## 2 Literature Review
(2017) [35] suggested a mixed integer linear programming model for the real-time management of berth allocation with stochastic arrival and handling times. [PERSON] et al. (2017) [36] proposed an integer programming model in order to study a problem related to the operational level of daily planning of berth allocation and quay crane assignment considering tides and channel flow control constraints. Meanwhile, [PERSON] et al. (2015) [37] focused on two, mutually dependent, important optimization problems on the quayside of maritime terminal operations: the berth allocation problem, which enables the allocation of berthing positions and times for vessels, and the quay crane assignment problem, which determines the number of quay cranes to be assigned for (un)load operations. Their research was based on the model presented in [PERSON] and [PERSON] (2009) [38] with an original extension to the mentioned model. The berth allocation problem, together with the quay crane assignment problem, was also researched by [PERSON] et al. (2018) [39]. In the last paper, a reactive approach (a reactive schedule is developed once an uncertainty occurs) for the integration of two problems was suggested. In order to solve the problem, the authors provided a rolling horizon optimization algorithm. Furthermore, [PERSON] et al. (2018) [40] proposed precise and comprehensive mixed integer linear programming model, as in the previously mentioned paper, albeit for the berth scheduling problem. A year before, the first author of the previously mentioned paper proposed a novel memetic algorithm with a deterministic parameter control to facilitate the berth scheduling for both discrete and continuous berthing layout cases at maritime intermodal freight terminals and to minimize the total vessel service cost ([PERSON] (2017) [41]). [PERSON] et al. (2017) [42] proposed a multi-objective berth and quay crane coordinated scheduling model (optimization approach). As was mentioned above, [PERSON] and [PERSON] (2015) [2], after [PERSON] and [PERSON] (2010) [3], stressed that land container terminals are less described in the literature than marine terminals (e.g., [PERSON] et al. (2016) [43]). Therefore, new approaches to the research on land container terminals are believed to be advisable. According to the knowledge of the authors and results from the literature research, analyses of the duration of operations in real facilities are rarely published. Certainly, there are numerous studies in which intermodal transport is analysed from different points of view and using different methods; however, it is important that quantified parameters connected to the time of operations are as close as possible to the actual conditions. [PERSON] and [PERSON] (2014) [44] comparedthe total time of transport with and without cargo, taking into consideration 4 layers of stack in the storage area. However, they did not present the durations of each particular elementary operation. [PERSON] (2012) [45] presented an evaluation of technologies in intermodal freight terminals, involving multiple different operations; however, the paper does not contain any durations of these operations. Similar actions were taken in the research of [PERSON] and [PERSON] (2017) [46]. [PERSON] (2002) [47] mentioned the duration of transhipment operations and presented a proper mathematical model; however, the actual durations were included in a numerical representation of the model without mentioning the particular values in the paper.