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Productivity is an extremely important factor in the competitiveness of a container terminal. Productivity itself is largely influenced by the handling mechanisation, the main task of which is to serve the quay cranes on one side and the yard cranes on the other. One of the most effective types of mechanisation in this segment is shuttle carriers, which are used primarily in the larger terminals. The objective of this study was to determine if they can also be used effectively in smaller container terminals with different yard layouts. Therefore, this study shows the impact of the selected layout and handling mechanisation on terminal productivity. The focus is on the berth productivity, as it has the greatest impact on the handling of the vessel in the port. To this end, a discrete-event simulation modelling approach was used in a container terminal of small capacity. The performed simulations included all operations between berth and yard, focusing on the correct allocation of shuttle carriers to ensure optimal results on the sea side of the terminal. The result showed that the use of shuttle carriers brings a substantial performance effect to the container terminal and also has a different effect considering different terminal layouts in terminals with an annual throughput not exceeding 1 million TEU. [ABSTRACT FROM AUTHOR]

Abstract Background In 2017, smaller container ports handled approximately 22% of total containerized cargo. Nowadays liner operators are calling on those ports with larger ships and demanding fast and efficient turnaround of the ships in port. This is possible only if the berth has the right capacities, is working properly and achieves a good productivity level. Methodology Productivity level does not depend only on the quay crane capacities but also the transfer mechanisation, of which the main function is to serve quay cranes on one side and yard cranes on the other side. Choosing the correct type and number of vehicles to transfer container units from berth to yard has become a very important decision in every container terminal. Results In small container terminals yard trucks represents the most common type of transfer mechanization. That is why this research is based on the allocation of the right number of yard trucks to quay cranes in order to assure better productivity levels in the berth and yard subsystems. For this purpose, a discrete-event simulation modelling approach is used. The approach is applied to a hypothetical small container terminal, which includes operations on the berth-yard-berth relation.

Productivity is an extremely important factor in the competitiveness of a container terminal. Productivity itself is largely influenced by the handling mechanisation, the main task of which is to serve the quay cranes on one side and the yard cranes on the other. One of the most effective types of mechanisation in this segment is shuttle carriers, which are used primarily in the larger terminals. The objective of this study was to determine if they can also be used effectively in smaller container terminals with different yard layouts. Therefore, this study shows the impact of the selected layout and handling mechanisation on terminal productivity. The focus is on the berth productivity, as it has the greatest impact on the handling of the vessel in the port. To this end, a discrete-event simulation modelling approach was used in a container terminal of small capacity. The performed simulations included all operations between berth and yard, focusing on the correct allocation of shuttle carriers to ensure optimal results on the sea side of the terminal. The result showed that the use of shuttle carriers brings a substantial performance effect to the container terminal and also has a different effect considering different terminal layouts in terminals with an annual throughput not exceeding 1 million TEU.

Port efficiency and terminal productivity are two key aspects of current market development. Modern advancements in port technology have introduced several operational solutions, such as automation, to increase terminal productivity. While such solutions offer the possibility of achieving increased outputs (e.g. movements per hour), high fixed costs, managerial challenges, and different legislations are hurdles that slow their introduction down. Moreover, few studies have clarified the actual impact of different handling technologies and other external factors (e.g. port location) on overall terminal efficiency. In fact, several academic and industry studies have demonstrated that these varying conditions can impact terminals' output in different ways. With this in mind, the current study discusses preliminary results on the impact of automation technology on port efficiency using a two-step approach (i.e. Data Envelopment Analysis and statistical regression) to understand whether automated terminals guarantee heightened efficiency. Our results show that membership of certain port ranges is a more important factor than heightened automation, though technological advances do represent a viable second option. [ABSTRACT FROM AUTHOR]

Background: In 2017, smaller container ports handled approximately 22% of total containerized cargo. Nowadays liner operators are calling on those ports with larger ships and demanding fast and efficient turnaround of the ships in port. This is possible only if the berth has the right capacities, is working properly and achieves a good productivity level. Methodology: Productivity level does not depend only on the quay crane capacities but also the transfer mechanisation, of which the main function is to serve quay cranes on one side and yard cranes on the other side. Choosing the correct type and number of vehicles to transfer container units from berth to yard has become a very important decision in every container terminal. Results: In small container terminals yard trucks represents the most common type of transfer mechanization. That is why this research is based on the allocation of the right number of yard trucks to quay cranes in order to assure better productivity levels in the berth and yard subsystems. For this purpose, a discrete-event simulation modelling approach is used. The approach is applied to a hypothetical small container terminal, which includes operations on the berth-yard-berth relation. [ABSTRACT FROM AUTHOR]