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Automation in the Container Terminals of the Port of Hamburg
Number 4, Volume XIX, December 2019 AUTOMATION IN THE CONTAINER TERMINALS OF THE PORT OF HAMBURG Andrej Dávid1, Jiří Tengler2 Summary: The port of Hamburg is the largest German seaport lying on the banks of the Elbe River, 115 kilometres from its estuary into the North Sea. Within container transhipment, it is on the third rank among European ports beyond the Dutch port of Rotterdam, and the Belgium port of Antwerp. Hamburg belonged to the first European ports that started handling containers at the end of the 1960s. In 1990, the port handled 1.696 mil. TEUs, in 2017, it was already 8.815 mil. TEUs. The port of Hamburg has four container terminals, two of which are automated or semi- automated terminals. The terminals differ in technical equipment, transhipment technology, handling systems. Key words: port of Hamburg, container terminals, handling systems, automated terminals INTRODUCTION The port of Hamburg is one of the oldest European ports which began transhipping containers in the late 1960s. The first container ship, the American Lancer, entered the port of Hamburg on 31 May 1968. This ship had already had a cellular structure of cargo hold. Between 1968 and 2017, a total of 186 million of standardized containers were handled in the port. Nowadays, Hamburg is the third largest European seaport in the transhipment of containers after the port of Rotterdam and the port of Antwerp. In 2017, 8.815 million TEUs were handled in the port that represents a decrease of 1.03% compared to 2016. Among the twenty world container ports, Hamburg was nineteenth in the transhipment of containers. -
Staffeleinteilung Herren Spieljahr 2021 / 2022
Staffeleinteilung Herren Spieljahr 2021 / 2022 Oberliga Hamburg 01 Oberliga Hamburg 02 Bramfeld 1. Buchholz 1. BU 1. HEBC 1. Concordia 1. HSV III Curslack-Neuengamme 1. Niendorf 1. Dassendorf 1. Rugenbergen 1. Hamm United 1. Süderelbe 1. Lohbrügge 1. TuS Osdorf 1. Meiendorf 1. Union Tornesch 1. Paloma 1. Victoria 1. Sasel 1. Hier könnt ihr die regionale Einteilung der Oberligen in einer Grafik anschauen. Landesliga 01 Landesliga 02 Landesliga 03 Altenwerder 1. Altengamme 1. Ahrensburg 1. Halstenbek-Rellingen 1. ASV Hamburg 1. Bergstedt 1. Harburger TB 1. Dersimspor 1. BU 2. Harksheide 1. Düneberg 1. Condor 1. Inter Eidelstedt 1. FC Bingöl 12 1. Eimsbüttel 1. Niendorf 2. FC Türkiye 1. Eintracht Lokstedt 1. Nienstedten 1. Kosova 1. Hansa 11 1. Nikola Tesla 1. Oststeinbek 1. Rahlstedt 1. Rantzau 1. SVNA 1. Sternschanze 1. Rasensport Uetersen 1. Voran Ohe 1. TuS Berne 1. VfL Pinneberg 1. Vorw. Wacker 1. Victoria 2. Hier könnt ihr die regionale Einteilung der Landesligen in einer Grafik anschauen. Staffeleinteilung Herren Spieljahr 2021 / 2022 Bezirksliga 01 Bezirksliga 02 Bezirksliga 03 Blau-Weiß 96 1. ASV Bergedorf 85 1. BU 3. Egenbüttel 1. Barsbüttel 1. Eilbek 1. FC Elmshorn 1. Börnsen 1. Farmsen 1. Heidgraben 1. ETSV Hamburg 1. Fatihspor 1. Hetlingen 1. FSV Geesthacht 1. HT 16 1. Hörnerkirchen 1. Glinde 1. Inter 2000 1. Kummerfeld 1. Hamwarde 1. Paloma 2. Lieth 1. MSV Hamburg 1. Sperber 1. Roland Wedel 1. SC V. M. 2. UH-Adler 1. SC Pinneberg 1. SC Wentorf 1. VfL 93 1. TBS-Pinneberg 1. Schwarzenbek 1. Wandsetal 1. Bezirksliga 04 Bezirksliga 05 Bezirksliga 06 1. -
Ports Rail 3
68693 Public Disclosure Authorized Caucasus Transport Corridor for Oil and Oil Products Public Disclosure Authorized Public Disclosure Authorized Prepared by: ECSSD The World Bank Public Disclosure Authorized December 2008 Abbreviations and Acronyms ACG Azeri, Chirag and deepwater Gunashli (oil fields) ADDY Azerbaijan Railway AIOC Azerbaijan International Oil Consortium bpd Barrels per day BTC Baku-Tbilisi-Ceyhan (pipeline) CA or CAR Central Asian Region Caspar Azerbaijan State Caspian Shipping Company CIS Commonwealth of Independent States CNPC China National Petroleum Corporation CPC Caspian Pipeline Consortium (pipeline) dwt Deadweight ton FOB Free on board FSU Former Soviet Union GDP Gross Domestic Product GR Georgian Railway km Kilometer KCTS Kazakhstan Caspian Transport System KMG KazMunaiGaz KMTP Kazmortransflot kV Kilovolt MEP Middle East Petroleum MOU Memorandum of Understanding OECD Organization for Economic Co-operation and Development RTC Rail tank-car RZD Russian Railway SOCAR State Oil Company of Azerbaijan tpa Tons per annum (per year), metric TRACECA Transport Corridor Europe-Caucasus-Asia Vice President, Europe and Central Asia: Shigeo Katsu, ECAVP Country Director: Donna Dowsett-Coirolo, ECCU3 Sector Director: Peter D. Thomson, ECSSD Sector Manager, Transport: Motoo Konishi, ECSSD Task Team Leader: Martha Lawrence, ECSSD I II Table of Contents EXECUTIVE SUMMARY 1. CASPIAN OIL TRANSPORT MARKET DYNAMICS Outlook for Caspian Oil Production Transport Options for Caspian Oil 2. CAUCASUS RAIL CORRIDOR—PHYSICAL CONSTRAINTS Ports -
HAMBURGHAMBURG Kostenloskostenlos Erlebenerleben Undund Diedie Reisekassereisekasse Schonenschonen Derder Etwasetwas Andereandere Reisereise22führerführer
HAMBURGHAMBURG kostenloskostenlos erlebenerleben undund diedie ReisekasseReisekasse schonenschonen derder etwasetwas andereandere ReiseReise22führerführer www.reise2.de Ihr Städteprofi Auflage Februar 2017 - 1 - Inhalt Tipps für günstige Anreise:................................................................................................3 Tipps zum Hamburger Nahverkehr....................................................................................5 Hamburg Zentrum Der Michel..........................................................................................................................7 Kirchenmusik.....................................................................................................................7 Gängeviertel.......................................................................................................................8 Hafengebiet........................................................................................................................9 Speicherstadt.....................................................................................................................9 HafenCity ........................................................................................................................10 Hafengeburtstag..............................................................................................................12 Cruise Days.....................................................................................................................13 Audiotouren......................................................................................................................14 -
Company Overview 2013 Company Overview 2013 2 /12
A.P. Møller - Mærsk A/S Company overview 2013 Company overview 2013 2 /12 Associated companies Company Country of Owned Company Country of Owned incorporation share incorporation share Abidjan Terminal SA Ivory Coast 40% Meridian Port Holdings Ltd. Great Britain 50% Brigantine International Holdings Ltd. Hong Kong 30% Meridian Port Services Ltd. Ghana 35% Brigantine Services (Shanghai) Co. Ltd. China 30% Neuss Trimodal GmbH Germany 25% Brigantine Services (Shenzhen) Co. Ltd. China 30% New Asia Capital Resources Ltd. Hong Kong 33% Brigantine Services Ltd. Hong Kong 30% Pacoci SA Ivory Coast 50% Cape Fruit Coolers Pty. Ltd. South Africa 20% Port Services Containers Company Ltd. Saudi Arabia 48% Channel Energy (Poti) Limited Georgia LLC Georgia 25% Portmade Customs NV Belgium 49% Commonwealth Steamship Insurance Portmade NV Belgium 49% Company Pty. Ltd. Australia 7% PT Bonapelangi Devindo Indonesia 19% Congo Terminal Holding SAS France 30% Qingdao Qianwan United Container Congo Terminal S.A. DR Congo 23% Terminal Co. Ltd. China 8% Cosco Ports (Nansha) Ltd. British Virgin Salalah Port Services Company SAOG Oman 30% Islands 34% Shanghai Brigantine De Well Container Dalian Jilong Brigantine Container Services Co. Ltd. China 15% Services Co. Ltd. China 15% Shenzhen Yantian Tugboat Company Ltd. China 10% Danske Bank A/S Denmark 20% Shipet Maritime Sdn. Bhd. Malaysia 44% Desmi Ocean Guard A/S Denmark 40% Smart Brigantine Container Services Co. Ltd. China 40% Guangzhou South China Oceangate Societe De Participations Portuaires SAS France 40% Container Terminal Co. Ltd. China 20% South Asia Gateway Pvt. Ltd. Sri Lanka 33% Guayanilla Towage Group Inc. Puerto Rico 25% Thetis BV The Netherlands 10% Gujarat Pipavav Port Ltd. -
Ukrainian and Russian Waterways and the Development of European Transport Corridors
European Transport \ Trasporti Europei n. 30 (2005): 14-36 Ukrainian and Russian waterways and the development of European transport corridors Michael Doubrovsky1∗ 1Odessa National Maritime University, Odessa, Ukraine Abstract Four of the nine international transport corridors pass through the territory of Ukraine: №3, №5, №7, and №9. In recent years Ukraine conducted an active policy supporting the European initiatives on the international transport corridors and offered variants of corridors to the European community. In the field of a water transport it is planned to carry out the construction of new and reconstruction of existing infrastructure (regarding corridors № 9; TRACECA; Baltic - Black Sea) in the main Ukrainian ports. The paper considers the situation in the Ukrainian waterways as a part of the international transport corridors. It presents an analysis of the existing situation and some planning measures. In order to optimize and rationally development the inland waterways and seaports of the Black Sea – Azov Sea region it is necessary to speed up the working out and official approval of the regional transport ways network. Regarding Ukrainian seaports this task is carried out within the framework of program TRACECA, and also by Steering Committee of Black Sea PETRA and working group on transport of the Organization of the Black Sea Economic Cooperation. To connect the new members countries of EU two approaches are considered: (1) the use of the Danube River due to restoration of navigation in its Ukrainian part, providing an exit to the Black Sea; (2) the creation of new inland water-transport links providing a more rational and uniform distribution of freight traffics from the Central and Northern Europe (using the third largest river in Europe - Dnepr River running into the Black Sea). -
I. Introduction 1
I. Introduction 1. Introduction (1) Background of the Study Since her declaration of independence from the former Soviet Union (FSU) in 1991, the Azerbaijan economy stagnated and its unfavorable consequences can be observed in socio- economic sector. In the transport sector in Baku, operation and management problems of public transport, difficulty of new investment for transport facilities and insufficient rehabilitation and maintenance works are identified as such consequences. Although the rate of car ownership is not so high, some congested sections of road have already emerged in Baku. In the near future, the expansion and strengthening of the national economy is likely due to the rapid resource development programs implemented by the Government with very active private sector participation. In tandem with the growth of the economy, the expansion of car ownership rate is also expected. High dependency on vehicle traffic in the urban transport system will duly lead to undesirable road and environmental conditions of the city and inactivate urban activities through traffic congestion and parking problems. In many countries great efforts were exerted to cope with urban transport problems as a result of the high dependency on private vehicles. In Baku, the formulation of urban transport plan and efforts for its implementation is required at this moment to avoid similar urban transport problems occurring in many developed countries and to develop social and economic activities in harmony with the environment. Under these circumstances, the Japan International Cooperation Agency implemented "Project Formation Study" in the transport infrastructure sector in Baku in October 1998. On the basis of this study, the government of Azerbaijan requested to the government of Japan, the implementation of the Study on Urban Transport Improvement including the feasibility study on the selected projects in the City of Baku. -
IHR WEG Zum THEATER FÜR DIE PERFEKTE ANREISE
IHR WEG ZUM Theater STAGE THEATER IM HAFEN HAMBURG Norderelbstraße 6, 20457 Hamburg www.theaterimhafen.de Adenauerallee FLENSBURG/KIEL H Steinstraße e lg o l Ludwig-Erhard-Str Reeperbahn ä B4 Deichtorplatz n weg d e Königstraße r . A Straße Amsinkstr. l l Willy-Brandt- e e epermölenbek P St.Pauli Hafenstraße Heidenkamps auli Fischmarkt St.P Rödingsmarkt B.d.Mühren Große Elbstraße St.Pauli Landungsbrücken Baumwall Brooktorkai B75 Brooktor . Alter Elbtunnel Stage Theater im Hafen ZOLL Schiff-Shuttle Am Sandtorkai . r t Versmannstr S Brückenstr - . m h . o l Zollamt B - ZOLL n Zweibrücken n Billhorner a m Zweibrückenstr r e Norderelbstr H . ElbbrückeELBBRÜCKEN reihafen-Elbbrücke F m m a d z l o h r e l l E Neue m m a d n e h i e R ARGENTINIENBRÜCKE Reiherdamm Saalenhafen Am A255 ELLERHOLZBRÜCKE A7 A7 Veddeler Damm m m a d s s o R A7A1 Hauptzollamt Waltershof HANNOVER/BREMEN u e r ZOLL t e KÖHLBRANDRÜCKE g s b . a t s ß a m ABFAHRT t h inkenwerderstr HH-WALTERSHOF/HAFEN c F i n t s HANNOVER i e t r a K FÜR DIE PERFEKTE ANREISE Das Stage Theater im Hafen liegt im Hamburger Freihafen. Bitte bringen Sie Ihren Personalausweis mit! Bitte beachten Sie die Öffnungszeiten des Alten Elbtunnels: Mo.-Fr. 5:30 Uhr bis 13:00 Uhr in Richtung Freihafen / 13:00 Uhr bis 20:00 Uhr in Richtung Stadt. Samstag und Sonntag sowie an Feiertagen für den motorisierten Verkehr gesperrt. Für Fußgänger und Fahrradfahrer täglich 24 Std. geöffnet. Mit den öffentlichen Verkehrsmitteln: S-Bahn: S1 und S3 bis zur Haltestelle Landungsbrücken U-Bahn: U3 bis zur Haltestelle Landungsbrücken (nicht barrierefrei) Mit dem Schiff Wir empfehlen Ihnen die Anreise ab den St. -
1 Final Presentation of EU – Funded Projects
Final Presentation of EU – funded Projects “Motorways of the Sea for Black Sea and the Caspian Sea” “International Logistics Centres in Western NIS and Caucasus” “International Logistics Centres in Central Asia” “Strengthening of Transport Training Capacity in NIS countries” DRAFT AGENDA 9th – 12th February 2011 9th February 2011 – Arrival Day Arrival of the Participants Hotel Thon Hotel Brussels City Centre Avenue du Boulevard 17 1210 Brussels Tel: 0032 2 205 15 38 Fax: 0032 2 205 15 80 Arrival Dinner on behalf of the MoS / ILC projects at the Hotel 1st DAY – LOGISTICS AND MOTORWAYS OF THE SEA Venue: Charlemagne – ROOM Sicco Mansholt, Brussels 09:00 – 09:30 Opening Session Ms. Carmen Falkenberg, Head of Sector, DG DEVCO, Unit A.3 – Centralised Operations for Europe, the Mediterranean and the Middle East Mr. Pawel Stelmaszczyk, Head of Unit, DG MOVE, Unit B3 Transport Logistics, TEN-T and Co-modality Mr. Eduard Biriucov, Secretary General of the Intergovernmental Commission TRACECA - Purpose and objectives of the meeting - Adoption of Agenda 09:30 – 13:30 Session 1 – Logistics Centres in Western NIS and the Caucasus Chair: Ms. Carmen Falkenberg, Head of Sector, DG DEVCO, Unit A.3 – Centralised Operations for Europe, the Mediterranean and the Middle East 09:30 – 09:45 Final Presentation “Project Results and Lessons Learned” Mr. Andreas Schoen, Team Leader Mr. Eduard Biriucov Secretary General of the Intergovernmental Commission TRACECA Interventions by the countries: Armenia, Azerbaijan, Georgia, Moldova, Ukraine, Turkey, Bulgaria, Romania 1 09:45 –10:00 ILC at “Zvarnots” International Airport, Cargo Terminal – Mr. Gagik Grigoryan, National Secretary of Armenia and “Zvartnots” Mr. -
Sudan a Country Study.Pdf
A Country Study: Sudan An Nilain Mosque, at the site of the confluence of the Blue Nile and White Nile in Khartoum Federal Research Division Library of Congress Edited by Helen Chapin Metz Research Completed June 1991 Table of Contents Foreword Acknowledgements Preface Country Profile Country Geography Society Economy Transportation Government and Politics National Security Introduction Chapter 1 - Historical Setting (Thomas Ofcansky) Early History Cush Meroe Christian Nubia The Coming of Islam The Arabs The Decline of Christian Nubia The Rule of the Kashif The Funj The Fur The Turkiyah, 1821-85 The Mahdiyah, 1884-98 The Khalifa Reconquest of Sudan The Anglo-Egyptian Condominium, 1899-1955 Britain's Southern Policy Rise of Sudanese Nationalism The Road to Independence The South and the Unity of Sudan Independent Sudan The Politics of Independence The Abbud Military Government, 1958-64 Return to Civilian Rule, 1964-69 The Nimeiri Era, 1969-85 Revolutionary Command Council The Southern Problem Political Developments National Reconciliation The Transitional Military Council Sadiq Al Mahdi and Coalition Governments Chapter 2 - The Society and its Environment (Robert O. Collins) Physical Setting Geographical Regions Soils Hydrology Climate Population Ethnicity Language Ethnic Groups The Muslim Peoples Non-Muslim Peoples Migration Regionalism and Ethnicity The Social Order Northern Arabized Communities Southern Communities Urban and National Elites Women and the Family Religious -
3. Energy Reserves, Pipeline Routes and the Legal Regime in the Caspian Sea
3. Energy reserves, pipeline routes and the legal regime in the Caspian Sea John Roberts I. The energy reserves and production potential of the Caspian The issue of Caspian energy development has been dominated by four factors. The first is uncertain oil prices. These pose a challenge both to oilfield devel- opers and to the promoters of pipelines. The boom prices of 2000, coupled with supply shortages within the Organization of the Petroleum Exporting Countries (OPEC), have made development of the resources of the Caspian area very attractive. By contrast, when oil prices hovered around the $10 per barrel level in late 1998 and early 1999, the price downturn threatened not only the viability of some of the more grandiose pipeline projects to carry Caspian oil to the outside world, but also the economics of basic oilfield exploration in the region. While there will be some fly-by-night operators who endeavour to secure swift returns in an era of high prices, the major energy developers, as well as the majority of smaller investors, will continue to predicate total production costs (including carriage to market) not exceeding $10–12 a barrel. The second is the geology and geography of the area. The importance of its geology was highlighted when two of the first four international consortia formed to look for oil in blocks off Azerbaijan where no wells had previously been drilled pulled out in the wake of poor results.1 The geography of the area involves the complex problem of export pipeline development and the chicken- and-egg question whether lack of pipelines is holding back oil and gas pro- duction or vice versa. -
ACI World AIRPORT DEVELOPMENT NEWS
Issue 01 – 2012 ACI World AIRPORT DEVELOPMENT NEWS A service provided by ACI World in cooperation with Momberger Airport Information www.mombergerairport.info Editor & Publisher: Martin Lamprecht [email protected] / Founding Editor & Publisher: Manfred Momberger EUROPE Great Britain: Plymouth Airport could become a GBP 25 million to 30 million ‘world-class international gateway’ under plans being worked on by a group of business people campaigning to save it. On 23 December 2011, the Viable group unveiled a vision for the Derriford site which would see the runway extended, a new terminal built, and land turned over for lucrative commercial use. Viable will discuss the plans with Plymouth City Council. The Sutton Harbour Group (SHG), which operates Plymouth on a 150-year-lease from Plymouth City Council, closed the airport on 23 December 2011 saying it is not economically sustainable. But Viable, which opposed the closure, disagrees with the suggestion that Plymouth cannot support a top-class aerodrome. Basing its design on London City Airport, Viable envisages a facility that could eventually handle up to 1 million passengers a year. The phased project would take up to ten years to fully realize, initially seeing the reopening of the airport with restricted operations and limited services. But the group said that after about three years, the operation could be expanded dramatically. Its vision is for the runway to be extended from 1160 m to its maximum 1390 m, so larger aircraft can be welcomed. A runway loop would mean aircraft can wait for take-off slots, diminishing delays. But ahead of this, a simple initial resurfacing of the runway would only cost GBP 500 000, Viable said, a quarter of the expected cost.