Container Terminals and Automated Transport Systems: Logistics Control Issues and Quantitative Decision Support PDF
Preview Container Terminals and Automated Transport Systems: Logistics Control Issues and Quantitative Decision Support
Container Terminals and Automated Transport Systems Hans-Otto Günther Kap Hwan Kim Editors Container Terminals and Automated Transport Systems Logistics Control Issues and Quantitative Decision Support 123 Professor Dr.Hans-Otto Günther TU Berlin Department ofProduction Management Wilmersdorfer Straße 148 10585 Berlin Germany Email:[email protected] Professor Kap Hwan Kim Pusan National University Department ofIndustrial Engineering Jangjeon-dong,Kumjeong-ku Pusan 609-735 Korea Email:[email protected] Parts ofthe papers ofthis volume have been published in the journal OR Spectrum. Cataloging-in-Publication Data applied for A catalog record for this book is available from the Library ofCongress. Bibliographic information published by Die Deutsche Bibliothek Die Deutsche Bibliothek lists this publication in the Deutsche Nationalbibliografie; detailed bibliographic data available in the internet at http://dnb.ddb.de ISBN 3-540-22328-2 Springer Berlin Heidelberg New York This work is subject to copyright.All rights are reserved,whether the whole or part ofthe material is concerned,specifically the rights oftranslation,reprinting,reuse ofillustrations,recitation, broadcasting,reproduction on microfilm or in any other way,and storage in data banks.Dupli- cation ofthis publication or parts thereofis permitted only under the provisions ofthe German Copyright Law ofSeptember 9,1965,in its current version,and permission for use must always be obtained from Springer-Verlag.Violations are liable for prosecution under the German Copy- right Law. 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Cover design:Erich Kirchner,Heidelberg Production:Helmut Petri Typesetting:Steingraeber Printing:betz-druck Printed on acid-free paper – 42/3130 – 5 4 3 2 1 0 Preface Logistics control issues of container terminals and automated transportation systems Hans-OttoGu¨nther1andKapHwanKim2 1 DepartmentofProductionManagement,TechnicalUniversityBerlin, WilmersdorferStr.148,10585Berlin,Germany (e-mail:[email protected]) 2 DeptartmentofIndustrialEngineering,PusanNationalUniversity,Jangjeon-dong, Kumjeong-ku,Busan,609-735,Korea (e-mail:[email protected]) Marinecontainerindustryhasgrowndramaticallyinthelast30years.Asaresult, containertransportationhasbecomeapredominantmodeofinter-continentalcargo traffic.Containerterminalshavebeenplayinganimportantroleasmulti-modalin- terfacesbetweenseaandlandtransport.Inordertobenefitfromtheeconomyof scale,thesizeofcontainershipshassignificantlyincreasedduringthelastdecade. Frequently, a large container ship requires thousands of container lifts in a port terminalduringonecall.Sinceacontainershipinvolvesamajorcapitalinvestment and significant daily operating costs, customer service has become an important issueforcontainerportterminalsandmanycontainerterminalsareattemptingto improve their throughput and to reduce the turnaround times of vessels and cus- tomers’trucks.Withgrowingcontainerization,thenumberofcontainerterminals worldwide increased considerably and the competition among them got stronger andstronger.Intheacademicworld,issuesrelatedtocontainerterminaloperations havebeenneglectedforquitealongtime.Onlyrecently,duetotheever-increasing importance of inter-continental cargo traffic and higher competition among con- tainerterminals,theseissueshaveattractedtheattentionoftheacademiccommu- nity. Inmostexistingcontainerterminals,computersareemployedtoscheduleand controldifferentkindsofhandlingoperations.Acontainerterminalisacomplex systemwithvariousinterrelatedcomponents.Hence,therearemanydifficultde- cisionsthatoperatorsandplannershavetomake.Becausecomputersystemshave capabilitiestomaintainalargevolumeofdataandanalyzetheminashorttime, theyhavebeenutilizedtoassisthumanexpertsinmakingdecisionsonthedesign of a container terminal, in developing operational plans and supporting real time decisions,forinstance. Furthermore,thereisanongoingtrendinthedevelopmentofseaportcontainer terminal configurations to use automated container handling and transportation VI H.-O.Gu¨ntherandK.H.Kim technology,particularly,incountrieswithhighlabourcosts.Thisinturnrequires a much more sophisticated control strategy in order to meet the desired perfor- mancemeasures.Asaresult,quantitativemethodologyhasreceivedconsiderable attentiontoanalyzeandsupportthedesign,operations,andcontrolissuesarisingin automatedcontainerterminals.Clearly,containerterminallogisticsisachallenging fieldformanyresearchdisciplines,e.g.industrialengineering,automation,opera- tionsresearch,andmanagement.Yet,giventherecentdevelopmentsininformation technology,automatedhandlingandtransportationequipment,optimizationalgo- rithmsandmodellingtools,theoverallproductivityofcontainerterminalscanbe significantlyincreased. Handlingoperationsandequipmentinseaportcontainerterminals Seaportcontainerterminalsusuallyemployfourdifferenttypesofyard-sideequip- ment: the on-chassis system, the carrier-direct system, the combined system of straddlecarriersandyardtrucks(straddle-carrier-relaysystem),andthecombined system of yard cranes and prime movers. For the latter one, either yard trucks or automated guided vehicles (AGVs) could be used (yard-crane-relay system). Accordingtothedifferenttypesofyard-sideequipment,handlingsystemscanbe classifiedintotwogroups.Oneiscalled“directtransfersystem”,whichincludesthe on-chassissystemandthecarrier-directsystem,andtheotheroneisthe“indirect transfersystem”,whichincludesthestraddle-carrier-relayandtheyard-crane-relay systems.Thesetwogroupsofsystemsareexplainedinmoredetailbelow. Indirecttransfersystems,noyardcranesareneeded.Thesameequipmentis usedtopickup(putdown)acontainerfrom(into)themarshallingyard,deliverit to(from)theapron,andtransferitto(from)aquaycrane.Inanon-chassissystem whichisillustratedinFigure1,everycontainerisstackedonachassisandatractor pulls the chassis between the apron and the marshalling yard. In a carrier-direct systemwhichisillustratedinFigure2,containersarestackedinmultipletiersand straddle carriers pick up (put down) containers from (into) the yard and deliver thembetweentheapronandthemarshallingyard. In indirect transfer systems, a prime mover delivers a container between the apronandthemarshallingyard.Straddlecarriersoryardcranestransfercontainers between prime movers and yard stacks in the marshalling yard. In the straddle- carrier-relay system, straddle carriers are used to transfer containers, while yard SHIP QUAY CRANE TRUCK & CHASSIS STORAGE TRUCK Fig. 1.Containerflowsinanon-chassissystem Preface VII SHIP QUAY CRANE STRADDLE STORAGE STRADDLE TRUCK CARRIER CARRIER Fig. 2.Containerflowsinacarrier-directsystem YARD QUAY YARD YARD SHIP TRUCK STORAGE TRUCK CRANE CRANE CRANE (AGV) Fig. 3.Containerflowsinayard-crane-relaysystem cranesdosointheyard-crane-relaysystemwhichisillustratedinFigure3.Through- out the world all automated container terminals adopted this type of yard-side equipment.IntheECTterminalofRotterdamandtheCTAterminalinHamburg, automated guided vehicles (AGVs) are being used as prime movers. The type of yardcranesemployedareautomatedstackingcranes,doublerail-mountedgantry cranes (RMGC), and overhead bridge cranes in ECT, CTA, and Parsir Panjang terminalinSingapore,respectively. Fromtheperspectiveofoperationaldecisions,themostdifficultdecisionshave tobemadeinthecaseoftheyard-crane-relaysystembecauseofitshigherstacksof containerscomparedtotheotherhandlingsystems.Inthefollowingexplanationof theoperationofcontainerterminals,wewillassumetheyard-crane-relaysystem, unlessanothertypeofhandlingsystemisindicatedexplicitly. The handling operations in container terminals comprise three types of op- erations: vessel operations associated with container ships, receiving / delivery operations for outside trucks, and container handling and storage operations in a yard.Vesseloperationsincludethedischargingoperation,duringwhichcontainers inavesselareunloadedfromthevesselandstackedinamarshallingyard,andthe loadingoperation,duringwhichcontainersarehandledinthereversedirectionof thedischargingoperation.Duringthedischargingoperations,quaycranestransfer containers from a ship to a prime mover which can be a yard truck or an AGV. Then,theprimemoverdeliverstheinbound(import/discharging)containertoa yardcranethatpicksitupandstacksitintoapositioninamarshallingyard.For theloadingoperation,theprocessiscarriedoutintheoppositedirection. During receiving and delivery operations, when a container arrives at a con- tainerterminalbyanoutsidetruck,thecontainerisinspectedatagatewhetherall documentsarereadyandthecontainerisundamaged.Also,atthegate,information VIII H.-O.Gu¨ntherandK.H.Kim regardingwhereanexportcontaineristobestoredandwhereanimportcontainer is located, is provided to the outside truck. When the outside truck arrives at a transferpointoftheyard,eitheryardcranesorstraddlecarriersreceiveacontainer fromthetruck(“receivingoperation”)ordeliveracontainertothetruck(“delivery operation”),respectively. Decisionproblemsincontainerterminals Therearethreedifferenttypesofdecisionproblemsincontainerterminals,which callforquantitativedecisionsupport:designproblems,operationalplanningprob- lems,andrealtimecontrolproblems.Designproblemshavetobesolvedbyfacility plannersintheinitialplanningstageofdevelopingterminalconfigurations.Most of the problems are related to investment in construction and facilities. Because resources in container terminals are very expensive and limited, the usage of the resourcesandtheimpactoftheoperationalplanningsystemshavetobecarefully evaluatedinordertomaximizetheperformanceoftheentireterminalconfigura- tion.Duringtheactualhandlingoperation,decisionsonmatchinghandlingtasks withtherequiredresourcesmustbemadeinrealtime.Theseissuesarereferredto asrealtimecontrolproblems. ThefirstchapterofthisbookbyDirkSteenken,StefanVoßandRobertStahlbock providesanoverviewandclassificationofcontainerterminaloperationsandrelated decisionproblemsaswellasacomprehensivereviewoftherelevantliterature.The authorsnotonlydescribetheconfigurationofmoderncontainerportterminalsand thedifferenttypesofhandlingequipmentemployed,butanalyzethecorresponding logisticsprocessesandpresentasurveyofmethodsfortheiroptimization.Thisis complementedbyanextensivelistofreferences. Designproblems Designproblemsincludethedeterminationofthetypeofhandlingequipmentinthe yard,thenumberofberths,quaycranes,yardtrucks,yardcranes,storageslots,and humanoperators,theyardlayout,andthedegreeofautomationoftransportationand handlingequipment.Arelatedissueofconsiderableimportanceistheestimation ofvariousperformancemeasuresoftheintendedterminalconfiguration.Queuing theoryandsimulationhavebeenwidelyusedtosupportdesignproblems. This book includes two studies which address the selection of transportation equipment.IrisF.A.VisandIsmaelHarikapresentadetailedcomparisonandsensi- tivityanalysisofdifferenttypesofautomatedtransportvehicles.Theyexaminethe effectsofusingautomatedguidedvehicles(AGVs)andautomatedliftingvehicles (ALVs)onunloadingtimesofavesselbymeansofasimulationstudy.Incontrast to AGVs, ALVs are capable of lifting a container from the ground by itself. The studysupportsthechoiceforacertaintypeofequipmentandthedeterminationof thenumberofvehiclesrequired. AnothersimulationstudyofcontainerterminaloperationsisprovidedbyChang HoYang,YongSeokChoi,andTaeYoungHa.TheyalsoevaluateAGVsandALVs Preface IX as two competitive types of automated transport systems in automated container terminals. From the results of a detailed simulation analysis, they determine the comparativeeffectbycycletimeandtherequirednumberofvehicles.Thestudy demonstrates that the ALV is superior to the AGV in terms of productivity and efficiency. ThecontributionbySo¨nkeHartmannisthedevelopmentofapracticaltoolfor generating scenarios of sea port container terminals. The scenarios can be used as input data for the development of simulation models as well as for testing the efficiency of optimization algorithms for different problems of container termi- nal operations. The scenario generator has been successfully applied in a major simulationprojectforthedesignofanewcontainerterminal. Anotherdesignissue,investigatedbyPyungHoiKoo,WoonSeekLee,andDong WonJangreferstotheproblemoffleetsizingandvehicleroutingforcontainersto bemovedbytrucksbetweencontainerterminalsandoff-the-dockcontaineryards. Their study is motivated by the situation in Busan where several small container yardsarescatteredinthecityandrelocatingcontainerscausestremendoustraffic problems. The approach suggested employs an optimization model to produce a lowerboundontherequiredfleetsizeandatabusearchbasedheuristictogenerate vehicleroutes. Operationalplanningproblems Beforehandlingoperationsincontainerterminalsactuallyhappen,humanplanners or computerized control systems usually schedule them in advance to maximize the efficiency of the operations. Typically, target resources are in limited supply andthusprioritiesamonghandlingactivitiesthatrequiretheresourcesatthesame timemustbedetermined.Keyresourcesincludeberths,handlingequipmentsuch asquaycranes,yardcranes,yardspace,andhumanoperators. Shipoperationplansrepresentoneofthemostimportantoperationalplans.The correspondingplanningprocessconsistsofberthscheduling,quaycranescheduling (inpractice,calledworkscheduling),anddischargeandloadsequencingofcon- tainers.Intheinitialstageofberthscheduling,theberthingtimeandtheposition ofacontainershiparedetermined. The problem of allocating berth space for vessels in container terminals is examinedinthebookchapterbyYongpeiGuanandRaymondK.Cheung.Motivated by such a problem arising in the port of Hong Kong, they develop models and solution methods which aim at minimizing the waiting and operating time of a vessel.Computationalexperimentsarereportedwhichdemonstratetheefficiency ofthesuggestedmethods. Throughthequaycraneschedulingprocess,thesequenceofship-baysthateach quaycranewillserveandthetimeschedulefortheservicearespecified.Forquay cranescheduling,relevantinformation,suchasastowageplanoftheshipandthe timeintervalinwhicheachquaycraneisavailable,areusuallygiven.Thestowage planconsistsofmultiplecross-sectionalviews,eachcorrespondingtoaship-bay. Eachcross-sectionalviewshowsslotsthataspecificgroupofcontainersmustbe loadedintoorpickedupfrom. X H.-O.Gu¨ntherandK.H.Kim Young-Man Park and Kap Hwan Kim discuss a method for simultaneously scheduling berth and quay cranes, which are critical resources in port container terminals.IncontrasttothestudybyGuanandCheung,theyconsiderthefactthat the berthing time of a vessel can be reduced by assigning more quay cranes to the vessel. An integer programming model is formulated by considering various practicalconstraints.Atwo-phasesolutionprocedureissuggestedforsolvingthe mathematicalmodel. After constructing the quay crane schedule, the sequence of containers for dischargingandloadingoperationsaswellasthecorrespondingstoragelocations havetobedetermined.Inpractice,heuristicrulesarecommonlyusedtoconstruct the unloading and loading sequence. Superior solutions to the load sequencing problem,however,canoftenbeobtainedbyusingnumericalsearchalgorithms. In the chapter by Kap Hwan Kim, Jin Soo Kang, and Kwang Ryel Ryu, the authors address the load sequencing of outbound containers. The solution to this complexdecisionproblemrequiresthedeterminationofthetravelroutesoftransfer cranesandthenumberofcontainerstobepickedupateachyard-bayaswellasthe determinationoftheloadsequenceforindividualcontainers.Abeamsearchbased solutionapproachisproposedwhichconsidersmanypracticalconstraints. In addition to berth and quay cranes, storage space may be pre-assigned for containersarrivingatthemarshallingyardinfuturesothattheloading/discharge operation can be performed efficiently. In general, in order to expedite the load- ing operation, space for containers bound for the same ship should be assigned to locations close to each other. Storage space for inbound containers is usually determinedinrealtimeatthemomentofdischarge.Also,otherresourcessuchas yardcranes,manpower,andprimemoverscanbepre-assignedtoaspecifictypeof operation. Realtimecontrolproblems Actual commitment of resource assignment is performed in real time and trig- gered by certain events or specific conditions. For resources, such as the berths, quay cranes, and storage space, the allocation of the resources has already been completedintheprecedingplanningstage,butthefinalcommitmentanddetailed decisions on the assignment of resources are usually made in real time. For re- sources, such as prime movers, yard cranes, and manpower, detailed operational schedulescanonlybedevelopedforaveryshort-termplanninghorizon,mostoften onlyforafewminutes,becausethedynamicnatureoftheterminaloperationsand frequently occurring disturbances do not allow for comprehensive scheduling of futureoperations.Therefore,theassignmentofresourcestotasksmustbemadein realtime. In his contribution, So¨nke Hartmann proposes a general model for various schedulingproblemsthatoccurincontainerterminals,e.g.schedulingcranesand vehicles.Thismodelconsiderstheassignmentofjobstoresourcesandthetemporal arrangementofthejobssubjecttoprecedenceconstraintsandsequence-dependent setuptimes.Tosupportreal-worldschedulingproblems,priorityrulebasedheuris- ticsandageneticalgorithmarediscussed. Preface XI The chapter by Martin Grunow, Hans-Otto Gu¨nther, and Matthias Lehmann presentsanefficientpriorityrulebaseddispatchingalgorithmformulti-loadAGVs inhighlyautomatedseaportcontainerterminals.Thisapproachiswellsuitedfor practical application within an online logistics control system. The performance of the proposed heuristic is evaluated against an MILP model formulation with respecttototallatenessoftheAGVs.Numericalresultsalsorevealthesuperiority ofmulti-loadcomparedtosingle-loadcarriers. Automatedtransportationsystems Apartfromseaportcontainerterminals,automatedtechnologyisbeingappliedto othertypesoftransportationsystemsandterminals,suchasfreightterminalsinair portsorrailstations.Thisbookcomprisesadditionalchapterswhichpresentcase studiesandapplicationsofquantitativemethodologyforautomatedtransportation systems. In the chapter by Matthieu van der Heijden, Mark Ebben, Noud Gademann, andAartvanHarten,motivatedbyaDutchpilotprojectonanundergroundcargo transportation system in Amsterdam Airport Schiphol using AGVs, the authors addressemptyvehiclemanagementinlarge-scaleautomatedtransportationsystems withtheobjectiveofminimizingcargowaitingtimes.Theyproposeseveralheuristic rules and algorithms for empty vehicle management, varying from trivial First- Come,First-Served(FCFS)vialook-aheadrulestointegralplanning. MarkEbben,MatthieuvanderHeijden,JohannHurink,andMarcoSchutten address a scheduling problem for an underground cargo transportation system in whichthefinitecapacityofresources(suchasvehicles,docks,parkingplaces)are considered as critical resources. They propose a flexible modeling methodology whichallowstoconstruct,evaluate,andimprovefeasiblesolutions. KnutAlickeproposesamethodforschedulingtransshipmenttasksinaninter- modal transport terminal. The approach handles sequence-dependent duration of empty moves, alternative assignments of containers to cranes and a sequence- dependent number of operations in a rail terminal. An optimization model based onconstraintsatisfactiontechniqueisformulatedandheuristicsforthesearchpro- cedure,especiallyvalueandvariableordering,aredeveloped. Jae Kook Lim, Kap Hwan Kim, Kazuho Yoshimoto, Jun Ho Lee, and Teruo Takahashisuggestadispatchingmethodforautomatedguidedvehiclesbyusingan auctionalgorithm.Thedispatchingmethodinthisstudyisdistributedinthesense that the dispatching decisions are made through communication among related vehiclesandequipment.Thetheoreticalrationalebehindthedistributeddispatching methodisbasedontheauctionalgorithmforsolvingtheassignmentproblem. InthechapterbyPeterBrucker,SilviaHeitmann,andSigridKnust,theproblem ofreschedulingtrainsisaddressedinthecasewhereonetrackofarailwaysection consistingoftwotracksinoppositedirectionsisclosedduetoconstructionactiv- ities. A polynomial algorithm is suggested for finding an optimal schedule with minimallateness.Basedonthisalgorithm,alocalsearchprocedureisproposedfor thegeneralproblemoffindinggoodschedules.
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