Abstract
In order to evaluate the effectiveness of re-marshalling and the Terminal Appointment System thoroughly, the impact of both is examined with a selective variation of yard block properties which are deemed to be central for the understanding of the interaction of yard block properties, re-marshalling and Terminal Appointment Systems. The aim is to eliminate any biased behaviour of the algorithm or performance enhancements through the Terminal Appointment System by certain combinations of yard block settings. For this purpose, the influences of two block parameters, are examined in this chapter. Namely, the average block occupancy influences the number of re-handling moves that can be performed in the block. Generally, it is more difficult to re-handle containers in densely filled blocks. Even in cases of a high quantity of precise arrival information, re-handling is impeded by a limited number of available empty slots. Hence, it is worthwhile to analyse how densely filled the block can be stacked while it remains possible to benefit from implementing and operating Terminal Appointment Systems. Next, it makes naturally no sense to operate the Terminal Appointment System if the considered yard block is a pure transshipment block with no external trucks arriving at its handover area. Therefore, it is important to identify the threshold for the transshipment rate of a yard block at which imprecise or unknown arrival information of trucks at the handover areas considerably impact the productivity of the yard block. The empirical study is conducted by simulation based on a rigorous experimental design and statistical evaluation.
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Notes
- 1.
The experimental results are presented as data points while a dashed line connects the points in order to group them according to their tier and algorithm category for the purpose of visualisation. In this respect, the dashed lines do not reflect an interpolation of the results.
- 2.
For the reason of comparing three algorithms with six different parameter levels, it is impractical to visualise the results of all individual runs simultaneously for all RMGC-systems in one diagram. For the same reasons of clarity and comprehensibility, only the mean values over ten runs are presented in the diagrams.
- 3.
For the reasons behind the performance discrepancy with regard to re-handling moves and vehicle waiting times, it is referred to the discussion of this effect in Sect. 7.6.
- 4.
Remember that, according to the rational of the FCQ, it is indirectly tried to separate containers with available retrieval information (belonging to subset C sl) from containers without retrieval information (belonging to subset C dw) as explained in Sect. 7.4.4.
- 5.
The experimental results are presented as data points while a dashed line connects the points in order to group them according to their tier and algorithm category for the purpose of visualisation. In this respect, the dashed lines do not reflect an interpolation of the results.
- 6.
For the reason of comparing two algorithms with ten different parameter levels, it is impractical to visualise the results of all individual runs simultaneously for all RMGC-systems in one diagram. For the same reasons of clarity and comprehensibility, only the mean values over ten runs are presented in the diagrams.
- 7.
Note that the total number of containers in the block during the planning horizon stays also unaffected by the transshipment rate. The latter only changes the distribution of container properties and not their quantity (Kemme 2013).
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Covic, F. (2019). Interaction Effects of Yard Block Properties, Re-marshalling and TAS. In: Container Handling in Automated Yard Blocks. Contributions to Management Science. Springer, Cham. https://doi.org/10.1007/978-3-030-05291-1_9
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DOI: https://doi.org/10.1007/978-3-030-05291-1_9
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