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1

Evaluation of sinking effect in container stack

Kuznetsov A. L., Kirichenko A. V., Semenov A. D.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2020

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Vol. 14, no. 1

159--162

EN

The container yard is the key element of any modern container terminal. The huge amount of boxes dwelling on the operational areas of the terminals could occupy a lot of space, since one-time storage capacity of the container mega terminal handling over one million TEUs annually is something around 20 000 TEUs. The ecological pressure imposed on modern container terminal does not permit to allocate for this storage large land areas, thus forcing the box stacks grow high. The selection of the individual boxes becomes a complex and time-consuming procedure, demanding a lot of technological resources and deteriorating the service quality. The predicted combinatorial growth of redundant moves needed to clear the access to the individual container is aggravated by the well-known and widely discussed ‘sinking effect’, when containers arrived earlier are gradually covered by the ones arriving afterwards. While the random selection could be adequately assessed by combinatorial methods, the ‘sinking effect’ allows neither intuitive consideration, nor any traditional mathematical means. The only practical way to treat this problem today is in simulation, but the simulation itself causes yet another problem: the problem of model adequacy. This study deals with one possible approach to the problem designated to prove its validity and adequacy, without which the simulation has naught gnoseological value.

2

A simplified forecasting model for the estimation of container traffic in seaports at a national level – the case of Poland

Matczak M.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2020

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Vol. 14, no. 1

153--158

EN

Comprehensive forecasting of future volumes of container traffic in seaports is important when it comes to port development, including investments, especially in relation to costly transport infrastructure (e.g. new terminals). The aim of this article is to present a specific, simplified model of demand forecasting for container traffic in seaports as well as to give a practical verification of the model in the Polish seaport sector. The model consists of relevant indexes of containerisation (values, dynamics) referring to the macroeconomic characteristics of the country of cargo origin as well as destination-predictor variables (e.g. population, foreign trade, gross domestic product). This method will facilitate the evaluation of three basic segments of the container market: foreign trade services, maritime transit flows and land transit flows. International comparisons of indexes (benchmarking) as well as extrapolations of future changes can support this prediction process. A practical implementation of this research has enabled us to calculate that the total container volume in Poland will be approximately 4.69 – 4.87 million TEU by the year 2023.

3

Analiza obsługi statków kontenerowych na terminalu głębokowodnym DCT

Kulesza Justyna, Dobke Przemysław

Journal of TransLogistics

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2019

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Vol. 5, nr 1

69--77

PL

Artykuł prezentuje analizę przeładunków kontenerów na terminalu DCT w Gdańsku. W pierwszej części referatu przedstawiono charakterystykę nabrzeży T1 i T2, ze szczególnym uwzględnieniem danych technicznych suwnic. Druga część artykułu to analiza ilości statków wpływających do terminalu, wielkości tych statków, oraz ilość przeładunków na przestrzeni lat. Zakończenie zawiera wnioski dotyczące strategii rozwojowej DCT Gdańsk na podstawie zgromadzonych informacji.

EN

Article presents analysis of the container reloads in DCT terminal in Gdańsk. First part contains characteristics of T1&T2 quay, with extraordinary data about STS crains. Second part is mainly about ship traffic, and its size. Authors mentioned information about volume of containers over the years. Ending is article summary, with conlusion, about DCT's development strategy.

4

Logistic conditions of container transportation on the Oder Waterway

Kulczyk J., Tabaczek T.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2018

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Vol. 12, no. 1

135--141

EN

The paper contains the analysis of the possibility of container transportation on the Oder Waterway (the Gliwice Canal, the canalized stretch of the Oder River, and the regulated stretch of the Oder River), on the assumption that the waterway complies with conditions of class III European waterway. The analysis is based on the concept of modern motor cargo vessel, adjusted to hydraulic parameters of waterway. The vessel is designed for ballasting when passing under bridges. The amount of ballast water that enables transportation of two tiers of containers is given. The costs of waterborne transportation are compared to the costs of rail transportation of containers on selected shipping routes.

5

Designing of Functional Areas of Intermodal Terminals

Pyza D., Jachimowski R.

Logistics and Transport

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2018

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Vol. 40, No. 4

83--90

EN

This article is about the design of intermodal terminals. The classification of intermodal terminals and their role in the transport chain have been presented. Particular attention has been paid to the design of functional zones of the intermodal terminal serving both containers as well as swap bodies and semi-trailers. Technical and technological requirements for these zones have been determined. Theoretical example of calculation of selected functional zones of intermodal terminal is presented.

6

Selected aspects of costs shaping in the intermodal terminal

Jachimowski R.

Journal of KONES

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2018

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Vol. 25, No. 1

151--158

EN

The article presents the problems of designing intermodal terminals from the point of view of expenditures on construction and equipment as well as costs of its operation. The scope of factors to be considered at the design stage of the intermodal terminal was determined. The principles of calculation of expenditure on terminal infrastructure are presented. Based on these expenditures, the principles of calculating the cost of maintenance of equipment and labour are outlined. In addition, the practical examples of determining the cost of operation of handling equipment and labour costs are presented. The terminal carries out the functions of transhipment of intermodal transport units between means of transport, belonging to different modes of transport and the operations on these units in connection with their storage. Due to the different types of external means of transport operated in the intermodal terminal, a sufficient number of rail tracks, roads lines, storage, and handling areas should be provided. Apart from expenditures and costs, an important element in the design of an intermodal terminal is its location in the logistics network.

7

Review of transport decision problems in the marine intermodal terminal

Jachimowski R.

Archives of Transport

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2017

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Vol. 44, iss. 4

35--45

EN

The article is a review of the transport problems that appear in a marine intermodal terminal. The importance of intermodal terminals has been increasing since the 1980s as a result of the development of containerized international trade. This increase in the handling of containers cause problems connected with securing adequate space for container storage or efficient usage of available terminal loading equipment such as cranes, AGVs, straddle carriers or terminal tractors with trailers. The equipment of a terminal depends mainly on the size of containers flow. The use of this equipment determine the terminal technology and work organization. That is why the classification of intermodal container terminals is presented in chapter 2. This classification was made according to different criteria. To understand transport problems, the identification of processes performed in the marine intermodal terminal is presented in chapter 3. For the purpose of research an example of an intermodal marine terminal with its individual functional areas is presented. Finally, the literature review on research conducted on the transport processes performed in the terminal are presented in chapter 4. These processes refer to quay side and land side horizontal transport operations. Additionally, the arrangement of containers at the storage yard was investigated.

8

The influence of economic and geographic conditions on the development of container terminals at the Szczecin and Świnoujście Seaports Authority

Posacka K.

Zeszyty Naukowe Akademii Morskiej w Szczecinie

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2016

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nr 47 (119)

98--105

EN

This publication describes the factors governing the development of containerization in Szczecin and Świnoujście Seaports Authority, together with their organizational infrastructure and economy. These factors include port access to transportation facilities, which has a major influence on economic development and strengthens the position in the Polish market. Geographic location of both the port and the status and functioning of the Szczecin-Świnoujście fairway were taken into account. The amount of container handling in the ports described in the years from 2004 to 2015 was examined. The Szczecin and Świnoujście Seaports Authority is discussed in terms of size and progress of its changes, and handling capacity compared to other marine container terminals in Poland.

9

Tworty Box to Improve the Equipment Logistics of Container Lines

Malchow U.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2016

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Vol. 10, no. 2

323--330

EN

A major share of all empty container positioning (deadheading) is resulting from imbalances with regard to container sizes (20ft/40ft). In order to reduce the shipments of 'containerised air' a new type of container has been developed by the author: The Tworty Boxes can either be used as a standard 20ft or in coupled condition as a 40ft container. The outside appearance resembles any standard 20ft container. However the Tworty Box is unique in that it has an additional door at the front side that opens to the inside. This door can be fixed to the ceiling and by using of bonding elements another Tworty Box can be joined up, thereby creating the full 40ft inside space. Operated as a single 20ft box the additional door remains locked, access is only through the existing standard door. Tworty Boxes do not require any additional components and fulfil all ISO and CSC requirements.

10

Hierarchical Model of Container Ports Throughput

Rozmarynowska M., Smolarek L.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2015

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Vol. 9, no. 4

461--466

EN

In this article the attempt has been made to construct hierarchical model of container ports throughput development. The presented hierarchical approach uses the relationships of development of global economy and container flows at different geographical levels: global (container throughput in all seaport on the world), regional (container throughput in the Baltic seaports) and national (container throughput in Polish seaports). Model have been evaluated for their fit and usefulness for predictive purposes.

11

Estimation of seagoing ship's engine power based on distinguishing quantity parameter

Charchalis A., Krefft J.

Journal of KONES

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2010

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Vol. 17, No. 2

51-56

EN

The power of main engine must be determined in such a way to let the seagoing ship reaches the predicted, in the agreement with the ship owner, service speed. Significant influence on the main engine power, apart from the ship 's speed, has a geometry shape and the dimensions of the ship's hull. Begins from the general form of Admiralition's equation, it is essential to establish the specific quantity parameter for the estimation of main engine power. That parameter can be described by the displacement, DWT, LBT, TEU number, the 14 tons TEU number etc. depends on the type of the seagoing vessel. The estimation of the specified maximum continuous rating SMCR based on the quantity parameter can be practicable in the preliminary design stage because of the small number of the known design data and the importance of the design decisions made at that level. The characteristic quantity parameter to establish the main engine power of the seagoing ship has been determined using the data of the contemporary container ships in operation. The research has been done in the whole range of the container capacity in TEU, where the combustion, reciprocation engines are used to propel the seagoing vessels. The statistical and regression tools have been utilized in the data analysis process to determine the quantity parameter.

12

Electric power of contemporary container vessels in a preliminary stage

Charchalis A., Krefft J.

Journal of KONES

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2009

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Vol. 16, No. 3

77-84

EN

Permanent growth of sea trade demand has contributed to strong expansion of container carriers [5, 6]. The number of the biggest capacity container carriers is growing along with the number of container vessels at sea. The increasing demand for small feeders and feeders with higher trade capacity, meaning more TEU on board and higher en route speed resulting from higher number of large capacity container carriers that will call at a few main seaports, is predictable. Such a developing way of contemporary container vessels have led to the need of research-developing activities with references to design and ship building proces s, and new view at the electric matters. Approximations in use to determine the container vessels electric power are not accurate any more for the contemporary container carriers. Revision of the electric power relations and searching for the new mathematical models let determine with an essential approximation the electric power demand for contemporary vessels. The electric power calculations for the contemporary container carriers where the diesel and shaft generators have been used within whole range of container capacities, have been shown in the article. The electric power using multiple regression model has been calculated based on values collected in the container vessels data base. Different electric power relations have been determined for the container vessels with diesel and shaft generators and different for the ships with diesel generators only. Moreover, the diesel generators number and power have been discussed.

PL

Znaczący rozwój transportu morskiego doprowadził do silnego rozwoju statków przewożących kontenery [5, 6]. Wraz z progresywnie rosnącą liczbą nowych statków kontenerowych rośnie ich pojemność kontenerowa. Dla rozwoju dużych jednostek kontenerowych przewiduje się wzrost zapotrzebowania na tzw. szybkie dowozowe jednostki kontenerowe o większych niż dotychczas możliwościach przewozowych tj. większej liczbie kontenerów i większych prędkościach eksploatacyjnych. Taki kierunek rozwoju współczesnych kontenerowców doprowadził do potrzeby prowadzenia działań badawczo-rozwojowych w zakresie projektowania i budowy statków kontenerowych oraz konieczność innego spojrzenia na sprawy energetyczne tych jednostek. Stosowane do niedawna przybliżone zależności na określenie mocy elektrycznej kontenerowców coraz bardziej odbiegają od rzeczywistej mocy j instalowanej na współczesnych statkach kontenerowych. Weryfikacja zależności na dobór mocy elektrycznej oraz poszukiwanie nowych modeli matematycznych, pozwoli już we wstępnym etapie projektowania określić z dużym przybliżeniem zapotrzebowanie na moc elektryczną tych statków. W referacie przedstawiono ocenę mocy elektrycznej współczesnych statków kontenerowych dla całego zakresu stosowanych pojemności kontenerowych, w których do wytworzenia energii elektrycznej wykorzystuje się spalinowe zespoły prądotwórcze oraz prądnicę wałową. Moc ta została wyznaczona w oparciu o model regresji wielokrotnej na podstawie analizy parametrów zgromadzonych w formie bazy informacji o kontenerowcach. Przy wyznaczaniu zależności na moc elektryczną dokonano podziału na statki, w których do wytworzenia energii elektrycznej wykorzystywane były prądnice wałowe i spalinowe zespoły prądotwórcze oraz jednostki, w których moc elektryczna wytwarzana była tylko przez spalinowe zespoły prądotwórcze. Jako uzupełnienie rozpatrywanego zagadnienia przedstawiono kwestie, na które należy zwrócić uwagę dobierając liczbę i moc spalinowych zespołów prądotwórczych.

13

Main dimensions selection methodology of the container vessels in a preliminary stage

Charchalis A., Kreft J.

Journal of KONES

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2008

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Vol. 15, No. 4

89-97

EN

TEU number, which the container ship is designed for, directly influences the main hull dimensions that are displacement D, length L, breadth B, draught T, their combinations and block coefficient 8. The main dimensions have a great impact on developing the ships resistant performance. Any change in one of the main dimensions causes change in the value of the block coefficient 8 and influences the ship total resistance. Thus, it is really fundamental to establish the correct dimensions of the hull during the design and ship building process. Estimating the shape of the ships hull, that comprises its main dimensions, is one of the basic tasks as part of the preliminary design stage. The most significant decisions determining ships performance, its duration and building costs are made at the beginning of the preliminary stage, before the contract is signed, when the costs are relatively low, up to 4.5% of total costs of technical and working stage. The results of the decision that has been made at the preliminary design stage are significant for the new building ship including its building costs and what is more important, for the ship owner, the ships operational costs. It is important to limit the total ship resistance, for instance, by lowering the wave ship resistance as much as possible, especially when the operational speed and TEU number carried by one vessel is increasing. That resistance depends on the operational speed expressed by Froude number Fn. The resistance criteria and the existing hull dimensions limits, resulting from ships route, must be taken into consideration bearing in mind safety conditions such as ships stability and seaworthiness, when the main ships dimensions are being determined. The main dimensions and their relations concerned with the TEU number of the contemporary container carriers have been presented in the article along with selection methodology of ships main dimensions.

PL

Liczba kontenerów TEU (Twenty foot Equivalent Units) dla której zaprojektowany jest kontenerowiec bezpośrednio wpływa na główne wymiary kadłuba statku, w tym wyporność D, długość L, szerokość B, zanurzenie T, ich kombinacje i współczynnik pełnotliwości kadłuba 8. Główne wymiary mają duży wpływ na opór statku i rozwój jego osiągów. Jakakolwiek zmiana w każdym z głównych wymiarów powoduje zmianę współczynnika pełnotliwości kadłuba 8 i wpływa na całkowity opór statku. A zatem jest sprawą zasadniczą ustalenie właściwych wymiarów kadłuba w procesie projektowania i budowy statku. Oszacowanie kształtu kadłuba statku, na który składają się jego główne wymiary jest jednym z podstawowych zadań części wstępnej projektu. Najbardziej znaczące decyzje określające osiągi statku, czas budowy i jej koszty są podejmowane na początku etapu wstępnego, przed podpisaniem kontraktu, gdy koszty są jeszcze niskie, dochodzące do 4.5% całkowitych kosztów projektowych i wykonawczych. Rezultaty tej decyzji podjętej w fazie projektu wstępnego są znaczące dla nowobudowanego statku, wliczając w to koszty jego budowy i, co jest ważniejsze dla właściciela statku, jego koszty eksploatacyjne. Ważnym jest by ograniczyć opór całkowity kadłuba, przykładowo, przez ograniczenie oporu falowego kadłuba jak tylko jest to możliwe, szczególnie gdy prędkość eksploatacyjna i liczba TEU kontenerów zabieranych przez jeden statek rosną. Opór ten jest zależny od prędkości eksploatacyjnej, wyrażonej liczbą Frouda Fn. Kryterium oporu i istniejące ograniczenia w wielkości kadłuba wynikające z tras rejsów muszą być rozważone przy określaniu głównych wymiarów statku, biorąc pod uwagę warunki bezpieczeństwa takie jak stateczność statku i jego dzielność morska. Główne wymiary i zależności pomiędzy nimi dotyczące liczby TEU współczesnych kontenerowców zostały przedstawione w artykule, wspólnie z metodologią wyboru głównych wymiarów statku.

14

Development trends in contemporary container vessels designs

Charchalis A., Krefft J.

Journal of KONES

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2008

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Vol. 15, No. 4

99-107

PL

Stały wzrost zapotrzebowania na handel morski spowodował silny rozwój floty kontenerowców. Wielkość światowej floty kontenerowców wynosiła 3400jednostek w marcu 2005 a zaledwie rok później osiągnęła ona wartość około 3800 jednostek. Co więcej, światowa lista zamówień na kontenerowce zawiera ponad 1000 jednostek. Liczba największych kontenerowców rośnie zgodnie z liczbą pływających po morzu kontenerowców. Przewidywalny jest wzrost zapotrzebowania na małe statki dostawcze i statki dostawcze z większą pojemnością handlową, oznaczającą większą liczbę TEU na pokładzie i większą prędkością rejsową, wzrost wynikający z większej liczby kontenerowców o dużych pojemnościach zawijających do kilku głównych portów morskich. Te małe statki dostawcze i statki dostawcze zapewnią handel pomiędzy dużymi terminalami kontenerowymi i małymi portami spełniając funkcje zaopatrzeniowe. Współczesne statki kontenerowe mają pojemność ładunku dochodzącą do 14 000 TEU i przewiduje się, że pojemność ta osiągnie wartość 18 000 TEU z prędkością podróżną wynoszącą 28 węzłów. Powoduje to konieczność wykorzystania jako głównych silników statków silników Diesla o mocach wyjściowych dochodzących do 100 000 kW ze sprawnością około 50%. Artykuł zawiera klasyfikację floty kontenerowców opartą na liczbie TEU i obszarze żeglugowym, jak również zawiera opisy konfiguracji morskich siłowni dla współczesnych kontenerowców, z uwzględnieniem napędu głównego, siłowni elektrycznych i parowych. Ponadto, omówione zostały współczesne trendy w budowie kadłubów okrętowych i morskich siłowni.

EN

Permanent growth of sea trade demand has contributed to strong expansion of container carriers. The capacity of the worlds container fleet was about 3400 vessels in March 2005 and only one year later it reached the number of about 3800 ships. What is more, there are over 1000 container carriers in the world's order book. The number of the biggest capacity container carriers is growing along with the number of container vessels at sea. The increasing demand for small feeders and feeders with higher trade capacity, meaning more TEU on board and higher en route speed resulting from higher number of large capacity container carriers that will call at a few main seaports, is predictable. These small feeders and feeders will trade between big container terminals and smaller ports as suppliers. Contemporary container vessels have a load carrying capacity of up to 14 000 TEU and it is foreseen that the capacity will reach 18 000 TEU with voyage speed amounting to 28 knots. It causes the necessity of using diesel engines whose output power is even 100000 kW with an efficiency of about 50% as the main ship propulsion. The container vessel fleet classification based on TEU number and trading area as well as configurations of marine power plants for the contemporary container vessels regarding main propulsion, electric power and boiler plants have been shown in the article. Moreover, the trends of ship hulls and marine power plants are discussed.