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2020 | OriginalPaper | Chapter

15. Raising Efficiency of Straddle Carrier Operations by Twin Container Handling

Authors : René Eisenberg, Thomas Koch, Marcel Petersen, Frank Wagner

Published in: Handbook of Terminal Planning

Publisher: Springer International Publishing

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Abstract

Within the last 15 years the capacity of the largest deep-sea container vessels has more than doubled, bringing more containers to terminals within each single call. For the economies of scale to work, the throughput at container terminals also needs to increase. Among the strategies to increase quayside productivity are, e.g., pooling of carrying equipment as well as dual cycle and twin lift operations of quay cranes. The latter may be implemented with least impact on spatial and process change requirements and include the joint vertical movement of two 20 foot containers. But only if applied to operations of both lifting and carrying equipment container terminals will fully benefit from each twin move. Here, we see a gap regarding the assessment of the potential productivity gain by twin carry operations. In this chapter we want to fill this gap by the example of the implementation of twin carry operations for straddle carriers at the HHLA Container Terminal Tollerort.

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previous chapter Planning Approach for Quayside Dimensioning of Automated Traffic Areas and Impact on Equipment Investment

next chapter Container Rehandling at Maritime Container Terminals: A Literature Update

TEU is the abbreviation for Twenty-foot Equivalent Unit. The quantification of container volumes in TEU has the advantage that different volumes can be compared regarding their space requirements even though they consist of various types and shares of non-20 ft containers (see also Sect. 15.4).

Vessel length: about 400 m, vessel width: about 59 m.

According to HHLA Container Terminal Tollerort internal statistics of 2016.

Long twin refers to a spreader being capable of separating two 20 ft containers from each other as well as picking up separated containers. The gap between separated containers may be up to as large as 5 ft, which makes it possible to operate in both 40 ft as 45 ft container positions.

In case of vessel discharging or loading, 20 ft containers are completely moved as twin pairs (if possible), i.e., they are twin lifted by QC at quay wall and twin carried by SC from and to the yard area.

Modern twin spreaders are able to balance mass differences between 20 ft containers up to 10 metric tons.

For example, special containers like dangerous goods, reefers, tanks and Out-Of-Gauge (OOG) boxes or containers with weight restrictions.

The approach presupposes that 45 ft containers are being counted as 40s, whereas other box types (e.g. 10 or 30 ft containers) can be neglected due to their comparatively small number. At the CTT, such conditions are met.

Considering full DSV discharge containers the TCr was 82.3%. By comparison, the TCr of all DSV discharge containers (i.e. including empty containers) was 82.2%.

By the use of midlocks twin pairs can be stacked in 40 ft stacks on deck of these vessels. In some cases, the twin spreaders are not able to drop a twin pair on this special kind of twist locks simultaneously, but one after the other. This is due to technical limitations of the spreader.

A simple example shall illustrate the correlations between the above-mentioned container shares: When considering 100 DSV load containers, on average,

40 containers are 20s (see introduction of Sect. 15.4)

of these containers, 64% are twin carried (approx. 25 boxes) and 36% are single carried (approx. 15 boxes), see Table 15.1

of the twin carried containers, 33% have been shifted as part of previous housekeeping (approx. 8 boxes)

of the single carried containers, 20% are shifted during the loading process as part of other measures (approx. 3 boxes)

60 containers are 40s

20% of these containers are shifted during the loading process as well (approx. 12 boxes)

In total, this leads to, on average, 23 load containers which have been shifted in the yard area before loading. Without housekeeping the number of twin carried load containers drops to 17 or, expressed differently, housekeeping increases the share of twin pair containers by 47% on average.

The Formulas (15.1) and (15.2) are necessary in order to achieve Formula (15.7) noting the following correlations: (n ₄₀ + n ₂₀) × (2 − Tf) = n ₂₀ and n _{20,twin carried} = n ₂₀ × TCr.

A SC productivity gain of 15% reduces the operating time of vehicles by 13% and with that their fuel consumption by the same amount. Noting that this calculation supposes linear correlations, i.e., the increase in fuel consumption caused by higher transport weights (due to twin carries) is disregarded.

The Shift Ratio is the number of single carried containers being shifted during vessel loading divided by the number of single carried containers:

$$\displaystyle \begin{aligned} SR= \frac{n_{shifted,\;single\;carried}}{(n_{40}~+~n_{20}~-~{n_{20,\;twin\;carried}})} \end{aligned}$$

with twin carry operations:

$$\displaystyle \begin{aligned} \Rightarrow~ n_{shifted,\;single\;carried}\,=\,SR\,\times\,(n_{40} + n_{20}\,\times\,(1-TCr)) ~~~ with~~n_{20,\;twin\;carried}~=~n_{20} \times TCr \end{aligned}$$

without twin carry operation:

$$\displaystyle \begin{aligned} \Rightarrow~ n_{shifted,\;single\;carried}\,=\,SR\,\times\,(n_{40} + n_{20}) \end{aligned}$$

The Housekeeping Ratio is the number of twin carried containers being shifted before vessel loading divided by the number of twin carried containers:

$$\displaystyle \begin{aligned} HR = \frac{n_{20,\,house,\;twin\;carried}}{{n_{20,\;twin\;carried}}} \end{aligned}$$

$$\displaystyle \begin{aligned} \Rightarrow~ n_{20,\;house,\;twin\;carried}\,=\,HR\,\times\,TCr\,\times\,n_{20} ~~~ with~~n_{20,\;twin\;carried}~=~n_{20} \times TCr \end{aligned}$$

$$\displaystyle \begin{aligned} R_{SC moves}~[in \%]~=~1~-~\frac{SC_{single\;\&\;twin\;moves}}{SC_{single\;moves}}\end{aligned} $$

with

SC _{single moves} :

SC single moves with restacking shifters during vessel loading (no twin carry operations)

SC _{single & twin moves} :

SC single & twin moves with housekeeping shifters before and restacking shifters during vessel loading

Considering the correlations of the previous footnote SC _{single moves} and SC _{single & twin moves} can also be expressed as follows:

$$\displaystyle \begin{aligned} SC_{single\;moves} = n_{40} + n_{20} + n_{shifted,\;single\;carried}~=~(n_{40} + n_{20})\,\times\;(1 +\,SR)\end{aligned} $$

$$\displaystyle \begin{aligned} SC_{single\;\&\;twin\;moves}~&=~n_{40}~+~n_{20}~-~{\frac{n_{20,\;twin\;carried}}{2}}~+~n_{shifted,\;single\;carried}\\&\quad +~n_{20,\,house,\;twin\;carried}\\ &= (1\,+\,SR)\,\times~(n_{40}\,+\,n_{20}\,\times\,(1-TCr))~+~(0,5 + HR) {\times}\,n_{20}{\times}\,TCr. \end{aligned} $$

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Title: Raising Efficiency of Straddle Carrier Operations by Twin Container Handling
Authors: René Eisenberg
Thomas Koch
Marcel Petersen
Frank Wagner
Publisher: Springer International Publishing
Book: Handbook of Terminal Planning
Print ISBN: 978-3-030-39989-4

Electronic ISBN: 978-3-030-39990-0

Copyright Year: 2020
DOI: https://doi.org/10.1007/978-3-030-39990-0_15

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