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Effective prediction of ship arrivals should provide the estimated delay or advance of arrival ships with greater accuracy, and improve the performance of container terminal operations. Therefore, taking Gangji (Yining) Container Terminal (GYCT), China, as an example, this paper resorts to data mining approaches to predict ship arrivals and explore the value of such predicted ship arrivals on the container terminal operation. First, this study applies three data mining approaches, including Back-Propagation network (BP), Classification and Regression Tree (CART) and Random Forest (RF), to estimate the delay or advance of ship arrivals using the collected data of ship arrivals. Then the predictive performance of these three approaches is compared and discussed, it is concluded that RF performs better than BP and CART, and ETA month and ship length are the most important determinants of ship arrivals in GYCT terminal. Finally, series simulation experiments are conducted to assess the value of the ship arrivals predicted by RF model on the improvement on daily operation planning of berth allocation and quay crane assignment in the GYCT terminal. And the results show that incorporating the predicted ship arrivals by RF model is beneficial to improve the performance of operation planning of GYCT terminal. [ABSTRACT FROM AUTHOR]

Container shipping is one of the most important transport modes in international trade. For a large-scale container shipping network, an optimisation model is proposed to minimise the total shipping cost of container flow. Considering the directional property of the container shipping process, a steering vector search pattern is incorporated in a Max-Min Ant System (MMAS) solving algorithm, and an orthogonal array method is adopted in parameter settings. In numerical experiments, a traditional ant colony algorithm and an MMAS algorithm based on a steering vector search pattern are used respectively to optimise the network of five node scales. The results show that a steering vector search pattern can speed up the computation process and improve the optimisation effect. [ABSTRACT FROM AUTHOR]

For the security of ports and the container shipping industry, a key problem for a container terminal is the planning and design of the inspection area. The main goal of this paper is to address an inspection investment planning problem for the international container terminal at Dalian Port using the simulation method. Considering various types of container ships and flexible container truck scheduling and routing, we propose a framework combining an Arena-based simulation model with a developed optimization procedure. Two components of this integrated framework realize information communication via the interface of Visual Basic for Applications. Under the potential inspection protocol, simulation experiments are designed and carried out for investigating the operational impact of container inspections for different allocations of inspection resources at the terminal, including the turnaround time of external trucks, the number of trucks waiting in the inspection area, etc. This paper includes the description of the conceptual framework, the detailed simulation model, the experimental design, and the simulation results. [ABSTRACT FROM AUTHOR]

The conventional approach of designing a container yard should be reexamined in the context of sustainable port development. Considering the uncertain future throughput, a simulation-based optimization framework is proposed to obtain a cost-effective and reliable design solution to the physical layout and equipment deployment strategy of the yard at a mega container terminal. In this framework, a two-stage stochastic programming model is presented aided with a simulation procedure of terminal operations. Finally, an application is given and the results show that the proposed integrated decision framework is effective and helpful for optimizing container yard design in the context of sustainable development of container terminals. [ABSTRACT FROM AUTHOR]

Electric rubber tire container gantry cranes (ERTGs) have already been widely used to replace rubber tire container gantry cranes (RTGs) in many ports of the world, especially in China. ERTGs can reduce carbon dioxide emissions by shifting energy demand from diesel to electricity (energy replacement). It takes almost 6–12 months to change a RTG to an ERTG, and the changed yard cranes cannot work during the replacement phase due to the mechanical reformation and electrical power system construction etc. Therefore, the yard crane network will generate bottlenecks in the container flow and influence the service level when energy replacement happens. This paper focuses on the problem of allocating limited resources for yard cranes to reduce the carbon emissions. The main challenges are how to solve the energy replacement problem at a network level and how to cope with the high uncertainties in the container terminal transportation network. Therefore, we model the energy replacement problem with the purpose of minimizing the carbon emissions by combining an allocation resource mathematical model and a simulation model of the whole transportation network together. The first stage of the energy replacement problem is to make energy replacement decisions each year, while the second stage is to evaluate the value of a seaport's service level based on the realized decisions by running the simulation model. However, the service level indicator is a random variable dependent on the decisions in the mathematical model, which should be controlled to make the seaport work normally at a network level. As an example, the optimization and simulation procedures are applied to a major container terminal in China. The proposed model is general and can be applied to the energy replacement problem of any other seaport. [ABSTRACT FROM AUTHOR]

This paper explores the effect of entrance channel dimensions on berth occupancy of a container terminal when making master planning for a new container terminal, to avoid possible bottlenecks for port's future performance. Therefore, a process-interaction-based simulation model is first developed to simulate container terminal operation, especially ship operation in entrance channel. Then a series of simulation experiments are conducted, in which dozens of container terminals with different numbers of berths and channel dimensions are considered to reproduce the microscopic, stochastic, real-time environment. Finally, simulation results show that the berth occupancy depends on entrance channel dimensions, and more berths, two-way traffic channel and less travel time in channel have higher berth occupancy given the same port service level. So that the effect of entrance channel dimensions, especially very long one-way traffic channels, on berth occupancy should be quantified when determining berth capacities at the master planning stage. Moreover, the analysis and simulation model presented in this paper may help port authorities and the planners to achieve a harmonized overall design in practice. [ABSTRACT FROM AUTHOR]

In this paper, the definition of seaport fairway capacity, considering port service level, is given by referring to both road and inland waterway capacity combined with the features of coastal fairways. In view of the navigation environment and ships' behaviour, the safety distance of ships entering and leaving a seaport is chosen as an overall index to evaluate the navigational safety level of a fairway. Based on the ship-following theory, an Arena-based seaport operating system simulation model is constructed to analyse the impact of safety level on seaport fairway capacity. For different navigational safety levels (i.e., minimum, general and adequate), seaport fairway capacity corresponding to different service levels and navigation durations is obtained. The results show that fairway capacity varies with safety level for a given port service level, and the lower the safety level is, the higher the fairway capacity is. Finally, a recommended navigational safety level and its associated fairway capacity are given to provide a theoretical foundation for fairway design and management. [ABSTRACT FROM AUTHOR]

Within the context of using shore side electricity (SSE) at container terminals, we propose a multi-objective optimization model to solve the problem of berth allocation and quay crane assignment (BACAP). The proposed optimization model integrates the interconnected decisions on each vessel's berthing position, berthing start and departure time, duration of using SSE, and duration of using auxiliary engines to minimize the costs of using SSE, departure delay and emissions. Several factors, including the availability of SSE at different berths and vessels and the time-of-use (TOU) electricity pricing, which have been frequently ignored by previous studies, are specifically considered in this paper. Due to the complexity of the proposed model, an integrative algorithm framework is developed, composed of Partial Optimization Metaheuristic Under Special Intensification Conditions (POPMUSIC), Strength Pareto Evolutionary Algorithm 2 (SPEA2), and k -means clustering. The numerical experiments for a real-world case illustrate the efficiency of the developed algorithm framework and the effectiveness of the proposed model. Compared to the best-known solutions with only one objective considered, the proposed model reduces the costs of using SSE, departure delay, and vessel emissions by 27.47%, 37.51%, and 51.44%. Besides, some managerial insights are outlined based on the experiments under a series of designed scenarios. In doing so, the proposed optimization model assists the promotion of using SSE and the development of green ports and green shipping. • Proposing a multi-objective optimization model for the quayside operation. • Considering the availability of shore side electricity at berths and vessels. • Considering the impact of time-of-use electricity pricing. • Developing an integrative algorithm framework. • Performing experiments on well-defined instances generated from real-word data. [ABSTRACT FROM AUTHOR]

Green shipping and efficient information sharing deepen the collaboration between shipping companies and ports, enabling vessel speed optimization (VSO) to be integrated with the berth allocation and quay crane assignment problem (BACAP). However, the literature presented to date usually considers all vessels as a whole and only addresses the vertical conflict between the two levels of the BACAP and the VSO but neglects the horizontal conflict among vessels in each level of the collaborative planning. To describe and address the conflicts within and between levels, we consider the vessel service differentiation (VSD) and propose a BACAP-VSO with VSD (BACAP-VSO-w/-VSD) collaboration mode. To this end, we set up a bi-level multi-objective optimization model. In the upper-level BACAP model, the VSD is implemented by separating vessels into different preferential groups. Multi-objectives are formulated to minimize the service delays of vessels in preferential groups and all vessels. In the lower-level VSO model, the VSD is realized by grouping vessels based on their shipping companies. Multi-objectives are solved to minimize the fuel consumption costs of each shipping company. We develop a nested genetic algorithm incorporated with an inheritance factor and jumping operations for the solution approach. Experimental results show that the proposed collaboration mode can analyze trade-offs among multiple conflicting objectives in any and between both planning levels. Compared to the existing collaboration mode, the proposed collaboration mode further reduces service delays of vessels and fuel consumption costs of shipping companies, improves customer satisfaction, and effectively reduces vessel emissions. • Proposes a new collaboration mode for port operation and vessel speed reduction. • Differentiates vessel service to depict both vertical and horizontal conflicts among vessels. • Establishes a bi-level multi-objective optimization model to achieve the collaboration mode. • Develops a nested genetic algorithm to address well-defined problem instances. • Finds optimal solutions for ports and shipping companies and outline managerial implications. [ABSTRACT FROM AUTHOR]

Summary: Background: Maintenance treatment of patients with advanced non-small-cell lung cancer (NSCLC) without disease progression after first-line chemotherapy is a subject of ongoing research. The aim of the randomised, double-blind, placebo-controlled, INFORM study was to investigate the efficacy, safety, and tolerability of the EGFR–tyrosine-kinase inhibitor gefitinib in the maintenance setting. Methods: Patients were aged 18 years or older, were of east Asian ethnic origin, had a life expectancy of more than 12 weeks, histologically or cytologically confirmed stage IIIb or IV NSCLC, a WHO performance status of 0–2, and had completed four cycles of first-line platinum-based doublet chemotherapy without disease progression or unacceptable toxic effects. Between Sept 28, 2008 and Aug 11, 2009, 296 patients were randomly assigned 1:1 to receive either gefitinib (250 mg per day orally) or placebo (orally) within 3–6 weeks after chemotherapy until progression or unacceptable toxic effects. Randomisation was done via an interactive web response system with computer-generated randomisation codes. Our primary endpoint was progression-free survival assessed in the intention-to-treat population. This completed study is registered with Clinicaltrials.gov, number NCT00770588. Findings: Progression-free survival was significantly longer with gefitinib (n=148) than with placebo (148) (median progression-free survival 4·8 months [95% CI 3·2–8·5] vs 2·6 months [1·6–2·8]; hazard ratio [HR] 0·42, 95% CI 0·33–0·55; p<0·0001). Adverse events occurred more frequently with gefitinib than with placebo; the most common adverse events of any grade were rash (73 [50%] of 147 in the gefitinib group vs 14 [9%] of 148 in the placebo group), diarrhoea (37 [25%] vs 13 [9%]), and alanine aminotransferase increase (31 [21%] vs 12 [8%]). The most commonly reported grade 3 or 4 adverse event was alanine aminotransferase increase (3 [2%] of 147 in the gefitinib group, none of 148 in the placebo group). Ten of 147 (7%) patients given gefitinib and five of 148 (3%) patients given placebo had serious adverse events. Three deaths were thought to be related to treatment with gefitinib: one from interstitial lung disease; one from lung infection; and one from pneumonia. Interpretation: Maintenance treatment with gefitinib significantly prolonged progression-free survival compared with placebo in patients from east Asia with advanced NSCLC who achieved disease control after first-line chemotherapy. Clinicians should consider these data when making decisions about maintenance treatment in such patients. Funding: AstraZeneca. [Copyright &y& Elsevier]

• An integrated vehicle charging and operation scheduling problem in ACTs is investigated. • A decomposition-iteration algorithm is proposed to solve this problem. • A simulation-based optimization method is designed to accelerate the solving process. The increasing utilization of battery-powered automated guided vehicles in automated container terminals, has an important consequence on terminal cost and efficiency. How to tackle integrated vehicle charging and operation scheduling problem to maintain high terminal performance is prominent for sustainable port operation. In this paper, fast charging technology is investigated, and a mixed integer programming model for this complicated scheduling problem is constructed, which aims to reduce charging cost and penalty cost related to makespan, and includes sequence-related constraints, time-related constraints and energy-related constraints. A decomposition-iteration algorithm is proposed to solve this problem, and furthermore it is combined with a simulation-based optimization method to address practical-sized instances. Numerical experiments on real-world cases are conducted to verify the efficiency and effectiveness of the proposed solution algorithm. Insightful managerial implications are derived by comparative analysis on charging rules and charging facility locations, and sensitivity analysis on charging power, charging facility configuration and vehicle configuration. Experimental results provide valuable references for terminal managers to make configuration and scheduling decisions for battery-powered vehicle transporting systems. [ABSTRACT FROM AUTHOR]

Oral VRL offers easier administration, better quality of life, and cost saving. This study aimed to evaluate the treatment efficacy in terms of tumor response of the two formulations of vinorelbine (VRL, oral and IV) in combination with epirubicin (EPI); and the effect of EPI co-administration on VRL pharmacokinetics (PK) in Chinese patients with metastatic breast cancer (MBC) using a phase 2, open label, randomized trial. Patients were aged 18-70 years, had histologically confirmed MBC, Karnofsky Performance Status ≥ 70%, and life expectancy ≥ 12 weeks. The treatment consisted of 6 cycles of 3 weeks each. VRL dose was: (Oral-VRL) 60 mg/m2 for cycle 1, 80 mg/m2 for cycles 2-6, and (IV-VRL) 25 mg/m2 for cycle 1 and 30 mg/m2 for cycles 2-6. EPI dose of 75 mg/m2 was given on day 1 in both arms for all cycles. 133 patients were enrolled: 66 in Oral-VRL and 67 in IV-VRL arms. The median age for Oral-VRL and IV-VRL arms was 48.4 and 50.0 years, respectively. Objective response rates were 50.0% (95% CI 37.4-62.6%) for Oral-VRL and 53.7% (95% CI 41.1-66.0%) for IV-VRL. Both treatment arms met the efficacy objective target of at least 31 responses, demonstrating efficacy as first-line treatment for MBC. Similar blood PK profiles, exposures, and VRL clearance were observed between VRL + EPI vs VRL-only modalities for both arms. Oral VRL is comparable to IV VRL and an effective first-line treatment for Chinese patients with MBC. The activity of VRL + EPI combination is unaltered when VRL is given orally at recommended doses. [ABSTRACT FROM AUTHOR]

The ever-increasing worldwide container throughput and the intensified port competition have demanded better terminal operational performance, which is usually measured by the gross crane rate (GCR). In this paper, a multiagent-based simulation model is proposed to investigate how the block length of the storage yard and the tactical-level stacking policy affect the operational performance of non-transshipment container terminals over the long term. Experiments consider seven block lengths, two yard truck fleet sizes and two stacking policies. The results demonstrate that the best block length yielding the highest GCR is dependent on the stacking policy and the yard truck fleet size, and the separate stacking policy is essentially superior to the scattered stacking policy. Specifically, only when 9-yard trucks are deployed per quay crane under the separate stacking policy, can the typical 42-slot block length achieve the highest GCR. Although the experiments are not exhaustive, they do provide the first fundamental insights, with respect to the effects of block lengths and stacking policies, on the long-term performance at a manually controlled non-transshipment container terminal. [ABSTRACT FROM AUTHOR]

Due to more and more awareness of environmental conservancy and sustainable development, automated container terminals (ACTs) have gained increasing attention and become popular worldwide. However, there is a crucial challenge in implementing ACTs, i.e., how to develop terminal layout planning (including terminal layout and facility selection) to realize performance goals. Focusing on this challenge, the aim of this paper is to resolve how to appropriately select terminal layout and facilities in ACTs with respect to various performance criteria. Several research limitations can be gathered from the existing literature: (i) Most of the existing works mainly develop optimization technologies to tackle layout optimization and facility comparison issues within a few types of terminal layout and facilities, yet few researchers have proposed evaluation methods for making selection decisions on terminal planning. (ii) Only a few types of criteria are considered, and requirements and preferences of different participants are ignored, not to say realizing an optimal compromise by employing comprehensive criteria weights in evaluation processes. (iii) New technological improvement in ACTs has not received much attention, and there still lacks a method to precisely quantify the concerned criteria. Accordingly, this paper introduces a criteria system comprising economic, environment, social, resource and performance groups and develops an agent-based simulation method considering different terminal layout and facilities to determine criteria values. A multi-criteria decision making (MCDM) framework is proposed for making the most reasonable and appropriate selection decisions, which employs a variation coefficient weighted method to calculate comprehensive criteria weights, which integrate subjective and objective weights obtained from AHP (analytic hierarchy process) method and entropy weight method. To overcome rank reversal problems in the TOPSIS (technique for order preference by similarity to an ideal solution) method, a new improved rank reversal robust TOPSIS method, called NR-TOPSIS, is utilized to rank and select alternatives, which is ranking stable in the experiments performed. An illustrative application on a container terminal in China demonstrates the effectiveness of the proposed MCDM method and sensitivity and comparative analysis verifies the robustness and stability of the method. [ABSTRACT FROM AUTHOR]

To reduce vessel emissions, various green technologies have been proposed, such as switching fuel oil, using scrubbers, and implementing shore side electricity (SSE). Based on the management and operation conditions of ports and shipping companies, three impact factors are extracted: (1) the different availability of green technologies on shore and on board, (2) the time-of-use electricity tariff, and (3) the incentives. Considering them raises a problem of how to best leverage green technologies in reducing emissions while meeting the economic needs of ports and shipping companies. To address the problem, this paper first proposes a mixed-integer programming model to optimize the berth allocation and quay crane assignment, the sailing speed of vessels and the usage time of each green technology to minimize the penalty cost to the port and the vessel cost to the shipping companies. Then, a decomposition for the proposed model is conducted by the frame of the Partial Optimization Metaheuristic Under Special Intensification Conditions (POPMUSIC), and the Nested Non-dominated Sorting Genetic Algorithm II (N-NSGA-II) is applied to solve each decomposed sub-model. Numerical experiments are performed to demonstrate the applicability and effectiveness of the proposed model and solution approach. Different Pareto solutions are provided, based on which trade-offs between different objectives are dissected and managerial suggestions are outlined. • Proposes a novel optimization model for berth allocation and quay crane assignment. • Considers the adoption of different green technologies. • Develops integrative algorithms to tackle well-defined problem instances. • Finds optimal solutions for quayside operations and provides managerial insights. [ABSTRACT FROM AUTHOR]

Abstract In the fast-moving and competitive market conditions, port operators need to improve their competitiveness to attract more customers. With the rise of stakeholders' (e.g., shippers and port operators) environmental concerns, intermodal transport offers an opportunity to reduce environmental impacts and improves port competitiveness, due to the benefit on environmental protection. However, it is a challenge to understand how port operators make their plans for intermodal network design with consideration for port competition, shippers' route choice behaviors and environmental concerns of stakeholders. In this paper, we develop a game-theoretical model of port competition with environmental concerns. A logit model is used to formulate shippers' discrete choice behaviors. With respect to the probability of nonexistence of pure Nash equilibrium, we propose an approximate equilibrium and a corresponding solution algorithm. A case study on the competition between Dalian port and Yingkou port in the northeast of China is used to verify the effectiveness of the proposed model and algorithm. Results show that, in competitive settings, the rise of stakeholders' environmental concerns will make the market less competitive and always be beneficial to the port closer to the market (here Yingkou port). Moreover, when shippers pay more attention to the environment, the total CO 2 e emissions will decrease. As the number of dry ports increases, the CO 2 e emissions will decrease. There are also some interesting findings of effects of environmental concerns on the intermodal network, profits, and CO 2 e emissions. [ABSTRACT FROM AUTHOR]

In the distant-water fishing industry, the catching of fish is extremely unpredictable, which leads to great uncertainties regarding timely amounts of fish in port cold storage. Therefore, research dedicated to capacity optimization of port cold storage is conducted under the scenario of distant-water fishery yield uncertainties. A two-stage stochastic programming model is established to optimize the cold storage capacity allocation considering pelagic fishery yield uncertainties. The first-stage decisions of the proposed model are related to the determination of port cold storage capacity, and the second-stage decisions are related to the daily amount of total catch in cold storage. First-stage decisions are made using the expected value of the penalty function, the objective of which is to minimize the cost due to the unsatisfied constraint condition. A case study in northern China is then presented to investigate the specific influence of uncertainties on the port cold storage capacity allocation. [ABSTRACT FROM AUTHOR]

As one of the effective methods to reduce congestion, grade intersection has already been changed to interchange in port collecting and distributing network (PCDN) of many Chinese ports, since the first interchange was built in the PCDN of Dalian port in 1924. Due to the growing demand for port freight transportation, congestion in PCDN is becoming one of the inevitable problems that need to be solved. This paper addresses the best interchange scheduling multistage decision problem in PCDN at a network level. The main challenges are how to estimate the delay time and cope with high uncertainties in port network and PCDN. Therefore, a simulation-based dynamic programming (DP) model is proposed with the purpose of minimizing total cost in lifetime period by combining a DP model and two nested simulation models together. Two simulation models are built to figure out the delay cost in the optimization model, which cannot be calculated by mathematical analysis due to complex vehicle travel patterns and irregular traffic volume caused by random events, such as the arrival pattern of ships’, natural conditions, and storage period of cargos. Finally, a real project in northern China is presented as a case study. The proposed method can be applied in similar cases and can help solve analogous complicated multistage problems. [ABSTRACT FROM AUTHOR]

Yard crane operations are often a bottleneck at a container terminal. This paper aims to investigate the effects of various real-time yard crane dispatching strategies on operational cost and gross crane rate (GCR) for nontransshipment container terminals. A general cost estimation model is introduced to incorporate the detailed costs incurred during container handling process within terminal area. The formulas of container handling related parameters are mathematically derived to validate the simulation model. Results reveal that the common nearest truck first served strategy yields the lowest operational cost but the lowest GCR. On the other hand, earliest YT strategy achieves the highest GCR at the expense of higher operational cost with more vessel calls, while nearest YT strategy produces the highest GCR and is the second economical with fewer vessel calls. Under any of the proposed yard crane dispatching strategies, the strategy that separately stacks import and export containers into different blocks outperforms the scattered stacking strategy in terms of GCR, although no distinct cost advantage is obtained. The results provide fundamental insights into the connection between real-time yard crane dispatching strategies and operational performance at manually controlled nontransshipment container terminals. [ABSTRACT FROM AUTHOR]

This paper aims at solving the problems of how to improve the waterway through capacity and how much each influencing factor can improve the capacity quantitatively. The problems are figured out by building a simulation model of the ships’ navigation operation system. First of all, the definition of waterway through capacity and the elements of the ships’ navigation operation system are discussed comprehensively. Then, a complicated simulation model, which considers the influencing factors, such as rules of ships entering and leaving port, navigation rules and inner anchorage scales, is constructed. After that, the simulation model is verified to ensure its reliability and effectiveness. Finally, various simulation experiments are designed according to a real bulk cargo port area in China and how much each influencing factor can improve the waterway through capacity is obtained, which provides a theoretical foundation for waterway construction and port management. [ABSTRACT FROM AUTHOR]

Purpose: Aprepitant, an oral neurokinin-1 receptor antagonist, has demonstrated improved control of chemotherapy-induced nausea and vomiting (CINV) in previous studies. This is the first phase III study to evaluate the efficacy and tolerability of aprepitant in patients receiving highly emetogenic chemotherapy (HEC) in Asian countries. Methods: This multicenter, double-blind, placebo-controlled trial assessed the prevention of CINV during the acute phase (AP), delayed phase (DP), and overall phase (OP). Patients receiving HEC were randomized to either an aprepitant group (day 1, aprepitant 125 mg; days 2-3, aprepitant 80 mg) or a standard therapy group (days 1-3, placebo). Both groups received intravenous granisetron and oral dexamethasone. The primary end point was complete response (CR; no emesis and no use of rescue therapy) during the OP. Results: Of the 421 randomized patients, 411 (98 %) were assessable for efficacy; 69.6 % (142/204) and 57.0 % (118/207) of patients reported CR during the OP in the aprepitant and standard therapy groups, respectively ( P = 0.007). CR rates in the aprepitant group were higher during the DP (74.0 % vs. 59.4 %, P = 0.001) but were similar during the AP (79.4 % vs. 79.3 %, P = 0.942). Toxicity and adverse events were comparable in both groups. Conclusions: The addition of aprepitant to standard antiemetic treatment regimens for Chinese patients undergoing HEC provided superior CINV prevention and was well tolerated. [ABSTRACT FROM AUTHOR]

• This paper provides a systematic literature review of port LNG bunkering station. • This paper reviews the development process and summarizes the current status of LNG-powered ship and LNG bunkering station. • This paper reveals the distribution and hot issues of current research. • The future research directions of port LNG bunkering station are discussed. With the increasing use of LNG fuel in shipping industry, the construction of port LNG bunkering stations is becoming a new requirement for the development of port. As the port LNG bunkering station is still an emerging field in the research, there are few evaluations on this field yet. This paper provides a systematic literature review and proposes the future directions. Based on the analysis of 100 papers, the related researches are divided into five aspects: LNG bunkering network planning, general layout of LNG bunkering stations, scheme design of LNG bunkering stations, risk management of LNG bunkering stations, and LNG promotion strategy formulation in shipping industry. For the analysis of existing research results, it is concluded that the global LNG bunkering network planning, LNG bunkering method selection, risks quantification, safety evaluation, and incentive policies formulation need further studies. [ABSTRACT FROM AUTHOR]

The contribution of this paper is to provide a method for optimizing installation capacity and operation strategy of a hybrid renewable energy system (HRES) with offshore wind energy for container terminals. A mixed integer optimization model of the HRES is proposed, in which maximum environmental and economic benefits are considered as two objectives, and energy supply and demand balances, energy storage balances, technical constraints and quantity limitations are considered as constraints. However, container terminals typically execute many complicated and stochastic operation processes, and thus represent highly dynamic energy demands. Therefore, a simulation-based optimization algorithm is developed to resolve the optimization model, which consists of a simulation model and an optimization module. The simulation model is constructed to overcome the stochastic characteristics and obtain the hourly energy demands in container terminals, which are fed into the optimization module. While, the optimization module is used to search the solution space and provide the final decisions under three evaluation strategies: cost-saving, low-carbon, and trade-off strategy. Finally, taking a container terminal in Northeast China as an example, optimal results are obtained by the proposed algorithm, which can be used to provide references for power department policy making and green container terminal construction. • Optimizing installation capacity and operation strategy of a HRES for container terminals. • Developing a simulation-based model to output the hourly energy demands in container terminals at each time step. • Proposing a simulation-based optimization method to resolve the optimization model. [ABSTRACT FROM AUTHOR]