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Els sistemes d’organització dels tràfics de contenidors a nivell mundial són complexes i estan en constant evolució. en aquest treball intentaré analitzar l’estructura i el funcionament d’aquests sistemes, centrant-me en els principals actors del sector i les tendències més importants. pel que fa als actors, intervenen diverses figures en el sistema d’organització i tràfics de conteni- dors: en primer lloc trobem els transportistes marítims, que són els responsables de la mobilització dels contenidors d’un punt a un altre. Aquests transportistes poden ser empreses navilieres com ma- ersk, msc o cma cgm. en segon lloc, trobem els operadors de les terminals portuàries, que s’encarreguen de la recepció, emmagatzematge, manipulació i expedició dels contenidors. Els operadors de les terminals portu- àries més grans del món son dp world, hutchison port holdings, psa international i apm terminals. per últim tenim els intermediaris logístics, que són empreses que gestionen la cadena de subminis- trament en nom dels clients. Aquests, poden oferir serveis de transport, emmagatzematge i mani- pulació de contenidors, així com els serveis de duanes i documentació. Els operadors logístics més grans del món són empreses com dhl, kuehne + nagel, db schenker y ups.

Amb l’arribada del 5g al port de barcelona totes les terminals estan modernitzant tots els seus sistemes per a tenir un control més exhaustiu de la seva operativa. A la terminal de contenidors de barcelona d’apm terminals el 5g arriba amb la monitorització de la operativa i l’estat de tota la maquinaria pròpia. Donat que és una terminal molt gran es disposen de 120 màquines entre les que s’inclouen grues pòrtic (qc – quary cranes), carretons pòrtic (sc - straddle carriers), grues pòrtic de pati (rmg – rail mounted gantry), apiladors de braç telescòpic (reachstakers - rs) i elevadors de contenidors de buit (ehc – empty handler container); dins de cada tipus de maquinària es treballa amb diferents fabricants que, tot i l’estandardització, presenten diferents configuracions a nivell de hardware i software de control de la pròpia màquina. el projecte desenvolupat consisteix en l’anàlisi de les necessitats d’un sistema de comunicació que realitzi una connexió sense fils entre la maquinària mencionada i la terminal per a disposar d’un esquema de l’estat real i de funcionament. Per a fer-ho cal analitzar de forma exhaustiva el funcionament de la maquinària i el sistema de control. el treball final d’estudis (tfe – tfg) consisteix en l’anàlisi de cadascuna de les famílies de màquines i grues per a l’adaptació d’un sistema de comunicació únic i estandarditzat que enviï la senyal utilitzant el 5g portuari. Es presenta també la posterior implementació amb l’ajut de la tecnologia mikrotik i es descriuen les dificultats superades durant la implementació del projecte.

Electric road systems can be defined as a system transferring energy from a road to an electric vehicle while the vehicle is in motion, either to power the vehicle’s movement or to charge its batteries. This thesis aimed to investigate how this relatively new technology of electric road systems could be implemented in a port. The research was conducted by having a two-fold research purpose. Firstly, the research identified which factors were relevant to consider when implementing an electric road system in a port. Secondly, the study examined how ports differed in terms of how suited they were for implementing an electric road system based on the previously identified factors. The work was limited to only studying the electric road system technology developed by Elonroad, and to mainly focus on one type of port operation, namely container terminals. A literature study of current knowledge of the electric road system technology and container terminals was conducted, followed by several interviews with experts to establish an in-depth understanding of these two previously unrelated topics. Based on the information collected, this study created a framework containing the most relevant aspects to consider when implementing an electric road system in a container terminal. The framework and its included parameters then formed the foundation for creating a tool used for identifying differences in the compatibility of an electric road system implementation between various container terminals. A pilot test was conducted on this tool in order to evaluate and demonstrate the usefulness and applicability of the tool. The results of the study showed that there are four overarching factors with thirteen underlying parameters that are relevant to consider when investigating an electric road system implementation in a port. Moreover, it was shown that different ports were variously suitable for an electric road system implementation when examining them using the thirteen identified

There is a global trend of automation of container terminals. However, there is a lack of literature to guide automation projects for brownfield terminals. Therefore, the experiences and lessons learnt from historical brownfield automation of container terminals are a valuable source of information to guide future projects. This paper describes the brownfield container terminal automation projects carried out in recent years. For each project, the drivers, challenges, benefits, and drawbacks of automation were gathered using a questionnaire directed to operators of brownfield converted container terminals. The characteristics as to the terminal sizes and implemented solutions were gathered via a desk study. It was found that the main drivers for automation are operational cost reductions and higher productivity. However, the desired levels are not always reached and depend on the terminal conditions and the solutions adopted. The continuity of operations was also identified as a major challenge. Terminals have dealt with it either by following a phased, greenfield-like, or big bang approach. Most terminals have opted for semi-automated solutions (automation of yard equipment only); this resulted in fewer labor problems, improved vessel productivity, less required space, and better agility in dealing with disruptions. Most terminals have chosen either automated RMG or the automated version of their manned equipment for yard operations, although exceptions were observed., Hydraulic Structures and Flood Risk, Rivers, Ports, Waterways and Dredging Engineering

Container traffic worldwide has shown a growing trend during the last years. Also, the number of containers handled per call has increased for many terminals. This poses challenges to existing terminals for more efficient operations and higher productivity. Automation is a way some terminals have tried to achieve this. Most existing automated container terminals were greenfield projects, but brownfield automation is gaining momentum. Literature on brownfield automation of container terminals is limited. The PIANC MarCom WG Report n° 208 – 2021, Planning for Automation of Container Terminals is the most recent and complete guideline for automation projects, but it is mainly focused on greenfield projects. Challenges for automating brownfield terminals are different than for greenfield ones. All of this translates into little guidance being available for future brownfield automation projects. Therefore, the experiences and lessons learnt from historical brownfield automation of container terminals are a valuable source of information to guide future projects. The aim of this thesis is then to present a characterisation of historic container terminals converted, or in the process of being converted, to some degree of automated operations. An empirical research methodology was defined to gather data on drivers for automation, challenges, observed benefits, drawbacks, and solutions adopted by brownfield automated terminals. A questionnaire was used for this purpose. Also, satellite images of the conversion process were analysed to observe implementation strategies. Additionally, terminal throughput, equipment, yard size and quay length were determined through a desk study. Data was analysed through categorization. Trends regarding the type of automation, i.e., semi-automation (automated yard equipment) or full automation (automated yard + automated transport between the stacks and the quay), and regarding the type of yard equipment adopted were determined. F, Civil Engineering

Container terminals are critical infrastructure for the economy, and the need to digitalize is felt in the industry. One solution is to combine digital integration and process automation with a digital twin. This is an ideal tool to identify weaknesses and opportunities in the operations of a container terminal. However, digital twins are often developed for a single terminal with unique characteristics, which means that the tool cannot be easily scaled to other sites. To optimize operations at multiple container terminals, it is necessary to explore how the twin can be scaled. Such a strategy for scaling digital twins at container terminals cannot be found in literature. Therefore, this research aims to fill this gap by developing a criteria-based roadmap for the senior management of global container terminals. The scaling strategy focuses on scaling up to multiple locations instead of scaling out to several processes on the same terminal. After a detailed review of the literature and conducting interviews, the main findings were combined into design criteria for the roadmap. The three phases for the timeline are shown as three columns in the roadmap. The phases are 'developing the digital twin', 'using the digital twin' and 'scaling the use of the digital twin'. Most used in transformation projects is the People, Process and Technology (PPT) framework, so people (key actors), process (operations and strategy) and technology (data, hardware and software) are the three themes and shown as rows in the roadmap. When all criteria were established and the roadmap template was designed, the logical steps of the roadmap were identified for each of the three phases. These steps were complemented and validated to see if important information was missing. For each step, it was determined which themes (people, process and technology) were applicable. After the first design, several interviews with experts from the container terminal industry were conducted t, Civil Engineering | Construction Management and Engineering

There is a global trend of automation of container terminals. However, there is a lack of literature to guide automation projects for brownfield terminals. Therefore, the experiences and lessons learnt from historical brownfield automation of container terminals are a valuable source of information to guide future projects. This paper describes the brownfield container terminal automation projects carried out in recent years. For each project, the drivers, challenges, benefits, and drawbacks of automation were gathered using a questionnaire directed to operators of brownfield converted container terminals. The characteristics as to the terminal sizes and implemented solutions were gathered via a desk study. It was found that the main drivers for automation are operational cost reductions and higher productivity. However, the desired levels are not always reached and depend on the terminal conditions and the solutions adopted. The continuity of operations was also identified as a major challenge. Terminals have dealt with it either by following a phased, greenfield-like, or big bang approach. Most terminals have opted for semi-automated solutions (automation of yard equipment only); this resulted in fewer labor problems, improved vessel productivity, less required space, and better agility in dealing with disruptions. Most terminals have chosen either automated RMG or the automated version of their manned equipment for yard operations, although exceptions were observed., Hydraulic Structures and Flood Risk, Rivers, Ports, Waterways and Dredging Engineering

Container traffic worldwide has shown a growing trend during the last years. Also, the number of containers handled per call has increased for many terminals. This poses challenges to existing terminals for more efficient operations and higher productivity. Automation is a way some terminals have tried to achieve this. Most existing automated container terminals were greenfield projects, but brownfield automation is gaining momentum. Literature on brownfield automation of container terminals is limited. The PIANC MarCom WG Report n° 208 – 2021, Planning for Automation of Container Terminals is the most recent and complete guideline for automation projects, but it is mainly focused on greenfield projects. Challenges for automating brownfield terminals are different than for greenfield ones. All of this translates into little guidance being available for future brownfield automation projects. Therefore, the experiences and lessons learnt from historical brownfield automation of container terminals are a valuable source of information to guide future projects. The aim of this thesis is then to present a characterisation of historic container terminals converted, or in the process of being converted, to some degree of automated operations. An empirical research methodology was defined to gather data on drivers for automation, challenges, observed benefits, drawbacks, and solutions adopted by brownfield automated terminals. A questionnaire was used for this purpose. Also, satellite images of the conversion process were analysed to observe implementation strategies. Additionally, terminal throughput, equipment, yard size and quay length were determined through a desk study. Data was analysed through categorization. Trends regarding the type of automation, i.e., semi-automation (automated yard equipment) or full automation (automated yard + automated transport between the stacks and the quay), and regarding the type of yard equipment adopted were determined. F, Civil Engineering

A rapid increase in international trade volumes during recent years has led to truck congestion at container terminals’ gates during peak hours. This has consequences on the costs of trucking companies waiting long times behind the gates. Furthermore, it leads to containers arriving too late at the hinterland, a lower port attractiveness and high emissions of idling trucks. One possible policy to deal with this issue is to steer trucking companies towards night-time transport. However, this requires hubs with extended opening hours. The objective of this research is to investigate the implication of such policy further by evaluating and simulating the actors and their (inter)actions in the container transport system. This research uses a combination of qualitative (semi-structured interviews with actors) and quantitative (agent-based modelling, discrete event simulation, queueing theory and discrete choice modelling) methods to assess the impact of hubs with extended opening hours on freight transport under various scenarios. These scenarios compare possibilities for a chassis-exchange or a container hub and investigate the choice of trucking companies to use such hubs. Results determine that if a container hub would be introduced, other actors need to partly pay for trucking companies using the hub so that the hub capacity is fully used. This study reveals concrete recommendations on the type and location of the hubs to mitigate waiting times at terminals' gates and transport more containers per day. For example, a chassis-exchange hub can reduce the total waiting time at four container terminals by 420 hours per day. If trucking companies would invest in a chassis-exchange scenario, the profit is estimated to be around two to four thousand euros per day., Transport, Infrastructure and Logistics

El presente proyecto describe el fenómeno de la transición de la gestión portuaria. Asimismo, analiza el régimen laboral de los trabajadores portuarios las circunstancias que motivaron el desfase de la regulación laboral en dicho sector. La realidad portuaria es, sin duda, un aspecto de vital preocupación para en nuestro país, y para la mayoría de países del mundo, dado que son los puertos los principales canales de conexión para las exportaciones e importaciones en el mundo. En tal sentido, resulta importante para el desarrollo económico de un país que las exportaciones sean competitivas en el contexto internacional, lo que, sin duda alguna, requiere de un modelo de gestión de puertos eficiente y con respeto de los derechos laborales de los trabajadores involucrados en tal actividad. Por otro lado, tras el análisis de los nuevos modelos de gestión portuaria, cómo la implementación del 5G o la robotización de las terminales portuarias, el argumento inicial de este trabajo es que se tienen que preservar en primera instancia siempre los derechos de los trabajadores antes que los beneficios de empresas privadas o de los gobiernos. En el aspecto personal, la experiencia profesional me ha permitido profundizar el estudio de las características de este régimen laboral y las posibilidades de mejora del mismo. Adicionalmente, el tener contacto con especialistas con la materia y actores sociales involucrados en el sector portuario me permite no sólo tener una óptica académica sino social de esta problemática. Dentro del presente proyecto se presentan, en el primer capítulo, la evolución del movimiento industrial, sus antecedentes fuera y dentro del ámbito portuario, los antecedentes y las ventajas y las desventajas de la introducción del contenedor. En el segundo capítulo de la tesis, se analizará la automatización de los puertos des del punto de vista social. Este análisis involucra, no sólo la legislación correspondiente, sino otros instrumentos normativos que permitan ent

Summary: Cyber-Physical Systems (CPS) are physical entities whose operations are monitored, coordinated, and controlled by a computing and communication core. These systems are highly heterogeneous and complex. Their numerous components and cross domain complexity make attacks easy to propagate and security difficult to implement. Consequently, to secure these systems, they need to be built in a systematic and holistic way, where security is an integral part of the development lifecycle and not just an activity after development. These systems present a multitude of implementation details in their component units, so it is fundamental to use abstraction in the analysis and construction of their architecture. In particular, we can apply abstraction through the use of patterns. Pattern-based architectural modeling is a powerful way to describe the system and analyze its security and the other non-functional aspects. Patterns also have the potential to unify the design of their computational, communication, and control aspects. Architectural modeling can be performed through UML diagrams to show the interactions and dependencies between different components and its stakeholders. Also, it can be used to analyze security threats and describe the possible countermeasures to mitigate these threats. An important type of CPS is a maritime container terminal, a facility where cargo containers are transported between ships and land vehicles; for example, trains or trucks, for onward transportation, and vice versa. Every cargo port performs four basic functions: receiving, storing, staging and loading for both, import and export containers. We present here a set of patterns that describe the elements and functions of a cargo port system, and a Reference Architecture (RA) built using these patterns. We analyze and systematically enumerate the possible security threats to a container terminal in a cargo port using activity diagrams derived from selected use cases of the system. W, 2021, Includes bibliography., Degree granted: Dissertation (PhD)--Florida Atlantic University, 2021., Collection: FAU Electronic Theses and Dissertations Collection

[ES] Cada vez hay menos fronteras en el negocio internacional, eso es parte del mundo globalizado en el que vivimos, y las distancias entre países se van a ir reduciendo a medida que pasen los años, además el principal transporte de mercancías de largas distancias son los transportes marítimos que se llevan casi el 90% del total. Es por esto por lo que se necesita entender el funcionamiento de las terminales, y estudiar su capacidad, porque la demanda va crecimiento cada vez mas rápido y el espacio de la mayoría de los puertos se va agotando, con lo que la única opción restante es la optimización de los procesos con el fin de dotar de la máxima productividad posible a estos, y de ser más competitivos frente al resto de puertos. Por otro lado, para las tareas de planificación también es muy necesario conocer las capacidades de cada uno de los subsistemas para poder ajustarlas y no sobredimensionar ninguna. Por lo tanto, en el este proyecto se empezará hablando sobre conceptos básicos portuarios con la finalidad de conocer los funcionamientos y las partes básicas de los puertos antes de su estudio más profundo. En segundo lugar, se hablará sobre la evolución del tráfico portuario y el sorprendente aumento que tuvo tras el invento del contenedor. Más tarde se estudiarán los distintos factores que afectan a las capacidades, productividades y niveles de servicio de las terminales, sobre todo nos centraremos en la capacidad por línea de atraque y por almacenamiento, ya que son las dos capacidades más limitantes en los grandes puertos. Además, después de estudiar todos los factores que afectan se procederá el dimensionamiento de las capacidades, donde se recurrirá a diversas recomendaciones de autores e instituciones, al igual que comentarán la evolución de los pliegos de concesiones en casos prácticos. Como parte final se procederá al estudio del pliego de bases del concurso para la construcción y explotación de la futura terminal norte del puerto de valencia, y a la cons, [EN] There are fewer and fewer frontiers in the international business, that is part of the globalized world in which we live, and the distances between countries will be reduced as the years go by, and the main transport of long-distance goods is transport maritime that take almost 90% of the total. This is why it is necessary to understand the operation of the terminals, and study their capacity, because the demand is growing faster and the space of most of the ports is running out, so the only remaining option is the optimization of the processes in order to provide them with the maximum possible productivity. On the other hand, for planning tasks it is also very necessary to know the capabilities of each of the subsystems to be able to adjust them and not oversize any. Therefore, in this project we will start talking about basic port concepts in order to know the operations and basic parts of the ports before further study. Secondly, we will talk about the evolution of port traffic and the surprising increase it had after the invention of the container. Later we will study the different factors that affect the capacities, productivity and service levels of the terminals, especially we will focus on the capacity per docking line and storage, since they are the two most limiting capacities in the large ports. In addition, after studying all the factors that affect, the capacity sizing will proceed, where various recommendations from authors and institutions will be used, as well as commenting on the evolution of the concession documents in practical cases. As a final part, we will proceed to the study of the tender specifications for the construction and operation of the future north terminal of the port of Valencia, and the subsequent application of all the factors previously studied, with the aim of improving productivity, the level of service and capacity of the future north terminal of the port of Valencia.

[ES] Cada vez hay menos fronteras en el negocio internacional, eso es parte del mundo globalizado en el que vivimos, y las distancias entre países se van a ir reduciendo a medida que pasen los años, además el principal transporte de mercancías de largas distancias son los transportes marítimos que se llevan casi el 90% del total. Es por esto por lo que se necesita entender el funcionamiento de las terminales, y estudiar su capacidad, porque la demanda va crecimiento cada vez mas rápido y el espacio de la mayoría de los puertos se va agotando, con lo que la única opción restante es la optimización de los procesos con el fin de dotar de la máxima productividad posible a estos, y de ser más competitivos frente al resto de puertos. Por otro lado, para las tareas de planificación también es muy necesario conocer las capacidades de cada uno de los subsistemas para poder ajustarlas y no sobredimensionar ninguna. Por lo tanto, en el este proyecto se empezará hablando sobre conceptos básicos portuarios con la finalidad de conocer los funcionamientos y las partes básicas de los puertos antes de su estudio más profundo. En segundo lugar, se hablará sobre la evolución del tráfico portuario y el sorprendente aumento que tuvo tras el invento del contenedor. Más tarde se estudiarán los distintos factores que afectan a las capacidades, productividades y niveles de servicio de las terminales, sobre todo nos centraremos en la capacidad por línea de atraque y por almacenamiento, ya que son las dos capacidades más limitantes en los grandes puertos. Además, después de estudiar todos los factores que afectan se procederá el dimensionamiento de las capacidades, donde se recurrirá a diversas recomendaciones de autores e instituciones, al igual que comentarán la evolución de los pliegos de concesiones en casos prácticos. Como parte final se procederá al estudio del pliego de bases del concurso para la construcción y explotación de la futura terminal norte del puerto de valencia, y a la cons, [EN] There are fewer and fewer frontiers in the international business, that is part of the globalized world in which we live, and the distances between countries will be reduced as the years go by, and the main transport of long-distance goods is transport maritime that take almost 90% of the total. This is why it is necessary to understand the operation of the terminals, and study their capacity, because the demand is growing faster and the space of most of the ports is running out, so the only remaining option is the optimization of the processes in order to provide them with the maximum possible productivity. On the other hand, for planning tasks it is also very necessary to know the capabilities of each of the subsystems to be able to adjust them and not oversize any. Therefore, in this project we will start talking about basic port concepts in order to know the operations and basic parts of the ports before further study. Secondly, we will talk about the evolution of port traffic and the surprising increase it had after the invention of the container. Later we will study the different factors that affect the capacities, productivity and service levels of the terminals, especially we will focus on the capacity per docking line and storage, since they are the two most limiting capacities in the large ports. In addition, after studying all the factors that affect, the capacity sizing will proceed, where various recommendations from authors and institutions will be used, as well as commenting on the evolution of the concession documents in practical cases. As a final part, we will proceed to the study of the tender specifications for the construction and operation of the future north terminal of the port of Valencia, and the subsequent application of all the factors previously studied, with the aim of improving productivity, the level of service and capacity of the future north terminal of the port of Valencia.

[ES] Cada vez hay menos fronteras en el negocio internacional, eso es parte del mundo globalizado en el que vivimos, y las distancias entre países se van a ir reduciendo a medida que pasen los años, además el principal transporte de mercancías de largas distancias son los transportes marítimos que se llevan casi el 90% del total. Es por esto por lo que se necesita entender el funcionamiento de las terminales, y estudiar su capacidad, porque la demanda va crecimiento cada vez mas rápido y el espacio de la mayoría de los puertos se va agotando, con lo que la única opción restante es la optimización de los procesos con el fin de dotar de la máxima productividad posible a estos, y de ser más competitivos frente al resto de puertos. Por otro lado, para las tareas de planificación también es muy necesario conocer las capacidades de cada uno de los subsistemas para poder ajustarlas y no sobredimensionar ninguna. Por lo tanto, en el este proyecto se empezará hablando sobre conceptos básicos portuarios con la finalidad de conocer los funcionamientos y las partes básicas de los puertos antes de su estudio más profundo. En segundo lugar, se hablará sobre la evolución del tráfico portuario y el sorprendente aumento que tuvo tras el invento del contenedor. Más tarde se estudiarán los distintos factores que afectan a las capacidades, productividades y niveles de servicio de las terminales, sobre todo nos centraremos en la capacidad por línea de atraque y por almacenamiento, ya que son las dos capacidades más limitantes en los grandes puertos. Además, después de estudiar todos los factores que afectan se procederá el dimensionamiento de las capacidades, donde se recurrirá a diversas recomendaciones de autores e instituciones, al igual que comentarán la evolución de los pliegos de concesiones en casos prácticos. Como parte final se procederá al estudio del pliego de bases del concurso para la construcción y explotación de la futura terminal norte del puerto de valencia, y a la cons, [EN] There are fewer and fewer frontiers in the international business, that is part of the globalized world in which we live, and the distances between countries will be reduced as the years go by, and the main transport of long-distance goods is transport maritime that take almost 90% of the total. This is why it is necessary to understand the operation of the terminals, and study their capacity, because the demand is growing faster and the space of most of the ports is running out, so the only remaining option is the optimization of the processes in order to provide them with the maximum possible productivity. On the other hand, for planning tasks it is also very necessary to know the capabilities of each of the subsystems to be able to adjust them and not oversize any. Therefore, in this project we will start talking about basic port concepts in order to know the operations and basic parts of the ports before further study. Secondly, we will talk about the evolution of port traffic and the surprising increase it had after the invention of the container. Later we will study the different factors that affect the capacities, productivity and service levels of the terminals, especially we will focus on the capacity per docking line and storage, since they are the two most limiting capacities in the large ports. In addition, after studying all the factors that affect, the capacity sizing will proceed, where various recommendations from authors and institutions will be used, as well as commenting on the evolution of the concession documents in practical cases. As a final part, we will proceed to the study of the tender specifications for the construction and operation of the future north terminal of the port of Valencia, and the subsequent application of all the factors previously studied, with the aim of improving productivity, the level of service and capacity of the future north terminal of the port of Valencia.

[ES] Cada vez hay menos fronteras en el negocio internacional, eso es parte del mundo globalizado en el que vivimos, y las distancias entre países se van a ir reduciendo a medida que pasen los años, además el principal transporte de mercancías de largas distancias son los transportes marítimos que se llevan casi el 90% del total. Es por esto por lo que se necesita entender el funcionamiento de las terminales, y estudiar su capacidad, porque la demanda va crecimiento cada vez mas rápido y el espacio de la mayoría de los puertos se va agotando, con lo que la única opción restante es la optimización de los procesos con el fin de dotar de la máxima productividad posible a estos, y de ser más competitivos frente al resto de puertos. Por otro lado, para las tareas de planificación también es muy necesario conocer las capacidades de cada uno de los subsistemas para poder ajustarlas y no sobredimensionar ninguna. Por lo tanto, en el este proyecto se empezará hablando sobre conceptos básicos portuarios con la finalidad de conocer los funcionamientos y las partes básicas de los puertos antes de su estudio más profundo. En segundo lugar, se hablará sobre la evolución del tráfico portuario y el sorprendente aumento que tuvo tras el invento del contenedor. Más tarde se estudiarán los distintos factores que afectan a las capacidades, productividades y niveles de servicio de las terminales, sobre todo nos centraremos en la capacidad por línea de atraque y por almacenamiento, ya que son las dos capacidades más limitantes en los grandes puertos. Además, después de estudiar todos los factores que afectan se procederá el dimensionamiento de las capacidades, donde se recurrirá a diversas recomendaciones de autores e instituciones, al igual que comentarán la evolución de los pliegos de concesiones en casos prácticos. Como parte final se procederá al estudio del pliego de bases del concurso para la construcción y explotación de la futura terminal norte del puerto de valencia, y a la cons, [EN] There are fewer and fewer frontiers in the international business, that is part of the globalized world in which we live, and the distances between countries will be reduced as the years go by, and the main transport of long-distance goods is transport maritime that take almost 90% of the total. This is why it is necessary to understand the operation of the terminals, and study their capacity, because the demand is growing faster and the space of most of the ports is running out, so the only remaining option is the optimization of the processes in order to provide them with the maximum possible productivity. On the other hand, for planning tasks it is also very necessary to know the capabilities of each of the subsystems to be able to adjust them and not oversize any. Therefore, in this project we will start talking about basic port concepts in order to know the operations and basic parts of the ports before further study. Secondly, we will talk about the evolution of port traffic and the surprising increase it had after the invention of the container. Later we will study the different factors that affect the capacities, productivity and service levels of the terminals, especially we will focus on the capacity per docking line and storage, since they are the two most limiting capacities in the large ports. In addition, after studying all the factors that affect, the capacity sizing will proceed, where various recommendations from authors and institutions will be used, as well as commenting on the evolution of the concession documents in practical cases. As a final part, we will proceed to the study of the tender specifications for the construction and operation of the future north terminal of the port of Valencia, and the subsequent application of all the factors previously studied, with the aim of improving productivity, the level of service and capacity of the future north terminal of the port of Valencia.

Automated ground vehicles (AGVs) are essential parts of container operations at many ports. Forming platoons—as conceptually established in trucking—may allow these vehicles to directly cater demand points such as dry ports in the hinterland. In this work, we aim to assess such AGV platoons in terms of operational efficiency and costs, considering the case of the Port of Rotterdam. We propose a multi-objective mixed-integer programming model that minimizes dwell and idle times, on the one hand, and the total cost of the system involving transportation, labor, and platoon formation costs, on the other hand. To achieve Pareto optimal solutions that capture the trade-offs between minimizing cost and time, we apply an augmented epsilon constraint method. The results indicate that all the containers are delivered by AGVs. This not only shortens the dwell time of the containers by decreasing loading/unloading processes and eliminating stacking but also leads to considerable cost savings., Green Open Access added to TU Delft Institutional Repository 'You share, we take care!' - Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public., Transport Engineering and Logistics

Due to the increase of global containerized trade and container vessel sizes, the necessity of container terminal development is unavoidable. On the other hand, designing a container terminal is a very complex process, and on a concept design phase, a quick assessment for the design alternatives should be done in a limited time, cost, and effort. Therefore, an automated tool is developed by (Koster, 2019) to ease and accelerate the work of the engineers. However, further development is required for the automated tool, especially for the layout generation tool to also consider area limitations. This research aims to answer the research question: ‘How can a container terminal be designed in the concept design phase while taking into account area limitations?’. The premise is answered by developing an automated tool (i.e. design tool) for container terminal design that consider not only terminal throughput and design rules for the main input but also terminal shape and dimensions. The algorithms implemented within the design tool will correspond for at least four tasks: recognizing the terminal shape and dimension as the boundary condition, modifying container block configuration (either by enlarging/reducing its size), generating the container blocks, and determining the desired output. After the design tool is developed, it will be validated using case studies from existing terminals by comparing several validation parameters: terminal layout, terminal capacity, the number of blocks, blocks configuration, stacking density and stacking orientation. Other than that, the design tool is also reviewed by using three types of applicability: design alternatives for all types of equipment, element calculation & cost estimation from all design alternatives, and changing throughput demand. In this thesis, we can find the development and validation of the design tool that will give us the answer to the main deliverables of a concept design phase. The design tool is capable, Civil Engineering | Hydraulic Engineering

The size of container ships is constantly growing over recent decades due to a continuous search for economies of scale by shipping lines. The growth of the container ships has necessitated ports to adapt, e.g. by increasing the water depth requirements. Many of the conventional onshore ports cannot receive larger ships without dredging activities due to depth restrictions. A considerable amount of dredging is necessary to create an access channel to reach deep waters. The development of offshore-onshore port systems can be a huge opportunity for coastal zones with an extensive shallow foreshore to limit the channel dredging costs. However, the methodology for evaluating the design of innovative solutions, like offshore-onshore port systems, is limited compared to the evaluation of conventional onshore port designs. A framework, including the cost-based evaluations, could serve as a reference to make more deliberate and integral choices between various types of port systems. Therefore, the objective of this research is to evaluate the major logistical trade-offs regarding various types of port systems based on costs. Three port system alternatives, including the associated characteristics, are introduced: i) an onshore port system, ii) an offshore-onshore port system with a waterway transport link and iii) an offshore-onshore port system with a fixed infrastructure link. Next, two characteristic design variables are identified to specify the design scenarios: i) the capacity of the design vessel and ii) the distance between the offshore and onshore terminal. The developed model comprises two parts. The first part is developed to determine the required port system elements and to make the corresponding cost estimates for the specified design scenarios, for all three port system alternatives. The second part is developed to address the logistics of the offshore-onshore port system with a waterway transport link. The results show that the cost estimates of offshore-ons, Civil Engineering | Hydraulic Engineering

This thesis presents, and brings together, the Ship Loading and the Crane Split problems for shipping container terminals. These problems have been extensively studied in the available literature, but no efforts have been made to solve them in an integrated manner. State-of-the-art research only provides interesting ideas on how to separately solve these problems. Nevertheless, some integration ideas of related problems are interesting for possible work lines. This thesis aims to exploit the flexibility that integrated management of loading operation, planning of terminal resources (quay cranes), and their proper scheduling can provide. The flexibility comes from a cooperative agreement between the terminal operator and the liner shipping company, specifying that the terminal has the right to decide which specific container to load for each slot obeying the class-based stowage plan developed by the liner. Initially, a mathematical model for solving the integrated problem has been formulated. Additionally, another model to obtain strong lower bounds has also been developed. Then a matheuristic solution method to efficiently solve the problem has been proposed. Results prove that the developed algorithm achieves high-quality solutions in a decent amount of time, outperforming the mathematical model due to its inability to solve large benchmark instances because of the extraordinary difficulty associated with them.

Automated ground vehicles (AGVs) are essential parts of container operations at many ports. Forming platoons—as conceptually established in trucking—may allow these vehicles to directly cater demand points such as dry ports in the hinterland. In this work, we aim to assess such AGV platoons in terms of operational efficiency and costs, considering the case of the Port of Rotterdam. We propose a multi-objective mixed-integer programming model that minimizes dwell and idle times, on the one hand, and the total cost of the system involving transportation, labor, and platoon formation costs, on the other hand. To achieve Pareto optimal solutions that capture the trade-offs between minimizing cost and time, we apply an augmented epsilon constraint method. The results indicate that all the containers are delivered by AGVs. This not only shortens the dwell time of the containers by decreasing loading/unloading processes and eliminating stacking but also leads to considerable cost savings., Green Open Access added to TU Delft Institutional Repository 'You share, we take care!' - Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public., Transport Engineering and Logistics

Due to the increase of global containerized trade and container vessel sizes, the necessity of container terminal development is unavoidable. On the other hand, designing a container terminal is a very complex process, and on a concept design phase, a quick assessment for the design alternatives should be done in a limited time, cost, and effort. Therefore, an automated tool is developed by (Koster, 2019) to ease and accelerate the work of the engineers. However, further development is required for the automated tool, especially for the layout generation tool to also consider area limitations. This research aims to answer the research question: ‘How can a container terminal be designed in the concept design phase while taking into account area limitations?’. The premise is answered by developing an automated tool (i.e. design tool) for container terminal design that consider not only terminal throughput and design rules for the main input but also terminal shape and dimensions. The algorithms implemented within the design tool will correspond for at least four tasks: recognizing the terminal shape and dimension as the boundary condition, modifying container block configuration (either by enlarging/reducing its size), generating the container blocks, and determining the desired output. After the design tool is developed, it will be validated using case studies from existing terminals by comparing several validation parameters: terminal layout, terminal capacity, the number of blocks, blocks configuration, stacking density and stacking orientation. Other than that, the design tool is also reviewed by using three types of applicability: design alternatives for all types of equipment, element calculation & cost estimation from all design alternatives, and changing throughput demand. In this thesis, we can find the development and validation of the design tool that will give us the answer to the main deliverables of a concept design phase. The design tool is capable, Civil Engineering | Hydraulic Engineering

The size of container ships is constantly growing over recent decades due to a continuous search for economies of scale by shipping lines. The growth of the container ships has necessitated ports to adapt, e.g. by increasing the water depth requirements. Many of the conventional onshore ports cannot receive larger ships without dredging activities due to depth restrictions. A considerable amount of dredging is necessary to create an access channel to reach deep waters. The development of offshore-onshore port systems can be a huge opportunity for coastal zones with an extensive shallow foreshore to limit the channel dredging costs. However, the methodology for evaluating the design of innovative solutions, like offshore-onshore port systems, is limited compared to the evaluation of conventional onshore port designs. A framework, including the cost-based evaluations, could serve as a reference to make more deliberate and integral choices between various types of port systems. Therefore, the objective of this research is to evaluate the major logistical trade-offs regarding various types of port systems based on costs. Three port system alternatives, including the associated characteristics, are introduced: i) an onshore port system, ii) an offshore-onshore port system with a waterway transport link and iii) an offshore-onshore port system with a fixed infrastructure link. Next, two characteristic design variables are identified to specify the design scenarios: i) the capacity of the design vessel and ii) the distance between the offshore and onshore terminal. The developed model comprises two parts. The first part is developed to determine the required port system elements and to make the corresponding cost estimates for the specified design scenarios, for all three port system alternatives. The second part is developed to address the logistics of the offshore-onshore port system with a waterway transport link. The results show that the cost estimates of offshore-ons, Civil Engineering | Hydraulic Engineering

Reefers are refrigerated containers commonly used for transporting perishable goods such as meat, fish, vegetables and fruit. Nowadays, reefers are responsible for 40% of the total energy consumption of container terminals, when connected to the electricity grid on shore. Every time when a large number of reefers is plugged-in after arrival, peaks in energy consumption occur. As container terminals purchase energy using a demand-based fee, exceeding the reserved capacity during peak times increases the energy costs of the terminal significantly. So far the literature has not dealt with the root causes of peak energy consumption of reefers, or ways to reduce these peaks. The aim of this paper is to identify the root causes and to quantify their importance. We use data of energy consumption of reefers at a large container terminal, over the period of 1 year. In order to identify the importance of factors, we apply a sequential multiple regression analysis approach with backwards feature selection. Variations in energy demand are explained for 77% by the arrival pattern of containers, for about 5% by dwell time and for 2% by other factors, such as container temperature at plug-in. Promising approaches to reduce peak energy consumption of reefers includes dynamic pricing, energy management and specific peak shaving strategies.

Strategic alliances in the container shipping sector, and requirements imposed by consolidated hinterland modalities such as trains and barges, have resulted in container terminals facing increasing pressures to cooperate to handle increasingly intertwined container flows. However, concession agreements and market conditions often also pressure terminals to compete. This paper aims to help understand how pressures for competition and cooperation conflict, what problems this causes, what drives these tensions, and how these can be resolved. The drivers of port competitiveness are generally conceptualized as straightforward criteria related to costs, efficiency, location, and infrastructure. Because of the focus on these ‘hard’, quantifiable factors, the qualitative relational underpinnings of port performance are often overlooked. This paper explores how inter-organizational relations function as a major underpinning of port performance and competitiveness. Interviews with a representative selection of stakeholders in the Port of Rotterdam reveal the problems that can occur when cooperation between terminals is under pressure. These problems relate to deficiencies in inter-organizational relationships, which do not tend to arise spontaneously in a competitive context. This paper provides a framework that helps understand how firms can simultaneously balance pressures for competition and imperatives for cross-firm integration and cooperation. Several technical and organizational solutions are suggested, but effective implementation depends on various tacit factors – including trust, shared values, and a sense of community – that determine stakeholders’ willingness to commit and cooperate.

Reefers are refrigerated containers commonly used for transporting perishable goods such as meat, fish, vegetables and fruit. Nowadays, reefers are responsible for 40% of the total energy consumption of container terminals, when connected to the electricity grid on shore. Every time when a large number of reefers is plugged-in after arrival, peaks in energy consumption occur. As container terminals purchase energy using a demand-based fee, exceeding the reserved capacity during peak times increases the energy costs of the terminal significantly. So far the literature has not dealt with the root causes of peak energy consumption of reefers, or ways to reduce these peaks. The aim of this paper is to identify the root causes and to quantify their importance. We use data of energy consumption of reefers at a large container terminal, over the period of 1 year. In order to identify the importance of factors, we apply a sequential multiple regression analysis approach with backwards feature selection. Variations in energy demand are explained for 77% by the arrival pattern of containers, for about 5% by dwell time and for 2% by other factors, such as container temperature at plug-in. Promising approaches to reduce peak energy consumption of reefers includes dynamic pricing, energy management and specific peak shaving strategies., Transport and Logistics, Transport and Planning

Tothom coneix quin és el concepte d’una ruta marítima. És una ruta que fan els vaixells actualment per a transportar, a part de moltes altres mercaderies, contenidors d’un costat a l’altre del planeta. Però on van a parar aquests contenidors? Com es descarreguen? Quin tipus d’estratègia hi ha darrera d’una descàrrega i una càrrega sabent que les terminals cobren diners per llogar l’espai d’atracament? Ha de ser quelcom molt dinàmic i sense pèrdues de temps. Degut al creixement exponencial en el que es troba aquest sector, el que es va pretendre principalment amb aquest treball era la comparació de dos tipus d’organitzacions de les terminals. El sistema de Straddle Carrier i el sistema de Rubber-Tyred-Gantry Crane (Transtainers). El fil conductual del treball ha sigut anar exposant un seguit de característiques ideals que poden tenir les terminals de contenidors i les importàncies que hi tenen segons les tipologies. A tot això, aquesta primera comparació que s’obté, resulta insuficient, ja que per l’experiència obtinguda a través dels anys treballats en el sector, es quedava curta. Així doncs, es canvia la idea de definir i puntualitzar els conceptes que hi ha darrera d’una terminal perquè sigui competitiva. Comparant les situacions geogràfiques en les que es troben, les avantatges climàtiques i posicions estratègiques degut a les rutes comercials més transitades avui en dia. El punt on porta aquest treball es donar a entendre que hi ha moltes variables que depenen de moltes altres variables. Que el plantejament d’una terminal ideal segons els conceptes extrets estadísticament no duen a una terminal ser més competitiva o no. Hi ha un factor importantíssim a tenir en compte, i és que la realitat no és l’estadística. La teoria analítica és molt vàlida però per plantejar una terminal ideal en un lloc concret, s’ha d’estudiar aquest lloc concret minuciosament i definir una operativa clara i sense fissures.

The increase in population, high standards of living and rapid urbanization has led to an increasing demand for food across the globe. The global trade has made it possible to meet this demand by enabling transport of different food products from one part of the world to another. In this trade, refrigerated containers (reefers) play an important role, due to their ability to maintain the quality of product throughout the journey. However, the transportation and operation of reefers requires a constant supply of power throughout the supply chain. This results in a significant energy consumption by reefers. When large numbers of reefers are involved, this results in high amount of energy consumption at terminals as well. From a terminal perspective, the monthly throughput of reefers shows a lot of variation due to the seasonality of food products. As a result, the growth of reefer trade, the seasonality of food trade and the special requirements of reefers has led to an increase in the peak power demand at terminals. Because utility companies apply extra charges for the highest observed peak demand, it is beneficial for terminals to keep this demand as low as possible to reduce energy costs. There is no prior research on peak energy consumption caused by reefers at a terminal To investigate the opportunities for container terminals to reduce their peak demand, an energy consumption simulation model is developed. With the model two energy reduction strategies are tested to analyze their impact on peak demand: intermitted distribution of power among reefer racks and restriction of peak power consumption among operating reefers. Both strategies show significant opportunities for cost reductions., Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public., Transport and Logistics, Policy Analysis

This paper presents the results of both a qualitative and a quantitative study on the possibilities for peak shaving the energy demand of ship-to-shore (STS) cranes at container terminals. The objective is to present an energy consumption model that visualizes the energy demand of STS cranes and to show the possibilities for reducing the peak demand of STS cranes by implementing rules of operation (i.e. changes to the business operational procedures). The results show that the peak demand (and peak-related costs) can be reduced by 50%, with an increase in the handling time of containerships of less than half a minute per hour handling time. This can be achieved by reducing the maximum energy demand of all operating STS cranes or by limiting the maximum number of simultaneously lifting STS cranes. If (one of) these rules of operation is implemented, an intermediate container terminal with six to eight STS cranes can save up to €250,000 per year, which is about 48% of total peak-related energy costs., Transport and Logistics

The increase in population, high standards of living and rapid urbanization has led to an increasing demand for food across the globe. The global trade has made it possible to meet this demand by enabling transport of different food products from one part of the world to another. In this trade, refrigerated containers (reefers) play an important role, due to their ability to maintain the quality of product throughout the journey. However, the transportation and operation of reefers requires a constant supply of power throughout the supply chain. This results in a significant energy consumption by reefers. When large numbers of reefers are involved, this results in high amount of energy consumption at terminals as well. From a terminal perspective, the monthly throughput of reefers shows a lot of variation due to the seasonality of food products. As a result, the growth of reefer trade, the seasonality of food trade and the special requirements of reefers has led to an increase in the peak power demand at terminals. Because utility companies apply extra charges for the highest observed peak demand, it is beneficial for terminals to keep this demand as low as possible to reduce energy costs. There is no prior research on peak energy consumption caused by reefers at a terminal To investigate the opportunities for container terminals to reduce their peak demand, an energy consumption simulation model is developed. With the model two energy reduction strategies are tested to analyze their impact on peak demand: intermitted distribution of power among reefer racks and restriction of peak power consumption among operating reefers. Both strategies show significant opportunities for cost reductions.

This paper presents the results of both a qualitative and a quantitative study on the possibilities for peak shaving the energy demand of ship-to-shore (STS) cranes at container terminals. The objective is to present an energy consumption model that visualizes the energy demand of STS cranes and to show the possibilities for reducing the peak demand of STS cranes by implementing rules of operation (i.e.changes to the business operational procedures). The results show that the peak demand (and peak-related costs) can be reduced by 50%, with an increase in the handling time of containerships of less than half a minute per hour handling time. This can be achieved by reducing the maximum energy demand of all operating STS cranes or by limiting the maximum number of simultaneously lifting STS cranes. If (one of) these rules of operation is implemented, an intermediate container terminal with six to eight STS cranes can save up to €250,000 per year, which is about 48% of total peak-related energy costs.

The increase in population, high standards of living and rapid urbanization has led to an increasing demand for food across the globe. The global trade has made it possible to meet this demand by enabling transport of different food products from one part of the world to another. In this trade, refrigerated containers (reefers) play an important role, due to their ability to maintain the quality of product throughout the journey. However, the transportation and operation of reefers requires a constant supply of power throughout the supply chain. This results in a significant energy consumption by reefers. When large numbers of reefers are involved, this results in high amount of energy consumption at terminals as well. From a terminal perspective, the monthly throughput of reefers shows a lot of variation due to the seasonality of food products. As a result, the growth of reefer trade, the seasonality of food trade and the special requirements of reefers has led to an increase in the peak power demand at terminals. Because utility companies apply extra charges for the highest observed peak demand, it is beneficial for terminals to keep this demand as low as possible to reduce energy costs. There is no prior research on peak energy consumption caused by reefers at a terminal To investigate the opportunities for container terminals to reduce their peak demand, an energy consumption simulation model is developed. With the model two energy reduction strategies are tested to analyze their impact on peak demand: intermitted distribution of power among reefer racks and restriction of peak power consumption among operating reefers. Both strategies show significant opportunities for cost reductions.

The increase in population, high standards of living and rapid urbanization has led to an increasing demand for food across the globe. The global trade has made it possible to meet this demand by enabling transport of different food products from one part of the world to another. In this trade, refrigerated containers (reefers) play an important role, due to their ability to maintain the quality of product throughout the journey. However, the transportation and operation of reefers requires a constant supply of power throughout the supply chain. This results in a significant energy consumption by reefers. When large numbers of reefers are involved, this results in high amount of energy consumption at terminals as well. From a terminal perspective, the monthly throughput of reefers shows a lot of variation due to the seasonality of food products. As a result, the growth of reefer trade, the seasonality of food trade and the special requirements of reefers has led to an increase in the peak power demand at terminals. Because utility companies apply extra charges for the highest observed peak demand, it is beneficial for terminals to keep this demand as low as possible to reduce energy costs. There is no prior research on peak energy consumption caused by reefers at a terminal To investigate the opportunities for container terminals to reduce their peak demand, an energy consumption simulation model is developed. With the model two energy reduction strategies are tested to analyze their impact on peak demand: intermitted distribution of power among reefer racks and restriction of peak power consumption among operating reefers. Both strategies show significant opportunities for cost reductions., Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public., Transport and Logistics, Policy Analysis

This paper presents the results of both a qualitative and a quantitative study on the possibilities for peak shaving the energy demand of ship-to-shore (STS) cranes at container terminals. The objective is to present an energy consumption model that visualizes the energy demand of STS cranes and to show the possibilities for reducing the peak demand of STS cranes by implementing rules of operation (i.e. changes to the business operational procedures). The results show that the peak demand (and peak-related costs) can be reduced by 50%, with an increase in the handling time of containerships of less than half a minute per hour handling time. This can be achieved by reducing the maximum energy demand of all operating STS cranes or by limiting the maximum number of simultaneously lifting STS cranes. If (one of) these rules of operation is implemented, an intermediate container terminal with six to eight STS cranes can save up to €250,000 per year, which is about 48% of total peak-related energy costs., Transport and Logistics

This paper presents the flexible containership loading problem for seaport container terminals. The integrated management of loading operations, planning of the transport vehicles to use and their scheduling is what we define as the Flexible Ship Loading Problem (FSLP). The flexibility comes from a cooperative agreement between the terminal operator and the liner shipping company, specifying that the terminal has the right to decide which specific container to load for each slot obeying the class-based stowage plan received from the liner. We formulate a mathematical model for the problem. Then we present various modelling enhancements and a mathematical model to obtain strong lower bounds. We also propose a heuristic algorithm to solve the problem. It is shown that enhancements improve the performance of formulation significantly, and the heuristic efficiently generates high-quality solutions. Results also point out that substantial cost savings can be achieved by integrating the ship loading operations.

The twin ports of Long Beach (POLB) and Los Angeles (POLA), consisting of fourteen individually gated terminals, combine to create the largest container port complex in the US. In 2015, the combined ports handled 15.4 million 20-foot equivalent units (TEUs), a 56% increase since 2000, expected to grow higher in the future. This large number of containers and the associated trips to/from the ports, result in traffic congestion, noise pollution, and greenhouse gas emissions in the vicinity of the ports. The current project studies the concept of “Centralized Processing of Chassis,” and the possibility of using it to mitigate some of these problems. This concept revolves around an off-dock terminal (or several off-dock terminals), referred to as Chassis Processing Facilities (CPFs). A CPF is located close to the port, where trucks will go to exchange chassis, thereby reducing traffic at the marine terminals, resulting in reduced travel times and reduced congestion. The current project develops the required analytical framework for modeling and optimization of the CPF use. The developed analytical model is applied to a case study in the Los Angeles/Long Beach port area. The case study identifies sixteen locations in the vicinity of the ports that can be potentially used as CPFs, and examines several scenarios of container pickup/drop-off transactions. The study presents comparisons between the case when chassis exchanges occur at the CPFs versus the case when chassis exchanges occur at the marine terminals. It is shown that a reduction of up to 20% in total travel time can be achieved when using the CPFs, as compared to using only the marine terminals. The study also shows that using up to three of the potential sixteen CPFs provides significant improvements to total travel time, but using more than three CPFs will have insignificant additional benefits. Moreover, a discrete event simulation model is developed and used for detailed simulation scenarios, as well as for e

Parodying the title of a famous essay by Jacques Monod (1971), this article attempts to synthesize several research studies that have examined the relevance of opening (or not) new container terminals in recent years in Belgium. These terminals are essential components in intermodal transport networks, but they have a cost. To be profitable, the additional cost of transshipment must be offset by a gain in transport costs. However, there is no a priori guarantee that an additional facility will be profitable, whereas the opening of new terminals is very regularly mentioned as a “must have” in the pre-election political speeches., En parodiant le titre d’un célèbre essai de Jacques Monod (1971), cet article tente de synthétiser un certain nombre de travaux de recherche qui, ces dernières années, ont examiné la pertinence d’ouvrir (ou non) de nouveaux terminaux à conteneurs sur le territoire belge. Ces terminaux sont des éléments essentiels dans un réseau de transport intermodal, mais ils ont un coût. Pour être rentable, le coût additionnel engendré par les transbordements doit être compensé par un gain dans les coûts de transport. Or, rien ne garantit a priori que l’opération soit rentable, alors que l’ouverture de nouveaux terminaux est très régulièrement présentée comme une opportunité incontournable dans les discours politiques préélectoraux…

Full Text, Thesis (PhD Doctorate), Doctor of Philosophy (PhD), Griffith School of Business, Griffith Business School, Container terminals are an essential component of modern trade through their role in the provision of a temporary storage location for containers arriving from, and destined for, multiple international and domestic locations. Given the growth in container shipping, there is continuing pressure to improve the productivity of terminal operations, not least as a means of helping to ensure that ports maintain their competitiveness in the global arena. However, each container port requires the integrated operation of multiple items of expensive equipment and, thus, improving the efficiency of the resultant scheduling processes is a key goal. This challenge has, inevitably, attracted the prior attention of researchers, particularly those with expertise in optimisation techniques. However, notwithstanding the complexity of the environment and the large number of different items of equipment that are in operation at any time, many proposed solutions adopt a deterministic approach. It is argued that this is, both from a theoretical and a practical perspective, an unrealistic simplification of the reality of the management challenge. The aim of this dissertation is, therefore, to incorporate uncertainty into the analysis of the container terminal environment, with a particular focus on the quay crane scheduling problem (QCSP) and the yard crane scheduling problem (YCSP).

The increase in population, high standards of living and rapid urbanization has led to an increasing demand for food across the globe. The global trade has made it possible to meet this demand by enabling transport of different food products from one part of the world to another. In this trade, refrigerated containers (reefers) play an important role, due to their ability to maintain the quality of product throughout the journey. However, the transportation and operation of reefers requires a constant supply of energy throughout the supply chain. This results in a significant energy consumption by reefers. When large numbers of reefers are involved, this results in high amount of energy consumption at terminals as well. From a terminal perspective, the monthly throughput of reefers shows a lot of variation due to the seasonality of food products. As a result, the growth of reefer trade, the seasonality of food trade and the special requirements of reefers has led to an increase in the peak power demand at terminals. Because utility companies apply extra charges for the highest observed peak demand, it is beneficial for terminals to keep this demand as low as possible to reduce energy costs. To investigate the opportunities for container terminals to reduce their peak demand, an energy consumption simulation model is developed. With the model two energy reduction strategies are tested to analyze their impact on peak demand: intermitted distribution of power among reefer racks and restriction of peak power consumption among operating reefers. Both strategies show significant opportunities for cost reductions., Transport and Logistics, System Engineering, Policy Analysis

Planning the operations within a container terminal is a complex task. It requires planners to demonstrate adaptive behavior while handling stressful, complex, and unexpected situations in today's dynamic and technology dependent workplace. This paper aims at investigating the role of multi-tasking ability, moderated by an individual's personality type, in predicting planner task performance using simulation gaming methods. Hierarchical regression analysis results demonstrate that the direct effect of multi-tasking ability on performance is positive and significant. With one exception, the personality traits do not significantly intensify or lessen the impact of multi-tasking in predicting task performance. The personality trait, openness to experience, significantly lessens the impact of multi-tasking ability on performance. Our results suggest that container terminal operators may benefit by considering the above-mentioned results while allocating planning tasks to their employees and new recruits. The instruments used in this research could also be used for evaluating and training candidate planners., Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public., Policy Analysis

The twin ports of Long Beach (POLB) and Los Angeles (POLA), consisting of fourteen individually gated terminals, combine to create the largest container port complex in the US. In 2015, the combined ports handled 15.4 million 20-foot equivalent units (TEUs), a 56% increase since 2000, expected to grow higher in the future. This large number of containers and the associated trips to/from the ports, result in traffic congestion, noise pollution, and greenhouse gas emissions in the vicinity of the ports. The current project studies the concept of “Centralized Processing of Chassis,” and the possibility of using it to mitigate some of these problems. This concept revolves around an off-dock terminal (or several off-dock terminals), referred to as Chassis Processing Facilities (CPFs). A CPF is located close to the port, where trucks will go to exchange chassis, thereby reducing traffic at the marine terminals, resulting in reduced travel times and reduced congestion. The current project develops the required analytical framework for modeling and optimization of the CPF use. The developed analytical model is applied to a case study in the Los Angeles/Long Beach port area. The case study identifies sixteen locations in the vicinity of the ports that can be potentially used as CPFs, and examines several scenarios of container pickup/drop-off transactions. The study presents comparisons between the case when chassis exchanges occur at the CPFs versus the case when chassis exchanges occur at the marine terminals. It is shown that a reduction of up to 20% in total travel time can be achieved when using the CPFs, as compared to using only the marine terminals. The study also shows that using up to three of the potential sixteen CPFs provides significant improvements to total travel time, but using more than three CPFs will have insignificant additional benefits. Moreover, a discrete event simulation model is developed and used for detailed simulation scenarios, as well as for e

Seaports- the nexus of trade, logistics, and production- are hugely important in facilitating both national and international trade. Recent decades have witnessed a spectacular increase in freight transport worldwide, 90% of which crosses the sea after loading in seaports. Container transport in particular has been influenced by this increase in global sea transport.

This report presents the analysis of the concentration evolution of the container throughput in the Mediterranean ports from 2.000 to 2.015. Nowadays, the Mediterranean region is not only a completely mature market but also one which presents a strong demand which is likely to continue growing during the following years. In order to examine the level of concentration of the container terminals, different indexes have been used. These are the Concentration Ratios (CR1, CR3 and CR10), the Gini coefficients and Lorenz curve, the Herfindahl-Hirschman Index (HHI) and the new Geo-Economic Concentration Index (GECI). The main conclusions derived from this report are the following. Firstly, the total container throughput in the Mediterranean area during the last fifteen years has experienced an impressive growth, from 18.398.741 million TEUs in 2.000 to 46.166.931 million TEUs in 2.015. Secondly, the container throughput concentration has experienced a slight decrease during the first decade of the 2.000s (from a HHI of 0,069 in 2.000 to 0,054 in 2.015) after what it seems to have stabilised around the same values with minor fluctuations. Moreover, the gravity centre of the container traffic of the area has shift from the Western Mediterranean to the Central Mediterranean, especially due to the growth in number of total TEUs and market share of the ports of Ambarli (Turkey) and Port Said (Egypt). Finally, the ports which have experienced the most positive evolution (with an increase of their market share) are the hubs, which involve a larger percentage of transhipment activity.

Seaports- the nexus of trade, logistics, and production- are hugely important in facilitating both national and international trade. Recent decades have witnessed a spectacular increase in freight transport worldwide, 90% of which crosses the sea after loading in seaports. Container transport in particular has been influenced by this increase in global sea transport.

Container terminals are an essential component of modern trade through their role in the provision of a temporary storage location for containers arriving from, and destined for, multiple international and domestic locations. Given the growth in container shipping, there is continuing pressure to improve the productivity of terminal operations, not least as a means of helping to ensure that ports maintain their competitiveness in the global arena. However, each container port requires the integrated operation of multiple items of expensive equipment and, thus, improving the efficiency of the resultant scheduling processes is a key goal. This challenge has, inevitably, attracted the prior attention of researchers, particularly those with expertise in optimisation techniques. However, notwithstanding the complexity of the environment and the large number of different items of equipment that are in operation at any time, many proposed solutions adopt a deterministic approach. It is argued that this is, both from a theoretical and a practical perspective, an unrealistic simplification of the reality of the management challenge. The aim of this dissertation is, therefore, to incorporate uncertainty into the analysis of the container terminal environment, with a particular focus on the quay crane scheduling problem (QCSP) and the yard crane scheduling problem (YCSP)., Thesis (PhD Doctorate), Doctor of Philosophy (PhD), Griffith School of Business, Griffith Business School, Full Text

The increase in population, high standards of living and rapid urbanization has led to an increasing demand for food across the globe. The global trade has made it possible to meet this demand by enabling transport of different food products from one part of the world to another. In this trade, refrigerated containers (reefers) play an important role, due to their ability to maintain the quality of product throughout the journey. However, the transportation and operation of reefers requires a constant supply of energy throughout the supply chain. This results in a significant energy consumption by reefers. When large numbers of reefers are involved, this results in high amount of energy consumption at terminals as well. From a terminal perspective, the monthly throughput of reefers shows a lot of variation due to the seasonality of food products. As a result, the growth of reefer trade, the seasonality of food trade and the special requirements of reefers has led to an increase in the peak power demand at terminals. Because utility companies apply extra charges for the highest observed peak demand, it is beneficial for terminals to keep this demand as low as possible to reduce energy costs. To investigate the opportunities for container terminals to reduce their peak demand, an energy consumption simulation model is developed. With the model two energy reduction strategies are tested to analyze their impact on peak demand: intermitted distribution of power among reefer racks and restriction of peak power consumption among operating reefers. Both strategies show significant opportunities for cost reductions., Transport and Logistics, System Engineering, Policy Analysis

Planning the operations within a container terminal is a complex task. It requires planners to demonstrate adaptive behavior while handling stressful, complex, and unexpected situations in today's dynamic and technology dependent workplace. This paper aims at investigating the role of multi-tasking ability, moderated by an individual's personality type, in predicting planner task performance using simulation gaming methods. Hierarchical regression analysis results demonstrate that the direct effect of multi-tasking ability on performance is positive and significant. With one exception, the personality traits do not significantly intensify or lessen the impact of multi-tasking in predicting task performance. The personality trait, openness to experience, significantly lessens the impact of multi-tasking ability on performance. Our results suggest that container terminal operators may benefit by considering the above-mentioned results while allocating planning tasks to their employees and new recruits. The instruments used in this research could also be used for evaluating and training candidate planners., Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public., Policy Analysis

Tesis por compendio, Despite the continuous evolution in computers and information technology, real-world combinatorial optimization problems are NP-problems, in particular in the domain of planning and scheduling. Thus, although exact techniques from the Operations Research (OR) field, such as Linear Programming, could be applied to solve optimization problems, they are difficult to apply in real-world scenarios since they usually require too much computational time, i.e: an optimized solution is required at an affordable computational time. Furthermore, decision makers often face different and typically opposing goals, then resulting multi-objective optimization problems. Therefore, approximate techniques from the Artificial Intelligence (AI) field are commonly used to solve the real world problems. The AI techniques provide richer and more flexible representations of real-world (Gomes 2000), and they are widely used to solve these type of problems. AI heuristic techniques do not guarantee the optimal solution, but they provide near-optimal solutions in a reasonable time. These techniques are divided into two broad classes of algorithms: constructive and local search methods (Aarts and Lenstra 2003). They can guide their search processes by means of heuristics or metaheuristics depending on how they escape from local optima (Blum and Roli 2003). Regarding multi-objective optimization problems, the use of AI techniques becomes paramount due to their complexity (Coello Coello 2006). Nowadays, the point of view for planning and scheduling tasks has changed. Due to the fact that real world is uncertain, imprecise and non-deterministic, there might be unknown information, breakdowns, incidences or changes, which become the initial plans or schedules invalid. Thus, there is a new trend to cope these aspects in the optimization techniques, and to seek robust solutions (schedules) (Lambrechts, Demeulemeester, and Herroelen 2008). In this way, these optimization problems become harder since a

Transport & Planning, Civil Engineering and Geosciences

The throughput of containers is growing yearly (World Shipping Council, 2011). At the same time the capacity of containerships has grown from several hundreds of containers in the 1960s towards today’s 19,000 TEU carriers. In order to achieve efficient operations of these large containerships, container carriers require high handling speeds and low handling costs when visiting container terminals. This development stimulated continuous innovations at container terminals, resulting in growing automatisation of terminal operations. Where minimisation of costs has always been a key performance indicator for terminals, over the last decade the environmental performance has become another important performance indicator. This environmental performance is enforced by governments and port organisations as well as carriers who demand less emissions for handling their containers at a container terminal to improve the green image of their company and products. In order to save costs and to reduce the greenhouse gas emission (especially CO2) at container terminals, more terminal equipment gets powered by more environment-friendly energy sources like biodiesel, hybrid systems or electricity. Nowadays most modern container terminals are even fully electric. With a focus on higher handling speeds, the peak capacity of terminal equipment (i.e. number of terminal equipment that are operating at the same moment) increases. Because of the high price that is paid for the highest observed peak demand (leading up to 20-30% of the terminals’ energy bill), it is beneficial to keep the peak demand as low as possible to reduce handling costs. To investigate the opportunities for container terminals to reduce their peak demand, an energy consumption model is developed to visualise the energy consumption of terminal equipment at container terminals. The energy consumption model visualises the energy demand (kW/s) by focussing on the different movements that are executed by terminal equipment., Transport & Logistics, Technology, Policy and Management