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INTRODUCTION TO THE CONTAINER SHIPPING INDUSTRY University of Wisconsin – Milwaukee Paper No. 11-1
National Center for Freight & Infrastructure Research & Education College of Engineering Department of Civil and Environmental Engineering University of Wisconsin, Madison
Author: Matthew E. H. Petering Department of Industrial and Manufacturing Engineering University of Wisconsin – Milwaukee Principal Investigator: Alan J. Horowitz Professor, Civil Engineering and Mechanics Department, University of Wisconsin – Milwaukee January 6, 2011
Introduction to the Container Shipping Industry
INTRODUCTION This document contains images of all slides in a course module about the container
shipping industry and container port operations. Sources and additional content are found on the “note pages” of the original slide presentation. The full presentation contains videos. This presentation is available upon request to Alan Horowitz, horowitz@uwm.edu.
1
Introduction to the Introduction to the Container Shipping IndustryContainer Shipping Industry
Matthew E. H. Petering
Assistant ProfessorDepartment of Industrial and Manufacturing Engineering
University of Wisconsin—Milwaukeemattpete@uwm.edu
© 2010 Matthew E. H. Petering
2
OutlineOutline1. Introduction to maritime shipping2. Introduction to container shipping3. Container vessels and shipping lines4. Seaports5. Railway container transportation / facilities6. Conclusion
3
OutlineOutline1. Introduction to maritime shipping2. Introduction to container shipping3. Container vessels and shipping lines4. Seaports5. Railway container transportation / facilities6. Conclusion
4
Introduction to Maritime ShippingIntroduction to Maritime ShippingShips carry 99% of overseas trade in volume terms and 62% in value terms, the remainder being conveyed by air.
90% of all international trade moves by sea
Globally, the ton-miles of freight moved by water are more than twice the total ton-miles moved by road, railway, and air put together.
http://www.greatlakes-seaway.com/en/aboutus/competitiveness.html
Water transportation is less costly and more energy efficient than other modes of transport:
5
Maritime Shipping: Cargo TypesMaritime Shipping: Cargo Types
• Dry Bulk(salt, grain, minerals, cement/gypsum, coal byproducts)
• Liquid Bulk(crude oil, gasoline, chemicals, liquefied natural gas)
• Break Bulk(steel, lumber, heavy machinery)
• Automobile
• Containerized(finished consumer goods)
6
• Shippers (importers/exporters)(Nike, Wal-Mart, ExxonMobil, Toyota)
• Shipping lines (ocean carriers, vessel operators)(Maersk Sealand, MSC, CMA CGM, Evergreen, Hapag Lloyd)
• Seaport terminal operatorsMorton Salt (dry bulk)Shell Oil (liquid bulk)Toyota (automobile)Containerized cargo:
PSA Corporation (Singapore)Hutchison Port Holdings (Hong Kong)Dubai Ports World (United Arab Emirates)APM Terminals (Netherlands, Denmark)
• Railway operators(Union Pacific, BNSF, CSX, Norfolk Southern, CN, CP)
• Trucking companies (motor vehicle carriers)
Maritime Shipping: Major PlayersMaritime Shipping: Major Players
7
OutlineOutline1. Introduction to maritime shipping2. Introduction to container shipping3. Container vessels and shipping lines4. Seaports5. Railway container transportation / facilities6. Conclusion
8
Container ShippingContainer Shipping
World fleet, Feb 2004: 3167 vessels, capacity = 6.5 million 20-ft conts. (TEU)
World fleet, Dec 2008: 4661 vessels, capacity = 12.1 million 20-ft conts. (TEU)
Port of Long Beach
Port of Long Beach
9
Container ShippingContainer Shipping
Port of Long Beach Frankfurt am Main East
Port of Singapore
10
VesselsVessels
11
ContainersContainersContents
furniture, toys, footware, clothing, auto parts, electronics, computers, bananas, pineapples, foodstuffs, meat, fish
Sizes20' x 8' x 8.5' high (TEU)40' x 8' x 8.5' high (FEU)45' x 8' x 8.5' high
Capacity30 tons
Where are they manufactured?China
Typesstandard dry, high cube (9.5' high) (90%)refrigerated ("reefer") (5%)other: ventilated, open top, adjustable height (5%)
QuantityGlobal stock = 35 million (10 mill leased); 3.5 million produced in 2008
CostNew: $2000 - $20,000; lease rate $1 - $6 per day (5 year term)
12
ContainersContainersHoisted, lowered, and secured at the corners
13
ContainersContainersHoisted, lowered, and secured at the cornersSecured aboard vessels, trains, truck chassies using
(1) twist locksfor securing adjacent containers in the same stack
(2) lashing rods (vessels only)for securing containers in high tiers directly to the deck
14
ContainersContainersHoisted, lowered, and secured at the cornersSecured aboard vessels, trains, truck chassies using
(1) twist locksfor securing adjacent containers in the same stack
(2) lashing rods (vessels only)for securing containers in high tiers directly to the deck
15
ContainersContainersHoisted, lowered, and secured at the cornersSecured aboard vessels, trains, truck chassies using
(1) twist locksfor securing adjacent containers in the same stack
(2) lashing rods (vessels only)for securing containers in high tiers directly to the deck
16
ContainersContainersHoisted, lowered, and secured at the cornersSecured aboard vessels, trains, truck chassies using
(1) twist locksfor securing adjacent containers in the same stack
(2) lashing rods (vessels only)for securing containers in high tiers directly to the deck
17Port of Long Beach Website
•Import cargo generally starts at an overseas manufacturer, supplier or consolidation facility.•The US buyer may contact an industry professional known as a “Freight forwarder” or logistics company.
•Import cargo generally starts at an overseas manufacturer, supplier or consolidation facility.•The US buyer may contact an industry professional known as a “Freight forwarder” or logistics company.
1- Product Ordered: A typical import transaction starts when a U.S. wholesaler, retailer or other buyer orders products from an overseas manufactures
1- Product Ordered: A typical import transaction starts when a U.S. wholesaler, retailer or other buyer orders products from an overseas manufactures
2- To port: Once the product has been ordered and packaged, the buyer or freight forwarder will arrange for a local trucking company to move the container to seaport, and then for a ship to transport the container oversea.
2- To port: Once the product has been ordered and packaged, the buyer or freight forwarder will arrange for a local trucking company to move the container to seaport, and then for a ship to transport the container oversea.
3- Security checks: A U.S. Customs official based at the port receives information from a U.S.-based command center about which containers may be a security risk. 3- Security checks: A U.S. Customs official based at the port receives information from a U.S.-based command center about which containers may be a security risk.
4- All abroad: When the container is cleared by security it will be placed on a ship along with as many as 8,000 TEU (twenty-foot equivalent) containers. 4- All abroad: When the container is cleared by security it will be placed on a ship along with as many as 8,000 TEU (twenty-foot equivalent) containers.
5- Coast Guard review: The U.S. Coast Guard reviews crew and cargo manifestinformation, which must be delivered at least three days before any ship arrives at U.S. shores.
5- Coast Guard review: The U.S. Coast Guard reviews crew and cargo manifestinformation, which must be delivered at least three days before any ship arrives at U.S. shores.
6- Vessel docked: As the ship nears the harbor it will be boarded by a port pilot, maritime specialists with expert knowledge of the harbor waters.
6- Vessel docked: As the ship nears the harbor it will be boarded by a port pilot, maritime specialists with expert knowledge of the harbor waters.
7- Unloading the ship: As the ship is arriving, the terminal operator will contact the local union hall and arrange for unionized longshore workers to unload the container (using a giant, electric gantry crane) and place it onto a truck, a rail car or temporary storage area on the terminal property. Unloading an 8,000 TEU ship takes about three days.
7- Unloading the ship: As the ship is arriving, the terminal operator will contact the local union hall and arrange for unionized longshore workers to unload the container (using a giant, electric gantry crane) and place it onto a truck, a rail car or temporary storage area on the terminal property. Unloading an 8,000 TEU ship takes about three days.
8- Security Checks: U.S. Customs officials conduct further analysis and determine which containers warrant further inspection.8- Security Checks: U.S. Customs officials conduct further analysis and determine which containers warrant further inspection.
9- Radiation detection: As a final security safeguard, containers pass through large portals that detect radiation.9- Radiation detection: As a final security safeguard, containers pass through large portals that detect radiation.
18Port of Long Beach Website
•As with imported goods, exported cargo may require several intermediate stops between the producer or manufacturer of the cargo and the Port.
•As with imported goods, exported cargo may require several intermediate stops between the producer or manufacturer of the cargo and the Port.
1- Direct Delivery: In the most straightforward route, asingle container from a local exporting company, produce grower or manufacturer would be delivered bytruck directly to the marine terminal.
1- Direct Delivery: In the most straightforward route, asingle container from a local exporting company, produce grower or manufacturer would be delivered bytruck directly to the marine terminal.
2- Warehouse/consolidator: Cargo delivered from local or nonlocal destinations may be stored temporarily at a warehouse or consolidated with other cargo bound for export. Cargo may also be transferred from domestic truck trailers to marine shipping containers at this facility.
2- Warehouse/consolidator: Cargo delivered from local or nonlocal destinations may be stored temporarily at a warehouse or consolidated with other cargo bound for export. Cargo may also be transferred from domestic truck trailers to marine shipping containers at this facility.
3- Off-dock railyards: Some export cargo containers aredelivered by train to off-dock railyards, where they are placed onto trucks for final delivery to marine terminals.
3- Off-dock railyards: Some export cargo containers aredelivered by train to off-dock railyards, where they are placed onto trucks for final delivery to marine terminals.
4- On-dock railyards: Cargo bound for export can bedelivered by train directly to on-dock railyards, where it is loaded onto an ocean vessel. On-dock delivery requires no local truck trips.
4- On-dock railyards: Cargo bound for export can bedelivered by train directly to on-dock railyards, where it is loaded onto an ocean vessel. On-dock delivery requires no local truck trips.
5- Near-dock railyards: Export deliveries are also made to near-dock railyards, where the cargo is picked up by truck for a short trip to the marine terminal..5- Near-dock railyards: Export deliveries are also made to near-dock railyards, where the cargo is picked up by truck for a short trip to the marine terminal..
6- Vessel loading: Outbound cargo is loaded ontoan ocean vessel headed for an overseas port.6- Vessel loading: Outbound cargo is loaded ontoan ocean vessel headed for an overseas port.
19Port of Long Beach Website
•From the port “of Long Beach”, containers are either transported by train or by truck to their final destination, or to one of several intermediate destinations such as a railyard, warehouse, distribution center, or “transload” facility ( a sorting, routing and short-term storage building). A container’s final destination determine exactly what path it will take once it leaves the dock.
•From the port “of Long Beach”, containers are either transported by train or by truck to their final destination, or to one of several intermediate destinations such as a railyard, warehouse, distribution center, or “transload” facility ( a sorting, routing and short-term storage building). A container’s final destination determine exactly what path it will take once it leaves the dock.
1- Unloading the ship: When a ship arrives at the Port, the marine terminal operator will arrange for unionized longshore workers to unload the vessel. The terminal operator directs the longshore workers to place the cargo containers where they belong:on trains, trucks or on terminalproperty for temporary storage.
1- Unloading the ship: When a ship arrives at the Port, the marine terminal operator will arrange for unionized longshore workers to unload the vessel. The terminal operator directs the longshore workers to place the cargo containers where they belong:on trains, trucks or on terminalproperty for temporary storage.
2- Freight forwarder: A container’s movements are determined by the cargo’s owner, or an industry professional known as a freight forwarder or “logistics provider”.
2- Freight forwarder: A container’s movements are determined by the cargo’s owner, or an industry professional known as a freight forwarder or “logistics provider”.
3- On-dock railyard: Cargo can be placed directly onto trains at the marine terminals’ “on-dock” railyards. 3- On-dock railyard: Cargo can be placed directly onto trains at the marine terminals’ “on-dock” railyards.
4- Near-dock railyards: Cargo is often transported by truck to larger “near-dock” railyards close to the Port.
4- Near-dock railyards: Cargo is often transported by truck to larger “near-dock” railyards close to the Port.
5- Off-dock railyards: Off-dock railyards are used to coordinate rail deliveries to non-local destinations. Containers are delivered here by truck, then sorted and grouped by final destination. These railyards handle Port cargo as well as domestic cargo from other sources.
5- Off-dock railyards: Off-dock railyards are used to coordinate rail deliveries to non-local destinations. Containers are delivered here by truck, then sorted and grouped by final destination. These railyards handle Port cargo as well as domestic cargo from other sources.
6- Transload or storage yard: Shipping containers are often moved initially to a “transload” facility where workers unload the cargo fromthe marine container, sort it and repackage it into larger-sized truck trailers. The larger trailers are used to transport the cargo from the transload facility to regional distribution centers, local stores or off-dock railyards.
6- Transload or storage yard: Shipping containers are often moved initially to a “transload” facility where workers unload the cargo fromthe marine container, sort it and repackage it into larger-sized truck trailers. The larger trailers are used to transport the cargo from the transload facility to regional distribution centers, local stores or off-dock railyards.
7- Direct delivery: In the simplest transportation plan, a single container imported by a company for its own use would bedelivered by truck directly from the marine terminal to a local storeor factory.
7- Direct delivery: In the simplest transportation plan, a single container imported by a company for its own use would bedelivered by truck directly from the marine terminal to a local storeor factory.
20
OutlineOutline1. Introduction to maritime shipping2. Introduction to container shipping3. Container vessels and shipping lines4. Seaports5. Railway container transportation / facilities6. Conclusion
21
VesselsVesselsCapacity
from 100 to 14,000 TEU
Divided into 45’ sections called baysship length can be from 3 to 25 bays
Newbuild cost$1 million per 100 TEU capacity
Speed20 - 25 knots
FuelMarine diesel oil; efficiency ~ 500 ton-miles/gal
20 crew memberscaptain/master, 3 deck officers, chief engineer w/ 3 assistants,
radio operator, cooks, qualified members of the engine department (QMEDs), etc.
Fully cellular or gearedGeared vessels can unload and load themselves
Itineraries are cyclicalEvery 4 weeks: Naples-Genoa-Barcelona-New York-Norfolk-Charleston-Naples
Where are they built?Korea: Hyundai, Samsung, Daewoo, HanjinChina: Jiangsu, Shanghai, Xiamen, Dalian
22
2007TEU deployed Revenue
Ocean Carrier Country in 2006 (billion $)
1. A.P. Moller-Maersk Denmark 1,600,0122. Mediterranean Shipping Co Switzerland 937,1453. CMA CGM France 597,677 11.84. Evergreen Taiwan 539,8015. Hapag-Lloyd Germany 448,840 8.86. Cosco China 385,368 6.57. China Shipping Cont. Lines China 339,545 5.38. Hanjin South Korea 328,327 7.49. American President Lines Singapore 323,319 8.210. NYK Japan 313,049 25.811. Mitsui OSK Lines Japan 284,848 19.412. OOCL China (HK) 268,502 5.213. CSAV Chile 249,885 4.114. K Line Japan 241,772 13.315. Yang Ming Taiwan 223,192 4.1
The Shipping Line BusinessThe Shipping Line Business
23
The Shipping Line BusinessThe Shipping Line Business
Mediterranean Shipping Co. Website
Number of Vessels Operated
24
The Shipping Line BusinessThe Shipping Line BusinessPort to Port Freight Rates ($ per TEU, Sept 2008):Asia N. America $1800 Europe Asia$1100Asia N. America $1000 Europe Asia$1900
N. America Europe $1300N. America Europe $1700
Mediterranean Shipping Co. Website
25
The Shipping Line Business: The Shipping Line Business: Planning DecisionsPlanning Decisions
1. When to purchase/charter additional vessels?2. What kind of vessels to purchase/charter?3. When to sell/scrap old vessels?4. Which vessels to sell/scrap?5. Which ports should be served?6. Which routes should be served?7. Which vessels should be assigned to which routes? (“fleet deployment”)8. Scheduling the vessels assigned to each route. At what times will they
arrive/depart from each port in the route sequence?9. Determine performance requirements for each vessel at each port.
How fast must each vessel be served at each port it visits?10. Negotiating vessel service agreements with seaport facilities (container
terminals).11. Hiring crew members
Decision .
26
The Shipping Line Business: The Shipping Line Business: Operational DecisionsOperational Decisions
1. What should the freight rates be?2. When to cancel a vessel call at a port?3. Which containers should be loaded onto which vessel?
(applies to large shipping lines or lines belonging to an alliance)4. How many empty containers should be loaded onto each vessel at each
port? (“empty container repositioning”)5. Where should individual containers be placed on the vessel?
(“vessel stowage”)6. Assigning crew members to vessels.
Decision .
27Port of Long Beach Website
Because the United States imports more goods than it exports, many empty containers are sent overseas to be refilled with goods. Typically, about a third of the containers loaded onto a ship at the Port of Long Beach will be filled with cargo, while about two-thirds will be empty.Because the United States imports more goods than it exports, many empty containers are sent overseas to be refilled with goods. Typically, about a third of the containers loaded onto a ship at the Port of Long Beach will be filled with cargo, while about two-thirds will be empty.
1- Delivery to local exporter : A local exporter who needs to fill empty containers may arrange to receive them by truck directly from a marine terminal, from an empty container storage yard or from a local importer. Direct delivery between importers and exporters is encouraged because it eliminates an additional truck trip to a storage yard or marine terminal.
1- Delivery to local exporter : A local exporter who needs to fill empty containers may arrange to receive them by truck directly from a marine terminal, from an empty container storage yard or from a local importer. Direct delivery between importers and exporters is encouraged because it eliminates an additional truck trip to a storage yard or marine terminal.
2- Empty container storage yard: Empty containers are often transported by truck from a transloadfacility or local importer to an emptycontainer storage yard. From thestorage yard, the empty containerscan be transported to a marineterminal for export, or to a localexporter to be filled with cargo.Empty containers are alsotransported from marine terminalsto storage yards, usually when theterminal needs more space for full,incoming containers.
2- Empty container storage yard: Empty containers are often transported by truck from a transloadfacility or local importer to an emptycontainer storage yard. From thestorage yard, the empty containerscan be transported to a marineterminal for export, or to a localexporter to be filled with cargo.Empty containers are alsotransported from marine terminalsto storage yards, usually when theterminal needs more space for full,incoming containers.
3- Direct Delivery: The simplest route for an emptycargo container would be a returntrip to the Port from a transloadfacility or local importer after itsimported goods had been unloaded.
3- Direct Delivery: The simplest route for an emptycargo container would be a returntrip to the Port from a transloadfacility or local importer after itsimported goods had been unloaded.
4- Ocean Vessel: Empty containers are loaded onto an ocean vessel, along with containers filled with export goods, bound for an overseas port.
4- Ocean Vessel: Empty containers are loaded onto an ocean vessel, along with containers filled with export goods, bound for an overseas port.
28
The Shipping Line BusinessThe Shipping Line Business
29
OutlineOutline1. Introduction to maritime shipping2. Introduction to container shipping3. Container vessels and shipping lines4. Seaports5. Railway container transportation / facilities6. Conclusion
30
Introduction to Container TerminalsIntroduction to Container Terminals
• Unloading and loading of containerships• Temporary storage of containers
Port of Hong Kong
Port of Singapore
Aerial view of Northport's containerterminal
31
The Container Port BusinessThe Container Port Business
Globally, 474 million TEU worth of (empty and loaded) containerswere transferred between ships and shore in 2007.
World’s Busiest Million TEU Container Ports Country handled in 2007
1. Singapore Singapore 27.92. Shanghai China 26.23. Hong Kong China (HK) 24.04. Shenzhen China 21.15. Busan South Korea 13.36. Rotterdam Netherlands 10.87. Dubai UAE 10.78. Kaohsiung Taiwan 10.39. Hamburg Germany 9.910. Qingdao China 9.511. Ningbo-Zhoushan China 9.412. Guangzhou China 9.313. Los Angeles USA 8.414. Antwerp Belgium 8.215. Long Beach USA 7.3
32
The Container Port BusinessThe Container Port BusinessMillion 2007
TEU handled RevenueTerminal Operator Country in 2007 (billion $)
1. Hutchison Port Holdings China (Hong Kong) 66.3 4.92. PSA Corp. Singapore 58.9 3.03. DP World UAE 43.3 2.74. Cosco Pacific China 39.8 0.15. APM Terminals Netherlands 31.4 2.56. HHLA Germany 7.2 1.9
Globally, 474 million TEU worth of (empty and loaded) containerswere transferred between ships and shore in 2007.
The DP World controversy began in February 2006 and rose to prominence as a national security debate in the United States. At issue was the sale of port management businesses in six major U.S. seaports to DP World, and whether such a sale would compromise port security.
Container TerminalsContainer Terminals
33Vessels
quay to yard
yard to quayStorage yard
Trains
import
export
transshipment
External trucks (XTs)
Horizontal transport of cargo
Container lifting & stacking
1. 2. 3.
Terminal-owned equipment performs 3 kinds of tasks:
On-dock rail yard
XTs
Gate
Unloading and loading of vessels
Trains
Typically a 24-hour operation
34Port of Singapore
Land-Scarce Container Terminals
Quay cranes (QCs)
Yard trucks (YTs)
Rubber-tired gantry cranes (RTGCs)
External trucks (XTs)
1.
2.
3. Rail-mounted gantry cranes (RMGCs)
Gate
35
Port of Singapore
LandLand--Scarce Container TerminalsScarce Container TerminalsCargo stacked up to 7 tiers high in large “blocks”
0-3 truck traffic lanes between blocks
Storage density: 1000-1200 TEU per hectare
Manually operated trucks and cranes
No on-dock rail yard
Cargo throughput: 2000-2500 TEU per meter of wharf line per year
Rubber-tired gantry cranes (RTGCs)
Quay cranes (QCs)
36Port of Hong Kong
LandLand--Scarce Container TerminalsScarce Container Terminals
37
Straddle CarrierStraddle Carrier--Based Container TerminalsBased Container Terminals• Common on U.S. East Coast and in Europe• Cargo stacked 3 tiers high in “lanes” that are 1 container wide• Spaces between lanes very narrow• Storage density: 750 TEU per hectare• Manually operated straddle carriers perform operations 2 and 3• On-dock rail yard a possibility: RMGCs may be needed• Cargo throughput: 1500 TEU per meter of wharf line per year
3.
Straddle carriers (SCs)
2.
1. Quay cranes (QC)
Port of Hamburg
38
Straddle CarrierStraddle Carrier--Based Container TerminalsBased Container Terminals• Common on the U.S. East Coast and in Europe• Cargo stacked 3 tiers high in “lanes” that are 1 container wide• Spaces between lanes very narrow• Storage density: 750 TEU per hectare• Manual/automated straddle carriers perform operations 2 and 3• On-dock rail yard a possibility: RMGCs may be needed• Cargo throughput: 1500 TEU per meter of wharf line per year
3.
Straddle carriers (SCs)
2.
1. Quay cranes (QC)
Port of Hamburg
39
Straddle CarrierStraddle Carrier--Based Container TerminalsBased Container Terminals
Port of Bremerhaven (Germany)
Aerial view of
Northport's container terminal
40
Simulation of a terminal in which
• SCs used in quay and storage yard areas
• RMGCs used at on-dock rail yard to load trains
Straddle CarrierStraddle Carrier--Based Container TerminalsBased Container Terminals
Source: HHLA website (http://hhla.de)
41TTI/Hanjin Terminal (Seattle)
YC/SCYC/SC--Free, GroundFree, Ground--Based TerminalsBased Terminals• Common on U.S. West Coast• Large forklifts called “top-handlers” and “reach-stackers”
stack containers up to 4 tiers high in “blocks”• Large spaces needed between blocks• Storage density: 500 TEU per hectare• Manually operated reach-stackers, top-handlers, side-picks,
and tractor-trailers• On-dock rail yard a possibility• Cargo throughput: 1000 TEU per meter of wharf line per year
3.
Quay cranes (QCs)1.
Top- handlersReach-stackers
2. Yard trucks
42Global Gateway North Terminal (Seattle)
WheelWheel--Based Container TerminalsBased Container Terminals• Common on U.S. West Coast• Loaded containers sitting on trailers (chassies) parked in
storage yard (stacking height = 1 tier)• Empty containers stacked up to 4 tiers high by “side-picks”• Storage density: 250 TEU per hectare• Manually operated equipment• On-dock rail yard a possibility• Cargo throughput: 500 TEU per meter of wharf line per year
On-dock rail yard
Quay cranes (QCs)1.
3.
Side-picks 2. Yard trucks
Top-handlers
Reach-stackers
43
Automated Container Terminals IAutomated Container Terminals I• Ports of Rotterdam and Hamburg• Cargo stacked up to 5 tiers high in large “blocks”• Spaces between blocks very narrow• Automated guided vehicles (AGVs) perform operation 2• Automated stacking cranes (ASCs) perform operation 3 in yard• On-dock rail yard a possibility: RMGCs may be needed
Container Terminal Altenwerder (Hamburg)
ASCs3.
AGVsQCs1.
RMGCs
2.
www.hhla.de www.hhla.de
44Patrick Terminal (Brisbane, Australia)
• Patrick Terminal at Port of Brisbane• Only automated SC-based terminal in the world• Cargo stacked 2 tiers high in “lanes”• Automated straddle carriers perform operations 2 and 3
3. Automated straddle carriers2.1. Quay cranes (QC)
Automated Container Terminals IIAutomated Container Terminals II
45
• Straddle carriers and ASCs used in storage yard
• RMGCs used in on-dock rail yard
Other Possibilities Other Possibilities
Source: HHLA website (http://hhla.de)
46
Container Terminal CharacteristicsContainer Terminal Characteristics
Most terminals never closeworkload processed continuously: 24 hours per day, 365 days per yearuneven distribution of workload over time (late vessel arrivals, cust. requests)
Highly uncertain equipment processing timestruck travel times affected by road traffic conditions inside terminalcrane handling times are variable
10,000+ decisions made per dayequipment dispatching, container storage location assignment, etc.decision opportunities come with no prior warningdecisions made immediately, usually one at a timeinter-decision time highly stochastic, avg. as low as 1 sec.
Quay, yard, and gate operations highly interconnectedbottlenecks in yard late vessel departuresfew or no inter-equipment buffers
47
Measures of Terminal PerformanceMeasures of Terminal Performance
Gross crane rate (GCR)Also known as the quay crane work rateAvg. # QC lifts made per QC hour beside a vessel that is being worked
Average vessel turnaround timeAvg. time it takes to fully process a vesselFrom time of berthing to time of un-berthing
Average external truck (XT) turnaround timeAvg. time it takes for external truck to be serviced at the terminalDrop-off or pick-upFrom time of gate entry to time of gate departure
Ability to keep vessels and trains on scheduleConsistency in performance more important than maximizing avg. performanceAnother goal: keep operations on-time at minimum cost
Cost per TEU moved between ship and shoreUSD $150 at U.S. ports
48
Container Terminal Planning and Design
1. Where should the terminal be located?2. What kind of cargo will be handled (import, export, transshipment)?3. What is the planned throughput capacity?4. How much cargo storage capacity is needed in the yard?5. Will there be an on-dock rail yard? A large empty container yard?6. How much land area will the terminal occupy? What is its shape?7. What type of container handling equipment will be used? Specs?8. How many work shifts will there be per day?9. Should the yard layout be parallel or perpendicular?10. How many storage blocks should there be? What are their dimensions?11. How many vehicle lanes should there be between the blocks?12. How much equipment should be deployed on an average day?
Yard Trucks (YTs)
Decision .
Vessels
Yard Cranes (YCs)
unloading
loadingYard
Quay Cranes (QCs)
49
Design Issue #7: Design Issue #7: Equipment Selection and SpecificationEquipment Selection and Specification
Yard Equipment Type Horizontal Lifting Stacking Transport
1. Tractor-trailers (YTs) X2. Automated guided vehicles (AGVs) X
3. Rubber-tired gantry cranes (RTGCs) X X4. Rail-mounted gantry cranes (RMGCs) X X5. Automated stacking cranes (ASCs) X X6. Bridge cranes X X7. Top-handlers X X8. Reach-stackers X X9. Side-picks X X
10. Straddle carriers (SCs) X X X11. Shuttle carriers X X12. Automated lifting vehicles (ALVs) X X
2. 3. 3.
Specification issues for Quay CranesSpecification issues for Quay Cranes
50
Single trolley quay crane handles one cont. at a time
Port of Long Beach
container-terminal of Bremerhaven
QC Issue A: The Double Trolley Quay CraneQC Issue A: The Double Trolley Quay Crane
51
The Double Trolley Quay CraneThe Double Trolley Quay Crane
52Double Trolley QCs and Straddle Carriers at Port of Hamburg
www.hhla.de
QC Issue B: TwinQC Issue B: Twin--lift (two 20lift (two 20’’ conts) and tandem conts) and tandem (two 40(two 40’’ conts) spreadersconts) spreaders
53
54
Design Issue #10.1: Block WidthDesign Issue #10.1: Block Width
What is the optimal width for the storage blocks? (storage capacity is unchanged)
Block Width: TradeoffsBlock Width: Tradeoffs
55
10 rows per block (3 zones)
3 rows per block (10 zones) 5 rows per block (6 zones)
6 rows per block (5 zones)?
56
Group 2: scenarios 3-4
13
18
23
28
33
38
1 3 5 7 9 11 13 15
Rows per block (block width)
Gro
ss c
rane
rat
e (Q
C lif
ts/h
r)
Less equipMore equip
Group 3: scenarios 5-7
13
18
23
28
33
38
1 3 5 7 9 11 13 15
Rows per block (block width)
Gro
ss c
rane
rate
(Q
C lif
ts/h
r)
Less equipMore equip
Group 4: scenarios 8-10
13
18
23
28
33
38
1 3 5 7 9 11 13 15
Rows per block (block width)
Gro
ss c
rane
rate
(Q
C lif
ts/h
r)
Less equipMore equip
Group 5: scenario 11
13
18
23
28
33
38
1 3 5 7 9 11 13 15
Rows per block (block width)
Gro
ss c
rane
rat
e (Q
C lif
ts/h
r)
Less equipMore equip
Group 6: scenario 12
13
18
23
28
33
38
1 3 5 7 9 11 13 15
Rows per block (block width)
Gro
ss c
rane
rate
(Q
C lif
ts/h
r)
Less equipMore equip
Group 7: scenarios 13-14
13
18
23
28
33
38
1 3 5 7 9 11 13 15
Rows per block (block width)
Gro
ss c
rane
rate
(Q
C lif
ts/h
r)
Less equipMore equip
Block Width: ResultsMost Oblong
Most Square
From: M.E.H. Petering, “Effect of block width and storage yard layout on marine container terminal performance,” Transportation Research E, doi: 10.1016/j.tre.2008.11.004, accepted Nov 2008.
57
Design Issue #10.2: Block LengthDesign Issue #10.2: Block Length
What is the optimal length for the storage blocks? (storage capacity is unchanged)
58
Longer blocksFewer vertical traffic lanesLess land areaMore congestion
Shorter blocksMore vertical traffic lanesMore land areaLess congestion
Block Length: Tradeoffs
Design Issue #11: Vehicle LanesDesign Issue #11: Vehicle Lanes
59
Container Terminal Operations ManagementContainer Terminal Operations Management
60Vessels
Quay Cranes (QCs)Yard Cranes (YCs)
unloading
loading Yard
1. Allocation of berths to arriving vessels 0000102. Allocation of QCs to docked vessels 0000103. QC scheduling and job sequencing 10 (off-line) or 10,000 (real-time)
4. Container storage location assignment 010,0005. Container retrieval location assignment 010,0006. YC job assignment 010,0007. Inter-zone YC deployment 010,0008. YT job assignment 010,0009. YT routing 100,00010. Selecting appointment times for external trucks 010,000
Yard Trucks (YTs)
Decision Frequency (decs/day)
Land-scarce terminal:
61
Terminal ManagerTerminal Manager’’s Goal:s Goal:
Find solutions for operations Find solutions for operations management (OM) issues thatmanagement (OM) issues that
(1) are viable in a real(1) are viable in a real--time settingtime setting(2) maximize performance (2) maximize performance (e.g. gross crane rate)(e.g. gross crane rate)
GCR =total # QC lifts made
total hours of QC time beside a busy berth
62
Terminal Operating System (TOS)Terminal Operating System (TOS)
TOS is idle
TOS deciding next activity for a particular QC/YC/YT/container
TOS manipulating data internally
TOS receiving input:- QC/YC/YT task completed- Vessel arrives
(new jobs added to system)- XT arrives
(new job added to system)
storage locations
YC disp
YC deploy
YT disp
To be viable, a TOS must:
Use less than 1 second of CPU time per decision on 100% of occasions
Avoid deadlocks on 100% of occasions
63
OM Issues #1 and #2: Terminal, Berth, and OM Issues #1 and #2: Terminal, Berth, and Quay Crane Allocation to Arriving VesselsQuay Crane Allocation to Arriving Vessels
Where should an arriving vessel be berthed? (Which terminal, which berth?)
Which quay cranes should work on the vessel?
64
Terminal, Berth, and Quay Crane Allocation: Terminal, Berth, and Quay Crane Allocation: A MultiA Multi--objective Problemobjective Problem
Objectives:
(1) Minimize vessel turnaround times
(2) Maximize berth utilization and terminal throughput
(3) Maximize satisfaction of customer shipping lines
(4) Minimize cost (labor and equipment used) when processing vessels
(5) Maximize efficiency of vessel-to-vessel transshipment operations
Constraints:
• Water depth
• Berth and vessel lengths
• Quay crane availability and specs
• Vessel schedules
• Transshipment requests
65
Once a vessel is secured alongside the terminal,
(A) Which containers are moved by which QC?
(B) What is the sequence of moves for each QC?
OM Issue #3: OM Issue #3: QC Scheduling and Job SequencingQC Scheduling and Job Sequencing
Objectives:
• Minimize vessel turnaround time
• Unload “hot” containers quickly
• Minimize cost of unloading and loading vessel
66
Constraints:
1. Ship balance must be maintained
2. Stress on vessel may not exceed certain limits
3. Precedence constraints due to container stacks
4. QCs must remain a minimum distance apart to avoid collisions
5. Visibility: crane operators must be able to easily see containers
6. Stability of above-deck stacks: no “chimneys” (stacks jutting out vertically by more than 2 tiers)
OM Issue #3: OM Issue #3: QC Scheduling and Job SequencingQC Scheduling and Job Sequencing
67
Further complexity:
1. Some cargo booked for a vessel arrives after loading has begun
2. Cranes may work at different speeds
3. Not all container moves are loads or unloads—there are also repositioning moves!
OM Issue #3: OM Issue #3: QC Scheduling and Job SequencingQC Scheduling and Job Sequencing
68
QCQC Scheduling: Current PracticeScheduling: Current Practice
Perform a Crane Split: (a set partitioning problem)
• Vessel bays are partitioned into contiguous areas
• Each area is served by one crane
• Partitioning done so that the time when last QC finishes is minimized
• Each QC works the bays in its area from L to R
69
QCQC Scheduling: The Crane SplitScheduling: The Crane Split(Equal Crane Speeds)(Equal Crane Speeds)
70
QCQC Scheduling: The Crane SplitScheduling: The Crane Split
Containers to be moved Time required (min)
Bay # Unloading Loading Total QC1 QC2 QC3 QC4
2 15 19 34 82 102 102 136
3 9 8 17 41 51 51 68
4 66 52 118 283 354 354 472
7 35 35 70 168 210 210 280
10 26 24 50 120 150 150 200
11 40 43 83 199 249 249 332
14 72 76 148 355 444 444 592
18 55 45 100 240 300 300 400
Total 318 302 620
(Unequal Crane Speeds)(Unequal Crane Speeds)
71
QCQC Scheduling: The Crane SplitScheduling: The Crane Split
Containers to be moved Time required (min)
Bay # Unloading Loading Total QC1 QC2 QC3 QC4
2 15 19 34 82 102 102 136
3 9 8 17 41 51 51 68
4 66 52 118 283 354 354 472
7 35 35 70 168 210 210 280
10 26 24 50 120 150 150 200
11 40 43 83 199 249 249 332
14 72 76 148 355 444 444 592
18 55 45 100 240 300 300 400
Total 318 302 620 574 399 444 400
Optimal solution: 574 minutes is the minimum vessel turnaround time
(Unequal Crane Speeds)(Unequal Crane Speeds)
Yard Control IssuesYard Control Issues
72
Zone 1
Zone 2
Zone 3
Zone 4
Quay crane: 1 2 3 4 5 6 7 8 9
Vessel 1Vessel 3
Vessel 2
1 2
20 21
3
13
87
14
4 5 6
9 10 11 12
15 16 17 18 19
22 24
Block 1 Bk 2 Bk 3
Bk 4 Bk 5 Bk 6
Bk 7 Bk 8 Bk 9
Bk 10 Bk 11 Bk 12
cross-gantry
linear gantry
? ??
???
? ? ? ?
23
? ?
?
? ? ? ?
?
? ? ? ?
Yard Crane Yard Truck
73
OM Issue #4: OM Issue #4: Selection of Cargo Storage LocationsSelection of Cargo Storage Locations
Where should containers be placed in the yard upon their arrival?(e.g. after being unloaded from a vessel)
74
I. Re-marshalling strategy• Containers have multiple places of rest
II. “Sort and store” strategy• Containers have a single place of rest• Containers stored based on attributes (e.g. length, height,
weight class, loading vessel, destination port)
• Containers with similar attributes stored in same stack• Two versions:
1) Storage locations determined off-line in advance2) Storage locations determined in real-time
immediately after container is discharged
Container Storage StrategiesContainer Storage Strategies
75
Possible objectives to pursuePossible objectives to pursue1. Minimize container travel distance2. Minimize congestion in vicinity of storage locations3. Minimize number of times each container is touched
Container Storage: Competing ObjectivesContainer Storage: Competing Objectives
Not all objectives can be pursued simultaneously.
Thus, managers need to determine which objectives are most important!! This is not easy!
76
Zone 1
Zone 2
Zone 3
Zone 4
Quay crane: 1 2 3 4 5 6 7 8 9
Vessel 1Vessel 3
Vessel 2
1 2
20 21
3
13
87
14
4 5 6
9 10 11 12
15 16 17 18 19
22 23 24
Block 1 Bk 2 Bk 3
Bk 4 Bk 5 Bk 6
Bk 7 Bk 8 Bk 9
Bk 10 Bk 11 Bk 12
? ? ? ?
Which stack in the yard, among those which are eligible, should provide the container(s) loaded by a QC ??
OM Issue #5: Container Retrieval Location AssignmentOM Issue #5: Container Retrieval Location Assignment
OM Issue #6: Yard Crane Job AssignmentOM Issue #6: Yard Crane Job Assignment
77
Zone 1
Zone 2
Zone 3
Zone 4
Vessel 1Vessel 3
Vessel 2
1 2
20 21
3
13
87
14
4 5 6
9 10 11 12
15 16 17 18 19
24
Block 1 Bk 2 Bk 3
Bk 4 Bk 5 Bk 6
Bk 7 Bk 8 Bk 9
Bk 10 Bk 11 Bk 12
? ???
22 23
?
(1) When a YC becomes free, which YT does it serve next?
(2) How to avoid deadlocks when YCs are working in close proximity and containers halfway between them need to be moved?
?
OM Issue #8: YT Job AssignmentOM Issue #8: YT Job Assignment
78
(2) When to carry two 20’ containers?(3) Should YTs be pooled at the QC, vessel, or terminal level?
Zone 1
Zone 2
Zone 3
Zone 4
QC: 1 2 3 4 5 6 7 8 9
Vessel 1Vessel 3
Vessel 2
1 2
20 21
3
13
87
14
4 5 6
9 10 11 12
15 16 17 18 19
22 24
Block 1 Bk 2 Bk 3
Bk 4 Bk 5 Bk 6
Bk 7 Bk 8 Bk 9
Bk 10 Bk 11 Bk 12
23
Q1:24UQ1:25UQ1:26UQ1:27U...
Q2:22UQ2:23UQ2:24UQ2:25U...
Q3:25UQ3:26UQ3:27UQ3:28U...
Q4:89LQ4:90LQ4:91LQ4:92L...
Q5:89LQ5:90LQ5:91LQ5:92L...
Q6:88LQ6:89LQ6:90LQ6:91L...
Q7:90LQ7:91LQ7:92LQ7:93L...
Q8:75UQ8:76UQ8:77UQ8:78U...
Q9:71UQ9:72UQ9:73UQ9:74U...
?
(1) When a YT becomes free, what should it do next?
?
?
Pending QC jobs
QC jobs already assigned to YTs
79
What kind of truck appointment system best serves the interests of the terminal, trucking industry, neighboring community, and environment?
What should the appointment date and time be for a specific truck?
OM Issue #10: OM Issue #10: Appointment System for External TrucksAppointment System for External Trucks
Global Gateway North Terminal, Seattle
80
Appointment system should:• automatically generate appointment times for customers who call the
terminal or log onto the internet
• determine the number of appointments to be made for a given region of the container yard for a given time period
• minimize average truck service time at the terminal
• minimize truck congestion overflow into local highway system
• maximize gate throughput
• enhance yard and vessel operations in the container terminal
OM Issue #10: XT Appointment SystemOM Issue #10: XT Appointment System
Other Container Terminal IssuesOther Container Terminal Issues
81Vessels
Quay Cranes (QCs)Yard Cranes (YCs)
unloading
loading Yard
1. Labor (union or non-union)2. Container identification and tracking (OCR, RFID)3. Equipment identification and tracking (GPS, local radar, RFID)4. Customs5. Security (scanning equipment, manual inspections)6. Negotiating service agreements with shipping lines7. Negotiating lease rates with public municipalities8. Purchasing/developing a terminal operating system (TOS)9. Tactical issues: when to purchase more equipment (QCs, YCs, YTs)
Yard Trucks (YTs)
Issue .
82
OutlineOutline1. Introduction to maritime shipping2. Introduction to container shipping3. Container vessels and shipping lines4. Seaports5. Railway container transportation / facilities6. Conclusion
83
Railway Container TransportationRailway Container Transportation
84
Railway Container TransportationRailway Container Transportation2007
North American TEU moved RevenueRailway Operator Country in 2007 (billion $)
1. BNSF USA 5,065,0052. Union Pacific USA 3,453,0003. Norfolk Southern USA 3,120,0004. CSX Corp. USA 2,111,0005. Canadian National Canada 1,324,0006. Canadian Pacific Canada 1,238,1007. Kansas City Southern USA 526,370
85
Railway Container TransportationRailway Container Transportation
BNSF Intermodal Network
Railway Container TransportationRailway Container Transportation
Union Pacific’s intermodal lanes, 2009 86
87Union Pacific Intermodal Network, 2008
Railway Container TransportationRailway Container Transportation
88
Inland (Rail) Container TerminalsInland (Rail) Container Terminals
• Transferring containers between trains and trucks
• Unloading and loading of intermodal trains
• Temporary storage of containers Port of Long Beach
Frankfurt am Main East
Rochelle, Illinois
89
OutlineOutline1. Introduction to maritime shipping2. Introduction to container shipping3. Container vessels and shipping lines4. Seaports5. Railway container transportation / facilities6. Conclusion
90
Container shipping supplies cities and their inhabitants with finished consumer goodsChicago: inland container shipping hub of the USAMilwaukee: CP “Canadian Pacific” rail facility at the Port of MilwaukeeCongestionPollutionMaritime shipping constitutes 4.5% of global CO2 emissions
Containerization Impact on CitiesContainerization Impact on Cities
91
Inspired architectural innovation
Containerization Impact on CitiesContainerization Impact on Cities
92
Literature on Container Terminal Ops.Literature on Container Terminal Ops.Briskorn, D., Drexl, A. and Hartmann, S. (2006) “Inventory-based dispatching of automated guided vehicles on
container terminals.” OR Spectrum, 28, 611-630.Dekker, R., P. Voogd, van Asperen, E. (2006). "Advanced methods for container stacking." OR Spectrum V28(4).Grunow, M., Günther, H.-O. and Lehmann, M. (2004). “Dispatching multi-load AGVs in highly automated seaport
container terminals.” OR Spectrum, 26, 211-235.Grunow, M., Günther, H.-O. and Lehmann, M. (2006). “Strategies for dispatching AGVs at automated seaport
container terminals.” OR Spectrum, 28, 587-610Hussein, M. (2010). “Efficient container handling systems and crane scheduling algorithms for seaport container
terminal”. Industrial and Manufacturing Engineering Department. University of Wisconsin-Milwaukee Kim, K. H., and Bae, J. W. (2004). "A Look-Ahead Dispatching Method for Automated Guided Vehicles in Automated
Port Container Terminals." Transportation Science, 38(2), 224-234.Kim, K. H., and Bae, J. W. (1998). "Re-marshaling export containers in port container terminals." Computers &
Industrial Engineering, 35(3-4), 655-658.Kim, K. H., Jeon, S. M., and Ryu, K. R. (2006). "Deadlock prevention for automated guided vehicles in automated
container terminals." OR Spectrum, V28(4), 659-679.Kim, K. H., Kang, J. S., and Ryu, K. R. (2004). "A beam search algorithm for the load sequencing of outbound
containers in port container terminals." OR Spectrum, V26(1), 93-116.Kim, K. H., and Kim, H. B. (1998). "The optimal determination of the space requirement and the number of transfer
cranes for import containers." Computers & Industrial Engineering, 35(3-4), 427-430.Kim, K. H., and Kim, H. B. (2002). "The optimal sizing of the storage space and handling facilities for import
containers." Transportation Research Part B: Methodological, 36(9), 821-835.Kim, K. H., and Kim, H. B. (1999). "Segregating space allocation models for container inventories in port container
terminals." International Journal of Production Economics, 59(1-3), 415-423.Murty, K. G., J. Liu, et al. (2005). "A decision support system for operations in a container terminal." DecisionMurty, K. G., Y.-W. Wan, et al. (2005). "Hongkong International Terminals gains elastic capacity using a data-iPetering, M. E. H. (2009). “Effect of block width and storage yard layout on marine container terminal performaStahlbock, R. and Voß, S. (2008) “Operations research at container terminals: a literature update.” OR Spectrum, 30,
1-52.Steenken, D., Voß, S. and Stahlbock, R. (2004) “Container terminal operation and operations research - a
classification and literature review.” OR Spectrum, 26, 3-49.Vis, I. F. A. and de Koster, R. (2003). “Transshipment of containers at a container terminal: an overview.” European
Journal of Operational Research, 147, 1-16.
AcknowledgmentAcknowledgmentEditor : Mazen I. Hussein, Industrial and Manufacturing Engineering Department, University of Wisconsin-Milwaukee.
Grateful acknowledgment is herewith made for the cooperation and permission to us the materials and photos from the following personnel/websites/institutes:
Alex Klein / www.renaissanceronin.wordpress.comAmerican President Lines Ltd / www.apl.comBurlington Northern Santa Fe Railway / www.bnsf.comCenter for Disease Control and Prevention / www.cdc.govcontainershipping.nl / www.containershipping.nlDanny Cornelissen-Maritime Photographer/ www.portpictures.nlFRANCETRUCK / og@francetruck.comGreat Lakes St. Lawrence Seaway System / www.greatlakes-seaway.comHamburger Hafen und Logistik AG / www.hhla.deHapag-Lloyd / www.hapag-lloyd.comKOCKS / www.kockskrane.deMediterranean Shipping Company MSC / www.mscgva.chmerriam-webster / www.visualdictionaryonline.comPort of Brisbane Pty Ltd / www.portbris.com.auPort of Long Beach/ www.polb.com/default.aspRobert West – Milwaukee School of Engineering / westr@msoe.eduSwedish Timars group / www.timars.seVDL Containersystemen / www.vdlcontainersystemen.comWebmaster / www.infovisual.infoWikimedia Wikipedia Union Pacific / www.up.com
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The End!
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