集装箱码头的泊位配置中英文对照外文文献翻译

1、文献信息：文 献 标 题 ：Performance analysis of berth configurations at container terminals（关于集装箱码头的泊位配置的性能分析）国外作者：Iris F. A. Vis；Roel G. van Anholt文献出处：Operations Research-Spektrum, 2010, 32(3):453-476字数统计：英文 2198 单词，11035 字符；中文 3622 汉字外文文献：Performance analysis of berth configurations at containerterminalsAb

2、stract The containerized trade market has been growing rapidly since its introduction. The capacity of ships and the amount of containers being transshipped at container terminals increases significantly. Terminals should handle their operations efficiently to provide the necessary capacity and cust

3、omer service. In designing a container 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 of traditional one-sided marginal berths and indented berths. An indented berth enables quay cranes to

4、 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 required to unload and load a ship. This time depends next to crane productivity also on the efficie

5、ncy 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 and other design and control issues in the terminal.KeywordsContainer terminals，Indented berth，Perfor

6、manceanalysis，Design，Simulation1.IntroductionSince the 1950s, more and more cargo is being containerized and export and import is increasing on a global scale. The high growth rate of containerized trade is more recently initiated by the uprising of the Far East. The capacity of ships has been exten

7、ded 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 transship these massive volumes of containers. Docking times of ships should be as short as possible to

8、satisfy carriers and the shippers of containerized goods. In other words, all terminal processes should be performed as efficiently as possible.These processes are illustrated in Fig. 1 and can be described as follows. An arriving ship will moor at a berth. Quay cranes are positioned on the quays at

9、 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 used. When a terminal uses vehicles without lifting capabilities (e.g., automated guided vehicles), a v

10、ehicle 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, the (un-)loading and transportation processes depend on each other. Self-lifting vehicles (e.g., str

11、addle 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-)loading and transportation processes are decoupled. A marshalling area usually has a finite capacity

12、 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 any delays.The transport vehicles transship the containers to the stack to be stored. A stackconsists

13、of multiple blocks of containers. Each block of containers has multiple parallel rows, each with a fixed number of storage locations. Containers will be stored temporarily upon further transportation to their (final) destinations by other modes of transportation. Different types of storage equipment

14、 can be used to store and retrievecontainers from the stack. (Automated) yard cranes span multiple rows of containers. They receive containers from the transport vehicles and store them into the stack. If self-lifting vehicles execute the transportation process, it can be decided to have them store

15、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 ship.Terminal management needs to address multiple decision problems to design an efficient container

16、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 and De Koster (2003), three planning and control levels can be distinguished in this design process

17、. 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 and storage systems directly influences the way all logistics processes will be performed as explained

18、 in Fig. 1. Vis (2006) compares different types of storage systems by means of a simulation study. Vis and Harika (2004) compare different types of transport systems by performing a simulation study in which theymodel a terminal with lifting and non-lifting vehicles. Typical layout issues concern th

19、e selection of the type of berth used, the locations of the stacks, and the specific layout 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 strat

20、egic problem of selecting the type of berth configuration used in the terminal.At the tactical level it has to be decided which planning and control policies for each of the logistics processes in the terminal will be implemented. For example, a policy needs to be selected to allocate ships to berth

21、s (e.g., Imai et al. 2001), to sequence storage and retrieval requests in the stack (e.g., Vis and Roodbergen 2009) or to dispatch containers to vehicles (e.g., Bish et al. 2001). At the operational level all detailed daily decisions need to be made. Decisions at one level directly influence decisio

22、ns at another level. For example, the layout of the terminal directly influences the performance of all logistics processes and the productivity of the terminal. Therefore, it is advised to consider the decisions at the various levels in relation to each other. In this paper, we will study the berth

23、 design selection problem in relation to other design and control issues in the terminal. From the literature overviews, we can conclude that simulation has achieved a growing importance among researchers and terminal operators to compare layout and system alternatives, to test optimization methods

24、and to study the impact of one decision on another (Steenken et al. 2004).The objective of this research is to study the strategic decision problem of selecting a type of berth for a container terminal. We perform a comparative analysis on various types of berth configurations by means of a simulati

25、on and study the impact on the logistics processes in the rest of the terminal. A traditional berth, also referred to as a marginal berth, consists of a single quay where ships can moor. An indented berth has quays at three sides of the ship. This type of berth enables quay cranes to unload and load

26、 ships at both sides of the ship and to stack containers around the ship. As a result, more quay cranes can work simultaneously on a single ship. If all other terminal processes are designed well (i.e., layout, amount of equipment and control policies) it might be expected that the terminal producti

27、vity will increase compared to a marginal berth. Possible designs for terminals with marginal and indented berths are, respectively, depicted in Figs. 2 and 3. Worldwide only the Amsterdam Container Terminals (formerly: Ceres Paragon Terminal) in Amsterdam, The Netherlands has an indented berth. The

28、refore, we use data obtained from this terminal in our research. Imai et al. (2007) were among the first authors to study an indented berth. The authors study the berth allocation problem in indented berths. The model allows for multiple ships to moor at this type of berth at the same time. A direct

29、 consequence is that the inner most ship at the berth never can leave earlier than the outer most ships. Given this specific constraint and assumptions on different space requirements for each type of berth, the authors perform a simulation study to compare both types of berths. It is concluded that

30、 the total service time for serving multiple ships at the same time is higher with an indented berth due to waiting times. In their experiments, the authors assume that a large ship in an indented berth actually occupies cranes operating at two berths. As a result, fewer ships can be handled at the

31、same time compared to marginal berths. We extend the research of Imai et al. (2007) in this paper, by performing a more exhaustive comparison with multiple simulation experiments.Specifically, we consider two completely identical terminals except for specific berth configuration characteristics, suc

32、h as the quay crane assignment. Furthermore, given the current increase in ship sizes and the design decisions made at the Amsterdam Container Terminals, we assume that an efficient terminal configuration consists either of multiple small indented berths each allowing a single ship to moor or a comb

33、ination of an indented berth for a single ship and a marginal berth to handle multiple ships at the same time. This latter configuration is implemented at Amsterdam Container Terminals. Here, both ships with a small workload (i.e., number of containers to be handled) and a large workload are handled

34、 in the indented berth. Ships moor at the north side of the berth. As a result, the processing times of QCs at the south side will be somewhat longer due to the fact that the containers need to be transported over water. Some of the quay cranes positioned at the indented berth are flexible and can b

35、e assigned to both types of berths. As a result, ships do not have to wait for each other to leave after the unloading and loading processes have been finished. Therefore, we will consider, contrary to Imai et al. (2007), the vessel operation time for a single ship as the main performance measure. C

36、ontrary to many other papers addressing terminal processes (e.g., Vis and Harika 2004; Nguyen and Kim 2007) we study self-lifting vehicles that both perform the transportation andstorage processes (refer to the left side of Fig. 1).2.Problem descriptionWe consider the following situation. Either the

37、 terminal has an indented berth or a marginal berth where a ship with a known workload can moor. Containers are being unloaded (import) and loaded (export) by Quay Cranes (QCs). The number of QCs assigned to a ship differs per type of berth and the number of containers to be handled. A marshalling a

38、rea is available at each QC, where QCs can drop off import containers and to pick up delivered export containers. Straddle Carriers (SCs) perform both the transportation and the storage and retrieval process. The SCs travel along pre-defined paths between the stack and the ship. We consider both the

39、 unloading and loading process of a ship. As a result, we can use the total time required to handle a single ship as performance measure in our comparison.As explained in Sect. 1, we will use operational data of Amsterdam Container Terminals in the Netherlands in our simulation study. This terminal

40、covers 54 hectares of ground and has a total quay length (including both an indented and marginal berth) of 1050 m. The annual capacity of the terminal is estimated to be 1,000,000 TEUs. At most 9 QCs can be scheduled to handle a ship at the indented berth. The indented berth has a length of 400 m a

41、nd a width of 57 m. The total time to moor at the quay of the indented berth (i.e., berth time) equals, according to estimates of Amsterdam Container Terminals, 15 min. For more detailed information on this terminal and the port of Amsterdam, we refer to Kroon and Vis (2008).In this study, we use da

42、ta collected at the indented berth in the period June 2006 May 2007. We consider a comparable configuration for a terminal with a marginal and a terminal with an indented berth to perform a fair comparison. We will only vary specific berth type characteristics such as the number of QCs.Summarizing,

43、the main assumptions in our model are:We study a single ship in one type of berth at the same time in our model. As a result, QCs that finish their jobs will not be assigned to a new set of tasks but will remain idle until the ship leaves the berth.At each QC a marshalling area with known storage ca

44、pacity is available.The exact number of bays in a ship is known in advance .The exact number of import and export containers and their distribution over the various bays are known in advance.A QC planning method is available to assign and schedule QCs in advance .The exact number of SCs in a pool as

45、signed to each crane operating at a ship is known in advance.SCs are assigned to requests based on the heuristic rule “nearest-vehicle-first” .The storage capacity assigned to a ship is known in advance.中文译文：关于集装箱码头的泊位配置的性能分析摘要集装箱贸易采用后，市场一直在快速增长。船舶运载能力和在集装箱码头间被转运的集装箱数量显著增加。码头应该有效地处理他们的业务，以便于提供必要的能力和

46、客户服务。设计集装箱码头时，码头管理部门首先应该考虑去选择一个合理的码头泊位类型。在本文中，我们通过仿真研究传统的顺岸式泊位和凹岸式泊位的性能，在凹岸式泊位上，码头起重机可以从船的两边同时装卸集装箱，因此，更多的码头起重机能够工作在一艘船上。作为主要的性能估量，我们通过整个船的装卸作业时间的比较。这个时间取决于码头起重机的工作效率，也取决于码头的运输效率。同时，关于码头的储存和检索过程， 我们已经进行了敏感性分析，并且也探讨了在选择凹岸式泊位和其他设计类型的联系，还有码头上的控制问题。关键词集装箱码头，凹岸式泊位，性能分析，码头设计，泊位模拟1.介绍自 19 世纪 50 年代以来，越来越多的货

47、物被集装箱化，且进出口在全世界范围内增长。集装箱贸易的高速增长率与远东地区的兴起有联系。船只的运载能力达到 12000TEU（TEU 指集装箱运输的标准箱），确保了所有的集装箱可以在世界范围内的码头之间运输。码头应当响应和防范处理、转运这些巨大容积的集装箱。入坞时间尽可能短，以满足集装箱货物的托运人和运送者的要求。换句话说，所有的码头转运过程应该尽可能高效地执行。这些过程如图 1 所示，可以描述如下，一艘船到达泊位停泊之前，码头起重机被安置在码头相应泊位上，这些起重机根据卸载计划卸载集装箱；接下来， 这些集装箱需要被运输到存储区域（例如：堆场）；不同类型的运输系统会被使用到，当码头使用没有起重

48、功能的交通工具（例如：自动化引导车辆），该类设备能够在集装箱从船或甲板上卸载下来的时候，起到装载的作用，这种方式可 以有效控制卸载过程的延误，因此，装卸、载和运输过程相互依赖。自升式工 具（例如：跨车）能够从地面上起重集装箱，当配置为自升式设备的时候，码 头起重机将重新从存储区取回集装箱。这种方式，装卸、载和运输过程相互独立，存储区的容量取决于在码头上的可用空间，自升式设备需要当这个区域装载满之前起重集装箱。这样，码头起重机可以继续操作而没有任何延迟。图.1 集装箱码头的运作流程运输车把集装箱转运到堆场存储，一个堆场由多个集装箱区域组成，每个集装箱区域由多条平行线组成，每个都有固定的存储位置。

49、集装箱被暂时存储在堆场，直到其他类型的运输设备将其运输到最终目的地。不同类型的存储设备可以用来从堆场存储和取回集装箱，（自动型）移动吊车可以横跨多排集装箱，移动吊车可以从运输设备上卸载集装箱，也可以把集装箱存储在码头堆场。如果自升设备被用来执行运输过程，它们可以自己决定集装箱在堆场的存储区域， 这些过程的执行命令同船上装载集装箱相反，装载计划表明的顺序是集装箱在 船上被装载。码头管理部门要解决多个问题，以便设计一个高效的集装箱码头。维斯和科斯特(2003)，司提肯等人(2004)，斯萄鲍克和沃斯(2008)提供了一个关于所有相关决定问题的综述和有关文献。正如维斯和科斯特(2003)所总结的，设

50、计过程可以被划分为三个计划和控制阶段。在规划阶段，需要做关于码头布置和运输设备的选择，以及使用哪种存储系统。运输系统的选择和存储系统将直接影响所有的物流流程，如图 1 示例所示。维斯(2006)比较不同类型的存储系统在集装箱码头泊位配置性能。通过模拟进行研究，维斯和哈瑞卡(2004)通过模拟码头，分别是有自升式设备和非自升式设备，来进行不同的运输系统的比较研究。典型的布置问题包括：泊位类型的选择，堆场的位置，每个个体的具体布局区域。例如，基姆等人（2007）比较堆场和泊位的位置分别在平行，垂直情况下的关系。在本文中，我们将集中关注如何在规划阶段在码头配置合理的泊位。而在决策阶段，主要是决定码头

51、建设的计划和控制方法的逻辑过程。例如， 需要选择将船驶向泊位的策略（例如：伊马亚特2001），在堆场如何存储和取回需要的集装箱（例如：维斯和路德勃根 2009）或者运载集装箱到其他设备上（例如：比什等人2001）。在实施阶段，对于日常所需要做的都做了详细的规划，决定在某种程度上直接影响规划的另一阶段。例如，码头的布置直接影响下一次的物流流程和码头的生产力。因此，做出的决定需要在不同水平考虑区域个体之间的联系。在本文中，我们将研究泊位的设计的选择同码头上其他的设计和控制问题的联系，通过概述我们可以得知，对于研究人员和码头工作人员模拟方法在码头布置和选择、检测选择的方法和研究决定之间的相互影响起到越来越重要的作用（司提肯等人 2004）。本研究的目的是观察选择一种类型的集装箱码头泊位的决策问题，我们模拟各种类型的泊位配置来进行比较分析和研究对其他码头物流流程的影响。传统的泊位，也被称为边际泊位，由船舶可以停泊的单一码头组成。凹岸式泊位船的三侧都是码头，这种泊位可以在船的两侧同时用码头起重机装载和卸载集装箱，并且可以在船的两侧堆放集装箱。因此