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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
Maritime Transportation and Ports
Published in Yeqiao Wang, Coastal and Marine Environments, 2020
Maritime transportation generally falls into five main categories: bulk, break-bulk, ro–ro, containers, and passenger. Bulk shipping refers to freight carried directly in the hold of a ship without packaging. Examples include grain, coal, liquid petroleum products, and chemicals. Purpose-built ships carry these products between ports equipped to handle loading and offloading of raw materials. Break-bulk consists of cargo that has been “unitized” onto pallets or in barrels. Examples of break-bulk cargo include fruit and lumber. Ro–ro stands for “roll on/roll off” and includes vehicles and other equipment that usually operates under its own propulsion and is transferred on and off of ships via large ramps. Container shipping, technically a form of break bulk, became a global standard in the 1960s. Today, the international standard shipping container measures 20, 40, 45, 48, or 53 feet long. Regardless of the container size, throughput and capacity is usually expressed in twenty- foot equivalent units (TEUs). Containers revolutionized shipping because goods could be loaded from a source into a container, moved intermodally (on rail, truck, and ship), and unloaded at their destination. Finally, passenger ships are used to move people. This category of ships includes ferries, cruise ships, fishing vessels, and other commercial craft that carry people for pleasure or simply as a means of transport.
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.
Planning shuttle vessel operations in large container terminals based on waterside congestion cases
Published in Maritime Policy & Management, 2021
Xuanyi Song, Jian Gang Jin, Hao Hu
With the integration of world economy, the quantum of international trade increased by leaps and bounds. Maritime transportation played an important role in the last decade. As the crucial infrastructure for the growth of cites, the container terminal is responsible for prospering the international trade and coordinating regional economy. A forecast ending in 2020 indicated that container trade is expected to reach 287 million Twenty-Foot Equivalent Units (TEUs) in 2016 and to exceed 371million TEUs in 2020. For more details, one can refer to Huang, Hu, and Yang (2015). Therefore, large seaports such as Shanghai Port are being reconstructed to keep the pace with increasing container transshipment. It is pretty normal that containers are transported between different terminals in one large seaport, which is called inter-terminal transportation (ITT). According to Li, Negenborn, and Lodewijks (2015), in large seaports, Rotterdam for instance, around 25 inland vessels visit on average eight different container terminals by sequence in a typical day, which may cause waterside congestion sometimes.
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.
Multiport cooperative location model with a safe-corridors setting in West Africa
Published in International Journal of Logistics Research and Applications, 2020
Kang Chen, Xu Xin, Tao Zhang, Zhongzhen Yang
Based on Aversa et al. (2005) and combined with the actual situation of the marine container shipping market in West Africa, we consider two main types of stakeholders in our model: the shipper (or his/her agent) and the port group investor (PGI, a government of an economic power, such as the US or China). Here, we assume that: (1) the shipper has the right to choose the path for transporting cargo, and their choice behaviour follows the UE principle; and (2) the PGI is responsible for the choice of ports to invest in. We also assume that the PGI has two investment behaviours: (1) to expand the port’s capacity, i.e. to add several container berths in the port; and (2) to build safe corridors, i.e. to construct protected railway lines from ports to inland cities. Here, we allow the PGI to use these two investment methods simultaneously for one port. It should be noted that we do not consider the carriers as a stakeholder. This is mainly because, compared with other parts of the world, the current container marine transport market in West Africa is still in the development stage. The container ships that operate in this region are relatively small (usually approximately 400–1000 twenty-foot equivalent units (TEUs)), and the sizes of the fleets are also very limited (UNCTAD 2018). This situation has caused the carriers to remain in a relatively weak position in the transport market. The PGI and shippers are the main influential forces. In view of this and to simplify the problem, this study will not consider the carriers’ behaviour.