## 2 Literature Review
### Related Algorithms  
NSGA-II has been extensively employed for dual-objective problem studies in various operational scenarios within ports, predominantly focusing on container terminals. However, the methodologies developed can serve as valuable references for broader applications.  
[PERSON] et al. [22] designed and optimized a dual-objective model for a sustainable network of hierarchical multimodal transport hubs. This model incorporates sustainability considerations from the economic, social and environmental orientations of decision-making in a hierarchical network. A sample of Turkish freight transportation network was used to sustain the proposed model.  
The container ship stowage planning problem (CSPP) is a sophisticated and challenging theme involving multiple benefits. [PERSON] et al. [23] designed a multi-objective model for the CSPP, aiming to optimize vessel stability and reduce the number of departures across the path, while considering constraints such as the physical construction of the vessel and the programming of the container yard. To solve this problem, they designed an NSGA-III algorithm integrated with local search components.  
Priority is given to ships entering and exiting restricted shipping lanes in multi-harbor channels, and the optimal traffic flowing plan is formulated for respective ship to guarantee the safety and efficiency of ship sailing. [PERSON] et al. [24] analyzed the features of restricted channel in ports, and designed a multi-objective optimization model for vessel flow planning in confined waterways of multi-hub basins. An improved heuristic algorithm combining the NSGA-II and Tabu Search (TS) was appropriated to settle the model.  
Tugboat services are elementary for berthing and unberthing large vessels, requiring terminals to develop efficient tugboat scheduling plans considering various operating conditions. [PERSON] et al. [25] constructed a green tugboat scheduling model with dual-objective and mixed-integer linear programming to optimize overall operation time and entire bunker expense. The NSGA-II framework was proposed to tackle the solution by coordinating the features of tugboat scheduling.  
Aiming at the delay problem, [PERSON] et al. [26] proposed dual-objective 0-1 integer linear programming model based on the capabilities of frontier harbors and flexible freight transportation needs at the network criterion over large time scales. Then they designed a heuristic advanced NSGA-II (HANSGA-II) to solve the model.  
Efficiency of operation is one of the KPIs to measure the service level of a port. Container port scheduling problems typically involve channels, berths, quay cranes and internal trucks. NSGA-II has frequently been chosen to solve these relevant allocation problems [27; 28; 29], with experimental results demonstrating its effectiveness.  
A method for identifying and characterizing waterways was proposed using AIS prediction data broadcast by vessels and registered by maritime vessel traffic service centers [30]. The Dijkstra algorithm was used to recognize potentially secure routes, considered the most commonly used routes by vessels between two locations.  
For two commonly used path planning algorithms, Ant Colony Optimization (ACO) and Dijkstra, [PERSON] et al. [31] presented a methodological comparison of diverse implementation methods for the least cost path of long-distance pipelines in Chile and other countries.