Determining the optimal number of yard trucks in smaller container terminals

Abstract

Background In 2017, smaller container ports handled approximately 22% of total containerized cargo. Nowadays liner operators are calling on those ports with larger ships and demanding fast and efficient turnaround of the ships in port. This is possible only if the berth has the right capacities, is working properly and achieves a good productivity level. Methodology Productivity level does not depend only on the quay crane capacities but also the transfer mechanisation, of which the main function is to serve quay cranes on one side and yard cranes on the other side. Choosing the correct type and number of vehicles to transfer container units from berth to yard has become a very important decision in every container terminal. Results In small container terminals yard trucks represents the most common type of transfer mechanization. That is why this research is based on the allocation of the right number of yard trucks to quay cranes in order to assure better productivity levels in the berth and yard subsystems. For this purpose, a discrete-event simulation modelling approach is used. The approach is applied to a hypothetical small container terminal, which includes operations on the berth-yard-berth relation.

A Simulation Approach to the Definition of the Subsystems Parameters in Small Container Terminals

“…Comparing this study with that of Stojaković and Twrdy [10], it becomes clear that while it is difficult to define the optimal number of YTs that can be assigned to a single QC, since the choice that is favourable for one terminal subsystem turns out to be less than ideal for the other subsystem, it is possible to determine more precisely the number of ShCs for each QC, since the conditions that led to excellent productivity results for the berth subsystem also yielded very good results for the yard subsystem. Optimal productivity results can therefore be achieved by assigning two ShCs to a Panamax QC and from three to five ShCs to a post-Panamax QC (depending on the traffic volume).…”

“…The first part of the study involved handling operations between berth and yard using yard trucks (YTs). The results of this study were published by Stojaković and Twrdy [10], while the present study represents the second part of the study, in which the handling operations were performed with shuttle carriers (ShCs). During the simulations, terminal characteristics such as berth length, number of quay cranes (QCs) and vessel type were changed to gradually increase the annual traffic volume and capacity to approximately 1 million TEUs and evaluate how such traffic increase affects the productivity of the berth in the first place and the yard in the second place.…”

“…In this study the simulation methodology adopted was the same used by Stojaković and Twrdy [10]. On that occasion, the simulations were performed in three sets with different numbers of YTs per QC.…”

“…The present research is an upgrade of the model presented by Stojaković and Twrdy [10] wherein they focused on the allocation of the right number of YTs to QCs in order to assure better productivity levels in the berth and yard subsystems. The aim of this research is to enhance the existing study with simulations of the berth-yard-berth operations with ShCs.…”

Simulation-Based Operational Evaluation of a Single-Berth Multipurpose Seaport with Wharf Space Restriction

“…Tama et al [11] established a loading and unloading service system model of a port in Sarabaya, Indonisia, aiming to determine the number of docking gates accommodating the current container terminal. Stojaković and Twrdy [12] used discrete-event simulations to determine the optimal allocation of yard trucks to quay cranes in a hypothetical small container terminal.…”