دانلود رایگان مقاله لاتین تخصیص اسکله از سایت الزویر
عنوان فارسی مقاله:
مکانیزم های همکاری برای تخصیص اسکله
عنوان انگلیسی مقاله:
Collaborative mechanisms for berth allocation
سال انتشار : 2015
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مقدمه انگلیسی مقاله:
1. Introduction
Container shipping is vital to international trade: around 80 per cent of global trade by volume and over 70 per cent by value is carried by sea, and among all the sea cargos, 52 per cent in dollar terms are containerized [37]. There are two major players in container shipping: container shipping lines and container port operators [36]. Shipping lines transport containers from their origin ports to their destination ports [1,2,28,29,30,26,51]. Port operators provide services for containerships, such as container handling and storage, refueling, replenishment of consumables and maintenance. The fast growth of international container trade and the time-consuming and costly port capacity expansion have enabled port operators to seek efficient operations planning tools, which are a subject of extensive academic studies, see Vis and de Koster [38], Steenken et al. [35], Stahlbock and Voss [34], Bierwirth and Meisel [3]. Port operations are of utmost concern by maritime and port authorities and poor planning would result in serious economic, safety, and/or environmental issues [32,33,44]. They mainly consist of the quay-side operations and yard-side operations [15,16,5,45,48,46,47,17]. The berth allocation problem (BAP), which is the assignment of quay space and service time to vessels for container loading and unloading, is one of the essential quayside decision problems faced by port operators. The BAP can be classified according to different criteria. First, there are discrete BAP (DBAP) where each berth can serve one ship at a time, and continuous BAP (CBAP) with a long straight quay and how many ships can be accommodated at the same time depends on the sizes of the ships. Second, BAP can be classified as being either static (SBAP) or dynamic (DynBAP). In SBAP, all ships are already in the port when the berth allocation is planned, whereas in DynBAP some ships are still on the voyage to the port when the port operator allocates berths. The SBAP is applicable when the port is highly congested, and is not the focus of our study. Third, BAP can occur at the operational level (OBAP), or tactical level (TBAP). The OBAP covers a planning horizon of usually at most one week and the TBAP aims to support port operators to negotiate with shipping lines. If TBAP accounts for the periodicity of vessel schedules, e.g., weekly arrival patterns of containerships, then if a vessel is serviced at a berth on day 7 and day 8, other vessels cannot use the berth on day 1, because day 8 and day 1 correspond to the same day in a week. The time horizon of this type of TBAP is a cylinder whose circumference equals 1 week. Hence, the resulting models (see [31,50] are significantly different from OBAP. If in the TBAP vessels do not arrive periodically, the time horizon is simply a rectangle with an open end and the models are very similar to OBAP models.
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کلمات کلیدی:
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