DOCSLIB.ORG

Intermodal Yesterday, Today, Tomorrow

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Intermodal Yesterday, Today, Tomorrow Intermodal Yesterday, Today, Tomorrow 0 U S Rail Intermodal Historical Perspective Began as trailers moved from highway to railcars “Piggyback” in 1950’s Many movements were “Circus Style” Trailers were driven on /off railcars Railroads provided most trailers In early 1960’s lift equipment for rail intermodal was invented Jack Lanigan Sr. Built first stabilizer beam cranes for lifting trailers and containers Railroad owned subsidiary trucking companies provided most of the terminal labor forces Piggyback cars moved in mixed fright trains 1 Mid 1960’s to mid 1970’s First intermodal unit train initiated Santa Fe Super C from LA to Chicago in 42 hours Cranes and sideloaders evolve from other industries to intermodal First intermodal interchange gate “Checkpoint Chico” at Chicago Santa Fe All Piggyback ramps evolve from parts of railroad switching yards Piggyback consolidators evolve to sell to carload quantities, ITOFCA, Some international containers began moving via rails 2 Modified boat hoisting gantry crane in 1956 3 Historical Perspective 1920s-New York Central RR, wooden containers for LCL. - Smithsonian Institution 4 “Piggyback” Trailers in 1960s 5 What were the driving forces that lead to the industry growth in 80’s, 90’s? Deregulation Inception of Intermodal service companies, terminal operations, truckers Development of intermodal lift equipment Development of articulated intermodal railcars Development of international containerization Development of the Double-stack railcar Development of the domestic containers Intermodal unit trains Major truckload carriers convert business and equipment to Intermodal domestic containers Development of the RF terminal operating systems; EDI Development of Auto Gate Systems Railway mergers Most innovations came from within the Industry 6 Double-Stack Unit trains 7 J B Hunt changed the game for Intermodal 8 North American Intermodal Loadings 1993 to 1999 12 s 10 d a o 8 L f o s 6 n o i l 4 l i M 2 0 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 Trailer Container 9 Growth Rates for North American Intermodal Loadings 25.00% e t a 20.00% R h 15.00% t w 10.00% o r G 5.00% e g a 0.00% t n e -5.00% c r e -10.00% P -15.00% 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 Trailers Containers Total 10 Trend Analysis Conclusions Containers will continue to be the Primary Intermodal Vehicle Conversion from Trailers to Domestic containers will continue Double-Stack Train efficiencies are REAL and here for the long term Intermodal Car Fleet of the Future is being built for containers 11 Chassis, Chassis, Chassis everywhere ! Pack’em, Stack’em, Rack’em ! (Whack em and Crack em) Chassis can use up to 35% of terminal parking capacity 12 Other Capacity Support Machines Empty Container Handlers Stack empty containers up to 8 high Chassis Rotators Stack chassis 4 high horizontally Chassis Rackers Places chassis into vertical rack, 9 chassis to one wheeled space 13 Stacking cranes following examples from Ports Technology to improve safety, efficiency, versatility, and damage-free performance for Facilities Operations. 14 Today…. Containers, containers, and more containers…. Conversion to containers continues Over 250,000 53 ft. domestic containers in service today Intermodal terminals growing up, not out Space at a premium Between 1996 and 2006 intermodal volumes increased by over 80% Containers went from 60 % to 90% of volumes Recession of 2007 over as volumes are up by 20% in 2010 How do we handle the re-newed growth? 15 Wide Range of Solutions.. 16 Conventional crane versus stacking crane versus wide spans 17 Memphis Wide Span Operations 18 Memphis Overview 19 Memphis Crane configuration Production cranes: Double cantilever, 261 ft. Stacking Cranes: Single width, can accommodate 8 ramp tracks @ 20 ft. cantilever, 166 ft. width, track centers, three truck lanes, four rows of four accommodates access to stack high container stacks. Trolley can rotate container rows of production crane (4 high, 4 270 degrees, allowing one-way truck lanes. wide) and can transfer to 5 high, 5 wide stacking rows under span, , 3 truck lanes. “Pitch and catch” container transfer between cranes 20 “I – CAN” Yard Management Intermodal - Crane Automation Network Designed to provide required applications for wide-span crane operations Automated inventory system for railcars, container, trucks, and other equipment using GPS Distributes work assignments to cranes, trucks, other equipment Provides logic for organized container stacking operation Provides safety for all equipment Provides means to semi-automate crane operations Same functionality could be applied to RTG’s for aligning over tracks, track pads 21 GPS Automated Inventory, Accuview MJ and BNSF have co-developed an automated GPS inventory system for use on lift, hostling tractors, and other Hub vehicles Prototype tested / demonstrated at Corwith in Nov. 2007 Aerial photographs are used for display of Hub, parking slots, tracks, buildings, etc. GPS grids are used to identify exact parking slot locations Hostling trucks are tracked throughout Hub, disconnect from tractor fifth wheel indicates new inventory position Other vehicles tracked using GPS; lift equipment, IBC carts Relative positions of equipment will be used as safety alert to operators Lift machine location and steering using GPS Sensors on cranes determine “Y” and “Z” movement determined by latch /unlatch of twist locks, pins or arms Potential to provide exact “Real Time” ramp/ deramp, movement to parking slots, spotting of chassis events Wide Span cranes use sensors to center above tracks, specific railcar wells. Semi-automates loading of railcars 22 GPS using aerial photos 23 Hostler with container in parking stall 24 Memphis Stacking Crane 25 Memphis – Production Cranes 26 Portable GPS Locator (PGL) protection for occupied locomotives Portable GPS Locator controls A Portable GPS Locator (PGL) will be installed on the front bridge of lead locomotive before the locomotive enters a ramp track. A PGL can also be installed on the lead car of railcars being shoved into a track to protect a worker riding on lead railcar of shove move. The PGL will provide a moving GPS Safety Zone that will prevent any crane movements of suspended loads over the occupied locomotive. This protective zone will be 20 foot wide and extend 400 ft. in front of and behind the lead locomotive The PGL will be installed by placing on the front bridge in center of locomotive by activating the four magnets, and turning on the PGL The PGL will be removed from the locomotive when the engine stops and is no longer under cranes. The PGL can be used for protecting other men and equipment working on tracks under the cranes. Ultimately, it is the production crane operator’s responsibility to ensure that suspended loads are not moved over locomotives or men riding cars on lead cars of shove moves. Movement of suspended loads over locomotives or lead cars of shove moves is prohibited for 400 ft. in front of lead car or locomotive and 400 ft. behind locomotive or lead car of shove move. 27 Portable GPS Locator (PGL) placed in correct position of lead locomotive Correct placement of PGL on lead locomotive Correct position to lift and carry PGL (weight 24 lbs) 28 GPS devices on equipment working under cranes will provide safety protection from suspended loads Moving Work Zone (MWZ) is 300 ft. x 60 ft. using C/L of crane and providing protection from movement of suspended loads 30ft. On each side of C/L for Y and 150 ft. on each side of crane C/L for X. Indicated by red lines . Production crane operators should not move suspended loads within the MWZ of wheel change crane 150 ft 150 ft Crane C/L Track 1 FWZ(Fixedworkzone) = =300ftx60ft 30 ft Crane C/L Track 2 30 ft Track 3 Track 4 Track 5 Portable GPS tracker placed on first locomotive BNSF ENGINE BNSF ENGINE BNSF ENGINE BNSF ENGINE First Platform Track 6 Moving Work Zone for locomotives is 400 feet in front of lead locomotive and protects to the first full platform behind locomotives. Zone is 20 ft. wide. Portable GPS tracker placed on first locomotive Production crane operators should NOT move suspended loads within the MWZ of locomotives 29 “RED” lights over Cart Path= STOP - Do Not Drive Under Crane 1 2 3 4 5 6 Cart Path 3 30 Traffic signals in Truck lanes Truck lane traffic lights change from green to red in advance of suspended load movement over the truck lanes. Trucks stop to prevent passing under suspended loads. Each light is able to change from red to yellow to green. Loading lane is always yellow, red light in left by-pass lane during loading in truck spots. 31 CSX Wide Span Design Baltimore, Ohio CSXI wide span facility will open in Jan. 2011. Facility will have five wide span cranes each 301 ft. across, over 8 ramp tracks with 22 ft. track centers, 2 straddle carrier lanes with up to 6 straddle carriers which can clear two stacked containers while carrying one container. Additionally there will be four row four high container stacks available with 2 truck lanes. The facility is designed to be combination of local delivery in Ohio as well as a major re-work facility for combining /consolidating container traffic by lifting and moving containers to new car assignments using straddle carriers as conveyance longitudinal along the 8,000 ft. long ramp tracks. Cranes will be electric RMG’s very similar to Memphis production cranes, but larger. As result of the massive structure, understand cranes will require a superstructure above the top beam to stabilize the structure ad 60 ft. long cantilevers on each end. CSXI 5 Wide Span cranes 301 ft.
Load more

Recommended publications
  • Intermodal Freight Transport Key Statistical Data 1 D Ζ JJC · 3 1992-1997
    ζ o o Ui Oí Intermodal freight transport key statistical data 1 D ζ JJC · 3 1992-1997 THEME 7 Transport eurostat STATISTICAL OFFICE OF THE EUROPEAN COMMUNITIES L-2920 Luxembourg — Tél. 4301-1 — Télex COMEUR LU 3423 B-1049 Bruxelles, rue de la Loi 200 — Tél. 299 11 11 A great deal of additional information on the European Union is available on the Internet. It can be accessed through the Europa server (http://europa.eu.int). Cataloguing data can be found at the end of this publication. Luxembourg: Office for Official Publications of the European Communities, 1999 ISBN 92-828-7307-2 © European Communities, 1999 Printed in Luxembourg PRINTED ON WHITE CHLORINE-FREE PAPER τ» O κ C LU σι σι Ci Intermodal freight transport key statistical data 1992-1997 # * EUROPEAN Δ THEME 7 COMMISSION eurOStat le^iiJ Transport Preface This publication is the first step to publish existing non-harmonised statistical data on intermodal freight transport concerning the European Union. The publication will be progressively improved in the future when more data on intermodal transport becomes available. All comments and suggestions to improve this publication are welcome and should be sent to the following address: European Commission Statistical Office of the European Communities Unit OS/C/2 Jean Monnet Building, Rue Alcide de Gasperi L-2920 Luxembourg e-mail: [email protected] Ξ£ EU Intermodal Freight Transport eurostat TABLE OF CONTENTS Introduction 7 Executive summary 8 Intermodal transport key data 10 General situation and trends of transport
    [Show full text]
  • Inu- 7 the Worldbank Policy Planningand Researchstaff
    INU- 7 THE WORLDBANK POLICY PLANNINGAND RESEARCHSTAFF Infrastructure and Urban Development Department Public Disclosure Authorized ReportINU 7 Operating and Maintenance Features Public Disclosure Authorized of Container Handling Systems Public Disclosure Authorized Brian J. Thomas 9 D. Keith Roach -^ December 1987 < Technical Paper Public Disclosure Authorized This is a document publishedinformally by the World Bank The views and interpretationsherein are those of the author and shouldnot be attributedto the World Bank,to its affiliatedorganizations, or to any individualacting on their behalf. The World Bank Operating and Maintenance Features of Container Handling Systems Technical Paper December 1987 Copyright 1987 The World Bank 1818 H Street, NW, Washington,DC 20433 All Rights Reserved First PrintingDecember 1987 This manual and video cassette is published informally by the World Bank. In order that the informationcontained therein can be presented with the least possibledelay, the typescript has not been prepared in accordance with the proceduresappropriate to formal printed texts, and the World Bank accepts no responsibilityfor errors. The World Bank does not accept responsibility for the views expressedtherein, which are those of the authors and should not be attributed to the World Bank or to its affiliated organisations. The findings,-inerpretations,and conclusionsare the results of research supported by the Bank; they do not necessarilyrepresent official policy of the Bank. The designationsemployed, the presentationof material used in this manual and video cassette are solely for the convenienceof th- reader/viewerand do not imply the expressionof any opinion whatsoeveron the part of the World Bank or its affiliates. The principal authors are Brian J. Thomas, Senior Lecturer, Departmentof Maritime Studies,University of Wales Institute of Science and Technology,Cardiff, UK and Dr.
    [Show full text]
  • The Impact of Mega-Ships
    The Impact of Mega-Ships Case-Specific Policy Analysis The Impact of Mega-Ships Case-Specific Policy Analysis INTERNATIONAL TRANSPORT FORUM The International Transport Forum at the OECD is an intergovernmental organisation with 54 member countries. It acts as a strategic think tank with the objective of helping shape the transport policy agenda on a global level and ensuring that it contributes to economic growth, environmental protection, social inclusion and the preservation of human life and well-being. The International Transport Forum organises an Annual Summit of ministers along with leading representatives from industry, civil society and academia. The International Transport Forum was created under a Declaration issued by the Council of Ministers of the ECMT (European Conference of Ministers of Transport) at its Ministerial Session in May 2006 under the legal authority of the Protocol of the ECMT, signed in Brussels on 17 October 1953, and legal instruments of the OECD. The Members of the Forum are: Albania, Armenia, Australia, Austria, Azerbaijan, Belarus, Belgium, Bosnia and Herzegovina, Bulgaria, Canada, Chile, China (People’s Republic of), Croatia, Czech Republic, Denmark, Estonia, Finland, France, Former Yugoslav Republic of Macedonia, Georgia, Germany, Greece, Hungary, Iceland, India, Ireland, Italy, Japan, Korea, Latvia, Liechtenstein, Lithuania, Luxembourg, Malta, Mexico, Republic of Moldova, Montenegro, Netherlands, New Zealand, Norway, Poland, Portugal, Romania, Russian Federation, Serbia, Slovak Republic, Slovenia, Spain, Sweden, Switzerland, Turkey, Ukraine, United Kingdom and United States. The International Transport Forum’s Research Centre gathers statistics and conducts co-operative research programmes addressing all modes of transport. Its findings are widely disseminated and support policy making in Member countries as well as contributing to the Annual Summit.
    [Show full text]
  • Port Innovation Workshop Final Report April 2007
    Port Innovation Workshop Final Report April 2007 Rocky Mountain Institute www.rmi.org • 1739 Snowmass Creek Road • Snowmass CO 81654 • (970) 927-3851 Table of Contents 1 Executive Summary __________________________________________________ 4 2 Introduction ________________________________________________________ 6 2.1 Current State of the Ports _______________________________________________ 7 Port of Seattle ____________________________________________________________________7 Port of Tacoma ___________________________________________________________________7 2.2 Port Challenges and Opportunities ________________________________________ 7 Air Quality ______________________________________________________________________7 Surge and Bottlenecks _____________________________________________________________9 Collaboration and Environmental Leadership ___________________________________________9 3 Innovation Workshop Summary _______________________________________ 11 Day One _______________________________________________________________________11 Day Two _______________________________________________________________________14 4 Summary of Ideas __________________________________________________ 15 4.1 Classification of Ideas __________________________________________________ 15 4.2 Linkages _____________________________________________________________ 18 Electric Load, Renewables, and Efficiency ____________________________________________18 Emissions, Waste, and Worker Safety ________________________________________________19 West Coast
    [Show full text]
  • Yasir Ayub Usman Faruki Container Terminal Operations
    Master Thesis Computer Science Thesis no: MSC-2009:1 June 2009 Container Terminal Operations Modeling through Multi- Agent based Simulation Yasir Ayub 8209015299 Usman Faruki 8401103570 School of Computing Blekinge Institute of Technology Soft Center SE - 37225 RONNEBY SWEDEN 1 This thesis is submitted to the Department of Computer Science, School of Computing at Blekinge Institute of Technology in partial fulfillment of the requirements for the degree of Master of Science in Computer Science. The thesis is equivalent to 20 weeks of full time studies. Contact Information: Author(s): Yasir Ayub E-mail: [email protected] Usman Faruki E-mail: [email protected] University advisor: Dr. Lawrence Edward Henesey School of Computing Blekinge Institute of Technology School of Computing Blekinge Institute of Technology Internet: www.bth.se/tek Phone : +46 457 38 50 00 Soft Center SE-37225 RONNEBY Fax : + 46 457 102 45 SWEDE 2 Contents List of Figures: ..........................................................................................................................6 List if Acronyms: .......................................................................................................................7 Abstract .....................................................................................................................................8 Acknowledgement .....................................................................................................................9 Motivation ..............................................................................................................................
    [Show full text]
  • Container Handling Equipment Conductix-Wampfler – Solutions for Ports
    www.conductix.us Energy & Data Transmission Systems for Container Handling Equipment Conductix-Wampfler – Solutions for Ports 2 Medium-voltage motorized cable reel on STS Crane Solutions for Container Handling at YICT in China Reliable Energy and Data Transmission We move your business! that enable the container handling and reliability. Automated container equipment to operate safely and reliably. handling equipment is gaining more attention and fast becoming the main Especially in ports and terminals that Since the first use of containers concern for many terminal operators. move containers, everything needs to in 1954, there have been dramatic be reliable when operating 24/7/365. developments in handling equipment Large ports and container terminals and facilities. The enormous number also have a significant environmental Energy and Data transmission of containers handled by some of the impact, which has driven a shift systems play a very crucial role in world’s largest container terminals to more environmentally friendly these operations and they receive today were unthinkable only a few equipment in the last several years. special attention by the operators, years ago. as well as by the equipment With the development of eco-friendly manufacturers and consulting Conductix-Wampfler has always been solutions like E-Shore, E-RTG and engineers. in very close contact with the industry E-Mobility, Conductix-Wampfler is to develop and to optimize the range of one of the key innovators and most Since the introduction of containers products for this vital industry. trusted partners in deploying ecological as the standardized method for technologies into the container transporting cargo, Conductix-Wampfler Today’s modern container ports and handling industry.
    [Show full text]
  • G. Intermodal Freight Transport G.I INTRODUCTION
    G. Intermodal Freight Transport G.I INTRODUCTION G.I-01 Intermodal freight transport Multimodal transport of goods, in one and the same intermodal transport unit by successive modes of transport without handling of the goods themselves when changing modes. The intermodal transport unit can be a container, swap body or a loaded vehicle travelling on another vehicle. The return movement of empty containers/swap bodies and empty goods road vehicles/trailers are not themselves part of intermodal transport since no goods are being moved. Nevertheless, such movements are associated with intermodal transport. G.I-02 Multimodal freight transport Transport of goods by at least two different modes of transport. Intermodal transport is a particular type of multimodal transport. International multimodal transport is often based on a contract regulating the full multimodal transport. G.I-03 Simultaneous use of two means of transport (Active mode)/(Passive mode) Intermodal transport of goods using two modes of transport simultaneously, where one (passive) means of transport is carried on another (active) means of transport which provides traction and consumes energy, e.g. Rail/road transport, sea/road transport and sea/rail transport. Piggyback transport is a synonym for rail/road transport. G.I-04 Piggyback transport Transport of road vehicles by rail. The term was originally for transport of semi-trailers by rail but is also now applied to the transport of road vehicles in general. G.I-05 Rolling Highway Transport of complete road vehicles, using roll-on roll-off techniques, on trains normally comprising low-floor wagons throughout. Rolling motorway is a specific type of Piggyback transport.
    [Show full text]
  • PEMA-IP12-Container-Terminal-Automation.Pdf
    Container Terminal Automation A PEMA Information Paper This Information Paper provides a high level overview of adoption trends and current state-of-the-art in container terminal automation worldwide. The paper describes key equipment and technology components of an automated container terminal operation, outlining the various approaches that have already been adopted and those presently under consideration globally. Operational and maintenance issues are reviewed, together with Capex and Opex benchmarks, plus guidelines on implementation and delivery lead times. Existing and planned worldwide installations are listed, with details of the yard automation and horizontal quay-yard transfer systems deployed. While this paper assesses the full range of robotic equipment developed for container terminal operations, the main focus is on automated stacking cranes (ASCs) as the current prevailing technology. www.pema.org 2 Container Terminal Automation | A PEMA Information Paper www.pema.org Container Terminal Automation | A PEMA Information Paper 3 CONTENTS INTRODUCTION 4 1 | EXECUTIVE SUMMARY 5 2 | BACKGROUND 6 3 | CRANE DESIGN AND BASIC TECHNOLOGY 9 4 | HORIZONTAL TRANSPORT 12 5 | AUTOMATED QUAY CRANES 15 6 | IDENTIFICATION, LOCATION AND TRAFFIC CONTROL SYSTEMS 16 7 | TERMINAL OPERATING SYSTEMS 17 8 | EXCEPTION MANAGEMENT 20 9 | MAINTENANCE AND OPERATIONS 21 10 | BUSINESS DRIVERS AND PROJECT IMPLEMENTATION 22 APPENDIX 1: TABLE OF EXISTING AND PLANNED INSTALLATIONS 24 APPENDIX 2: TERMINOLOGY 30 ABOUT THE AUTHORS & PEMA 31 © PEMA Port Equipment Manufacturers Association | Published June 2016 | This document is designated IP12 in the PEMA Information Paper Series 4 Container Terminal Automation | A PEMA Information Paper INTRODUCTION DOCUMENT PURPOSE ABOUT THIS DOCUMENT This Information Paper intends to provide a high level This document is one of a series of Information Papers overview of current state-of-the-art container terminal developed by the Automation and Control Technologies automation worldwide.
    [Show full text]
  • Glossary of Maritime Terms
    bonded warehouse: A building designated by U.S. Customs authorities for storage of goods without payment of duties to Customs until goods are removed. Box: Slang term for a container. breakbulk cargo: Non-containerized general cargo stored in boxes, bales, pallets or other units to be loaded onto or discharged from ships or other forms of transportation. (See also: bulk and container.) Examples include iron, steel, machinery, linerboard and woodpulp. bulk cargo: Loose cargo (dry or liquid) that is loaded GLOSSARY OF (shoveled, scooped, forked, mechanically conveyed or pumped) in volume directly into a ship’s hold; e.g., MARITIME TERMS grain, coal and oil. bulkhead: A structure used to protect against shifting ABS: The American Bureau of Shipping is a U.S. cargo and/or to separate the load. classification society that certifies if a ship is in compliance with standard rules of construction and buoys: Floats that warn of hazards such as rocks or maintenance. shallow ground, to help ships maneuver through unfamiliar harbors. anchorage: Port charge relating to a vessel moored at approved anchorage site in a harbor. cabotage: Shipment of cargo between a nation’s ports is also called coastwise trade. The U.S. and apron: The area immediately in front of or behind a some other countries require such trade to be carried wharf shed on which cargo is lifted. On the "front on domestic ships only. apron," cargo is unloaded from or loaded onto a ship. Behind the shed, cargo moves over the "rear apron" capacity: The available space for, or ability to handle, into and out of railroad cars.
    [Show full text]
  • Prospects and Problems of the Container Revolution
    PROSPECTS AND PROBLEMS OF THE CONTAINER REVOLUTION EDWARD SCHMELTZER· AND ROBERT A. PEAVY·· "Container revolution" is a term which is often and increasingly heard today. Reduced to its simplest denominator, the term connotes no more and no less than a box of freight in motion-a concept as timeless as transportation itself. In the modern context, however, the revolutionized box-now called a containerl-has created a dramatic change in existing systems for the movement of cargo in international commerce by land, ocean, and air carriers.2 The prospects for further change are manifold. At the same time, containerization has raised a myriad of problems, many of which will require solutions before the prospects of change may be implemented an'd fully realized. I. INTRODUCTION The tremendous growth in the use of intermodal containers over the past several years is a matter of common knowledge. For example, in 1965, less than five per cent of the ocean liner cargo transported between Europe and the United States moved in containers; by 1975, it is variously estimated that from 50 per cent to as high as 80-85 per cent of that cargo • Member, Morgan, Lewis & Bockius, Washington, D.C. Mr. Schmeltzer was Managing Director of the Federal Maritime Commission from 1966 to 1969. A.B .• Hunter College, 1950; M.A .• Columbia University, 1951; LL.B .• George Washington University, 1954 . •• Associate, Morgan, Lewis & Bockius, Washington. D.C. B.A .• university of Colorado, 1961; LL.B .• University of Texas. 1966. I. "Container" is referred to in Article 4(5) of the Hague Rules of 1924 as an "article of transport." The United States Coast Guard, which is responsible for approving containers used for international transportation under Customs seal, proposes a definition of "container" as "an article of transport equipment (Iiftvan, portable tank.
    [Show full text]
  • Safety in the Supply Chain in Relation to Packing of Containers
    GDFPC/2011 INTERNATIONAL LABOUR ORGANIZATION Sectoral Activities Department Safety in the supply chain in relation to packing of containers Report for discussion at the Global Dialogue Forum on Safety in the Supply Chain in Relation to Packing of Containers (21–22 February 2011) Geneva, 2011 INTERNATIONAL LABOUR OFFICE GENEVA Copyright © International Labour Organization 2010 First published 2010 Publications of the International Labour Office enjoy copyright under Protocol 2 of the Universal Copyright Convention. Nevertheless, short excerpts from them may be reproduced without authorization, on condition that the source is indicated. For rights of reproduction or translation, application should be made to ILO Publications (Rights and Permissions), International Labour Office, CH-1211 Geneva 22, Switzerland, or by email: [email protected]. The International Labour Office welcomes such applications. Libraries, institutions and other users registered with reproduction rights organizations may make copies in accordance with the licences issued to them for this purpose. Visit www.ifrro.org to find the reproduction rights organization in your country. Safety in the supply chain in relation to packing of containers / International Labour Office, Sectoral Activities Department - Geneva: ILO, 2010. ISBN 978-92-2-124226-0 (print) ISBN 978-92-2-124227-7 (web pdf) International Labour Office and Sectoral Activities Department; Global Dialogue Forum on Safety in the Supply Chain in Relation to Packing of Containers (2011, Geneva, Switzerland). Also available in French: La sécurité dans la chaîne d'approvisionnement concernant le remplissage des conteneurs, ISBN 978-92-2-224226-9, Geneva, 2010, in Spanish: Seguridad en la cadena de suministro en relación con el embalaje de los contenedores, ISBN 978-92-2-324226-8, Geneva, 2010.
    [Show full text]
  • Negative Impacts on Crane Productivity a Case Study in APM Terminals Gothenburg Bachelor Thesis in the Shipping and Logistics Programme
    Negative impacts on crane productivity A case study in APM Terminals Gothenburg Bachelor thesis in the Shipping and Logistics Programme SARAH DROTZ NATALIE JOHANSSON Department of Shipping and marine technology CHALMERS UNIVERSITY OF TECHNOLOGY Gothenburg, Sweden 2016 REPORT NO. SoL-16/168 Negative impacts on crane productivity A case study in APM Terminals Gothenburg Sarah Drotz Natalie Johansson Department of Shipping and Marine Technology CHALMERS UNIVERSITY OF TECHNOLOGY Gothenburg, Sweden, 2016 Negative impacts on crane productivity A case study in APM Terminals Gothenburg Sarah Drotz Natalie Johansson © Sarah Drotz, 2016 © Natalie Johansson, 2016 Report no. SoL-16/168 Department of Shipping and Marine Technology Chalmers University of Technology SE-412 96 Gothenburg Sweden Telephone + 46 (0)31-772 1000 Cover: Cargo operations in APM Terminals Gothenburg Printed by Chalmers Gothenburg, Sweden, 2016 Negative impacts on crane productivity A case study in APM Terminals Gothenburg Sarah Drotz Natalie Johansson Department of Shipping and Marine Technology Chalmers University of Technology Abstract The increased amount of cargo transported by container vessels require port terminals to have efficient cargo handling. A port terminal needs to be efficient in order to attract and keep customers, hence the productivity in the terminal is important. Loading and discharging operations on container vessels are performed with cranes and the working pace of the cranes are referred to as crane productivity. This thesis investigates what factors a crane operator experiences as difficult and time consuming during cargo operations. The results are that obstructed view are considered as the major issue. The crane operators need to operate behind stacks of containers on board, referred to as Manhattan Stowage.
    [Show full text]