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
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
Ports have been ever-present throughout human civilisation, yet only in recent times have we witnessed the emergence of mega-ports. Mega-ports can be considered truly indispensable nodes of the current globalised economic system. But what are mega-ports, who needs them, how does a port become one of them, and should we be glad about them; these are the questions that this paper seeks to address
Bigger ships mean more moves per call, which in turn means a logical requirement for additional berth capacity, or so conventional wisdom would state. This article contends that upgrading berth capacity alone in order to tackle mega-ships will lead to congestion throughout yard facilities. I believe that additional capacity can be achieved whilst avoiding the spectre of congestion by improving the efficiency of each quay crane at a berth and by increasing the number of quay cranes on one ship
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.
AECOM is a global network of experts working with clients, communities and colleagues to develop and implement innovative solutions to the world’s most complex challenges. What does an “automated” marine container terminal look like in 2016? Straddle carriers and RTGs can be automated but these are rarely used as the backbone for an automated terminal due to lack of density or poor performance from a rubber tyred interface compared with steel wheels running on a steel rail
Docksolid Bulk Port Equipment is a range of mechanical handling solutions for port terminals handling grains, coal, minerals, cement, fertilisers, powders or other dry bulk commodities. The brand includes extremely robust and reliable ship unloading systems, with a focus on flexibility of use and highly manoeuvrable mobile equipment.
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
Conductix-Wampfler is a leading supplier of mobile energy supply and data transmission systems. The advantages and disadvantages of weigh bridges and twistlock based weighing systems have been outlined in detail. Also, weighing systems installed on headblocks or in sheave pins versus spreader twistlock based systems have been discussed.