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The effects of operational and environmental conditions in cruise ship emissions in port areas
Published in C. Guedes Soares, T.A. Santos, Trends in Maritime Technology and Engineering Volume 2, 2022
H. Abreu, V. Cardoso, T.A. Santos
The main focus of air emissions studies has been on cargo ships, as shown in the multiple studies carried out by the International Maritime Organization (IMO). Indeed, between 2000 and 2020, four separate studies were carried out by IMO, the latest being IMO (2020). At European level, the European Commission is promoting a strong push towards greening many aspects of European economic and social activities, including transport and mobility, having published in 2019 the broad strategy known as the European Green Deal, see European Commission (2019). In parallel, the European Maritime Safety Agency (EMSA) monitors all aspects of shipping and ports sustainability, including air emissions from ships, see EMSA (2021). In 2019, most of the port calls in the EU were made by Ro-pax ships (41 %) and passenger ships (18 %). The first comprises ferries used in short and medium distance routes between European ports, while the second is cruise ships and other smaller passenger ships.
Transportation System Failures and Human Error in Transportation Systems
Published in B.S. Dhillon, Engineering Systems Reliability, Safety, and Maintenance, 2017
The shipping industrial sector is composed of many types of ships including bulk cargo ships, tankers, container ships, and carriers. Ships such as these contain various types of systems, equipment, and parts that can occasionally fail. Some of the examples of such systems, equipment, and part failures are shown in Figure 6.4 [5].
Short-distance versus long-distance deep-seaport container truck drivers’ prevalence and perceived discomfort of musculoskeletal symptoms in the Thailand Eastern Economic Corridor
Published in International Journal of Occupational Safety and Ergonomics, 2022
Teerayut Sa-ngiamsak, Anamai Thetkathuek
The Thailand Eastern Economic Zone so-called Eastern Economic Corridor (EEC) is on the eastern coast of the country, where several international deep seaports are located. Together with its location that is not far from Bangkok, the EEC has gradually become important for industrial estates, service businesses and urban development hubs just like several other cities having international seaports around the world [4,5]. When the cargo ship arrives at the port, cargo containers will be discharged from the ship and placed onto the trailer trucks by terminal cranes. The only task for these trailer trucks is to trans-ship the containers to the stack area, which is normally allocated nearby inside the terminal, before returning to the same working loop again, leaving the containers to be handled by the stacking crane in the following process.
Optimising the storage assignment and order-picking for the compact drive-in storage system
Published in International Journal of Production Research, 2020
David Revillot-Narváez, Francisco Pérez-Galarce, Eduardo Álvarez-Miranda
From an operative point of view, drive-in pallet racking is quite similar to container handling models. In the case of container handling, when a cargo ship arrives at the port, the containers must be first unloaded and stacked in a marine terminal with the aim of minimising movements during their retrieval and subsequent loading onto the ship. Based on this problem, Yang and Kim (2006) developed a genetic algorithm to minimise container reshuffling. Wan, Liu, and Tsai (2009) proposed the first ILP formulation that minimises the number of export containers reshuffles for the static problem of emptying a stack in which new arrivals are not considered. Park et al. (2011) proposed a simple heuristic with weighted decision criteria for the stacking of containers at an automated terminal, while Caserta, Schwarze, and Voß (2012) studied the relocation problem using an ILP model for a 2-dimensional stacking area in a multi-period environment. The authors in Gharehgozli et al. (2014) developed a decision-tree heuristic for a shared stacking policy with the aim of minimising the number of reshuffles.
Does containerisation reduce the constraints imposed by distance in seaborne trade?
Published in Maritime Policy & Management, 2022
It would be interesting to have further information about shipping conditions. Non-containerised maritime trade is comprised of two main types of cargoes, bulk and general, which are carried by different types of ships such as bulk ships, general cargo ships, roll-on/roll-off ships, and ferries. More detail about non-containerised shipping would allow a nuanced analysis, but this information does not exist in the Comext database. Nevertheless, the reported facts about EU trade are of interest because there is not much literature documenting the degree of containerisation in maritime trade flows at the country level. Rodrigue (2020) stated that containerised freight has grown substantially in recent decades, rising to 85% of all non-bulk cargo in 2015. Valentine, Benamara, and Hoffmann (2013) reported that containerised cargo accounted for 52% of the value of seaborne trade in 2007. According to UNCTAD’s Review of Maritime Transport, around one-quarter of international maritime trade in volume is containerised (UNCTAD 2019). When comparable, Comext data for seaborne trade flows between EU and ROW countries show somewhat lower figures for containerisation. In the aggregate for the whole period 2010–2019, the degree of containerisation for EU seaborne trade is 39.5% in value and 14.7% in volume. However, Tables 2 and 3 clearly show that containerisation is more prevalent in some manufacturing industries. To make a better comparison, it would be desirable to see information from the UNCTAD and other institutional/official sources about the importance of containerisation in seaborne trade flows with some breakdown by sector.