The past 65 years have brought significant changes to China’s economic and political landscape and the Chinese society at large, influencing the degree to which China’s ports are centrally governed. This paper explains the early stages of port organization which saw port governance centralized, and which has since been succeeded by a stage in which broader economic policies have increasing impact.
Containerships continue to grow in size, as evidenced by MOL’s recent order for 22,000 TEU megaships, carriers, shippers, ports, and governments are beginning to ramp-up orders to deal with the financial, logistical and legal ramifications of such ships. Much as carriers and shippers need to work as partners in moving cargo so each side earns a profit and reliability of vessel schedules remains a joint priority, ports and port operators also need to be brought into the same equation. The larger vessels employed today bring an incredibly complex choreography with them into each port; just last week in the Port of Los Angeles, the Maersk Evora loaded and unloaded a record total of 24,846 TEUs between October 17-22, 2017 which Maersk is claiming is a new world record for a single port call. It’s more than just loading and unloading boxes: One needs to visualize the planning needed to coordinate the rail, trucking, chassis availabiliti es and customs documentation.
DaChan Bay Terminals (DCB) is part of the Port of Shenzhen, the third-busiest container port in the world. To handle ship traffic DCB deploys a full fleet of electricity-powered rubber tyred gantry cranes (e-RTGs) and dual hoist tandem-lift QCs, which are able to simultaneously handle two 40-foot containers. DCB is the world's first container terminal to deploy a full fleet of e-RTGs, using electricity instead of diesel. E-RTGs emit no CO2 emissions during their operations in terminals and their indirect CO2 emissions are 60% lower than those of diesel-powered RTGs. All quay cranes are also electricity-powered. These cranes are able to simultaneously handle two 40-foot containers or four 20-foot containers with lower energy consumption and higher productivity.
The Port of Shanghai is located in one of China's most economically developed cities, situated at the middle of the 18,000 kilometre-long Chinese coastline, where the Yangtze River flows into the sea. As the direct hinterland of the Port of Shanghai, the Yangtze Economic Zone contributes more than 40% of the GDP of China, as well as 25% of the nation’s total import and export cargos.
After many successful decades of digitalization and automation in contemporary ports, the next big step is to look at innovative ways for extracting more value from new and existing data sources to achieve competitive advantages
IMO Member States will in June 2017 begin to develop a strategy to reduce CO2 emissions from the international shipping sector, in line with the ambitious spirit of the Paris Agreement on climate change
Shipping lines are also increasingly operating in global alliances, giving them scope to optimize their services and increase their buying power. For container terminals this has resulted in noticeable reductions in handling rates, larger operational peaks and more idle time in waterside operations.
Automation and electrification are the twin goals of advanced container terminals worldwide. They are driven by the desire for reduced costs and reduced environmental impacts of operations, as well as financial pressure for higher utilization of expensive capital assets gained by moving toward 24/7 operation