Container Handling Equipment Conductix-Wampfler – Solutions for Ports
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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 -
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. -
Reference Projects
REFERENCE PROJECTS Project Locations around the World © HPC Hamburg Port Consulting GmbH On the following pages, you will find a comprehensive list of the projects HPC has conducted ever since our foundation in 1976. 22/07/2021 HPC Hamburg Port Consulting GmbH 1/94 REFERENCE PROJECTS Project Title Client, Location Start Date Construction Supervision for Six Automated Victoria International Container Terminal 2021 Container Carriers in Melbourne, Australia Ltd. PR-3241/336003 Melbourne; Australia Application for Funding of 5G Campus HHLA Hamburger Hafen und Logistik AG 2021 Network Hamburg; Germany PR-3240/331014 Simulation Analysis Study for CTA with Fully HHLA Hamburger Hafen und Logistik AG 2021 Automated Truck Handover Hamburg; Germany PR-3238/331013 Initial Market Study for a New "Condition EMG Automation GmbH 2021 Monitoring & Predictive Maintenance" Wenden; Germany PR-3239/332005 Business Model Support with Funding Applications for the B- HHLA Hamburger Hafen und Logistik AG 2021 AGV System at Container Terminal Hamburg; Germany PR-3233/331011 Burchardkai HPC Secondment BHP Safe Mooring IPS Aurecon Australasia Pty Ltd 2021 Melbourne; Australia PR-3236/336002 Brazil, Sagres Implementation of OHS Sagres Operacoes Portuarias Ltda 2021 Recommendations Cidade Nova Rio Grande RS; Brazil PR-3234/334002 IT Management Support for a German CHI Deutschland Cargo Handling GmbH 2021 Cargo Handling Company Frankfurt/Main; Germany PR-3235/332004 PANG Study on the Ability of Ports on the Puerto Angamos 2021 Western Coast of Latin America to Handle -
Cargo-Handling Equipment on Board and in Port
Unit 16 CARGO-HANDLING EQUIPMENT ON BOARD AND IN PORT Basic terms cargo-handling equipment front/side loader cargo gear van carrier handling facilities transtainer lifting gear container crane / portainer conveyor belt transit shed elevator warehouse pumping equipment cranes: derrick dockside crane, fork lift truck quay crane, mobile crane container crane straddle carrier gantry crane, tractor deck crane tug-master (ship’s) cargo gear The form of cargo-handling equipment employed is basically determined by the nature of the actual cargo and the type of packing used. The subject of handling facilities raises the important question of mechanization. BULK CARGO HANDLING EQUIPMENT So far as dry bulk cargoes are concerned, handling facilities may be in the form of power-propelled conveyor belts, usually fed at the landward end by a hopper (a very large container on legs) or grabs, which may be magnetic for handling ores, fixed to a high capacity travel1ing crane or travel1ing gantries. These gantries move not only parallel to the quay, but also run back for considerable distances, and so cover a large stacking area, and are able to plumb the ship's hold. These two types of equipment are suitable for handling coal and ores. In the case of bulk sugar or when the grab is also used, the sugar would be discharged into a hopper, feeding by gravity a railway wagon or road vehicle below. Elevators (US) or silos are normally associated with grain. They may be operated by pneumatic suction which sucks the grain out of the ship's hold. SHIP UNLOADERS FRONT LOADER BELT CONVEYOR HOPPER HOPPER SILO / ELEVATOR GRAB TYPE UNLOADERS LOADING BOOM LIQUID CARGO HANDLING EQUIPMENT The movement of liquid bulk cargo , crude oil and derivatives, from the tanker is undertaken by means of pipelines connected to the shore-based storage tanks. -
INTERMODAL TRANSHIPMENT INTERFACES Working Paper
Strategies to Promote Inland Navigation COMPETITIVE AND SUSTAINABLE GROWTH (GROWTH) PROGRAMME INTERMODAL TRANSHIPMENT INTERFACES Working Paper Project number: GTC2-2000-33036 Project acronym: SPIN - TN Project full title: European Strategies to Promote Inland Navigation Work Package/ Working Group: WG3 Intermodality & Interoperability Author: Institut für Seeverkehrswirtschaft und Logistik (ISL) Document version: 1.0 Date: 21st January 2004 Strategies to Promote Inland Navigation DISCLAIMER - The thematic network SPIN-TN has been carried out under the instruction of the Commission. The facts stated and the opinions expressed in the study are those of the consultant and do not necessarily represent the position of the Commission or its services on the subject matter. ,ontents .ontents Page Index of Tables III Index of Figures IV 1 Introduction 1-1 2 Current Situation 2-1 2.1 Quay-side technologies 2-1 2.1.1 Status: Operational 2-1 2.1.1.1 Container Gantry Crane/Ship to Shore Crane (trimodal) 2-1 2.1.1.2 Reach Stacker 2-2 2.1.1.3 Geographical distribution of ship-to-shore cranes and reach stackers 2-3 2.1.2 Status: Study 2-7 2.1.2.1 Barge Express 2-7 2.1.2.2 Rollerbarge 2-10 2.1.2.3 Terminal equipment: equipment to equipment conveyor 2-11 2.1.2.4 Terminal equipment: automatic stacking cranes 2-12 2.2 On-Board and Navigation Technologies 2-13 2.2.1 Status: Operational 2-13 2.2.1.1 RoRo barge transshipment 2-13 2.2.2 Status: Study 2-15 2.2.2.1 The shwople barge concepts 2-15 2.2.2.2 Floating container terminal 2-16 2.2.2.3 Riversnake 2-17 SPIN - TNEuropean Strategies To Promote Inland Navigation I Version 5 // p:\6627 - spin\texte\workingpaper_hs_2004-01-16.doc // Wednesday, 21. -
Development of Design of Ship-To-Shore Container Cranes: 1959-2004
DEVELOPMENT OF DESIGN OF SHIP-TO-SHORE CONTAINER CRANES: 1959-2004 Nenad Zrni ü University of Belgrade, Faculty of Mechanical Engineering, Dep. of Mechanization 11000 Belgrade, 27 marta 80, Serbia and Montenegro E-mail: [email protected] Klaus Hoffmann Vienna University of Technology, Faculty of Mechanical Engineering Inst. for Engineering Design and for Transport, Handling, and Conveying Systems A-1060 Wien, Getreidemarkt 9, Austria E-mail: [email protected] ABSTRACT- The paper presents the historical development of mechanical and structural design of ship-to-shore (STS) container cranes, from 1959, when the first crane was built, up to now. The paper gives a short survey of the evolution of the container crane industry, the state of the art in modern container cranes, and focuses particular attention on mechanical design of trolleys and evaluation of the existing structures. The analysis of historical development and state of the art in modern container cranes enables us to analyze future trends in mechanical and structural design. KEYWORDS: History of STS container cranes, design, trolley, construction INTRODUCTION The method of handling ship cargo in the early 1950s was not very different from that used during the time of the Phoenicians, Figure 1 >6@. The time and labor required to load and unload ships increased substantially with the size of the ship, requiring more time in port than at sea, Figure 2 >6@. The problem “how to lift a load” is as old as humankind. From the earliest times people have faced this problem. The first written information on the use of hoisting mechanisms appeared around 530 BC, mainly concerning the construction of the first temple of Artemis in Ephesus >13@. -
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. -
Key Performance Indicator Development for Ship-To-Shore Crane Performance Assessment in Container Terminal Operations
Journal of Marine Science and Engineering Article Key Performance Indicator Development for Ship-to-Shore Crane Performance Assessment in Container Terminal Operations Jung-Hyun Jo 1 and Sihyun Kim 2,* 1 Department of Maintence and Repair, Hutchison Port Busan, Busan 48750, Korea; [email protected] 2 Department of Logistics, Korea Maritime and Ocean University, Busan 49112, Korea * Correspondence: [email protected] Received: 18 November 2019; Accepted: 17 December 2019; Published: 19 December 2019 Abstract: Since the introduction of containerization in 1956, its growth has led to a corresponding growth in the role of container seaborne traffic in world trade. To respond to such growth, requirements for setting up the common standards in various kinds of container harbor equipment, and identifying performance indicators to assess container handling equipment performance have increased. Although the operating systems in ship-to-shore cranes may be different at each container terminal, the four main movements are the same: hoist, trolley, gantry, and boom. By determining in this work the hour metrics for each movement, it was possible to define the key performance indicators to be adopted and assess ship-to-shore crane performance. The research results identified that the mean time between failures is decreasing because of the accumulation of long-lasting heavyweight operations, while the number of maintenance of machine parts incidents and man-hours is steadily increasing. The key performance indicators offer a management tool to guide future ship-to-shore container crane inspection and the results provide useful insights for future container crane equipment operation improvements. Keywords: container terminal; ship-to-shore crane; performance assessment; key performance indicator; mean move between failure; mean time to repair; man-hour 1. -
Design Issues Related to the Intermodal Marine-Rail Interface
Design Issues Related to the Intermodal Marine-Rail Interface M. John Vickerman, Jr. Vickerman• Zachary• Miller Oakland, California A major modernization program currently taking place at the Port of San Fran· computerized control of the facilities, from in cisco illustrates the considerations and constraints involved in planning a state creasing the speed of container handling to monitor of·the-art intermodal marine facility. Creation of layout alternatives for future ing the condition of various terminal equipment. expansion possibilities was essential for long-term planning; however, special A major modernization program currently taking problems involving railroad and truck access must be resolved before the project design is complete. Impediments to designing modern intermodal marine-rail place at the Port of San Francisco illustrates the facilities include problems such as lack of land for expansion of existing facilities considerations and constraints involved in planning and modification of existing facility requirements to accommodate variations in a state-of-the-art intermodal marine facility. In equipment and operations. Larger capacity container ships are necessitating this paper the planning effort for the Port of San modifications to existing facilities, and existing wharf gantry cranes often need Francisco's modernization program is used as a case expensive moo111cat1ons to accommodate the rargur vessels. I he design process SLUCiy; the intent is to review the approach, sum often involves starting with the long-range possibilities and working back to marize key planning and design parameters, and de determine near-term needs. This method allows for the development of differ scribe lessons learned and impediments to planning ent design scenarios for future expansion and also identifies near-term designs modern intermodal marine-rail facilities. -
Analysis of Electrical Power Consumption in Container Crane of Container Terminal Surabaya
International Journal of Marine Engineering Innovation and Research, Vol. 2(1), Dec. 2017. 86-93 (pISSN: 2541- 86 5972, eISSN: 2548-1479) Analysis of Electrical Power Consumption in Container Crane of Container Terminal Surabaya A.A. Masroeri1, Eddy Setyo Koenhardono 2, Fathia Fauziah Asshanti 3 Abstract container crane electrification is a re-powering process of container cranes from diesel to electricity. In electrification process, it is required an analysis of electrical power consumption that is needed in the operational of container crane. It aims to determine whether the amount of electrical power that is supplied by PLN can be optimally used in the operational of container crane to do loading and unloading activities. To perform the analysis of electrical power consumption, it is required various data and calculations. The required data are container crane specifications and other electrical equipment specifications, the amount of electrical power that is supplied by PLN, also the single line diagram from the electrical system at the port. While, the calculations that is needed to be performed are the calculation of electrical power load in motors and other electrical equipments, the calculation of nominal current and start current, the selection of cable and busbar, and the calculation of wiring diagram junction power. From the calculations that has been done, then the next step is to do the load flow analysis simulation by using software simulation, so an accurate and effective load flow analysis can be obtained to optimize loading and unloading activities at the port. The result of this research, it can be seen that container crane electrification will give advantages in both technical and economical for the company and for the ship, such as accelerate the loading and unloading time of containers and reduce idle time, especially in the operational of diesel generator. -
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 -
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 ..............................................................................................................................