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Problemx

The document defines indices, parameters, and decision variables to formulate an optimization problem for ship berth allocation and quay crane scheduling. The objective is to minimize the total handling time of containers, waiting time, and delay time for ships. Constraints ensure each ship is served, only one ship per berth, maximum cranes per ship, service after arrival time, and more.

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zaroual.a.fst
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5 views

Problemx

The document defines indices, parameters, and decision variables to formulate an optimization problem for ship berth allocation and quay crane scheduling. The objective is to minimize the total handling time of containers, waiting time, and delay time for ships. Constraints ensure each ship is served, only one ship per berth, maximum cranes per ship, service after arrival time, and more.

Uploaded by

zaroual.a.fst
Copyright
© © All Rights Reserved
Available Formats
Download as PDF, TXT or read online on Scribd
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We define the following indices, parameters and decision variables to formu-

late it:
Indices:
i(= 1, 2 . . . n) ∈ V set of ships
j(= 1, 2 . . . m) ∈ B set of berths
k(= 1, 2 . . . n) ∈ O set of service orders

Parameters:
n : number of ships
m : number of berths
v : working speed of the cranes
b : the maximum number of quay cranes that can be assigned to each ship
H : the total number of cranes available in the port
ai : arrival time for ship i
ci : number of containers required for loading/unloading of ship i
di : departure time for ship i.
Decision variables:
si : starting time for serving the ship i
hj : number of cranes assigned to berth j
A : the average working time of cranes
Uj are
( the working times of cranes on berth j.
1 if if the ship i is served as the kth ship at the berth j
xijk
0 otherwise
Pn Pm Pn ci Pn Pm Pn
Min Z1 = i=1 j=1 k=1 v·h j
xijk (∗) + i=1 j=1 k=1 (si − ai ) xijk (∗∗) +
Pn Pm Pn  
ci (∗∗∗)
i=1 j=1 k=1 si + v·hj − di xijk
r m
1 X 2
Min Z2 = hj (Uj − A) (1.1)
H j

Subject to
m X
X n
xijk = 1 ∀i ∈ (1, 2 . . . n) (1.3)
j=1 k=1

1
n
X
xijk ≤ 1 ∀j ∈ (1, 2 . . . m), ∀k ∈ (1, 2, . . . .n) (1.4)
i=1
hj ≤ b ∀j (1.5)
si ≥ ai ∀i (1.6)
 
ci
si + xij,k−1 ≤ sl xljk , ∀i, k, 1 = i + 1, ∀j ∈ (1, 2 . . . m) (1.7)
v · hj
m
X
hj ≤ H (1.8)
j=1

hj integer ∀i (1.9)
n X m Xn
X ci
Uj = · xijk , ∀j (1.10)
i=1 j=1
v · hj
k=1
m
1 X
A= hj · Uj (1.11)
H
j=1

First, the non linear objective function (1.1) is to minimize the sum of the
handling time (∗ ) of containers for the corresponding ship, the waiting time
between the arrival and the service’s starting (∗∗ ) and finally the delay time
for every ship (∗ ∗ ∗). The objective (1.2) is minimizing the workload standard
deviation of cranes. Constraint (1.3) assures that every ship must be served
at some berth in any order of service. Constraint (1.4) indicates that a ship
must be served ones and exactly one at any berth. Constraint (1.5) restricts the
maximum number of cranes used on each ship. Constraint (1.6) ensures that
ships are served after their arrival. Constraint (1.7) guarantees that the handling
of a ship starts after the completion of handling of its immediate predecessor at
the same berth. Constraint (1.8) indicates that each crane on berth could be
assigned. Constraint (1.9) enforces the number of cranes allocated to a ship to
be an integer. Constraints (1.10) and (1.11) define working time and average
working time between berths.
After having presented the problem formulation above, in the following sec-
tion, the emphasis will be on the first objective. A new effective approach based
on a local search will be

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