Only 36% of ports and terminals claim to have seen increased pressure from shipping lines in terms of the importance placed on automation and digitisation. However, the survey results certainly suggest that shipping lines do value new technologies: half of the vessel stakeholders surveyed feel ports and terminals are immature in adopting Smart technologies.
Konecranes has been manufacturing container crane for more than four decades. In the beginning, noise wasn't a bit issue, because the ways it affected humans were less well known and residential areas were separate to ports. However, noise pollution has become a major challenge as urban areas continue to expand across the seafront, ports have become busier, and two areas have crept closer.
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.
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
For the port of the future, bigger vessels, broader carrier alliances, container capacity consolidation and larger hub and spoke port networks will be changing costs and revolutionising the way in which profits are generated from operations. Simultaneously, the port of the future will manage increased investment along with demands for improved productivity and higher level of service
We are living interesting times at the dawn of the next industrial revolution: Industry 4.0. How can container terminals be prepared for the era of cyber physical systems, the Internet of Things and the Internet of Services?
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.
Ports and terminals are facing unprecedented challenges as a result of two inter-related factors: the deployment of ever larger container ships as carriers seek economies of scale and the resultant formation of ever larger carrier alliances in order to fill these ships. Bigger ships create well documented pressures for ports in terms of the need for deeper water, larger cranes and longer berths. They also mean that box exchanges per vessel call are larger and there is more peaking pressure on terminals.
The container weighing rule has split opinion across the industry and wrought confusion in several areas. This piece aims to address that confusion and ascertain a definitive insight into how the industry will embrace the regulation. In order to reach this aim, insight has been sought from some key figures in the industry who have offered their views on key elements of the rule
ICHCA provides container solutions for container handling, It has been almost a month since the inception of the IMO’s SOLAS Amendment requiring shippers to verify the gross mass of a packed container which came into force on July 1, 2016. Prior to the event itself, many in the shipping community were in near uproar citing a lack of communication, a lack of wide consultation on the measures and a lack of individual government preparedness for this new law
Cristian Navarrete Celis, Director at Global Business Support and Project Lead for the Global Introduction of VGM at Hapag-Lloyd. Cristian, effective July 1st VGM was introduced worldwide, here he talks with PTI about the problems and solutions that came out of the VGM switch over
Circa 1760, the rise of the Industrial Age in Great Britain was primarily characterised by power driven technology that replaced hand operated tools. These technologies included the steam engine, which gave rise to locomotives, steamboats, and by1815, the golden age of massive ocean transportation vessels. In turn, these advancements enabled the worldwide transportation of the proliferation of manufactured goods via global waterways