Planification des ports maritimes avec des activeités de maintenace

par Ying Li

Projet de thèse en Mathématiques et Informatique

Sous la direction de Feng Chu.

Thèses en préparation à Paris Saclay , dans le cadre de École doctorale Sciences et technologies de l'information et de la communication (Orsay, Essonne ; 2015-....) , en partenariat avec IBISC - Informatique, Biologie Intégrative, & Systèmes Complexes (laboratoire) , AROBAS : Algorithmique, Recherche Opérationnelle, Bioinformatique et Apprentissage Statistique (equipe de recherche) et de Université d'Évry-Val-d'Essonne (établissement de préparation de la thèse) depuis le 01-10-2018 .

  • Titre traduit

    Seaport planning with maintenance activities

  • Résumé

    In the last two decades there was a fast growth in container transportation in the world, and it has become an important part of global trade. One of the evidences of its development is the throughput increase in the largest international container port, i.e., it increased from 9.62 million TEU in 1993 to 40.2 million TEU in 2017. Statistical data shows that the top ten container ports have reached a total throughput of over 235.2 million TEUs in 2017, while this digit is about 133.7 million TEUs in 2005. In the container transportation trade, container terminals that act as transportation hubs play a vital role. Behind the above encouraging achievements of these container ports, there is fierce competition between them. One inducing result is that various scarce and critical service resources are with heavy workloads in their daily operations. One effective way to further improve the operational capabilities of these resources is to produce efficient processing schedules for them and improve their utilization. The major key resources in a container terminal include berth and quay cranes (QCs) on the seaside, and container yard and yard cranes(YCs) on the landside. In this project we focus on the cooperative assignment of berth and QCs on the seaside. In recent decades, there has been a great interest in berth allocation problem (BAP), quay crane assignment problem (QCAP), and quay crane scheduling problem (QCSP) (Imai et al., 1997; Cordeau et al., 2005; Monaco et al., 2007; Golias et al., 2009; Liang et al., 2011; Fu et al., 2014; Du et al., 2015; Theodorou et al., 2015; Maschietto et al., 2017). In practice, as there is an interrelation between berth allocation and QC assignment, a sequence decision of BAP followed by QCAP is unlikely to produce efficient solutions. Based on this, some authors investigated integrated berth and quay crane assignment problems, i.e., BAP-QCAP, BAP-QCSP and BACASP (Theofanis et al., 2007; Meisel and Beirwirth, 2009; Yang et al., 2012; Rodriguez- Molins et al., 2014; Turkogullari et al., 2014; Karam et al., 2016; Li et al., 2017; Agra et al., 2018). Note that BACASP is the integration of berth allocation, QC assignment and specific QC assignment (SQCAP). It not only determines the allocated berth and the number of assigned QCs for each vessel, but also specifies the assigned QCs. We observed via field study that preventive maintenance activities for QCs are much considered during the mid-term service planning, while berth maintenance is usually involved in long term planning. In this project we only consider QC maintenance activities, which indeed have a direct impact on short-term scheduling during the maintenance periods. The preventive QC maintenance activities are a compulsory requirement in any container terminal, and the implementation of maintenance on schedule can greatly reduce production accidents. It generally consists of monthly, quarterly and annual maintenance plans. Notice that some QC maintenance activities are much time consuming. For example, it usually takes over eight hours to change the steel ropes of one QC. The start time of steel rope renewal of the QC can be preplanned according to the lifespan of the ropes and the accumulated daily workload of the QC. Furthermore, during the maintenance activity the QC itself is unavailable, and the berth segment where it locates is also infeasible for vessel berthing since otherwise the corresponding bay of the vessel cannot be processed during the maintenance period. It indicates that the QC maintenance activity has a straightforward influence on the integrated scheduling of berths and QCs. As some industry experts said, regular QC maintenance is so important that there is no substitute for this activity. Due to the non-negligible disturbance of QC maintenance to the assignment of QCs as well as interrelated berth resource, in this project we investigate the integrated BACASP problem with QC maintenance activities. The maintenance activities has caught much interest in the areas of machine scheduling, airplane scheduling, network server scheduling and etc. (see Lee and Lin, 2001; Chan et al., 2006; De Crescenzio et al., 2011; Ali et al., 2016). To the best of our knowledge, however, the factor of resource maintenance in BACASP as well as BAP and QCAP problems has been generally ignored in literature, and there are no relevant results till now. This thesis aims to develop new models and methods for seaport planning with maintenance activities under deterministic and uncertain demands. We firstly analyze basic characteristics of the problem, formulate a mathematical model for deterministic demands and devise effective and efficient algorithms for it. Then we further consider uncertainty to study robust seaport planning for supporting decision makers.