【正文】 environmental impacts of equipment and terminals in conjunction with specialist environmental firms. ENQUIRIES TBA Netherlands Karrepad 2a, 2613 AP Delft The Netherlands Tel: +31 (0)15 380 5775 Email: Web: ABOUT THE authors about the pany Enqui 優(yōu)化自動化集裝箱終端來提高生產(chǎn)力 伊沃 trucks picking up a container at the yard wait an additional two minutes (Figure 5). Figure 6 shows the status distribution of the RMGs, divided in RMGs processing the waterside (WS RMG) and RMGs processing the landside (LS RMG). Although they are dedicated to do productive moves of their corresponding side, they can do unproductive moves for either side. This is why the WS RMGs show a large increase in ?shuffle move‘ status when they execute shuffles for the gate moves. This takes the stress off landside RMGs that need to handle more trucks. In future steps we will see whether the waterside volume can be increased as well. Step 3: replacing AGVs by LiftAGVs LOLO AGVs require a ?handshake‘ interchange with RMGs at the yard. This causes waiting times for both RMGs and AGVs,because for almost every move one of them has to wait for the other to arrive. This handshake can be excluded from the process by using LiftAGVs instead of AGVs. LiftAGVs are able to place and take containers from a platform located in front of the stack modules by using a lift mechanism. RMGs place and take containers from the platform as well. In this step we use LiftAGVs with – besides the lifting ability –the same specs as the 10yearold AGVs. Changes and expected effects: Unlinked interchange between LiftAGV and RMG reduces waiting time for both equipments. This should increase overall terminal productivity. LiftAGVs need to make an additional stop in front of the container rack to lower or hoist their platform. This is an extra move in their routing process and costs additional time (15 – 25seconds per stack visit). This decreases productivity. The container racks require more space than interchange positions for AGVs. Therefore only four racks fit in each stack module interchange zone instead of five parking slots for reduces flexibility and has a negative effect on performance. Results The quay crane performance increases with 3 to bx/hr for any number of vehicles per crane. The reduced waiting times largely outweigh the longer drive times and fewer transfer points,as shown in Figure 7. Figure 8 shows the move duration per box of the AGVs and liftAGVs. In the left column for AGVs you can see a large portion of the time is consumed by ?Interchanging at RMG TP‘, minutes per box, which represents the waiting time for the handshake with an RMG. The right column for LiftAGVs shows a slight increase in dr iving times (because dr iving requires an additional action: lifting in front of rack), but also a huge reduction in ?Interchanging at RMG TP‘: only minutes (20 seconds).LiftAGVs are approaching quay cranes generally a bit earlier now, which causes ?Waiting for QC approach‘ to increase。 both RMGs drive on the same rail. On the same space we can fit 41 modules instead of 35 modules. This means that more RMGs will be deployed: 82 instead of 70. This can cause an increase in performance. ? Storage capacity is increased by 19% because of the layout adjustment. In the model we will keep the yard density at 85%, which means the terminal can acmodate a higher throughput. Although this would also increase the gate volume, we keep the gate volume at 320 bx/hr in this step。 there is less than 5% transshipment. In peaks all 16 quay cranes will be deployed, and the peak gate volume equals 320 containers per hour. The yard can be stacked to fourhigh, and the peak yard density equals 85%. We have run an eighthour peak period with the simulation model to get the reference quay crane productivities of the starting scenario. The results are shown in Figure 1. In the remainder of the study we will specifically focus on a situation with five AGVs per QC (on average。畢業(yè)設(shè)計 (論文 ) 外文翻譯 題 目 : Optimizing automated container terminals to boost productivity 專 業(yè) : 港口航道與海岸工程 班 級 : 2020 級（ 5）班 學(xué) 生 : 尹 長 兵 指導(dǎo)教師 : 李 怡 重慶交通大學(xué) 2020 年 Optimizing automated container terminals to boost productivity Dr. Yvo Saanen, Principle Consultant, amp。 Arjen de Waal, Senior Consultant, TBA, The Netherlands Abstract The next generation of robotized terminals will benefit from the latest solutions and technology. What are these solutions that will beef up the productivity of these terminals? In a simulation supported analysis, the small, but all feasible steps are pared on their impact to ship productivity. The analysis shows that with the right measures, a fully robotized terminal can live up to today‘s requirements from shipping lines to turn around even the biggest vessels in a short period of time. Introduction What makes the myth about nonperforming fully automated (robotized is the better word) so strong? How can it be that in the simulated world, the planned – and as such to be built –automated terminals perform well (above 35gmph under peak circumstances), and not in real life? This question we have asked ourselves, also to critically review our simulatio