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Container logistics and empty container repositioning
Published in Dong-Ping Song, Container Logistics and Maritime Transport, 2021
The size of containers determines its volume and weight capacity. A TEU container can carry cargoes up to 21,740 kg, and a FEU container can carry up to 26,630 kg. On average, a laden TEU container weighs 10 tonnes and an empty TEU container weighs around 2 tonnes. The size and weight capacity of containers have a number of implications on container logistics. For example, Freight forwarders can generate additional revenue from the activity of consolidating small shipments into a full container by appropriately combining different weights and volumes to meet the container capacity constraints but charging shippers in weight or volume in favour of freight forwarders.Although two TEU containers are equivalent to one FEU container from unit measurement perspective in container industry, some shippers prefer to use one FEU box instead of two TEU boxes (to simplify tracing, tracking, and shipment management), whereas others may prefer the opposite (due to the weight constraints of FEU box for heavy cargoes).Logistics managers have to consider the tunnel restriction when using high-cube containers.
Marine Photovoltaics – An IoT-Integrated Approach to Enhance Efficiency
Published in Rupendra Kumar Pachauri, Jitendra Kumar Pandey, Abhishek Sharma, Om Prakash Nautiyal, Mangey Ram, Applied Soft Computing and Embedded System Applications in Solar Energy, 2021
R. Raajiv Menon, Jitendra Kumar Pandey, R. Vijaya Kumar
Shipping containers form the backbone of the global supply chain business. The efficiency of the whole process lies between the time of supply and delivery of finished goods between the manufacturers and the consumers. IoT-enabled shipping will enable a sea change towards identification and tracking of container on a real-time basis. On average, a container ship will carry anywhere between 15,000 and 23,000 TEU (twenty-foot equivalent unit) containers onboard. With the introduction of IoT-enabled smart container, it is now possible to micromanage data pertinent to a single container on a real-time basis. IoT-enabled containers can transmit the following data: Location Sensors – to identify the precise location of containerHumidity Sensors – to monitor the condition of perishable goods insideDoor-Lock Sensors – to have accountability of door open and shutMotion Sensors – to prevent theft and unwanted movement en-route
Biomass Logistics
Published in Jay J. Cheng, Biomass to Renewable Energy Processes, 2017
There are numerous classifications of ships that can be employed in the movement of biomass. From a biomass transportation point-of-view, the shipping options come down to two general categories: bulk ships and container ships. A bulk freighter is designed to transport unpackaged material such as grain, coal, or iron ore in a series of cargo holds. The capacity of bulk freighters is specified in deadweight tonnage (DWT). A large grain bulk freighter has a DWT of approximately 76,000 tons. A ship of with this DWT rating is known as a Panamax freighter because it has the maximum dimensions that allow clearance through the lock system on the Panama Canal. Another unit used to express a ship’s capacity is TEU, or twenty-foot equivalent unit. A TEU is equal to the cargo carrying capacity of an ISO intermodal container twenty feet or 6.10 m in length. A Panamax ship has a 4000–4999 TEU capacity.
Time series forecasting for port throughput using recurrent neural network algorithm
Published in Journal of International Maritime Safety, Environmental Affairs, and Shipping, 2021
Nguyen Duy Tan, Hwang Chan Yu, Le Ngoc Bao Long, Sam-Sang You
For port performance and productivity analysis, the historical throughput data of Busan port and Singapore port are used in this study. Because of the limited data availability, the samples are collected from January 2001 to December 2020 for Busan port and from January 1995 to July 2021 for Singapore port. Container throughput could be represented by the estimated total cargo processed. In addition, cargo capacity for container ships and terminals can be described as twenty-foot equivalent unit (TEU) in a period. For Busan port, the training set uses the data from January 2001 to December 2018, and the testing data are taken from January 2019 to December 2020, while Singapore port uses the data taken from January 1995 to June 2019 for training and the testing uses the data from July 2019 to July 2021.
Freight route planning in intermodal transportation network to deal with combinational disruptions
Published in Cogent Engineering, 2020
Erly E Rosyida, Budi Santosa, I Nyoman Pujawan
The average range of time window periods studied varies from 1 to 3 hours, where the time window is the terminal operating hours. Time window appointments are determined within a range of 3 hours, and there are two time window periods, namely 06.00–09.00 and 09.00–12.00. Terminal operation hours are 24 hours per day. If the truck does not arrive according to the agreed time window, the truck will be penalized 1 USD per unit time window if it arrives before the opening time and 4 USD per unit time window if it arrives after the closing time. The maximum limit for trucks entering the terminal is 6 hours before the ship’s departure. If the truck arrives after the time limit, it is assumed that the truck cannot use the capacity booked and the truck must wait for the departure of the next ship. In this condition, the capacity booking fee is assumed to be lost and the freight forwarder must buy the capacity with “on the spot” type cost. There are two payment models when using ship capacity: buy with a booking fee and buy on the spot. The cost of transportation using the ship mode is 700 USD per-container with a booking fee of 210 USD and an additional capacity will be charged 1050 USD per TEU (Widjanarka et al., 2018). The ship’s departure time is 24 hours. The departure time of the container at the depot node is assumed to be 0 hours. The terminal transfer cost is 65 USD (Ishfaq, 2012) and 3 hours are spent on transferring in terminal (Behdani et al., 2016).
Modelling and optimisation of online container stacking with operational constraints
Published in Maritime Policy & Management, 2019
Ceyhun Güven, Deniz Türsel Eliiyi
A container is a reusable standard-sized metal box, easily transferable between different modes of transportation, and used for transporting products and raw materials between origin and destination. Use of containers reduces the amount of product packaging and possibility of damage. The two most common international standardised container types are the 20- and 40-foot. The 20-foot Equivalent Unit (TEU) was initially adopted as a standard unit capacity for containers. A 40-foot container is regarded as the Forty Foot Equivalent Unit (FEU), which becomes more and more widespread in container shipping due to increasing trade volumes. Table 1 illustrates the trend in container traffic in the ports of Turkey during years 2004–2016.