All these studies have a very local perspective on the problem: they all assume a given handling capacity allocated to trucks and try to minimize queuing consequences. In our opinion, these studies neglect the fact that internal material handling resources serving trucks, also have to serve trains, barges and vessels. We address the problem at a higher level where truck appointments are sized depending on the activity generated by vessels, trains and barges (which can usually be very well anticipated). Typically, the terminal can serve fewer trucks during time slots with high levels of activity for trains, barges and vessels. The terminal should thus offer fewer truck appointments for busy time slots and more appointments for less busy time slots. Consequently, the allocation of handling capacity to different transport modes over the day and the dimen- sioning of the appointment system should be deeply entwined.
The given container terminal in Marseilles – and presumably most terminals of equivalent size – uses manned straddle carriers for internal transportation and storage operations. Trucks, trains, barges and vessels compete for the available straddle carriers. Allo- cation decisions are taken on a daily basis based on the forecasted workload over the day. We deal with the problem at a tactical level and combine the allocation of straddle carriers with the dimen- sioning of the truck appointment system. Our objective is to eval- uate if the truck appointment system may be used to reduce overall delays of trucks, trains, barges and vessels at the terminal.
All these studies have a very local perspective on the problem: they all assume a given handling capacity allocated to trucks and try to minimize queuing consequences. In our opinion, these studies neglect the fact that internal material handling resources serving trucks, also have to serve trains, barges and vessels. We address the problem at a higher level where truck appointments are sized depending on the activity generated by vessels, trains and barges (which can usually be very well anticipated). Typically, the terminal can serve fewer trucks during time slots with high levels of activity for trains, barges and vessels. The terminal should thus offer fewer truck appointments for busy time slots and more appointments for less busy time slots. Consequently, the allocation of handling capacity to different transport modes over the day and the dimen- sioning of the appointment system should be deeply entwined.
The given container terminal in Marseilles – and presumably most terminals of equivalent size – uses manned straddle carriers for internal transportation and storage operations. Trucks, trains, barges and vessels compete for the available straddle carriers. Allo- cation decisions are taken on a daily basis based on the forecasted workload over the day. We deal with the problem at a tactical level and combine the allocation of straddle carriers with the dimen- sioning of the truck appointment system. Our objective is to eval- uate if the truck appointment system may be used to reduce overall delays of trucks, trains, barges and vessels at the terminal.
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