GRASPING AND ANALYZING OF OFFSHORE WAITING TIME AT WORLD CONTAINER TERMINALS

This research proposes two optimization models to deal with the berth allocation problem. The first model considers the berth allocation problem under regular vessel arrivals to minimize the flow time of vessels in the marine container terminal, minimize the tardiness penalty costs, and maximize the satisfaction level of vessels’ operators on preferred times of departure. The second model optimizes the berth allocation problem under emergency conditions by maximizing the number of assigned vessels, minimizing the vessel’s waiting time, and maximizing the satisfaction level on the served ships. Two real examples are provided for model illustration under regular and emergent vessel arrivals. Results show that the proposed models effectively provide optimal vessel scheduling in the terminal, reduce costs at an acceptable satisfaction level of vessels’ operators, decrease the waiting time of vessels, and shorten the delay in departures under both regular and emergent vessel arrivals. In conclusion, the proposed models may provide valuable assistance to decision-makers in marine container terminals on determining optimal berth allocation under daily and emergency vessel arrivals. Future research considers quay crane assignment and scheduling problems.

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Improvement in Queuing Network Model to Reduce Waiting Time at Berthing Area of Port Container Terminal via Discrete Event Simulation

Applied Mechanics and Materials ◽

10.4028/www.scientific.net/amm.621.253 ◽

2014 ◽

Vol 621 ◽

pp. 253-258

Author(s):

A. Shahpanah ◽

S. Shariatmadari ◽

Ali Chegeni ◽

A. Gholamkhasi ◽

M. Shahpanah

Keyword(s):

Discrete Event Simulation ◽

Waiting Time ◽

Container Terminal ◽

Discrete Event ◽

Container Terminals ◽

Queuing Network ◽

New Approach ◽

Event Simulation ◽

Queuing Problems

Queuing problems present a gap in the availability of knowledge at port container terminals. This study is focused on various types of services for port container terminal queuing system. The purpose of this paper is to introduce a methodology to decrease waiting time without any reduction in productivity. A new approach for servicing at the queue is proposed, and with this idea waiting time will be reduced without any change in productivity or additional cost. To execute this approach in a port container terminal, berthing areas of the port are simulated with ARENA 13.5, and this new approach is implemented in the model. The result of this change are compared with results of a port container terminal as case study. With implementing this method the waiting time is reduced dramatically and productivity increased slowly.

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Tendency toward Mega Containerships and the Constraints of Container Terminals

Journal of Marine Science and Engineering ◽

10.3390/jmse7050131 ◽

2019 ◽

Vol 7 (5) ◽

pp. 131 ◽

Cited By ~ 5

Author(s):

Nam Kyu Park ◽

Sang Cheol Suh

Keyword(s):

Waiting Time ◽

Container Terminals ◽

Peak Time ◽

Coping Ability ◽

Equipment Operation ◽

Equivalent Unit ◽

Quay Wall ◽

Operation Rate ◽

Average Occupancy

This paper focuses on the coping ability of the existing container terminals when mega containerships call at a port. The length of 30,000 TEU (Twenty Equivalent Unit) ships are predicted to be 453 m and occupy 498 m of a quay wall. As a result, the length of berth should be more than a minimum of 500 m. If a 25,000 TEU ship or 30,000 TEU ship call at a terminal, the outreach of QC (Quay Crane) should be a minimum 74.3 m or 81.0 m respectively. As mega ships are calling at the port, the ship waiting time, the available stacking area, and the number of handling equipment can be limited. The analysis reveals that larger ships wait for longer than the smaller ones because they have difficulty allocating the proper seat on berth. As a result of the survey in a terminal, the average occupancy is shown to be 60.4%, the minimum is 52.4%, and the maximum is 73.3%. Surveying the monthly equipment operation rate for 3 years, the average is 85.8%, the minimum is 80.1%, and the maximum is 90.1%. If a mega ship of more than 25,000 TEU appears, the rate will be excessively increased during peak time.

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Empty Container Logistics

PROMET - Traffic&Transportation ◽

10.7307/ptt.v24i3.315 ◽

1970 ◽

Vol 24 (3) ◽

pp. 223-230 ◽

Cited By ~ 6

Author(s):

Jakov Karmelić ◽

Čedomir Dundović ◽

Ines Kolanović

Keyword(s):

Waiting Time ◽

Container Terminals ◽

Empty Container ◽

Container Logistics ◽

Port Area ◽

Container Management ◽

Trade Distribution ◽

The Status ◽

Empty Containers ◽

Logistic Planning

Within the whole world container traffic, the largest share of containers is in the status of repositioning. Container repositioning results from the need for harmonization between the point of empty container accumulation and the point of demand, and waiting time for the availability of the first next transport of cargo. This status of containers on the container market is the consequence of imbalances in the worldwide trade distribution on most important shipping routes. The need for fast and effective reallocation of empty containers causes high costs and often represents an obstacle affecting the efficiency of port container terminals and inland carriers.In accordance with the above issue, this paper is mainly focused on the analysis of the data concerning global container capacities and the roots of container equipment imbalances, with the aim of determining the importance of empty container management and the need for empty container micro-logistic planning at the spread port area.

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A network model for solving the yard truck routing and scheduling problem

The International Journal of Logistics Management ◽

10.1108/ijlm-09-2014-0158 ◽

2016 ◽

Vol 27 (2) ◽

pp. 353-370

Author(s):

Feng-Ming Tsai ◽

Chung-Cheng Lu ◽

Yu-Ming Chang

Keyword(s):

Network Model ◽

Waiting Time ◽

Queuing Theory ◽

Operating Cost ◽

Container Terminals ◽

Scheduling Problem ◽

Content Type ◽

Routing And Scheduling ◽

Space Network ◽

Time Space

Purpose – The purpose of this paper is to improve the efficiency of loading and discharging operations in container terminals. Accounting for an increase in the size of ships, the yard truck (YT) routing and scheduling problem has become an important issue to terminal operators. Design/methodology/approach – A (binary) integer programming model is developed using the time-space network technique to optimally move YTs between quay cranes (QC) and yard cranes (YC) in the time and space dimensions. The objective of the model is to minimize the total operating cost, and the model employs the M/M/S model in the queuing theory to determine the waiting time of YTs. The developed model can obtain the optimal number of YTs and their scheduling and routing plans simultaneously, as shown by the computational results. Findings – The results also show that the model can be applied to practical operations. In this research, an experimental design of the QC and YC operation networks was considered with the import and export containers carried by YTs. The model can be used to tackle a real world problem in an international port, and the analysis results could be useful references for port operators in actual practice. Research limitations/implications – The purpose of this research only focusses on YTs routing and scheduling problem, however, the container terminal operation problems are interrelated with berth allocation and yard stacking plan. The managerial application of this study is to analyze the trade-off between truck numbers and truck waiting time can be used for terminal operators to adjust the truck assignment. This research can assist an operator to determine the optimal fleet size and schedule in advance to avoid wasted costs and congestion in the quayside and yard block. Originality/value – This research solves the YT scheduling and routing problem for container discharging and loading processes with a time-space network model, which has not been previously reported, through an empirical research.

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RESEARCH ON OPTIMIZING THE OPERATION OF SHIPS IN CONTAINER TERMINALS

Journal of marine Technology and Environment ◽

10.53464/jmte.02.2021.03 ◽

2021 ◽

Vol 2021 (2) ◽

pp. 15-20

Author(s):

ROBERT ALEXANDRU DĂINEANU ◽

DUMITRU DINU ◽

MARIANA PANAITESCU ◽

FANEL-VIOREL PANAITESCU

Keyword(s):

Waiting Time ◽

Service Time ◽

Operating Time ◽

Extreme Case ◽

Simulation Models ◽

Container Terminals ◽

The Other ◽

Passenger Cars ◽

Operating Process ◽

Time Of Operation

The time allotted to a single ship at berth varies greatly depending on the characteristics of the ship, the volume of cargo and its specifications.. Taking into account the service time and the problem of terminals by overcrowding of waiting ships and available berths (which may vary in number, depending on the size of ships already berthed), the average waiting time is calculated and obtained. The operating process is usually sequential, ie each type of cargo is stacked separately from the other types. For this reason, the operating time was considered to consist of four other indicators, which correspond to the main types of cargo of Ro-Ro / Ro-Pax ships: complete trucks, semi-trailers, • passenger cars, vehicles as goods themselves. Also, the time of operation of the goods by the dockers can be formulated by two other different terms: the time related to the ship and the time in the terminal. In this context, we intend to analyze the capacity of the terminal in Constanța Port.. Two different scenarios are considered: a more "common" case for the studied terminal with 40 semi-trailers and 80 trucks to be unloaded and the same amount to be loaded and an "extreme" case in which all goods are composed of semi-trailers ( 160 plus 160 in total). By using simulation models, the values for the optimal quay time were obtained, in relation to the number of units for loading data in the specified scenarios. Using modeling algorithms, we obtain reports of situations that include tables and graphs that allow the optimization of terminal operation.

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