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2020 | OriginalPaper | Buchkapitel

1. General Considerations on Terminal Planning, Innovations and Challenges

verfasst von : Jürgen W. Böse

Erschienen in: Handbook of Terminal Planning

Verlag: Springer International Publishing

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Abstract

The chapter provides a brief overview of the major tasks of container terminal planning as well as planning activities and results associated with task processing. Furthermore, the main causes for innovation activities of container terminals are analyzed and subdivided in three areas: changes in technology, changes in customer demands, and changes in environmental rules. For each area, typical terminal innovations before and after the global economic and financial crisis are being compared regarding their respective scale of challenge for container terminals. The results enable a better understanding of the cause-and-effect relationships of terminal innovations and the kind of relationships leading to (particularly) challenging innovation processes. Finally, the chapter provides a brief overview of the contents of all Handbook chapters.

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Nächstes Kapitel Advanced Simulation Technology in Planning, Implementation, and Operation of Container Terminals to Cope with the Varying Challenges Caused by the Shipping Industry

The following figures show the annual handling volumes and the international ranking of the four largest European ports for the years 2008 and 2017 (see AAPA 2008 and Nightingale 2018):

2008 2017

https://static-content.springer.com/image/chp%3A10.1007%2F978-3-030-39990-0_1/MediaObjects/211385_2_En_1_Figa_HTML.png

Hereinafter briefly referred to as container terminal.

Transshipment container flow: Container movements between quay wall, terminal yard, and (back to) quay wall.
Domestic container flows:
- Import container movements between quay wall, terminal yard, and the landside terminal interfaces (i.e., truck gate, railway station, and/or barge terminal).
- Export container movements are in the reverse direction.

To the best knowledge of the author, there is no official definition of “terminal suprastructure.” Within the scope of this Handbook all resources of a container terminal are classified as suprastructure which are in the principal responsibility of the terminal operator. The remainder (e.g., the quay wall) is attributed to the “port infrastructure” which is frequently in the principal responsibility of the respective port authority. In a somewhat broader sense, the “human factor” is also rated among terminal suprastructure, if the aforementioned condition is met.

In April 1966, the shipping company Sea-Land inaugurated the first (commercial) intercontinental liner service between New York and Rotterdam, Bremen (North-West Germany), and Grangemouth (Scotland).

For more in-depth information regarding the impact of “mega vessels” on container ports and terminals see Merk et al. (2015) as well as Sect. 1.3.

In this regard, the following aspect should be considered:

Requirements may emerge in reverse direction as well (i.e., “towards the quay wall”). This often relates to requirements between suprastructure resources used in different terminal areas, e.g., traditional rubber-tyred gantry cranes require tractor-trailer-units for horizontal transport from/to the quay wall. Even if Automated Guided Vehicles (AGV) perform just as well and (perhaps) more efficiently, their use is not possible due to safety reasons. The same applies to straddle carriers, their use makes no sense due to logistics reasons.

In very few cases, terminal planning includes the elaboration of a completely new container terminal (“greenfield”). In very many cases, terminal planning is reduced to re-planning of a specific terminal area. Typical examples in this regard are “technology conversion projects” (e.g., change from straddle carrier operation to Rail-Mounted Gantry (RMG) crane operation in the yard area), “expansion projects” (e.g., the extension of quay- and landside interfaces like the quay wall or the terminal railhead), or “organizational restructuring projects” (e.g., the implementation of pooling strategies or dual-cycle operations for horizontal transport at quayside). In the “re-planning case,” planning work must not necessarily start “at the bottom,” but infrastructure frequently remains unchanged and suprastructure planning in the terminal area affected is the first step (or even only operation re-planning needs to be done).

Planning of Terminal Operation on top, Planning of Terminal Suprastructure in the middle, and Planning of Terminal Infrastructure at the bottom.

Requirements from “quayside to landside” and from “top to down”; Support Potential from “bottom to top.”

To the best knowledge of the author, the term ultra large vessel is not officially defined. The HVCC Hamburg Vessel Coordination Center, for example, classifies ULV as vessels with a length of more than 330 m and/or a width of over 45 m (see HVCC 2019).

A directive issued by the European Union is a legal act that formally requests the member states to achieve a particular result without determining the means of achieving this result. It is to be distinguished from a regulation, which is self-executing and does not require any specification for implementation.

A first Lift AGV prototype has been built and tested in the year 2008. At the port of Hamburg, first straddle carriers with hybrid drive technology came into operation at the beginning of 2019.

The original application area of OCR systems at container terminals is the truck gate. Since the early 2000s related systems have spread widely throughout the world and are today standard in truck processing procedures of truck gates. Furthermore, remote-controlled crane operation was part of automated RMG yard systems from the very beginning. Due to safety reasons (instructions), it is necessary to manually control the container handover process between automated RMG cranes and manually operated road trucks (or internal tractor-trailer-units) at the landside end of RMG blocks.

Currently available automated RTG systems (e.g., in use at the Terminal Petikemas Semarang in Semarang, Indonesia) carry out fully automated container stacking and use remote control technology for lifting/lowering containers from/on trucks in the RTG portal.

Electric drivetrains are now available for all widespread equipment types of horizontal container transport, i.e., for AGV and straddle carriers and terminal tractors.

For example, terminal operating systems, positioning systems or administrative systems for customer, and freight data storage and processing.

In many cases subsumed under the buzzwords “big data technologies” or “big data analytics.”

For example, by using pooling strategies for horizontal transport vehicles exclusively serving the quay cranes of a (single) berth or procuring new (more advanced) quay cranes to “upgrade” a specific berth.

Considering the largest container vessels of their time, the capacity has risen 2.2-fold from about 4,500 TEU to about 10,000 TEU between 1990 (President Truman, a C-10-class vessel) and 2005 (Gjertrud Maersk, a Maersk D-class vessel) and has risen again 2.2 fold to about 22,000 TEU in 2019 (nine CMA CGM LNG vessels are scheduled to come into service from the end of 2019).

Vessel length of up to 400 m, maximum width between 61 m and 62 m, maximum draught of about 16 m and between 22 and 24 container rows across deck.

This means, more cranes at quay wall, more vehicles for horizontal container transport, and more cranes for storing and retrieving containers in the yard area.

For example, by using advanced pooling strategies at terminal quayside or implementing more powerful methods for vehicle scheduling and dispatching and — in case of automated container transport — for vehicle routing. Furthermore, effective methods for control of container stacking and rehandling within the yard area are of interest for improving resource efficiency as well.

In Europe, for example, the EU directive 97/68/EG had to be applied for newly procured “non-road mobile machinery” (including also terminal equipment) between 1999 and 2016. The directive increasingly limited the NO _x emissions (nitrogen oxide) and PM emissions (particular matter) of related equipment by following stages: Stage I (1999), Stage II (2002), Stage IIIa (2006), Stage IIIb (2011), and Stage IV (2014). Since beginning of 2017, the EU regulation 2010/26 determines the NO _x and PM emission requirements for non-road mobile machinery based on emission limits of Stage V.

For example, by direct soundproofing at engine (equipment level), by noise barriers on the terminal area (construction level) or by limiting the number and operating hours of equipment in use (operation level).

Noting that in most cases the implementation of slot management systems is likely more driven by economic and capacity reasons.

New ideas and concepts of innovative handling systems are discussed, e.g., in Chaps. 13, 20, and 24 of the Handbook.

Differentiating between pre-planning and detailed planning activities on the infra- and suprastructure level, the former end up with a prioritization of elaborated resource alternatives and finally lead to type-related resource decisions (e.g., use of AGV instead of straddle carriers or vice versa) including a rough estimate on the number of resource units required for day-to-day operation. The latter especially includes the specification of functional, technical, and process-related requirements for the resource type favored before by pre-planning. Results of detailed planning form, e.g., the basis for tendering processes bringing out the equipment supplier(s) and construction firm(s) chosen for a project.

AAPA [American Association of Port Authorities] (ed) (2008) World port ranking 2008. Data sheet. American Association of Port Authorities, Alexandria

Holmgren C (2011) Remotely controlled quay cranes: safer and more productive. Port Technol Int 50:62–63

HVCC [HVCC Hamburg Vessel Coordination Center GmbH] (ed) (2019) Ultra-large vessels. http://www.hvcc-hamburg.de/en/ultra-large-vessels/. Accessed 25 June 2019

Merk O (2014) Shipping emissions in ports. Discussion paper (No. 2014-200). International Transport Forum of Organisation for Economic Co-operation and Development (OECD), Paris

Merk O (2018) Container ship size and port relocation. Discussion paper (169 Roundtable). International Transport Forum of Organisation for Economic Co-operation and Development (OECD), Paris

Merk O, Busquet B, Aronietis R (ed) (2015) The impact of mega-ships. Project report. International Transport Forum of Organisation for Economic Co-operation and Development (OECD), Paris

Murray W (2016) Economies of scale in container ship costs. Paper to the conference shipping 2016. Connecticut Maritime Association, Stamford

Nightingale L (ed) (2018) One hundred container ports 2018. Annual report. Lloyd’s List, London

Park NK, Suh SC (2019) Tendency toward mega containerships and the constraints of container terminals. J Mar Sci Eng 7(5):13CrossRef

PEMA [Port Equipment Manufacturers Association] (ed) (2016) Container terminal automation. Paper IP 12 (PEMA information paper series). PEMA – Port Equipment Manufacturers Association, Brussels

Tran NK, Haasis HD (2015) An empirical study of fleet expansion and growth of ship size in container liner shipping. Int J Prod Econ 159(C):241–253CrossRef

UNCTAD [United Nations Conference on Trade and Development] (ed) (2018) Review of maritime transport 2018. Annual review. United Nations, New York

Titel: General Considerations on Terminal Planning, Innovations and Challenges
verfasst von: Jürgen W. Böse
Verlag: Springer International Publishing
Buch: Handbook of Terminal Planning
Print ISBN: 978-3-030-39989-4

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

Copyright-Jahr: 2020
DOI: https://doi.org/10.1007/978-3-030-39990-0_1

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