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[EN] Globalization has caused an increase in cargo volumes in ports, which is starting to produce congestion in some of the main ports, delays in the whole supply chain, higher costs, retention in the vicinity of ports, and more pollution. All of these issues highlight the need to improve current container terminals by searching for enhanced management models. The terminal operating system (TOS) is the operational control system used in container terminals. An improvement of TOS with better functionalities, and their optimization, would increase the efficiency of the terminal. In a previous study, the authors identified and weighted TOS functionalities using the analytic hierarchy process (AHP) method. The aim of this paper is to analyse by simulation how the improvement of the most influential TOS functionalities affects the operational and the environmental performance of a container terminal. Two new TOSs (TOS 2 and TOS 3) were compared with the TOS (TOS 1) currently used at Intersagunto terminal (Spain) by microsimulation using FlexTerm. Results show that modifications to the TOS can improve certain operational aspects, such as the number of containers handled, the occupation of the storage yard, and the dwell times; however, there were not significant improvements in energy consumption and carbon footprint. Further developments should address this issue by modifying other TOS functionalities in order to obtain both operational and environmental improvements at the terminal. This paper is addressed to managers of container terminals, TOS designers, researchers in the field of ports and terminals, and port authorities.

[EN] Globalization has caused an increase in cargo volumes in ports, which is starting to produce congestion in some of the main ports, delays in the whole supply chain, higher costs, retention in the vicinity of ports, and more pollution. All of these issues highlight the need to improve current container terminals by searching for enhanced management models. The terminal operating system (TOS) is the operational control system used in container terminals. An improvement of TOS with better functionalities, and their optimization, would increase the efficiency of the terminal. In a previous study, the authors identified and weighted TOS functionalities using the analytic hierarchy process (AHP) method. The aim of this paper is to analyse by simulation how the improvement of the most influential TOS functionalities affects the operational and the environmental performance of a container terminal. Two new TOSs (TOS 2 and TOS 3) were compared with the TOS (TOS 1) currently used at Intersagunto terminal (Spain) by microsimulation using FlexTerm. Results show that modifications to the TOS can improve certain operational aspects, such as the number of containers handled, the occupation of the storage yard, and the dwell times; however, there were not significant improvements in energy consumption and carbon footprint. Further developments should address this issue by modifying other TOS functionalities in order to obtain both operational and environmental improvements at the terminal. This paper is addressed to managers of container terminals, TOS designers, researchers in the field of ports and terminals, and port authorities.

[EN] While rail transport is growing for medium-distance journeys, the first and last miles are travelled by road, marking a change of transport mode in inland terminals (ITs). Moreover, the introduction of ITs in seaport hinterlands is increasing with a view to decongesting ports, and the best transport mode to connect these ITs with ports is that of rail. In 2013, chemicals were involved in 48 rail accidents in the EU-28 and in 667 in the United States (US). An appropriate design for the layout of inland terminals for containers with dangerous goods (ITDGs) involved in the rail system will increase the safety and operability of rail transport, avoiding accidents such as Tianjin (2015). The novelty of this work is a methodology to design the layout of ITDGs involved in rail transport through a hierarchy of container handling equipment (CHE), used in the yard of the terminal for a safer, more resilient and more environmentally friendly rail transport. The AHP (analytic hierarchy process) was used to hierarchize five alternative layouts, one for each CHE used in the yard; and according to criteria belonging to three areas: safety and security, environment and equipment performance. Results show that a layout linked to platforms is the preferred alternative for storing containers with dangerous goods (DGs) in ITs connected to railways. The implementation of this methodology will reduce consequences in the case of a serious accident in, or terrorist attack on, ITDGs involved in the rail system and GHG (greenhouse gas) emissions in the terminal.

[EN] While rail transport is growing for medium-distance journeys, the first and last miles are travelled by road, marking a change of transport mode in inland terminals (ITs). Moreover, the introduction of ITs in seaport hinterlands is increasing with a view to decongesting ports, and the best transport mode to connect these ITs with ports is that of rail. In 2013, chemicals were involved in 48 rail accidents in the EU-28 and in 667 in the United States (US). An appropriate design for the layout of inland terminals for containers with dangerous goods (ITDGs) involved in the rail system will increase the safety and operability of rail transport, avoiding accidents such as Tianjin (2015). The novelty of this work is a methodology to design the layout of ITDGs involved in rail transport through a hierarchy of container handling equipment (CHE), used in the yard of the terminal for a safer, more resilient and more environmentally friendly rail transport. The AHP (analytic hierarchy process) was used to hierarchize five alternative layouts, one for each CHE used in the yard; and according to criteria belonging to three areas: safety and security, environment and equipment performance. Results show that a layout linked to platforms is the preferred alternative for storing containers with dangerous goods (DGs) in ITs connected to railways. The implementation of this methodology will reduce consequences in the case of a serious accident in, or terrorist attack on, ITDGs involved in the rail system and GHG (greenhouse gas) emissions in the terminal.