Natural disasters, such as coastal hurricanes and rainfall flooding, can create major impacts on marine transportation. Ports and port cities will also be increasingly threatened by tsunami and climate-related sea level rise (SLR) by year 2100.
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
Gamification can be seen as a new element in the technological revolution that can change the way people interact with technology and the way technology gets integrated with the current needs of the global economy and society
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.
Whether it is a terminal truck driver, a hatch clerk, a vessel planner, or a shift manager; all contribute to a smooth and productive operation, and are continuously interacting with the various IT systems present in the terminal
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.
In the new era we see, vendors of solutions will date to venture out their niches and look for solutions that connect and interchange information in real time to provide actionable visibility and enable efficient decision making. These solutions will be possible because new standards for information exchange and a set of common semantics have evolved.
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.
SMT's show strong willingness to change and improve, but they need to do so with little investment, and limited impact. Not only do they need pre-configured software, but they also need a provider who comes with expertise in terminal management to help spot areas for improvements, and to implement them rapidly.
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.
Neil Davidson, Senior Analyst (Ports & Terminals) with Drewry Maritime Research has written a new technical paper for Port Technology in which he offers fresh, pioneering insight into how to achieve optimal terminal efficiency via the analysis of terminal fragmentation
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