Over the past ten years, there has been explosive growth in the size of ships in general and containerships in particular. The ship-to-channel ratios now provide less margins of safety, and present significant challenges to port designers, pilots, tug companies, and marine operations. Full-mission ship simulation, also known as FMSS, is gaining acceptance as a cost-effective way to evaluate whether transits are safe and under what conditions. Additionally, simulations can be of great assistance in the preliminary design process to reduce dredging costs and increase port efficiencies.
For three decades port governance reform has been a strategy adopted by governments around the world to achieve various goals, such as improving efficiency, encouraging private investments, and reducing governments’ financial burden. Following commercialization and corporatization of port authorities in 1990s, six major Australian ports have been privatized from 2011, including the Port of Brisbane, Port Botany, Port Kembla, the Port of Newcastle, the Port of Darwin and the Port of Melbourne. The main drivers for the privatization include the government’s policy of recycling capital for funding other infrastructure projects, the budgetary goal of reducing state governments’ debts, and seeking growth in private investments in public infrastructure.
The size of container ships has risen significantly in recent years and it is projected that even larger ships will call at US ports in future. Although these huge containerships bring many benefits for shipping companies such as economies of scale, they present challenges for ports such as the requirment for deeper channels and larger cranes. Research into solutions for container storage is presented in this paper.
Able Seaton Port is located on the northeast coast of England and lies at the head of Seaton Channel, a tributary of the River Tees which in turn faces onto the North Sea. The facility was purchased by its current owners in 1996, and since that time Able UK Limited has extensively developed the site to provide new heavy-duty quays as well as new workshops and offices. Permitted uses have also been extended, through a complex planning process, to enable, among other things, the decommissioning of marine structures and vessels. Its geographical location, and planning status, has enabled Able to provide, in particular, on-shore decommissioning services for redundant North Sea oil rigs.
Strategically located at the entry point to the heart of the Atlantic Ocean, Cartagena Bay is home to one of the main port systems in Colombia. This is why reinforcing logistics services and upgrading infrastructure are the main goals for APM Terminals (APMT) and COMPAS in the Cartagena Container Terminal Operator (CCTO) joint venture, created in January, 2016.
The perception of automation is that robots relieve human beings from repetitive tasks and that process automation brings stability and predictable performance to a container terminal, thereby increasing safety. What we often fail to mention is that even with the implementation of automation, accidents will still occur and technology can still fail.
A VR training system brings four primary advantages; cost effectiveness, field of view, parallax, and depth perception. Traditional simulators use projectors or flat panel displays to provide a view into the virtual world.
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.
Digitising complete supply chains and automating information exchange could form a solution to this problem . In order to overcome current information exchange barriers research is currently being undertaken on the translation of the internet to the real-world.
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.
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