الفهرس 
IntroductionOnly 14 pages are availabe for public view
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Abstract
Shipping operations between continents depend mainly on the sea. Shipping operations use different container sorts and sizes depending on the goods being transported. Thus, the shipping operations at the seaport terminals face many problems in how to schedule port resources. Many researchers studied the scheduling problem that faces the seaport container terminal with different objectives. This research will discuss the problem of scheduling quay cranes and berth allocation problem in order to improve the performance of the seaport.
A linear programming model is proposed to minimize the total flowtime of vessels thus improving the utilization of seaport resources. Experiments were performed more than once with a change in parameters to define and study the factors that affect in increasing the vessel’s staying time at the seaport, therefore, seaport resource utilization is ineffective. The ANOVA will be used to show if there is an interaction between these factors. The experiments will be conducted again by changing the objective function to minimize total tardiness and adding due dates to finish service for each vessel. An empirical formula will be composed to calculate the maximum number of quay cranes that must be available in the seaport.
According to the research results, increasing the total number of quay cranes more than a certain point would not result in a reduction in the total flowtime and will instead result in quay cranes utilization reduction. The results show that reducing total flowtime is based on the maximum number of quay cranes that can be assigned to each vessel and the vessels’ lengths and workload. The interactions between factors such as berth length, the maximum number of quay cranes that can be assigned to each vessel and the total number of available quay cranes must be considered. The empirical formula finds the critical total number of quay cranes that must be available in the seaport based on berth length, an average of vessel’s lengths arriving at the port, and the average of the maximum number of quay cranes that can be assigned to each vessel. Finally, adding due dates and achieving the objective of minimizing total tardiness will affect increasing the total flowtime a bit little.