1、中文 3600 字 ， 2200 单词， 1.1 万英文字符 Performance analysis of berth congurations at container terminals Abstract ： The containerized trade market has been growing rapidly since its intro duction. The capacity of ships and the amount of containers being transshipped at container terminals increases signific
2、antly. Terminals should handle their operations efciently to provide the necessary capacity and customer service. In designing a con tainer terminal, terminal management has to consider the choice for a certain type of berth. In this paper, we compare by means of a simulation study the performance o
3、f traditional one-sided marginal berths and indented berths. An indented berth enables quay cranes to unload and load containers from both sides of the ship. As a result, more quay cranes can work on a single ship. As main performance measure in this comparison we use the total vessel operation time
4、 required to unload and load a ship. This time depends next to crane productivity also on the efciency of the transportation and storage and retrieval processes in the terminal. We have performed a sensitivity analysis in which we also study the relation between the selection of an indented berth an
5、d other design and control issues in the terminal. Keywords Container terminals Indented berth Performance analysis Design Simulation 1 Introduction Since the 1950s, more and more cargo is being containerized and export and import is increasing on a global scale. The high growth rate of containerize
6、d trade is more recently initiated by the uprising of the Far East. The capacity of ships has been extended up to 12,000 twenty feet equivalent unit container (TEU) to ensure that all containers can be transported worldwide from port to port. Ports should be responsive and on guard to handle and to
7、transship these massive volumes of containers. Docking times of ships should be as short as possible to satisfy carriers and the shippers of containerized goods. In other words, all terminal processes should be performed as efciently as possible. These processes are illustrated in Fig. 1 and can be
8、described as follows.An arriving ship will moor at a berth. Quay cranes are positioned on the quays at the berth. These cranes unload containers according to an unload plan. Next, these containers need to be transported to the storage area (i.e., stack). Different types of transport systems can be u
9、sed. When a terminal uses vehicles without lifting capabilities (e.g., automated guided vehicles), a vehicle needs to be available to receive the container the moment the container has been taken out off the ships hold or deck. In that way delays in the unloading process can be limited. Consequently
10、, the (un-)loading and transportation processes depend on each other. Self-lifting vehicles (e.g., straddle carriers) are able to lift a container from the ground. When such a type of vehicle is deployed, quay cranes will position retrieved containers at a marshalling area at the quay. Here, the (un
11、-)loading and transportation processes are decoupled. A marshalling area usually has a nite capacity which depends on the available space at the quay. A self-lifting vehicle needs to lift a container before this area is completely full. In that way, a quay crane can continue its operation without an
12、y delays. The transport vehicles transship the containers to the stack to be stored. A stack consists of multiple blocks of containers. Each block of containers has multiple par- allel rows, each with a xed number of storage locations. Containers will be stored temporarily upon further transportatio
13、n to their (nal) destinations by other modes of transportation. Different types of storage equipment can be used to store and retrieve containers from the stack. (Automated) yard cranes span multiple rows of containers. They receive containers from the transport vehicles and store them into the stac
14、k. If self-lifting vehicles execute the transportation process, it can be decided to have them store the containers in the stack by themselves. All processes can be executed in a reverse order to load containers on a ship. A load plan indicates the order in which containers should be loaded on the s
15、hip. Terminal management needs to address multiple decision problems to design an efcient container terminal. Vis and De Koster (2003), Steenken et al. (2004) and more recently Stahlbock and Voss (2008) provide an overview of all relevant decision problems and related literature. As described in Vis
16、 and De Koster (2003), three plan- ning and control levels can be distinguished in this design process. At the strategic level, long-term decisions are taken which are mainly related to the terminal layout and selection of the transport and storage systems to be used. The selection of the transport
17、and storage systems directly inuences the way all logistics processes will be performed as explained in Fig. 1. Vis (2006) compares different types of storage 123Performance analysis of berth congurations at container terminals 455 Fig. 1 Processes at a container terminal systems bymeans of a simula
18、tion study.Vis andHarika (2004) compare different types of transport systems by performing a simulation study in which they model a terminal with lifting and non-lifting vehicles. Typical layout issues concern the selection of the type of berth used, the locations of the stacks, and the specic layou
19、t of each of the individual areas. For example, Kim et al. (2007) compare various ways of positioning stacks to the berth, namely parallel and perpendicular positioning. We will focus in this paper on the strategic problem of selecting the type of berth conguration used in the terminal. At the tactical level it has to be decidedwhich planning and control policies for each
