With the rapid expansion of trans-oceanic transportation older ports on the East Coast of the United States with limited real-estate must remain viable options to move cargo. Ports seek alternatives to move additional cargo with advancements in equipment, intermeddle operations, and alliances. Adapting to change will keep the current ports layout in a position to process cargo and remain viable In cargo movement operations.
Successfully adapting over the shore marine cargo movement operations during rapid globalization Is vital to the sustainability of the Eastern sea road maritime fleet movement. The possible future vessel characteristics and related handling operations will put high demands upon Infrastructure and superstructure of ports and terminals (Songs, 2008). As vessels expand carrying more cargo port operations must expand as well to compensate for the dilation movements. The Eastern ports In the united States cannot expand land area thus they must seek alternatives to transfer cargo.
One method to enhance operations while not requiring additional real-estate adaptive crane structures. The carrier Crane utilizes two waterside trolleys (rope-driven) which position containers onto moving carriers to double hoist cargo during marine port operations (Zonings, 2008). Simply the Carrier Crane is two hoist contained in the same structure that would previously suitable for a single crane. To accommodate double the amount of cargo being moved in limited real-estate areas the interchange area must be located close cargo containers (Zonings, 2008).
Limiting the distance containers are from intermeddle transportation modes improves the potential thru-put and reduces the abort required. If the amount of time from crane to processing area and subsequently intermeddle transportation is reduced cargo can move rapidly and enhancing operations. For instance, East Coast ports dominated by the trucking industry gate handling are critical to support the uptime in cargo movement. Alliances with the gate operations and trucking industry are of significant importance.
Ensuring prior to arrival all required documentation is correct to include vehicle driver details, vehicle data, seals in-place, arrival times, and required information will reduce the amount of time a truck is waiting. The trucking companies can provide all these details prior to arriving and the gate operators will only need to validate. Additionally, it is well known from queuing theory that the demand for waiting is largely determined by the processing time in a lane (Songs, 2008).
Port operations could begin to have all drivers pre-screened for security salary to military bases since security Is a significant burden on the allocated time when moving cargo. Drivers could receive ID cards, which can be used as a process rigger during the entire recall or delivery process through the gate and In the terminals (Zonings, 2008). Automating the gate procedures Is paramount to continue operations seamlessly as possible without compromising security. Additionally, another alliance worth noting Is utilization of satellite terminals.
Cooperation with satellite terminals the Increased Inland container have supported the Introduction of dally shuttles (by barge and/or rail) (Songs, 2008). The satellite terminal alliance with allow free movement of cargo directly from the vessel or just-in-time for loading. Titillate terminals for the improvement of landslide operations can only be obtained when there is a strong operational coordination and 100 per cent information exchange between deep-sea and satellite terminals (Zonings, 2008).
Another option is co-locating rail operations with port operations. The direct unload from vessels to trains again frees up real-estate. Train operations can move large volumes of cargo. Proper coordination with rail service is a critical component to support on-going operations. With appropriate coordination, vessels are unloaded and are then added directly onto trains in the yard with most containers leaving the terminal directly.
The direct loading of containers to rail is known as the Efficient Marine Terminal (MET) (Efficient marine terminal full-scale demonstration requirements, 2000). Vessels are unloaded at the MET and are then loaded directly onto trains in the yard with some buffer storage available in a separate area. The main idea behind the logistical concept of the MET is to load and unload large vessels on a reduced area of land with minimal impact on the inland public traffic system and the environment (Efficient marine terminal full-scale demonstration requirements, 2000).
Although, the future land area available to East Coast ports is limited the amount of cargo movement has the potential for enhancement. Through equipment, alliances, and innovation the ports will increase the amount of cargo they can accommodate as trans-ocean vessels increase in capacity.