In 2012, the international seaborne trade for dry bulk cargo continued to grow: an overall growth of 5.7 percent, within which was a 7.2 percent increase rate for major bulks. Unlike other types of terminals (e.g. container terminals, general cargo terminals), for dry bulk terminals it is important to distinguish if they are export or import terminals. Because of the differences in objectives (i.e. export or import dry bulks), an export bulk terminal is designed rather differently from an import bulk terminal
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
In container shipping, the idea that “big is beautiful” seems to be in vogue. Ever since the invention of the humble container in the 1950s revolutionised the face of global manufacturing, international trade flows have only grown bigger. More than 60% of seaborne trade now is containerised, with Drewry estimating that over 600 million TEU was moved worldwide in 2014.
A recent overall study of the current logistics process makes it clear that all parties involved are developing activities and implement changes to make their own part of the logistics process as good as possible but with that they miss the total picture. In general, shippers demand better supply chain management and improved end-to-end chain visibility. To support that demand, a global logistic data backbone is currently in development.
Cargo movement shifts from one segment to another rather easily (except in some cases when cargo size and draft restrictions at ports play a role) in the dry bulk market compared to other sectors. So, an oversupply in one segment trickles down to other segments rather easily. Therefore, an oversupplied Capesize market will, in turn, impact Panamaxes in the long run, which will further go down to smaller segments.
China has proposed a new silk route, commonly referred to as ‘One Belt One Road’ (OBOR). What does it mean, what are its consequences and what does it mean for the European ports system? This article will provide some answers to these questions. It will also provide some recommendations for European policy-makers.What is needed is a real reflection on the EU ports system. Which ports are needed for which amounts of cargo and which types of ships; which investments are needed where, and equally important: where not to invest? OBOR provides a unique opportunity to reflect on creating more focus, coherence and value in the European ports system.
Interest in electric horizontal transportation at terminals is growing rapidly. At terminals utilising automated stacking cranes (ASC), the options are the automated guided vehicle (AGV) or the shuttle carrier, either manually operated or automated. As container movement between the quay and container yard is a potential bottleneck, the Kalmar FastCharge shuttle carrier offers a major advantage by fully decoupling activities at both ends. This concept provides greater added value depends on the characteristics and requirements of the terminal.
TBA is proudly celebrating ‘10 years CONTROLS’. In a series of articles, The Journey of CONTROLS will take you around the world, bringing you to various terminals who are using emulation and sharing their stories. In this second episode, we will write about the usage of CONTROLS at DP World (DPW) Antwerp