Integrating berth allocation and quay crane assignments

Chang, Daofang; Jiang, Zuhua; Yan, Wei; He, Junliang

doi:10.1016/j.tre.2010.05.008

Cited by 142 publications

(73 citation statements)

References 18 publications

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“…However, because of the polynomial computational time of computer they proposed a GA approach to the solution from a reduced solution space. Chang et al [21] used a dynamic allocation model to deal with the BAP and QCAP simultaneously. In that study, the authors employed a hybrid parallel genetic algorithm (HPGA), combining a parallel genetic algorithm (PGA) with a heuristic to find solutions that were being further evaluated by the simulation approach.…”

Section: Studies Focusing On Simultaneous Problemsmentioning

confidence: 99%

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Modeling and Solving the Three Seaside Operational Problems Using an Object-Oriented and Timed Predicate/Transition Net

et al. 2017

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Container terminals (CTs) play an essential role in the global transportation system. To deal with growing container shipments, a CT needs to better solve the three essential seaside operational problems; berth allocation problem (BAP), quay crane assignment problem (QCAP), and quay crane scheduling problem (QCSP), which affect the performance of a CT considerably. In past studies, the three seaside operational problems have often been solved individually or partially, which is likely to result in poor overall system performance. However, solving the three seaside operational problems simultaneously is in fact a very complicated task. In this research, we dealt with the three seaside operational problems at the same time by using a novel high-level Petri net, termed an Object-Oriented and Timed Predicate/Transition Net (OOTPr/Tr net). After defining the three seaside operational problems formally, we integrated them as a three-level framework that was further transformed into an OOTPr/Tr net model. Then, using the Prolog programming language, we implemented this model as a simulation tool to find the best solution based on the various combinations of heuristic rules used.

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Section: Studies Focusing On Simultaneous Problemsmentioning

confidence: 99%

“…Simulation has been used to solve BAP [14], QCSP [11,15], and as an evaluation tool for terminal operations [16]. Genetic algorithms (GAs) have been used to solve dynamic QCAP [17], QCSP [1,18], simultaneous BAP and QCAP [19][20][21], and simultaneous BAP and QCSP [7,[22][23][24]. Heuristic rules have been employed to solve QCSP [25].…”

Section: Introductionmentioning

confidence: 99%

Modeling and Solving the Three Seaside Operational Problems Using an Object-Oriented and Timed Predicate/Transition Net

et al. 2017

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“…The most popular objective (see Table 1) is the composition of berthing costs (QC costs) and time-dependent penalty costs (Chang et al [5], Raa et al [21], Meisel and Bierwirth [18], etc.). Total weighted service time is another popular objective of the formulations (Liang et al [15], Yang et al [30], etc.).…”

Section: Bacap Literature -Objective Function Propertiesmentioning

confidence: 99%

“…Total weighted service time is another popular objective of the formulations (Liang et al [15], Yang et al [30], etc.). As mentioned in Section 2.1, the deviation from expected berthing position may be embedded in the objective with a cost (Chang et al [5], Raa et al [21], Turkogullari et al [25]). Instead of being in the objective, the deviation from expected berthing position might be modeled to aect the processing time (as in Meisel and Bierwirth [18]).…”

Section: Bacap Literature -Objective Function Propertiesmentioning

confidence: 99%

Integrated Berth Allocation and Quay Crane Assignment Problem: Set partitioning models and computational results

Iris

Pacino

Røpke

et al. 2015

Transportation Research Part E: Logistics and Transportation Re

140

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Most of the operational problems in container terminals are strongly interconnected. In this paper, we study the integrated berth allocation and quay crane assignment problem in seaport container terminals. We will extend the current stateof-the-art by proposing novel set partitioning models. To improve the performance of the set partitioning formulations, a number of variable reduction techniques are proposed. Furthermore, we analyze the eects of dierent discretization schemes and the impact of using a time-variant/invariant quay crane allocation policy. Computational experiments show that the proposed models signicantly improve the benchmark solutions of the current state-of-art optimal approaches.

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“…2) How to solve the integrated planning model? 3) In what situations the integration is more beneficial or less beneficial? The third question is based on the fact that the integrated model is more complicated and more difficult to solve, e.g.…”

Section: Introductionmentioning

confidence: 99%

Integrating truck arrival management into tactical operation planning at container terminals

Yang¹,

Chen²,

Song³

2013

Polish Maritime Research

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As an intermodal interface, marine container terminals serve vessels on the sea side and trucks/trains on the land side. Operating a container terminal involves many different decisions and they often interact with each other. Due to the multi-criteria nature, the complexity of operations, and the size of the operations management problem, it is extremely difficult to make the optimal decisions for the entire terminal system (Zhang et al., 2003). Traditionally, the whole system is decomposed into a set of sub-planning problems of manageable complexity. The sub-problems may be solved in a sequential fashion, in which the output of one sub-problem is treated as the input of another sub-problem. This sequential solution enables a clear hierarchy of decision making, but on the other hand, ignores the interrelations between the sub-problems and often leads to plans of poor overall quality (Bierwirth and Meisel, 2010). In order to find better planning decisions, it is necessary to integrate some of the sub-planning problems and optimize them simultaneously at a reasonable planning level, as mentioned by Stahlbock and Voss (2008) that "improved terminal performance cannot necessarily be obtained by solving isolated problems but by an integration of various operations connected to each other."Many container terminals in Asia have a typical layout as shown in Fig. 1, which consists of three parts: the seaside area, the yard storage area and the landside area. The seaside area is the place where vessels are berthed and operated by quay cranes. The landside area, also called gate house, is the entrance and exit place for external trucks (XTs). Between the seaside and the landside areas is the storage yard, which stores inbound (I/B) and outbound (O/B) containers temporarily because there are time differences between vessel arrivals and land-carrier arrivals (Meisel, 2009

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Integrating berth allocation and quay crane assignments

Cited by 142 publications

References 18 publications

Modeling and Solving the Three Seaside Operational Problems Using an Object-Oriented and Timed Predicate/Transition Net

Modeling and Solving the Three Seaside Operational Problems Using an Object-Oriented and Timed Predicate/Transition Net

Integrated Berth Allocation and Quay Crane Assignment Problem: Set partitioning models and computational results

Integrating truck arrival management into tactical operation planning at container terminals

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