In the new era we see, vendors of solutions will date to venture out their niches and look for solutions that connect and interchange information in real time to provide actionable visibility and enable efficient decision making. These solutions will be possible because new standards for information exchange and a set of common semantics have evolved.
Today’s trainee is Rory, and it's his very first time operating a ship-to-shore crane. Yet, in gusting 40mph winds in a cab 53 metres from the Liverpool quayside, he's already moved five stacks of 40ft containers from a mega-ship sitting in the River Mersey to a waiting trailer below on the new £400m Liverpool2 container terminal.
SMT's show strong willingness to change and improve, but they need to do so with little investment, and limited impact. Not only do they need pre-configured software, but they also need a provider who comes with expertise in terminal management to help spot areas for improvements, and to implement them rapidly.
Vessel sizes have increased exponentially due in part to the new Panama Canal. But even before it opened, the pressure was there for larger ships. In the 70s, we saw larger tankers, VLCCs and ULCCs appeared at our sea buoys.
When converting a manual container terminal to automation, the first thing that comes to mind is installing automated equipment and building the infrastructure needed to run it. However to ensure the terminal is running optimally, the services and maintenance of an automated terminal also needs proper attention.
Over the past 15 years, the ocean logistics industry experienced vast changes to business models, services and technology adoption. In 2016, the pace of technology innovation accelerated as participants sought business model optimisation.
There are two factors that impact decision-making in terminal operations: complexity and unpredictability. Complexity is straight forward; how complicated is the terminal environment (e.g., a highly standardized terminal with few moving parts or one with many interdependencies and variants).
Port projects are confronted by a growing scarcity of prime locations, increasing environmental constraints, limited space for expansion, along with the uncertain impacts of climate change and fundamental changes in ICT systems.
In this globalised supply chain from the manufacturer in Asia to the consumer in Europe or America, the marine container terminal is a key link, where the cargo transfer mode changes from waterborne to land-based.
With the increase in vessel sizes, terminal operators have finally realised that they will no longer be able to handle mega-ships in an efficient and economical manner without some level of automation. Some operators have sought to meet this challenge by ‘automating’ specific portions of their operations; adding CCD-TV, GPS devices, sensors and automatic steering to RTG cranes and straddle carriers
Bigger ships mean more moves per call, which in turn means a logical requirement for additional berth capacity, or so conventional wisdom would state. This article contends that upgrading berth capacity alone in order to tackle mega-ships will lead to congestion throughout yard facilities. I believe that additional capacity can be achieved whilst avoiding the spectre of congestion by improving the efficiency of each quay crane at a berth and by increasing the number of quay cranes on one ship
The process within the International Maritime Organisation (IMO) to implement the mandatory verification of a container weight before it is loaded on to a vessel is progressing as expected. In a May 2014 meeting, the Maritime Safety Committee (MSC) approved draft amendments to SOLAS (the International Convention for Safety of Life at Sea) chapter VI to require the mandatory verification of the gross mass of containers, either by weighing a packed container, or by weighing all packages and cargo items and adding the tare mass. The requirements are expected to enter into force in July 2016. It is clearly stated in the draft amendment that the responsibility for obtaining and documenting the container weight lies with the shipper. This means that the burden to comply with the new regulations is not with terminal operators as such, but the situation - where many shippers will not have access to the facilities needed to fulfill their duties - provides terminal operators with an opportunity to offer such a service to shippers.
In this paper, Rodrigo Garro, Project Manager of gate automation provider Orbita, defines the term 'Big Data' in the commercial space and explains how port operators can apply Big Data practices to ensure that they can plan-ahead to make their operations more efficient and error-free.
Automated container handling is a recognised megatrend in the container handling industry. It started back in the early 1990s, when the ECT Delta Terminal, Rotterdam, began to use unmanned rail mounted gantry cranes in their container yard, with considerable success. The industry noticed, and investment in new automated terminals grew. Automated container handling technology developed quickly, concentrating on the cranes handling the intermediate storage of containers in the yard
There are now less than six months remaining before the implementation of the amended Safety of Life at Sea (SOLAS) rules requiring that any container to be loaded onto a vessel to which these regulations apply, must have its gross mass determined in advance through weighing – there are no exceptions. While the onus is upon the shipper to fulfil this obligation, the most practical location at which weighing can take place is at the ports and terminals, where lifting is a part of the existing cargo handling process.