana delivered the world's inaugural LASH ship in 1969, with subsequent builds entering service by 1971, such as the SS Cape Fear, originally named SS Austral Lightning.^[5]^[16] U.S.-flag operators, including Prudential-Grace Lines and Central Gulf Lines, pioneered regular operations, deploying ships like the Prudential LASH vessels—measuring 820 feet in length and capable of carrying 62 barges plus 322 twenty-foot equivalent units—on transoceanic routes from the U.S. Gulf Coast to Europe and Asia.^[5] These carriers facilitated the transport of bulk and breakbulk cargoes in standardized 375-ton barges, reducing port dependency by enabling direct inland waterway distribution upon arrival.^[3] Peak usage occurred during the mid-1970s barge carrier boom, driven by optimism over multimodal efficiency amid rising containerization challenges for non-standard cargoes. In 1974, U.S. shipyards recorded unprecedented peacetime orders for standardized LASH-type vessels, reflecting widespread commercial interest.^[5] By 1977, LASH ships comprised approximately 6 percent of the active U.S. dry cargo fleet by vessel count, yet accounted for a disproportionately larger share of total dry cargo deadweight tonnage due to their high capacity.^[10] Operators like International Shipholding Corporation expanded fleets to as many as 13 LASH vessels by the late 1970s and 1980s, sustaining peak operations on international trades until container ships' scalability began eroding competitiveness.^[17] This era marked the zenith of LASH deployment, with vessels achieving service speeds of up to 22 knots and barge capacities supporting diverse commodities from grain to project cargo.^[5]

Decline and Factors of Obsolescence

The LASH system experienced its zenith during the barge carrier boom of the 1970s, exemplified by the launch of a record 20 U.S.-flag LASH vessels in 1974, amid global operations totaling around 25 such ships.^[5] By the late 20th century, however, adoption waned as standardized container shipping proliferated, rendering barge carriers less competitive in an era of increasing global trade volumes and port efficiencies.^[3] The final commercial operations ceased around 2007, marking the end of nearly 40 years of service for a technology that had initially promised seamless integration of ocean and inland waterway transport.^[18] The primary driver of obsolescence was the superior scalability and standardization of container vessels, which facilitated faster turnaround times, reduced handling costs, and broader adaptability to diverse cargo types without the need for specialized barges.^[3] ^[5] LASH mother ships, while capable of carrying 62 to 89 barges each (typically 385 metric tons capacity), relied on cumbersome 500-ton gantry cranes for loading and unloading, leading to protracted operations vulnerable to weather delays, labor disputes, and mechanical issues.^[3] ^[18] These inefficiencies contrasted sharply with containerization's streamlined intermodal logistics, pioneered in the mid-20th century, which minimized port dwell times and capitalized on economies of scale as trade routes globalized. Economic factors further accelerated decline, as LASH's high capital and operational expenditures—stemming from custom barge fabrication and dedicated infrastructure—proved unsustainable against the cost advantages of ubiquitous container handling equipment and feeder networks.^[3] Conceived in the late 1960s with optimistic projections for bypassing congested ports, the system ultimately failed to adapt to the container revolution's dominance, confining its utility to niche routes like U.S. Gulf-to-South America bulk cargo hauls before broader market shifts rendered it unviable.

Systems and Designs

LASH System

The LASH (Lighter Aboard Ship) system involves specialized ocean-going vessels designed to carry standardized barges, or lighters, loaded with cargo from inland waterways to deep-sea ports and vice versa. These barges, typically measuring 60 feet in length, 30 feet in width, and 10 feet in depth, each have a capacity of approximately 400 tons.^[3] The mother ship, equipped with a massive stern-mounted heavy-lift crane capable of handling up to 500 tons, lifts the barges vertically aboard through large hatches leading to the cargo holds.^[1] LASH carriers can accommodate up to 75 such barges, stacked in multiple tiers within a single-decked hull featuring wing tanks for stability and clear stern access.^[2] Developed in the 1950s by engineer Jerome L. Goldman to address the challenges of serving shallow-draft ports and riverine trade routes, the system was first commercialized in 1969 with the launch of the MV Acadia Forest.^[3] The vessels, often in the 20,000 to 30,000 deadweight ton range, operate by positioning the crane over a barge floating astern; hydraulic grabs secure and hoist it into the hold, where it is lashed in place.^[2] At the destination, the process reverses: barges are lowered into the water and towed to inland facilities without requiring extensive port infrastructure.^[1] Key technical features include the crane's dual function for loading/unloading and the barges' watertight construction, allowing submersible positioning if needed, though primary operation relies on surface flotation.^[2] This design facilitated efficient transshipment, reducing reliance on conventional breakbulk handling and enabling door-to-door delivery via integrated barge networks.^[3] U.S. military variants, such as those in the C8-S-81b class, were built in the 1970s for logistics support, demonstrating adaptability for strategic sealift.^[2]

Sea Bee System

The Sea Bee (SEABEE) system, developed for Lykes Brothers Steamship Company by naval architect Jerome L. Goldman, utilized specialized barge carriers to transport larger, self-sustaining sea barges across oceans, enabling efficient linkage between inland waterways and deep-sea routes.^[5] Three such carriers were constructed by General Dynamics at its Quincy, Massachusetts yard starting in 1971, with the lead vessel SS Doctor Lykes christened that year; each measured approximately 874 feet in length, 106 feet in beam, and had a maximum deadweight of 38,410 tons.^[19]^[20] These ships could accommodate up to 38 barges per voyage, stowed longitudinally across three decks.^[21] SEABEE barges measured about 97.5 feet long by 35 feet wide, with a cargo capacity of 834 long tons or 39,140 cubic feet, roughly double that of LASH system lighters, and featured a double bottom for structural integrity and shallow draft suitability (1 foot 9 inches empty, 10 feet 1 inch loaded).^[6] Loading occurred via a submersible stern elevator rated at 2,000 long tons capacity, which could handle two fully loaded barges simultaneously in a cycle of approximately 40 minutes, contrasting with the gantry crane method of LASH carriers; this elevator submerged to allow barges to float into position before lifting them aboard.^[21]^[6] The system's heavier-duty hardware supported the larger barges' weight, facilitating operations on routes spanning the Atlantic, Pacific, and Indian Oceans.^[5] Introduced amid the 1970s barge carrier expansion, the SEABEE design aimed to streamline breakbulk and river-loaded cargo transport but saw limited adoption beyond Lykes' fleet, ultimately becoming obsolete as containerization dominated due to faster turnaround and standardization advantages.^[5] The carriers were later repurposed for military use, with vessels like ex-SS Doctor Lykes renamed USNS Cape Mendocino and integrated into the Military Sealift Command's Ready Reserve Force.^[22] No new SEABEE constructions followed, and the system ceased commercial operations by the late 20th century.^[23]

BACAT System

The BACAT (Barge Aboard Catamaran) system is a maritime transport method employing specialized catamaran vessels with twin hulls and no traditional cargo hold to carry standardized barges, primarily for short-sea and feeder services.^[24] Developed in Denmark and introduced in 1974, it enables barges to be loaded by floating them into the open tunnel between the vessel's hulls, where they are hoisted via rollers or elevators to stowage positions and secured before the tunnel is sealed for the voyage.^[24] ^[25] This design contrasts with crane-dependent systems like LASH, relying instead on buoyancy and mechanical lifting for simpler, lower-capital operations suited to shallow drafts and ports with limited infrastructure.^[24] The inaugural BACAT 1 vessel commenced service in March 1974, transporting push-towed barges from Rotterdam to Hull to connect Rhine waterways with UK inland systems, including narrow canals on the Humber, Trent, and Tees rivers.^[26] Initial operations proved viable for bulk trades between northern continental Europe and the UK but were curtailed after a few years due to UK dock labor disputes, leading to a pivot toward routes serving Bombay and the Arabian Gulf.^[27] ^[25] BACAT 1 had capacity for 10 dedicated BACAT barges plus 3 LASH-compatible units as a hybrid feeder, while a proposed BACAT 2 envisioned accommodating 16 LASH barges (10 on deck, 6 in the hull tunnel).^[25] The system's barges measured 16.82 m in length, 4.60 m in beam, and 2.58 m in draught, with a capacity of 5,610 m³ and net weight of 148 long tons each.^[25] Operationally, BACAT vessels facilitate horizontal stowage of barges within the sealed inter-hull tunnel, minimizing the need for heavy gantry cranes and enabling efficient handling in congested or underdeveloped ports.^[25] ^[24] This approach supports inland waterway integration and coastal bulk trades, such as those in northern Europe, by allowing self-propelled or towed barges to operate independently post-discharge without specialized infrastructure.^[24] Advantages include reduced cargo handling costs, enhanced flexibility for short-sea routes, and lower capital requirements compared to alternatives like LASH or containerization, as it leverages existing barge fleets with minimal port dependency.^[24] However, limited scalability beyond feeder roles, combined with external factors like labor disruptions, contributed to its niche adoption rather than widespread commercial dominance.^[27]

BACO System

The BACO system, also referred to as the Baco-Liner system, is a European barge carrier design that loads and unloads barges by partially submerging the vessel's hold to allow floating entry and exit.^[28] This method contrasts with crane-based systems like LASH by enabling self-propelled or towed barges to enter without heavy lifting equipment, reducing reliance on port infrastructure.^[28] Developed for efficient short-sea and river-to-ocean transport, BACO vessels operated primarily on routes to West Africa, where they facilitated mid-stream cargo discharge at anchor to circumvent delays in congested or underdeveloped ports.^[21] Baco-Liner GmbH managed the service with specialized ships including Baco-Liner 1 and Baco-Liner 2, which combined barge and container capacity to handle diverse cargoes such as bulk commodities and project items.^[29] The system gained prominence in the late 20th century for alleviating harbor bottlenecks and lowering costs associated with traditional loading.^[29] BACO barges typically measured 24 meters in length by 9.50 meters in beam, offering a deadweight of 800 metric tons and a loaded draft of 4.10 meters, optimized for inland waterways and coastal operations.^[30] Carrier vessels were designed with dimensions accommodating these barges, often carrying up to a dozen units alongside containers for hybrid flexibility.^[21] Though effective for niche trades, the BACO system became obsolete by the early 21st century, supplanted by containerization and improved port efficiencies.^[28]

Advantages and Limitations

Operational and Logistical Benefits

The LASH system enables rapid loading and unloading of barges, typically at a rate of about 15 minutes per lighter, without requiring extensive port or dock facilities, thereby minimizing vessel turnaround time and operational delays.^[1] This efficiency stems from the use of onboard cranes to lift self-propelled or towable barges directly into the sea or inland waterways, allowing the mother ship to avoid congestion at major deep-water terminals.^[3] Similarly, the Sea Bee system achieves a loading or discharge cycle of approximately 40 minutes for two barges, supporting capacities of up to 38 barges per vessel, which enhances throughput for military or commercial logistics in varied conditions.^[21] Logistically, these systems provide access to shallow-draft ports and remote inland regions lacking advanced infrastructure, facilitating the transport of bulk cargoes like grain or steel via interconnected waterway networks.^[31] Barges can be detached and pushed by tugs along rivers for final distribution, promoting seamless intermodal integration between ocean and inland transport while reducing reliance on costly crane operations at underdeveloped facilities.^[1] ^[7] This flexibility proved particularly advantageous in Europe, where extensive inland waterway systems lowered overall distribution costs for exports.^[3] BACAT and BACO variants extend these benefits by accommodating larger or specialized barges on catamaran-style carriers, enabling efficient shuttling to areas with navigational constraints and supporting diverse cargo types without intermediate handling that risks damage.^[32] Overall, such barge carrier designs optimize logistical chains by consolidating cargoes for ocean transit and decentralizing unloading, which cuts per-unit costs and improves connectivity to hinterlands.^[31]

Technical and Economic Drawbacks

The LASH system exhibited several technical limitations that hindered its efficiency compared to emerging containerization technologies. Barges were single-skinned, leading to condensation and sweating of cargo, which necessitated expensive plywood linings to protect goods.^[3] Standard barge dimensions—typically 44 feet in length and 13 feet in height—created significant dead space, reducing cube utilization and overall capacity effectiveness, particularly for vehicles or non-conforming cargo.^[3] ^[10] Loading and unloading relied on heavy gantry cranes aboard the mother vessel, which operated slowly and were susceptible to mechanical breakdowns, extending port turnaround times.^[3] Additionally, not all military or oversized equipment fit within standard LASH barges, often requiring transshipment to alternative modes, which introduced logistical vulnerabilities.^[10] Operational constraints further compounded these issues. Mother vessels required the stern to project over open water for crane operations, limiting access in congested or shallow ports and exposing the process to weather disruptions.^[4] The system's incompatibility with standardized ISO containers and conventional river tow configurations restricted intermodal flexibility, as barges had low freeboard and mismatched sizes for seamless integration into inland networks.^[3] Rough handling by independent towing companies frequently damaged barges, elevating damage claims and repair demands.^[3] Economically, LASH demanded substantial upfront capital for specialized mother ships equipped with 500-ton cranes and a dispersed fleet of reusable barges, far exceeding the costs of conventional or container-adapted vessels.^[33] Maintenance and operating expenses were elevated due to the need for ongoing barge repairs and the complexity of managing a non-standardized fleet, making it unviable for high-value or time-sensitive cargoes.^[3] Dependence on third-party towing services often resulted in escalated rates or service refusals, prompting operators to internalize towing operations at additional cost.^[3] Labor disputes arose with port unions over reduced longshore needs, while the system's niche suitability—primarily for low-revenue bulk goods in underdeveloped regions—proved insufficient against containerization's scalability and global standardization, leading to its obsolescence by the early 2000s.^[3] ^[34] LASH carriers were ultimately five times less efficient in cargo throughput per vessel than optimized container ships, with higher unit costs eroding competitiveness.^[5]

Impact and Legacy

Economic and Maritime Influence

The LASH system exerted significant economic influence by stimulating U.S. shipbuilding during the 1970s, with Avondale Shipyards securing over $500 million in contracts for constructing 20 U.S.-flag LASH carriers by 1974, marking a record for consecutive standard-design cargo vessel builds in peacetime by any U.S. yard.^[5] This construction boom supported domestic manufacturing and aimed to revive American maritime competitiveness in global trade, particularly for bulk commodities like grains, lumber, and steel transported from inland river terminals to overseas markets.^[5] ^[3] By enabling direct barge loading at non-union inland facilities and anchorage operations, LASH reduced trucking and rail dependency, lowered port handling costs, and minimized cargo damage claims, facilitating the movement of millions of tons of breakbulk and bulk cargo over nearly four decades from 1969 to 2007.^[3] In maritime terms, LASH carriers influenced industry practices by pioneering intermodal integration of inland waterways with ocean voyages, predating widespread containerization dominance and allowing service speeds of 22 knots while carrying up to 89 barges totaling around 33,000 tons per vessel.^[5] ^[3] With approximately 25 such vessels built worldwide by 1974, including European and later Soviet nuclear-powered variants, the system expanded trade routes across the Atlantic, Pacific, and Indian Oceans, notably linking U.S. Gulf ports to South America and the Mediterranean.^[5] ^[3] It also provided logistical flexibility for military operations, serving as floating warehouses for secure supply distribution without relying on deepwater port infrastructure.^[3] Despite these contributions, LASH's influence waned as standardized container shipping offered greater scalability and cost efficiencies for diverse cargoes, rendering the barge-based approach less competitive by the late 20th century.^[5] Nonetheless, its legacy persists in concepts of hybrid inland-ocean transport, underscoring early efforts to address port congestion and logistical bottlenecks in global bulk trade.^[3]

Preservation and Modern Relevance

Efforts to preserve LASH vessels and related infrastructure have been limited, with no major examples converted into museums or static displays as of 2023. Historical documentation persists through maritime archives and photographs, such as those depicting LASH operations in ports like Felixstowe in the 1980s and 1990s, but physical ships from the peak era (1970s-1980s) have largely been scrapped or repurposed without dedicated preservation. The original Sea Bee-class vessels, developed for U.S. military use starting in 1971, were decommissioned by the early 2000s, with none retained for public exhibit. Similarly, BACAT and BACO systems, pioneered in the 1970s for catamaran-style barge transport, lack preserved prototypes, though engineering records highlight their experimental role in addressing shallow-draft challenges.^[5]^[2] In contemporary shipping, LASH and analogous barge carrier systems hold niche relevance rather than widespread adoption, overshadowed by containerization since the 1980s due to superior standardization, scalability, and port efficiency. Barge carriers persist for specialized cargos like oversized project equipment, forest products, and bulk steel, where modular lightering aids access to inland waterways or remote sites, but global fleets number fewer than 100 active vessels as of the 2020s, compared to over 6,000 container ships. Military applications retain conceptual influence, as seen in U.S. Army lighterage systems for rapid ship-to-shore transfer in contingencies, echoing LASH's modular barge-loading but adapted to modular causeway systems rather than dedicated carriers. Economic analyses indicate that while initial LASH designs reduced transshipment costs by up to 30% in riverine trades during the 1970s, modern alternatives like Ro-Ro vessels and heavy-lift semisubmersibles offer greater flexibility without the structural wear from repeated barge loading.^[32]^[35]^[5] The legacy underscores causal trade-offs in maritime innovation: LASH addressed pre-container era bottlenecks in barge-dependent regions like U.S. inland waterways, enabling 300-500 TEU equivalents per voyage on early carriers like the MV Acadia Forest (launched 1969), but high capital costs and operational complexity—requiring specialized cranes and barge compatibility—yielded to ISO container universality post-1970s. Recent discussions in logistics compare LASH to integrated supply chains, noting its foresight in unitized transport but limited scalability against just-in-time container feeder networks. No resurgence is evident amid decarbonization pushes, as barge carriers' fuel inefficiency (due to deck-loaded weight) contrasts with LNG-retrofitted containerships.^[2]^[36]

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LASH vs Load Planning: A Maritime Logistics Comparison - UNIS
Definition: LASH (Lighter Aboard Ship) is a maritime logistics system where a specialized mother ship transports fully loaded barges (lighters) to a ...Key Differences · Lash Advantages · Load Planning Advantages
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Offshore port service concepts: classification and economic feasibility
Jun 12, 2011 · LASH vessels are economical only in certain special situations. LASH vessels can be covered by our classification by extending the buffer ...
[35]
Contingencies, Container Ships, and Lighterage | Article - Army.mil
Dec 12, 2024 · It has the power and propulsion system to hold steady at shipside in rough water so that gantries can spot containers on trucks without delay.
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LASH vs Supply Chain Integrations: A Comparison - UNIS
LASH stands for "Lighter Aboard Ship," a term used in maritime logistics to describe the practice of transporting smaller vessels (lighters) aboard larger ...