container movement
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In this article, the authors treat the problem of container storage in the export direction, exactly in the containership loading process. The authors propose an approach to the problem of container placement in a containership by describing a decision model to help decision-makers (handling operators) to minimize the total container movement. This is obtained by using a multicriteria decision method AHP (analytic hierarchy process) to identify the best location of any container. Here, the authors consider four criteria: the container destination, the container weight, the departure date of the container, and the container type.


2021 ◽  
Vol ahead-of-print (ahead-of-print) ◽  
Author(s):  
Tomoya Kawasaki ◽  
Takuma Matsuda ◽  
Yui-yip Lau ◽  
Xiaowen Fu

Purpose In the maritime industry, it is vital to have a reliable forecast of container shipping demand. Although indicators of economic conditions have been used in modeling container shipping demand on major routes such as those from East Asia to the USA, the duration of such indicators’ effects on container movement demand have not been systematically examined. To bridge this gap in research, this study aims to identify the important US economic indicators that significantly affect the volume of container movements and empirically reveal the duration of such impacts. Design/methodology/approach The durability of economic indicators on container movements is identified by a vector autoregression (VAR) model using monthly-based time-series data. In the VAR model, this paper can analyze the effect of economic indicators at t-k on container movement at time t. In the model, this paper considers nine US economic indicators as explanatory variables that are likely to affect container movements. Time-series data are used for 228 months from January 2001 to December 2019. Findings In the mainland China route, “building permission” receives high impact and has a duration of 14 months, reflecting the fact that China exports a high volume of housing-related goods to the USA. Regarding the South Korea and Japan routes, where high volumes of machinery goods are exported to the USA, the “index of industrial production” receives a high impact with 11 and 13 months’ duration, respectively. On the Taiwan route, as several types of goods are transported with significant shares, “building permits” and “index of industrial production” have important effects. Originality/value Freight demand forecasting for bulk cargo is a popular research field because of the public availability of several time-series data. However, no study to date has measured the impact and durability of economic indicators on container movement. To bridge the gap in the literature in terms of the impact of economic indicators and their durability, this paper developed a time-series model of the container movement from East Asia to the USA.


2021 ◽  
Vol 13 (11) ◽  
pp. 6291
Author(s):  
Karol Moszyk ◽  
Mariusz Deja ◽  
Michal Dobrzynski

The future increased terminal capacity will result in more container movement through the road complex and rail siding, which are one of the most critical areas (potential bottlenecks) in the container terminal. Truck turnaround time is one of the major factors that customers take into account while deciding how many container volumes they will handle through the container terminal. To enable to optimize increased traffic with future container terminal development, as well as increase gates throughput, and as a consequence, encourage more volume and increase customer satisfaction, Deepwater Container Terminal Gdańsk SA plans to reorganize and automatize the gate operation process. Gate automation includes supply, installation, commissioning, implementation, and maintenance of software and hardware that would allow automatizing the handling of trucks at container terminal gates by using OCR (optical camera recognition) technology, LPR (license plate recognition) systems and self-service kiosk for truck drivers.


2020 ◽  
Vol 54 (4) ◽  
pp. 100-111
Author(s):  
Ahmet Selcuk Basarici ◽  
Tanzer Satir ◽  
Muhammed Bamyaci

AbstractThe purpose of this study is to demonstrate that ship operator-based container imbalance (SOBCI) leads to empty container movement (ECM) beyond trade imbalance, which is described as additional ECM (AECM). This demonstration is supported by a feasible suggestion to overcome additional empty container circulation, critiquing the suggestion of a common container pool and initiating a further discussion to reduce AECM. Two hypotheses examining SOBCI, trade imbalance, and empty container circulation were tested for the container throughputs of Turkish ports using the Mann-Whitney U test and regression analysis. A thought experiment about how to calculate the potential amount of ECM beyond trade imbalance was conducted. Recently, a substantial amount of container accumulation beyond the trade imbalance in the terminals located in Istanbul-Kocaeli and Mersin for 20-foot containers and in Istanbul-Kocaeli and Gemlik for 40-foot containers has occurred due to SOBCI. In Turkish container terminals between 2013 and 2016, SOBCI explains 32.78% of AECM originating from the market effect. For 20-foot containers, the percentages of avoidable AECM are 30% for Istanbul-Kocaeli and 20% for Mersin. For 40-foot containers, the AECM is 50% for Mersin, 20%‐25% for Istanbul-Kocaeli and Gemlik, and 5% for Izmir-Aliaga. The concept of the market effect, its elements, SOBCI, and the magnitude of AECM arising from only the market effect (AECM-OME) were used for the empirical study. This study demonstrates the relationship between SOBCI and AECM-OME. Additionally, a unique thought experiment and its mathematical notation are presented to calculate the magnitude of AECM that has been released.


2019 ◽  
Vol 11 (12) ◽  
pp. 168781401989692
Author(s):  
Tomas Eglynas ◽  
Arunas Andziulis ◽  
Marijonas Bogdevičius ◽  
Jolanta Janutėnienė ◽  
Sergej Jakovlev ◽  
...  

This article studies an operational problem arising at a container terminal. Klaipeda city port operations were surveilled up close and relevant remarks were made. The time efficiency of the existing container-lowering procedures using the simulation studies with a test-bed and with a real life crane operation was examined. Statistical analysis of the experimental results has showed that non-automated processes have higher time variance for the lowering process. The operations of quay crane for container handling “ship-to-shore” were analyzed, and lowering procedures time variations were determined. Each container is transported at operators own risk and with pre-defined time efficiency; therefore, it is hard to predict the optimal time for each container handling operation, thus, eventually, additional costs arise. Mathematical model was developed, which described dynamical characteristics of the container movement during lowering procedures. The lowering crane operation was modeled using known dynamic values for each separate case, and the complexity of the problem was proven. The results of modeling and experimental results show that it is possible to achieve optimal values with the existing processes.


2019 ◽  
Vol 11 (23) ◽  
pp. 6793 ◽  
Author(s):  
Kurtulus ◽  
Cetin

Inland transportation of maritime freight conducted by trucks creates extensive emissions. These emissions can be mitigated by using intermodal-rail transport through dry ports. In that regard, this study evaluated the environmental benefits of dry port usage by using discrete event simulation modelling. The results show that the current level of dry port-based intermodal transportation decreases greenhouse gas (GHG) emissions by 5.79% compared to transportation of all containers on the road. Evaluating the impact of the electrified railway line on the GHG emissions revealed unexpected results; the electrification of the railway line would decrease GHG emissions only by 0.06%. The improvements in empty container movement and scheduling slightly reduced GHG emissions by 0.69% and 0.63% respectively, however, highest GHG emissions reduction resulted from modal shift by 6.56%. This study extended the previous literature by assessing not only the environmental benefits of dry port usage but also its effects on train capacity usage, while taking the empty container movement into account.


2018 ◽  
Vol 2 (1) ◽  
pp. 43 ◽  
Author(s):  
Alexandra Maria Rios Cabral ◽  
Francisco S. Ramos

Aim: This study aims to evaluate the technical efficiency of 44 Brazilian port terminals that handled containers in 2016. The evaluation will first proceed by identifying the main benchmarks. It will then provide an analysis of variables that may have an effect on technical efficiency as well as the nature of their relationship with the latter--namely: container movement and specialized terminals. Design / Research methods: In this work we apply the techniques of Data Envelopment Analysis and Free Disposal Hull. Output-oriented models were constructed, using three inputs - berth depth, berth length and number of berths, and three outputs - number of containers handled, medium board measured in container handled per hour of mooring, and medium consignment rate measured in container throughput per ship. Conclusions / findings: The main results show that half of the terminals have an inefficient infrastructure, with capacity larger than necessary to meet current demand for transportation of containers. In addition, there is a strong relationship between the efficiency and size of a terminal port and between the efficiency and degree of specialization. Moreover, the private use terminal of (TUP) Itacal and public quay OCRIM can serve as benchmarks for most of the terminals. Originality / value of the article: Relatively few works in the literature tried to measure technical efficiency for developing countries. Besides that, none of the works found regarding Brazilian ports have shown the scenario after promulgation of the Port’s Law in 2013, and only a few used container cargo as focus. This article is of interest for scientists of the sector, exporters/importers, and Brazilian Government officers interested in observing the effects of public policies aimed at the sector. We also suggest future work concerning the sector's improvements which can follow from our findings. 


Author(s):  
Evizal Abdul Kadir ◽  
Siti Mariyam Shamsuddin ◽  
Detri Karya ◽  
Sri Listia Rosa

The growth of world economic and increasing of trading in most of countries has impact to the number of containers export and import between countries. Some of container terminal is very busy to handle high volume of container movement. Conventional operational procedures have difficulties to handle containers movement then make slow and some issues in terminal operation for container clearance. This paper discus on proposing new algorithm to the current container terminal management system used RFID technology for fast processing and clearance. Container Terminal Management System (CTMS) is a system for port management and interface to the RFID system that used to identify container e-seal, truck and driver identity. Lack of communication and interfacing protocol made slow response during request or reply of message to the gate operator. Proposed algorithm with new procedure of request to CTMS made faster response and avoid inaccuracy of detecting container e-seal. Results of implementation new algorithm have improved to the productivity and efficiency of container terminal. Testing and implementation of this proposed system conducted in a private container terminal in Malaysia.


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