The Campshires are the stretches of land between the quay and road on both the north and south quays in Dublin[1]. Warehouses used to be sited on them, such as those on Sir John Rogerson's Quay.
Traditionally this area was occupied by travelling cranes but recently it has been the centre of the Dublin Docklands Development Authority's efforts to renew the whole area of Dublin Port.
Container cranes consistent of a supporting framework that can traverse the length of a quay or yard, and a moving platform called a "spreader". The spreader can be lowered down on top of a container and locks on to the container's four locking points ("cornercastings"), using a "twistlock" mechanism. Cranes normally transport a single container at once, however some newer cranes have the capability to up pick up up to four 20-foot containers at once. The first use of a container crane was constructed by Paceco Corp. for Matson (a marine terminal in Alameda, CA) in the early 1960s and called a Portainer.[citation needed]
A fully maneuverable version not using rails is a rubber tyred gantry crane.
A converted oil tanker delivering fully assembled cranes.The Shanghai Zhenhua Port Machinery Company (ZPMC) is the world's largest manufacturer of container cranes.[citation needed] Container cranes are often delivered fully assembled on converted oil tankers (the cranes are welded to the deck of the ship for transit). When transported, the cranes are 103 metres and weigh 1,250 tonnes each.[1]
Amongst the major designers and manufactures of these cranes are[citation needed] Liebherr Container Cranes[2], Kalmar Industries[3], (ZPMC)[4], TCM Corporation[5], Konecranes, IMPSA[6], Paceco[7], Mitsubishi Heavy Industries, Mitsui Hyundai and Samsung.
A container crane can can cost up to US$10 million each and take two years to deliver.[1]
Super-PostPanamax cranes in Port of Rotterdam, these overhang by 50 m (22 rows of containers).Container Cranes are generally classified by their lifting capacity, and the size of the container ships they can load and unload containers.
All of the containers on Rita have been loaded by similar cranes to this one in Port of Copenhagen 
A MAN AG container crane belonging to Patrick Corporation at Port Botany, New South Wales, Australia.The crane is driven by an operator that sits in a cabin suspend from the trolley. The trolley runs along rails that are located on top or sides of the boom and girder. The operator runs the trolley over the ship to lift the cargo which generally are containers. Once the spreader latches (locks) on to the container with the Spreader, the container is lifted and moved over the dock and placed (discharged) on a truck chassis (trailer) to then be taken to the storage yard. The crane will also lift containers from the chassis to store (load) them on to the ship.
Straddle carriers, sidelifts or container lorries then manoeuvre underneath the crane base, and collect the containers—rapidly moving the containers away from the dock and to a storage yard.
Samson and Goliath are now retained in Belfast as historic monuments under Article 3 of the Historic Monuments and Archaeological Objects (Northern Ireland) Order 1995. 
Shown in picture is Gantry crane on the right side called a "Full Gantry" built by Demag Cranes AG.Bridge cranes, overhead crane, gantry cranes are all types of crane which lift objects by a Hoist (device) which is fitted in a hoist trolley and can move horizontally on a rail or pair of rails fitted under a beam. An overhead travelling crane, also known as an overhead crane or as a suspended crane, has the ends of the supporting beam resting on wheels running on rails at high level, usually on the parallel side walls of a factory or similar large industrial building, so that the whole crane can move the length of the building while the hoist can be moved to and fro across the width of the building. A gantry crane or portal crane has a similar mechanism supported by uprights, usually with wheels at the foot of the uprights allowing the whole crane to traverse. Some portal cranes may have only a fixed gantry, particularly when they are lifting loads such as railway cargoes that are already easily moved beneath them.
Shown in picture is a Hoist (device) that is used on bridge cranes, but is also similar to what is used on gantry cranes.Overhead crane and gantry crane are particularly suited to lifting very heavy objects and huge gantry cranes have been used for shipbuilding where the crane straddles the ship allowing massive objects like ships' engines to be lifted and moved over the ship. Two famous gantry cranes built in 1974 and 1969 respectively, are Samson and Goliath, which reside in the largest dry dock in the world in Belfast, Northern Ireland. Each crane has a span of 140 metres and can lift loads of up to 840 tonnes to a height of 70 metres, making a combined lifting capacity of over 1,600 tonnes, one of the largest in the world.
However, gantry cranes are also available running on rubber tyres so that tracks are not needed, and small gantry cranes can be used in workshops, for example for lifting automobile engines out of vehicles.
Side-view of Super-PostPanamax portainer crane at APM Terminal in Port of Rotterdam
Steam Crane using a line shaft for power produced by Stuckenholz AG, Wetter am der Ruhr, Germany. Design developed by[1] Rudolf BredtElectrical Overhead Travelling (EOT) cranes or Gantry Cranes are commonly found in factory applications such as steel yards, paper mills or locomotive repair shops. The EOT gantry crane functions similarly to an overhead bridge crane, but has rails installed on the ground and gantry-style legs to support the crane. Capacities range from 2 to 200 tons. Most are electrically powered and painted safety yellow.
When bridge cranes and Gantry cranes became more popular in factories in the late 1800s a steam engine was sometimes used as a way to power these devices. The lifting and moving would be transferred from a fixed line shaft. the picture on the right shows an example of system powered by a line shaft and steam engine. The overhead crane is from 1875, and was one of the first systems to be powered in sutch a way. This was produced by Stuckenholz AG, Wetter am der Ruhr, Germany. Design developed by Rudolf Bredt .[1] from an original installation at Crewe railway works.
Reach StackerA Reach Stacker is one of the most flexible handling solutions whether to operate a small terminal or a medium sized port.
Reach stackers are able to transport a container in short distances very quickly and pile them in various rows depending on its access.
Reach stackers have gained ground in container handling in most markets because of their flexibility and higher stacking and storage capacity when compared to lift trucks. Using reach stackers, container blocks can be kept 4-deep due to the second row access.
There are also empty stackers that are used only for handling empty containers.
A reefer ship is a type of ship typically used to transport perishable commodities which require temperature-controlled transportation, mostly fruits, meat, fish, vegetables, dairy products and other foodstuffs.
Reeferships may be split into three categories[1]:
Refrigerated cargo is a key part of the income for some shipping companies. On multi-purpose ships, Refrigerated containers are mostly carried above deck as they have to be checked for proper operation. Also, a major part of the refrigeration system (such as a compressor) may fail, which would have to be replaced or unplugged quickly in the event of a fire. This being the case, no provisions for refrigerated cargo power connections are made below the hatch covers that enclose the top of the hatches aboard a ship. Modern container vessels stow the reefer containers in cellguides with adjacent inspection walkways that enable reefer containers to be carried in the holds as well.
Modern refrigerated container vessels are designed to incorporate a water-cooling system for containers stowed under deck. This does not replace the refrigeration system but facilitates cooling down of the external machinery. Containers stowed on the exposed upper deck are air-cooled while those under-deck are water cooled systems. The water cooling design allows capacity loads of refrigerated containers under deck as it enables the dissipation of the high amount of heat they generate. This system draws fresh water from the ship's water supply which in turn transfers the heat through heat exchangers to the abundantly available sea water.
There are also refrigeration systems that have two compressors for very precise and low temperature operation, such as transporting a container full of blood to a war zone. Cargoes of shrimp, asparagus, caviar and blood are considered among the most expensive refrigerated items.
Reefer on a truck 
Containers loaded on a container ship with the refrigeration units visibleA refrigerated container or reefer is an intermodal container (shipping container) used in intermodal freight transport that is refrigerated for the transportation of temperature sensitive cargo.
While a reefer will have an integral refrigeration unit, they rely on external power, from electrical power points at a land based site, a container ship or on quay. When being transported over the road on a trailer they can be powered from diesel powered generators ("gen sets") which attach to the container whilst on road journeys.
Some reefers are equipped with a water cooling system, which can be used if the reefer is stored below deck on a vessel without adequate ventilation to remove the heat generated.
Water cooling systems are expensive, so modern vessels rely more on ventilation to remove heat from cargo holds, and the use of water cooling systems is declining.
The impact on society of reefer containers is vast, allowing consumers all over the world to enjoy fresh produce at any time of year and experience previously unavailable fresh produce from many other parts of the world.
Full size intermodal containers equipped with these "cryogenic" systems can maintain their for the 30 days needed for sea transport.[2] Since they do not require an external power supply, cryogenically refrigerated containers can be stored anywhere on any vessel that can accommodate "dry" (un-refrigerated) ocean freight containers.
Valuable, temperature-sensitive, or hazardous cargo often require the utmost in system reliability. This type of reliability can only be achieved through the installation of a redundant refrigeration system.
A redundant ISO container system consists of a standard ISO container (i.e. intermodal container), integral primary and backup refrigeration units, and integral primary and back-up diesel generator sets.
The two sets of refrigeration units are mounted on one end of the ISO container used for intermodal shipping. This is a much more usable design than others which may try to have equipment on each end and load from the side of the container. The refrigeration units (and generator sets) will be electrically interlocked for automatic start and stop operation as required, such that only one can operate at a time to maintain the required temperature set points. Should the primary refrigeration unit malfunction, the secondary unit would automatically start. Refrigeration units with more highly reliable scroll compressors can also be used in order to maintain the desired temperatures.
The two sets of fuel-powered generator sets will power their respective refrigeration unit whenever necessary. The primary generator set will start automatically based on the status of the cord-supplied electrical power. If the primary generator engine cannot start after a pre-set time, the secondary generator will automatically start.
Ports equipped with roll-on-roll-off wharfs include:
Kuantan Port container yard with rubber-tyred gantry crane.A Rubber Tyred Gantry crane (RTG crane) is a mobile gantry crane used for stacking intermodal containers within the stacking areas of a container terminal. RTGs are used at container terminals and container storage yards to straddling multiple lanes of rail/road and container storage, or when maximum storage density in the container stack is desired.[citation needed]
A normal container crane runs on steel rails, instead of rubber-tyres. The side-view appearance of a RTG and a straddle carrier are fairly similar, but the top of a RTG also features has a movable crane.
A SECU looks like a standard 40-foot ISO-Container but is bigger, measuring 13.8×3.6×3.6 metres and which can carry 80 tonnes of cargo. This is compared to the normal 12.2×2.7×2.4-metre size and 26.5 tonne load of an ISO-Container.
A SECU is too big and heavy to be transported on road (ISO-Containers are designed to fit roads), and instead they are transported only by railway and ship. A special vehicle or crane is used to load and unload them. Special railcars are also needed. They can be transported on truck ferries.
They are invented and used by Stora Enso (forest and paper company). The ports used are mainly Kotka, Göteborg, Zeebrugge, Tilbury and Immingham.
The source for land-based power may be an electric utility company, but also possibly a diesel driven generator. Shorepower may also be supplied by renewable energy sources such as wind or solar.
Some of the reasons for using shorepower are:
The reason to use high voltage is to minimize the cable area needed and hence the weight that will result in shorter handling times. One obstacle is the use of different frequencies like 60 Hz instead of 50 Hz. Which may cost 300 000 - 500 000 EUR to convert. The amount of power needed is usually 2,0 - 10 MW.[1] Cable to connect larger ships may cost 20 - 25 EUR/meter. Transformer substations cost 15 000 - 30 000 EUR. Operation and maintenance costs of the onboard auxiliary engines are estimated to be around 4 EUR/MWh for electricity generated. Fuel cost for sea diesel, with sulphur content less than 0,5% cost approximately 18 EUR/MWh (12 months sliding average in 2005).
To ensure that galvanic corrosion doesn't occur an isolation transformer that provide galvanic isolation should be used. Because the power grid and on board earth potential may differ.[2]
Connecting or disconnecting takes approximately 30 minutes using 400 V AC due cable bulkiness. Thus increasing the voltage and put a portable transformer at the end might be worthwhile for the benefit of less cable area. This affects the minimum amount of time required shore time to make it worthwhile.[3]
For small private boats the power used is usually the same as regular household electric power. Use of household power on boats is less common than in homes, hence the distinctive name.
The reason for not connecting small boats to shorepower may be:
Batteries on a vessel may be used to power an inverter (SMPS) capable of producing AC which can be used for appliances that requires AC power.
The spreader is a device used for lifting containers and unitized cargo.
The spreader used for containers has a locking mechanism (called twist lock) at each corner that attaches the four corners of the container. A spreader can be used on a container crane, a straddle carrier and at any other machinery to lift containers.
Straddle-carrierA Straddle Carrier is a non road going vehicle for use in port terminals and intermodal yards used for stacking and moving ISO standard containers. Straddles pick and carry containers while straddling their load and connecting to the top lifting points via a container spreader. These machines have the ability to stack containers up to 4 high. These are capable of relatively low speeds (up to 30 km/h) with a laden container.
Traditionally this area was occupied by travelling cranes but recently it has been the centre of the Dublin Docklands Development Authority's efforts to renew the whole area of Dublin Port.
Container crane
A container crane (also container handling gantry crane, ship-to-shore crane ) is a design of large dockside gantry cranes found at container terminals for loading and unloading intermodal containers from container ships.Container cranes consistent of a supporting framework that can traverse the length of a quay or yard, and a moving platform called a "spreader". The spreader can be lowered down on top of a container and locks on to the container's four locking points ("cornercastings"), using a "twistlock" mechanism. Cranes normally transport a single container at once, however some newer cranes have the capability to up pick up up to four 20-foot containers at once. The first use of a container crane was constructed by Paceco Corp. for Matson (a marine terminal in Alameda, CA) in the early 1960s and called a Portainer.[citation needed]
A fully maneuverable version not using rails is a rubber tyred gantry crane.
Contents[hide] |
[edit] Types
There are two common types of container handling gantry crane: high profile where the boom is hinged at the waterside of the crane structure and lifted up in the air to clear the ships for navigation; the second type is the low profile type where the boom is shuttled/pulled towards and over the ship to allow the trolley to load and discharge containers. Low profile cranes are used where they may be in the flightpath of aircraft such as where a container terminal is located close to an airport.[edit] Designers and manufacturers
Amongst the major designers and manufactures of these cranes are[citation needed] Liebherr Container Cranes[2], Kalmar Industries[3], (ZPMC)[4], TCM Corporation[5], Konecranes, IMPSA[6], Paceco[7], Mitsubishi Heavy Industries, Mitsui Hyundai and Samsung.
A container crane can can cost up to US$10 million each and take two years to deliver.[1]
[edit] Sizes
- Panamax
- A "Panamax" crane can fully load and unload containers from a container ship capable of passing through the Panama Canal (ships of 12–13 container rows wide).
- Post Panamax
- A "Post-Panamax" crane can fully load and unload containers from a container ship too large (too wide) to pass through the Panama Canal (normally about 18 container rows wide).
- Super-Post Panamax
- The largest modern container cranes are classified as "Super-Post Panamax" (for vessels of about 22 container rows wide and/or more). A modern container crane capable of lifting two (2) 20-foot (6.1 m) long containers at once under (end-to-end) the telescopic spreader will generally have a rated lifting capacity of 65 tonnes. Some new cranes have now been built with 120 tonne load capacity enabling them to lift up to four (4) 20-foot (6.1 m) long or two (2) 40-foot (12 m) long containers. Cranes capable of lifting six (6) 20-foot-long containers have also been designed. Post-Panamax cranes weigh approximately 800–900 tonnes while the newer generation Super-PostPanamax cranes can weigh 1600–2000 tonnes.
[edit] Operation
Straddle carriers, sidelifts or container lorries then manoeuvre underneath the crane base, and collect the containers—rapidly moving the containers away from the dock and to a storage yard.
[edit] Power
The cranes are powered by two types of power source; by diesel engine driven generators which are located on top of the crane or by electric power from the dock. The most common is by electric power from the dock (also known as shore power) in which case the electric source is AC which can be from 4,000 up to 13,200 volts.[citation needed]Drayman
A drayman was historically the driver of a dray, a low, flat-bed wagon without sides, pulled generally by horses or mules that were used for transport of all kinds of goods. Now the term is really only used for brewery delivery men, even though routine horse-drawn deliveries are almost entirely extinct. Some breweries do still maintain teams of horses and a dray, but these are used only for special occasions such as festivals or opening new premises.
Gantry crane
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However, gantry cranes are also available running on rubber tyres so that tracks are not needed, and small gantry cranes can be used in workshops, for example for lifting automobile engines out of vehicles.
Contents[hide] |
[edit] Variants
[edit] Container crane
Main article: Container crane
A ship-to-shore rail mounted gantry crane is a specialised version of the gantry crane in which the horizontal gantry rails and their supporting beam are cantilevered out from between frame uprights spaced to suit the length of a standard freight container, so that the beam supporting the rails projects over a quayside and over the width of an adjacent ship allowing the hoist to lift containers from the quay and move out along the rails to place the containers on the ship. The uprights have wheels which run in tracks allowing the crane to move along the quay to position the containers at any point on the length of the ship. The first versions of these cranes were designed and manufactured by Paceco Corporation They were called Portainers and became so popular that the term Portainer is commonly used as a generic term to refer to all ship-to-shore rail mounted gantry cranes.[edit] Workstation Gantry Cranes
Workstation gantry cranes are used to lift and transport smaller items around a working area in a factory or machine shop. Some workstation gantry cranes are equipped with an enclosed track, while others use an I-beam, or other extruded shapes, for the running surface. Most workstation gantry cranes are intended to be stationary when loaded, and mobile when unloaded.[edit] Rail Mounted or EOT Gantry Cranes
When bridge cranes and Gantry cranes became more popular in factories in the late 1800s a steam engine was sometimes used as a way to power these devices. The lifting and moving would be transferred from a fixed line shaft. the picture on the right shows an example of system powered by a line shaft and steam engine. The overhead crane is from 1875, and was one of the first systems to be powered in sutch a way. This was produced by Stuckenholz AG, Wetter am der Ruhr, Germany. Design developed by Rudolf Bredt .[1] from an original installation at Crewe railway works.
[edit] History
Demag Cranes & Components Corp. was one of the first companies in the world to mass-produce the first steam-powered crane as illustrated above on the right.[1] Gantry cranes using built-up style hoists are frequently used in modern systems. These built up hoists are used for heavy-duty applications such as steel coil handling and for users desiring long life and better durability. Also used are package hoists, built as one unit in a single housing, generally designed for ten-year life, but the life calculation is based on an industry standard when calculating actual life. See the Hoists Manufacturers Institute site[2] for true life calculation which is based on load and hours used. In today's modern world for the North American market there are a few governing bodies for the industry. The Overhead Alliance is a group that represents Crane Manufacturers Association of America (CMAA), Hoist Manufacturers Institute (HMI), and Monorail Manufacturers Association (MMA). These product counsels of the Material Handling Industry of America have joined forces to create promotional materials to raise the awareness of the benefits to overhead lifting that also include gantry cranes. The members of this group are marketing representatives of the member companies.[edit] Early manufacture
- 1830: First Crane company in Germany Ludwig Stuckenholz company now Demag Cranes & Components GmbH.[1]
- 1840: Mass production of overhead cranes starts in Germany
- 1861: First steam powered overhead crane, installed by John Ramsbottom at the Crewe Railway workshops. Power was transmitted to the crane from a pulley driven by a stationary engine through an endless cotton rope.[1]
- 1887: Ludwig Stuckenholz company introduces electrical components to overhead cranes determining industry design.
- 1910: The first Mass production Electric motor hoist start being produced in Germany.
Reach stacker
Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (December 2007)
Reach stackers are able to transport a container in short distances very quickly and pile them in various rows depending on its access.
Reach stackers have gained ground in container handling in most markets because of their flexibility and higher stacking and storage capacity when compared to lift trucks. Using reach stackers, container blocks can be kept 4-deep due to the second row access.
There are also empty stackers that are used only for handling empty containers.
Reefer ship
Reeferships may be split into three categories[1]:
- Sidedoor vessels have water tight ports on the ships hull, which open into a cargo hold. Elevators or ramps leading from the quay serve as loading and discharging access for the forklifts or conveyors. Inside these access ports or side doors, pallet lifts or another series of conveyors bring the cargo to the respective decks. This special design makes the vessels particularly well suited for inclement weather operations as the tops of the cargo holds are always closed against rain and sun.
- Conventional vessels have a traditional cargo operation with top opening hatches and cranes/derricks. On such ships, when facing wet weather, the hatches need to be closed to prevent heavy rain from flooding the holds. Both above ship types are well suited for the handling of palletized and loose cargo.
- Refrigerated Container vessels are specifically designed to carry containerised unit loads where each container is an individual refrigerated unit. These ships differ from conventional container ships in design and power generation equipment.
Refrigerated cargo is a key part of the income for some shipping companies. On multi-purpose ships, Refrigerated containers are mostly carried above deck as they have to be checked for proper operation. Also, a major part of the refrigeration system (such as a compressor) may fail, which would have to be replaced or unplugged quickly in the event of a fire. This being the case, no provisions for refrigerated cargo power connections are made below the hatch covers that enclose the top of the hatches aboard a ship. Modern container vessels stow the reefer containers in cellguides with adjacent inspection walkways that enable reefer containers to be carried in the holds as well.
Modern refrigerated container vessels are designed to incorporate a water-cooling system for containers stowed under deck. This does not replace the refrigeration system but facilitates cooling down of the external machinery. Containers stowed on the exposed upper deck are air-cooled while those under-deck are water cooled systems. The water cooling design allows capacity loads of refrigerated containers under deck as it enables the dissipation of the high amount of heat they generate. This system draws fresh water from the ship's water supply which in turn transfers the heat through heat exchangers to the abundantly available sea water.
There are also refrigeration systems that have two compressors for very precise and low temperature operation, such as transporting a container full of blood to a war zone. Cargoes of shrimp, asparagus, caviar and blood are considered among the most expensive refrigerated items.
Refrigerated container
While a reefer will have an integral refrigeration unit, they rely on external power, from electrical power points at a land based site, a container ship or on quay. When being transported over the road on a trailer they can be powered from diesel powered generators ("gen sets") which attach to the container whilst on road journeys.
Some reefers are equipped with a water cooling system, which can be used if the reefer is stored below deck on a vessel without adequate ventilation to remove the heat generated.
Water cooling systems are expensive, so modern vessels rely more on ventilation to remove heat from cargo holds, and the use of water cooling systems is declining.
The impact on society of reefer containers is vast, allowing consumers all over the world to enjoy fresh produce at any time of year and experience previously unavailable fresh produce from many other parts of the world.
Contents[hide] |
[edit] Cryogenic cooling
Another refrigeration system sometimes used where the journey time is short is total loss refrigeration, in which frozen carbon dioxide ice (or sometimes liquid nitrogen) is used for cooling.[1] The cyrogenically frozen gas slowly evaporates, and thus cools the container and is vented from it. The container is cooled for as long as there is frozen gas available in the system. These have been used in railcars for many years, providing up to 17 days temperature regulation.[2] Whilst refrigerated containers are not common for air transport, total loss dry ice systems are usually used.[1] These containers have a chamber which is loaded with solid carbon dioxide and the temperature is regulated by a thermostatically controlled electric fan, and the air freight versions are intended to maintain temperature for up to around 100 hours.[3]Full size intermodal containers equipped with these "cryogenic" systems can maintain their for the 30 days needed for sea transport.[2] Since they do not require an external power supply, cryogenically refrigerated containers can be stored anywhere on any vessel that can accommodate "dry" (un-refrigerated) ocean freight containers.
[edit] Redundant refrigeration
A redundant ISO container system consists of a standard ISO container (i.e. intermodal container), integral primary and backup refrigeration units, and integral primary and back-up diesel generator sets.
The two sets of refrigeration units are mounted on one end of the ISO container used for intermodal shipping. This is a much more usable design than others which may try to have equipment on each end and load from the side of the container. The refrigeration units (and generator sets) will be electrically interlocked for automatic start and stop operation as required, such that only one can operate at a time to maintain the required temperature set points. Should the primary refrigeration unit malfunction, the secondary unit would automatically start. Refrigeration units with more highly reliable scroll compressors can also be used in order to maintain the desired temperatures.
The two sets of fuel-powered generator sets will power their respective refrigeration unit whenever necessary. The primary generator set will start automatically based on the status of the cord-supplied electrical power. If the primary generator engine cannot start after a pre-set time, the secondary generator will automatically start.
Roll-on-roll-off discharge facility
A roll-on-roll-off discharge facility (RRDF) is a floating platform that provides a roadway between a ship's ramp and lighterage. It is constructed by connecting multiple causeway sections.Ports equipped with roll-on-roll-off wharfs include:
City/Port | Country | Continent | Port Code |
|---|---|---|---|
| Antwerp/Port of Antwerp | Belgium | Europe | BEANT |
| Aarhus/Port of Aarhus | Denmark | Europe | DKAAR |
| Bremerhaven/Port of Bremerhaven | Germany | Europe | DEBRV |
| Copenhagen/Port of Copenhagen | Denmark | Europe | DKCOP |
| Gothenburg/Port of Gothenburg | Sweden | Europe | SEGOT |
| Kotka/Port of Kotka | Finland | Europe | FIKTK |
| Le Havre/Port of Le Havre | France | Europe | FRLEH |
| Oslo/Port of Oslo | Norway | Europe | NOOSL |
| Rotterdam/Port of Rotterdam | Netherlands | Europe | NLRTM |
| Thamesport/London Thamesport (LTP) | UK | Europe | GBRCS |
| Brisbane/Port of Brisbane | Australia | Oceania | AUBSA |
| Melbourne/Port of Melbourne | Australia | Oceania | AUMLB |
| Sydney/Port of Sydney | Australia | Oceania | AUSYD |
| Adelaide/Port of Adelaide | Australia | Oceania | AUADL |
| Fremantle/Fremantle Port | Australia | Oceania | AUFRE |
| Auckland/Port of Auckland | New Zealand | Oceania | NZAKL |
| Tauranga/Port of Tauranga | New Zealand | Oceania | NZTRG |
| Palmerston/Port of Palmerston | New Zealand | Oceania | NZPMS |
| N.Plymouth/Port Taranaki | New Zealand | Oceania | NZNPL |
| Nelson/Port Nelson | New Zealand | Oceania | NZNON |
| Christchurch/Port of Christchurch | New Zealand | Oceania | NZCHC |
| Dunedin/Port of Dunedin | New Zealand | Oceania | NZDNB |
| Timaru/PrimePort Timaru | New Zealand | Oceania | NZTIU |
| Invercargill/Port Invercargill | New Zealand | Oceania | NZIVC |
| Wellington/Port of Wellington | New Zealand | Oceania | NZWGN |
| Dubai/Port Rashid | U.A.E | Asia | AEDXB |
| Jeddah/Jeddah Islamic Port | Saudi Arabia | Asia | SAJED |
Rubber tyred gantry crane
A normal container crane runs on steel rails, instead of rubber-tyres. The side-view appearance of a RTG and a straddle carrier are fairly similar, but the top of a RTG also features has a movable crane.
[edit] Alternatives
A Sidelifter is another device for loading containers unto trucks. It is fixed unto the truck and therefore less usable for multitasking. Does however require less energy (eg. fuel) to operate.SECU (container)
SECU, Stora Enso Cargo Unit, is a type of intermodal container (shipping container) built to transport bulk cargo like paper on railway and ship.A SECU looks like a standard 40-foot ISO-Container but is bigger, measuring 13.8×3.6×3.6 metres and which can carry 80 tonnes of cargo. This is compared to the normal 12.2×2.7×2.4-metre size and 26.5 tonne load of an ISO-Container.
A SECU is too big and heavy to be transported on road (ISO-Containers are designed to fit roads), and instead they are transported only by railway and ship. A special vehicle or crane is used to load and unload them. Special railcars are also needed. They can be transported on truck ferries.
They are invented and used by Stora Enso (forest and paper company). The ports used are mainly Kotka, Göteborg, Zeebrugge, Tilbury and Immingham.
Shorepower
Shorepower (also known as Cold Ironing, shore power or shore supply, especially in the UK) is a power source from land used to power marine vessels when in a harbor. The term can also be applied to aircraft or land-based vehicles (such as campers and heavy trucks with sleeping compartments), which may have power requirements when main engines are not operating for idle reduction.The source for land-based power may be an electric utility company, but also possibly a diesel driven generator. Shorepower may also be supplied by renewable energy sources such as wind or solar.
Some of the reasons for using shorepower are:
- Saves on board resources like fuel, or make it possible to service generators.
- Eliminating emission of toxic fumes as well as CO2.
- Reduction of noise level.
- To be in compliance with local anti-idling laws.
The reason to use high voltage is to minimize the cable area needed and hence the weight that will result in shorter handling times. One obstacle is the use of different frequencies like 60 Hz instead of 50 Hz. Which may cost 300 000 - 500 000 EUR to convert. The amount of power needed is usually 2,0 - 10 MW.[1] Cable to connect larger ships may cost 20 - 25 EUR/meter. Transformer substations cost 15 000 - 30 000 EUR. Operation and maintenance costs of the onboard auxiliary engines are estimated to be around 4 EUR/MWh for electricity generated. Fuel cost for sea diesel, with sulphur content less than 0,5% cost approximately 18 EUR/MWh (12 months sliding average in 2005).
To ensure that galvanic corrosion doesn't occur an isolation transformer that provide galvanic isolation should be used. Because the power grid and on board earth potential may differ.[2]
Connecting or disconnecting takes approximately 30 minutes using 400 V AC due cable bulkiness. Thus increasing the voltage and put a portable transformer at the end might be worthwhile for the benefit of less cable area. This affects the minimum amount of time required shore time to make it worthwhile.[3]
For small private boats the power used is usually the same as regular household electric power. Use of household power on boats is less common than in homes, hence the distinctive name.
The reason for not connecting small boats to shorepower may be:
- There's no need for electrical power.
- Batteries charger and other equipment get electrical energy by other means, like:
- Powered generator, perhaps connected to the vessel's main engine(s)
- Wind- or solar-powered recharging systems
Batteries on a vessel may be used to power an inverter (SMPS) capable of producing AC which can be used for appliances that requires AC power.
Spreader (container)
The spreader used for containers has a locking mechanism (called twist lock) at each corner that attaches the four corners of the container. A spreader can be used on a container crane, a straddle carrier and at any other machinery to lift containers.
Straddle carrier
[edit] Gallery
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Straddle Carrier in Limassol port.
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