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.
On June 26, 2016, the Panama Canal opened its new set of locks, thus guaranteeing the transits of Neopanamaxsize vessels. After more than one year of operations, we have witnessed more than 1,700 transits of these larger ships, which are distributed among several market segments.
Human Factors training is a special type of safety training that focuses on improving an organisation’s ability to tackle the human, organisational and socio-technical risks that it faces on an everyday basis. HF training has been mandated in the aviation sector for almost 20 years.
The industry is currently facing a fundamental transformation which will profoundly change the existing business models – and that this transformation will happen irrespective of the practical details, such as demand growth and freight rate developments.
This paper examines the suitability of blockchain and blockchain-based distributed ledger technology (DLT) to the port, harbour, and terminal industries. DLT has the potential to drastically change the world of asset transfer, asset movements and security of data movement
The ultimate reason to develop ports is to stimulate exports or imports, not to satisfy shipping companies. However, most ports are very attentive to the demands of their customers – too attentive. Sure enough, not providing satisfactory services could mean that shipping companies call another port.
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.
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.
The longer global economic growth remains weak and lacks investment, the lower future growth potential for shipping. For eight years, the world has struggled to cope with huge changes and challenges brought around by the crash of the financial market in 2008
The interdependence of all actors of the maritime logistics chain is clearly demonstrated and justifies a holistic and balanced approach, be it in regards to investment, competition, level playing field, digitalisation, trade facilitation, sustainability or innovation.
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.