![]() Ports are key factors in international trade, and new port terminals are quite costly and time consuming to build. On the other hand, the port operator is also measured by her ability to utilize available resources (berth space, cranes, prime-movers, etc.) in the most efficient. This is particularly important for vessels from priority customers (called priority vessels hereon), who may have been guaranteed berth-on-arrival (i.e., within two hours of arrival ) service in their contract with the terminal operator. To minimize disruption and maximize efficiency, most of the customers (i.e., vessel owners) expect prompt berthing of their vessels upon arrival. Several variables must be considered, including the length-overall and (expected) arrival time of each vessel, the number of containers for discharging and loading on each vessel, and the storage location of outbound/inbound containers to be loaded onto/discharged from the corresponding vessel. When planning berth usage, the berthing time and the exact position (i.e., wharf mark) of each vessel at the wharf, as well as various quay-side resources are usually determined. The problem studied in this paper is motivated by a berth allocation planning problem faced by a port operator. See Figure 1 for an example of a prime mover unloading containers from a vessel. The procedure is reversed for cargo leaving the port. Prime movers enter the terminals to pick up the containers for distribution to distriparks and customers. ![]() The yard cranes at the terminal yards then pick up the containers from the prime movers and stack them neatly in the yards according to a stacking pattern and schedule. The trucks then move them to the terminal yards. ![]()
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