本研究以國際定期貨櫃船航線~研究對象，以O’Kel1y[1,2]的軸輻路網模式為基礎，將貨櫃母船與子船之單位運送成本之比率定義為折扣係數(discount factor)，結合海運軸心港、集貨港、主幹線、輻線之特性，建立一個以路網總運送成本最小島目標之「海運軸輻路網模式」，本質上它是一個二次指派(quadratic assignment)的整數規劃模式，但可適度簡化為一個線性整數規劃模式。Perakis et al. [3,4,5]與Rana, K. and Vickson, R. G.[6,7]等也針對定期船隊航線的布設，建立類似之數學規劃模式，並探討其解法，但他們的模式中都沒有考慮到貨櫃船航線是以軸輻路網的型態在經營的事實，因此模式較為複雜，而且有可能產生不符合海運特性的解。本研究則應用所建立之海運軸輻路網模式，描述國際定期貨櫃船航線之規劃與停靠港口選擇的問題，對貨櫃船隊航線的布設以及軸心港之選擇，提供一個新的分析架構。最後，本文以越太平洋航線為例，說明航商如何運用海運軸輻路網棋式以規劃其船隊之航線。

International containerships have been running in the pattern of hub-and-spoke network for more than two decades. However, very few papers have discussed hub-and-spoke networks for ship routing purposes. Most of them devoted attention to airway hub-and-spoke networks. Some of the papers (Perakis et al. [3,4,5] and Rana, K. and Vickson, R. G. [6,7] formulated integer programming models for routing liner ships without considering the fact of marine. hub-and-spoke network patterns, which make the models more complicated and possibly generate unrealistic solutions. In this paper, the discount factor is defined as the ratio of the unit transportation costs of large containerships and small feeders. A marine hub-and-spoke network model minimizing the total transportation cost of the network is set up for routing liner ship, based on the hub-and-spoke network models of O’Kelly {1.2} and,includes characteristics of hub ports, feeder ports, inter-hub links and branches (non inter-hub links) This model in nature is a quadratic assignment IP model, which can be re-modified in a linearization form. A real case based on the Trans-Pacific route (Far East ＜=＞ Northern America) is presented in the final section to illustrate the applications of the formulated models in routing liner ships.