Today we had a special class. An expert of Maritime University of Kobe (Japan) has come to give a lecture, entitled Issues of port container terminals for the mega-ship was ( on the container terminals in the era of mega- ship).
The conference was very good, although sometimes hard to understand and that time was so tight that issues that require further analysis have been left in the air ... A bit strange.
Well, I'll try to summarize the most important (I have copied almost five pages, but only worth it XD)
\u0026lt;\u0026lt;ON THE CONTAINER TERMINAL IN THE ERHowever, the evolution of the size of vessels (container) was performed at a breakneck pace. Since the birth of modern container in the fifties to the present there have been five generations of container ships.
At this time, the capacity of container ships has increased tenfold. No wonder they have sprung fully specialized terminals and cutting edge technology, such as Rotterdam ECT
** or CTA in Hamburg.
The technological level of each terminal is quite different and, in general, there are three types of terminals: Terminal conventional
Intended
Floating Terminal Terminal C
HTMLXC
Choose the type that best suits these megaships no easy task.
The problem of allocating berth (Berth Allocation
- The objective of the berth allocation problem is to determine the most suitable place in the spring for each ship so as to minimize the total service time (
- Total Service Time, TST), understood as the sum of waiting times of the ship to enter port to load / unload and the time it conducts operations.
- To assign a ship to a mooring, you must consider several factors:
The characteristics of the vessel. Evidencero. But look what happens
As shown, the first pass of the ship that has come before is two hours of service time, and it is not the optimal solution. This solution is easy to find when the vessels used in carrying out diverse times of a task, but the situation is complicated if both ships need about the same time. Finding the optimal solution is a complex problem. [formula] and sometimes difficult to apply in real cases. In all this development should be pointed out that the basis is not the time and cost, since the latter is difficult to define (for example, how we quantify the cost due to a delay?) The searchsolution involves two stages: a tactic (as defined by Moorthy & Teo in Berthing
Template Design, 2006)
- About
container terminals [The teacher made some calculations that told much - assuming ...
But mathematical foundation insurance were too long to present] These are the conclusions from the calculations:
A Megaship is about three days a week at the port 
A conventional vessel, about four
Therefore, there to optimize the productivity of the terminal by creating versatile terminal that when you are not yet a megaships in them could be exploitedadas by smaller vessels
There are, as already mentioned, three alternatives: the conventional terminal, the terminal Intended and Mega-float
terminal.
The factors to assess are therefore: how fast megaships operations and effective use of berths, so that productivity is maximized.
In this sense, the conventional terminal has the limitation that, even with simultaneous crane systems is not always the best solution and not very flexible. The terminal Intended
overcomes this problem but not successful in achieving the latter, since it leaves the possibility that space being used by other ships[...] apliaciones ras as port facilities, container terminals, energy facilities and leisure activities.
- And here ended the presentation ^ ^
- Your opinion interests me!
- Do you think that the Mega-float terminals are a practical reality? What other factors would have in mind when solving a problem of allocating berth? Any input? ---- For the purposes of this summary the term refers
- ship to ship is carrying
** I want to go, I go! (Actually, a tour .. I do not see it from outside TT) *** Check rule on use of capital letters in English.
