When extreme winds blow, cranes sometimes collapse. If one tie-down fails, a crane can break loose and roll down the rails, destroying neighboring cranes. Although other crane structural failures can occur during extreme winds, crane to-wharf tie-down systems are often the weak link for full crane collapse, and thereby deserve more attention.
Operating an automated terminal requires a thorough change of business processes as well as new skillsets for the people operating the terminal. One
way to successfully address these issues is a step-wise approach in converting the terminal from traditional manual operation to automation
To avoid becoming a bottleneck, the yard needs to be equipped with the right solutions so that it can deliver the required increases in capacity and productivity while providing a cost efficient service for both waterside and landside operations. This is the yard challenge of the mega-age
Kuenz has been working on rail mounted gantry (RMG) cranes for intermodal terminals and river harbor terminals for many decades. As the market leader throughout Europe and North America, Kuenz has installed several hundred cranes throughout the world. Kuenz engineers in 2014 recognized that designing a RMG had become harder for the following reason: The cranes had become bigger. The largest Kuenz Cranes have a main girder length of over 140 metres, stack one over five, and their weight is over 700 tonnes. They are also faster, as the gantry speed for such a crane is 120 metres per minute, and trolley speed is 150 metres per minute. The wind surface of the structures had increased because of new codes and regulations. Customers were operating the cranes with wind speeds up to 28 metres per second.
In recent years there has been moderate annual growth in global container handling volumes – reaching around 700 million TEU in 2017. Meanwhile, the capacity of the world container vessel fleet has increased considerably to over 20 million TEU. Because of this, shipping lines are increasingly operating in global alliances, giving them scope to optimize their services and increase their buying power.
The much trumpeted container weighing regulation which exercised much of the freight industry last year is hoped to be the mere overture to a concerted effort to bring about significant behavioural change. This paper assesses the degree of compliance with the VGM regulation that has been achieved but also looks forward to what needs to be done to further ensure safety and sustainability in the global supply chain.
The current practice at container terminals is to manually remove twistlocks from containers – a time consuming activity. This process can be automated, which saves time, reduces risk at the terminal and contributes to a more efficient operation.
Cargo travels through ports increasingly with the aid of automation. As automation evolves and becomes more sophisticated, terminal operators realize efficiencies that help increase throughput, reduce turnaround time and increase revenue generation. Many are unsure of what level of automation to use, if any.
Maintenance costs and time are getting more and more vital in automated terminals, so beside the cost, the human risk is increased when people need to enter an automated terminal to tend to cranes. Therefore, we have a long-term commitment to long lasting components and several developments have been made in the area of maintenance with regard to critical parts such as ropes and wheels.
The most dramatic evolution in recent years is the automation of terminals. This started in the ports and will now be implemented step-by-step in other areas. For example, in the intermodal yards. Part of the technology which has been developed for the ports can be also used in intermodal facilities, new solutions for challenges need to be developed and then maybe it can also be used again in the ports to further increase efficiency and safety in the terminals.