1. sunum port planning layout&design-cargo handling equipments-port operations

PORT
PLANNING,
LAYOUT &
DESIGN
CARGO
HANDLING
EQUIPMENTS
DIY 5034 PORT BUSINESS

Port development can refer either to the creation of a new
port or to the expansion of an existing one, usually aimed at
increasing its capacity or upgrading port operations.
The issue of port development is examined at three different
levels:
 National,
 Local,
 Port Terminal,
PORT PLANNING, LAYOUT & DESIGN

The competitive tendencies relate to the foreign trade of the
country, foreign goods in transit, and goods being transshipped:
the international flows that evidence potential for development
as opposed to internal transports, which have more-or-less
preset movement patterns.
These trade flows can be defined as follows:
 Foreign trade flows relate to the exports and imports of a
country, and consequently, have their origin or destination in
that country,
 Goods in transit are those goods in international flow whose
land transport leg uses the territory of the country and one of
its ports,
 Goods being transshipped, where both origin and destination
are located outside the country but both of whose transport
modes are marine,
Consequently, in this flow only the specific ports of the
country are used, not overland transport.

Depending on a country’s development and its tendency for
privatization, the allocation of roles to each port may be
conducted in such a manner as to permit a large percentage of
these ports to be released from national coordination and to
undertake their own development.

In more general terms, the existence of a national port policy could
broadly define the role of each port in a country, so that in the context
of the national economy, the available funding can be employed as
productively as possible.

At cargo ports, the type and packaging of cargo products determine the
manner of loading and unloading as well as of other operations.
Thus, the following basic categories of port terminals can be identified,
each having varying equipment and operational features:
General cargo terminals;
These are terminals equipped with conventional cranes, which handle cargo
in all types of packaging compatible with cranes.
The packaging could be parcels, sacks, pallets, or containers.
The latter should not, however, constitute a major percentage of the
traffic, because otherwise a specialized container terminal would be
required to improve throughput performance

Container terminals:
In this case, containers are
handled using special loading/
unloading, transfer, and
stacking equipment. They are
typified by extensive yard areas
for container stowage.
Multipurpose terminals;
These terminals combine a
variety of functions in a single
terminal, where containers, but
also conventional general cargo
or other packaged products, can
be handled.

Ro-Ro terminals;
Here cargo is transferred within
a roll on–roll off system, with
loading and unloading of cargo
by horizontally moving lorries,
forklifts, tractors, and so on,
Bulk cargo terminals;
At these terminals, liquid or
dry bulk cargo without packaging
is handled. Usually, pumping
machinery with suitable piping
or grab cranes is used at these
terminals,

In the event that a new port is built or the existing ones are
planned to be improved, four main parameters should be
considered;
These parameters are;
1. inside the port, the port entrance and the approach channel
of the port should be sufficient size (depth and area) for the
ships to use the port,
2. Should be sufficient land area,
3. Compulsory works such as loading/unloading and ship berthing
events should be carried out economically and continuously
throughout the year,
4. Road/rail/sea/inland connection lines that connect the port
to the inner regions or countries should be established with
connection networks,

Consequently, the initial and basic step in formulating a
country’s port system includes the determination of those ports
that will undertake to serve the flows of foreign trade,
transshipment, or transit.
These flows operate more-or-less independently of one another,
and thus for simplification of the analysis, may be studied
individually.
The basic criteria to be considered in developing a proposition
as to the roles of a country’s ports may be classified into the
following four groups:
1. The national and regional development policies of the country
2. The transportation infrastructure of the hinterland and its
prospects
3. Existing port capacity and potential for development
4. Cargo forecasts for each port

After each of the FOUR independent international flows has been
examined, the findings should be pooled, to define the core of
the country’s port system.
Thus, the role of each port that participates in international
cargo flow will be specified and the basic cargo throughputs can
be determined.
Considering these throughput values, and factoring in the
national flows, master plans can be drawn up for individual
ports

Port MASTER PLAN;
The master plan of a port allocates the land within the port to
the various uses required, describes the projects needed to
implement the plan, and gives an indicative implementation
scheme by development phase,

These phases are related directly to the projected port
traffic which has to be monitored closely.
When in due course a decision is reached to proceed with
implementation of a development scheme, this should be
integrated smoothly with, or derive from, the master plan for
the port.
Therefore, it is important that a master plan exist, and
drafting one should be among the primary concerns of port
management

In the event that a national ports plan does not exist, the
consultant should proceed with drafting a master plan, after
studying the following components of long-term planning:
1. The role of the port—in particular:
a. The servicing of its inland area as regards foreign trade
b. The support that the port may offer to the region’s
commercial and industrial development,
c. The attraction of transiting and transshipment traffic,
2. The responsibility of the port for the construction of
both port and land works, Frequently, more than one agency
becomes involved: for example, when a port area is serviced
by a railroad.

3. The land use in the area and the potential for expansion of
the port. It is important that there be general agreement
between interested parties over the proposed expansions and
land use so that the resulting master plan meets with wide
acceptance.
4. The policy for financing the port development, which may be
formulated on the basis of its own resources and/or through a
state grant.

Medium-Term Planning
The latter study should refer individually to each independent
section of the overall development proposal, such as a container
terminal or a bulk cargo terminal.
Thus, under a positive but reduced yield from the overall
proposal, the risk of concealment of a nonproductive section is
avoided,

The drafting of a port development plan calls for the conduct
of the following special studies:
1. Analysis of the functionality of the port as regards the
services offered in conjunction with capacity,
2. Designs, with budgets,
3. Operational design, with budget,
4. Financial and financing study,

Principles of Port Design
Particularly as regards the individual terminals within a
port, the respective capacity calculations are based on
different factors, depending on the nature of each terminal as
follows:
1. In conventional cargo terminals, the required number of
berths is determined first, to keep vessels’ waiting time
below a specified limit, determined by economic and other
criteria,
2. In container terminals, the land area required for the
unobstructed movement of cargo flow is calculated,
3. For specialized bulk cargo terminals, the cargo flow during
loading and unloading has to be calculated first, to ensure
that vessels will be serviced within acceptable periods of
time,

Guiding Principles
Port Costs; Two factors
constitute port costs:
investment cost, which does not
depend on traffic, and
operating cost, which does. A
ship’s cost in port is also
made up of two constituents:
the cost of the vessel’s
waiting time and the cost of
the ship while berthed.

Traffic Fluctuations; Even a proportionally small but
persistent increase in the traffic of a port may very quickly
cause congestion in a port lacking in reserve spaces; the
congestion will cause a reduction in the productivity of
serviced vessels, which aggravates the problem further.
The increase in traffic may be caused by a new shipping line,
larger cargo volumes, more frequent or occasional vessel calls,
and so on. Even a change in the packing method of a product of
large throughput may affect the efficiency and productivity of
a port adverselY,

The Optimum State
The chief benefit from investments in port projects is the
possibility if reducing total vessel time at a port.
Despite the fact that ships are the first party to benefit, in
the medium term both the port and the country benefit overall
from the development of ports.
From a practical point of view, optimization of the waiting
time–quay use issue may result in a 75% occupancy factor for a
group of, say,
five general cargo berths, which produces a wait of half a day,
for an average service time of 3.5 days

Grouping of Installations.
Depending on the type of cargo traffic and on the equipment
required, berthing positions and other installations are grouped
in more-or-less independently operating areas of a port. This
grouping implies specialization in the type of cargo traffic
being served in each port section.

Thus, better utilization is achieved: for example, in wharf
depths and quicker servicing of vessels and cargoes. However,
there are also disadvantages to grouping port installations.
Basically, the flexibility obtainable by the greater number of
berths is reduced. This offers a more productive exploitation
of both water and land spaces.

Cargo Volume Forecasts
Cargo volume forecasts for a port provide estimates of:
• The types and quantities of the various goods to be moved
through the port,
• Packing by type of cargo,
• The number of vessel calls corresponding to the quantities
above,

If a national ports policy has been drawn up, the magnitudes
above will already be known; otherwise, forecasts are made
individually for the specific port under consideration.

There is potentially great uncertainty in forecasts, and
therefore the planning should accommodate flexibility to enable
adaptation to meet future traffic.
The parameters considered in cargo volume forecasts include:
• Population and national product
• Regional development programs
• The transport network and its projected future
• Coastal shipping
• Diversion of a portion of the traffic to other harbors

Cargo Flow Combination
Usually, forecasts of significant cargo flows are conducted by
type of cargo and by route. The results of cargo projections by
cargo type and route should be reformulated by cargo category.
The total probability of a complex flow depends on the partial
probabilities of the constituent flow forecasts and on the degree
of their interdependence.
It is advisable to analyze the flows of products with intense
seasonal fluctuation separately and then to add them to the other
flow forecasts.

National Transshipment
To estimate the transshipment flows either originated from or
directed to a national port, and of the corresponding quays
required, the alternative cargo flows between ports A and B
should be examined.

Port Productivity
The productivity of a port is the measure of its ability to move
cargo through it within a unit of time under actual conditions.
It is known that cargoes undergo various stages of handling
while in port. For example, imported goods undergo the following
handling procedures:
 Discharging while a vessel is berthed
 Transport to storage area and stowage
 Removal from storage and transport to area of transshipment
or to means of overland transport
 Loading onto means of overland transport
 Departure from the port

Obviously, the total productivity of a port is determined by
the lowest partial productivity of each link in the cargo
handling chain.
The conditions prevailing at the port at any given moment,
such as weather conditions, human resources, and condition of
machinery, affect the productivity of the partial procedures
considerably.
Consequently, a substantial time range representative of
prevailing conditions has to be assumed for the evaluation.

The Master Plan
1. Port Categories; From a construction point of view, ports
may be classified into the following categories,
 Artificial Ports (LONG BEACH/LA)

 Natural Harbor (PORT OF SYDNEY)

Port Location
Traditionally, ports are situated in a location central to
the urban area they serve. The port is thus surrounded by
urbanized area, and both further development of the port and
access to it are rendered difficult. This situation restricts
expansion of the port required to meet modern demands. In
most cases, a feasibility survey for relocation of the port
outside the city will have to be conducted
The prerequisites for such relocation are
 secure maritime approaches,
 sample availability of land area, and
 satisfactory access by land,

For an initial new site evaluation, an extensive list of data
to be collected is usually drawn up. Some of the items
included are:
• Uses and ownership of the land
• Topography and Access
• Existing utilities and structures at the site
• Wind and rainfall data
• Hydrographic information
• Geotechnical data, including potential sources of
construction materials
• Environmental assessment of the area

Design Criteria
During the master planning stage
of a project preliminary design
criteria should be proposed
covering aspects such as types
of operations to be undertaken
(e.g., containers, transit and
transshipment flows,
import/export; design vessel,
operating equipment)

Layout of Port Works
The arrangement of port works should be such as to ensure easy
berthing of vessels, secure efficient cargo loading and
unloading, and safe passenger embarkation and disembarkation
operations.
Specifically, easy access of vessels to a port should be
ensured through an appropriate navigation channel, a suitably
designed port entrance, an adequate maneuvering area, and
avoidance of undesirable erosion or deposition of material in
and around the harbor area.

PORT OF ALIAGA

PORT OF DOUALA / KAMEROON

Port Entrance;
The port entrance demands careful consideration to ensure quick
and safe entry of vessels in the harbor. The orientation and
width of the entrance should reconcile two opposing criteria.
For reasons of comfortable navigation, the harbor entrance
should communicate directly with the open sea and should be as
wide as possible.
On the other hand, the narrower and more protected the entrance,
the smaller the degree of wave energy and deposits that
penetrate the harbor basin, resulting in more favorable
conditions for attaining tranquility of the in-harbor sea
surface.

Layout of a large multipurpose artificial port. 1, General
cargo terminal; 2, container terminal; 3, passenger terminal;
4, oil berth; 5, fishing port; 6, dry dock; 7, ship repair
area; 8, anchorage area; 9, maneuvering circle; 10, mooring
dolphins; 11, breakwater; 12, tugboat berth; 13, coastal line

 Maneuvering Area,
 Vessel Anchorage and Mooring,
 Wave Agitation in the Port Basin,
https://www.youtube.com/watch?v=uuKTk2wbHMg

General Layout of Protection Works Layout of Main Structures;
Works whose function is to ensure the calmest possible
conditions within harbor basins and along quays, particularly
from wind-generated waves, are termed harbor protection works.
These may include the following:
1. Breakwaters, usually constructed either connected to the
shore or detached. Shore-connected breakwaters are
classified as windward or primary and leeward or secondary.
The former protect the harbor from the main wave direction,
and the latter protect from waves of secondary directions.
Frequently, leeward breakwaters are partially protected by
windward breakwaters.
2. Jetties, usually arranged in pairs to form entrances to
harbors located inward from the shoreline or in rivers.
Paired jetties may also increase the flow speed and thus
prevent sedimentation.

Several issues of general application to the layout of land
installations of a port are listed below,
1. The conventional berthing positions for general cargo
require a smaller draft at the quay (usually 7.70 to 10 m) than
those required for containers or bulk cargo,
2. Much larger land areas are required in terminals where
containers are to be handled,
3. Care should be taken in drawing up the land use so that
smells from bulk cargoes carried by prevailing winds do not
damage the environment,

4. Security issues should be examined, particularly as regards
flammable materials or explosives,
5. Product compatibility should be examined for cargoes
adjacent to their respective handling areas. For instance,
pairing coal with grains is incompatible, as is pairing grains
with fertilizers,
6. The overall traffic pattern in the land area at a port
should be examined, to avoid potential congestion or a need for
bridging,

Rail logistics operators; APMT Railway, DB Cargo Logistics,
Hupac, Kombiverkehr Deutsche Gesellschaft, Multirail, Renfe
Mercancías, Sicsa Rail Transport, SA, Shuttlewise, Synergy, TP
Nova, Viia Lorry-Rail

Port of BUSAN
https://www.youtube.com/watch?v=2t2cqiQl0BE
Port of LONG BEACH in US
https://www.youtube.com/watch?v=TEVBU_-QhSI

SOURCE:
 PORT PLANNING, Constantine D. Memos, National Technical
University of Athens, Zografos, Greece,
 Port of BARCELONA,
 Port Layouts & Sedimentation-Erosion Patterns, R. Kamalian

PORT OPERATIONS & CARGO HANDLING
EQUIPMENTS
DEVELOPMENTS IN CARGO HANDLING AND TERMINAL OPERATIONS
 BULK/BREAK BULK
 UNITIZATION
 LASH SYSTEM
 PALLETISATION
 CONTAINERISATION

UNITIZATION; Some of the benefits of unitization are as follows:
 REDUCE TRANSIT TIME,
 MORE PREDICTABLE TRANSIT TIMES,
 IMPROVED PRODUCTIVITY OF TRANSIPMENT STAFF E.G. DOCKERS,
 IMPROVED PRODUCTIVITY OF SHIP,
 REDUCE STORAGE IN WAREHOUSE,
 EASY STORAGE AND HANDLING,
 REDUCE DAMAGE AND PILFERAGE,
 ALLOW SAFER WORKING PRACTICE TO BE USED,
 ENABLE TO USE MECHANICAL HANDLING,
 SAFETY,
CARGO HANDLING
EQUIPMENTS

LASH SYSTEM
The proper stowage and securing
of cargoes is of the utmost
importance for the safety of
life at sea.
Improper stowage and securing of
cargoes has resulted in numerous
serious ship casualties and
caused injury and loss of life,
not only at sea but also during
loading and discharge.
Furthermore, many incidents in
transport are attributed to poor
practices in the packing of
cargo transport units, including
inadequate securing of the cargo
within the cargo transport
units, overloading and incorrect
declaration of contents.
CARGO HANDLING
EQUIPMENTS

CARGO HANDLING
EQUIPMENTS
PALLETISATION;
 Pallets are plane (flat)
structures utilised in cargo
container ships for supporting
goods or containers.
 Cargo consignments are piled
atop these structures, the
process being referred to as
palletizing,

 Palletizing is regarded to be a
sure-safe way of dispatching
marine cargo consignments, just
as palletized cargo ships are
held in high regard in the
shipping sector across the world.
 The process helps in easy
handling and storage of goods on
ships.
 The cargo placed on pallet is
secured with straps and wraps in
order to stabilize and prevent
any unwanted movement.
CARGO HANDLING
EQUIPMENTS

CONTAINERISATION;
The history of containerization is a development that can be
pinpointed to the mid-20th century.
Pioneered by an US-based conveyance businessman Malcolm Mclean,
cargo containers were fashioned in a bid to simplify the long-
drawn processes involved in shipping of cargo through sea routes.
CARGO HANDLING
EQUIPMENTS

Salient Features of Containerization
 Transiting costs for the cargo to be shipped were reduced
drastically on account of the elimination of the unwanted
processes
 Large amount of cargo could be transported which meant that
transporters benefited from the economies of scale
 The feasibility offered by shipping containers also ensured
that the water navigable channels could be utilised for
transiting freight internationally
 Development of harbour facilities also took place
simultaneously once the qualitative worth of container shipping
began to spread far and wide,
CARGO HANDLING
EQUIPMENTS

Detrimental Effects to the Cargo Shipping Sector
Although containerization provided a breakthrough in the
global shipping sector, there were several adverse effects
that were felt because of the changes it wrought.
 The labour force that was otherwise employed in the
dismantling and the assembly-line operations, prior to the
development of cargo containers started to become redundant
 Motorised operational links meant that lesser number of
labour force needed to be involved in the lading and unloading
of the freight to be shipped
 Semi-skilled labour force and even skilled labour force,
engaged in carrying out only one kind of operations at harbour
facilities were also negatively impacted
CARGO HANDLING
EQUIPMENTS

CARGO POSITIONING AND STOWAGE ON THE
TERMINAL
Stowage; The arranging and packing of cargo in
a vessel for shipment.

TERMINAL
PORT OF HABAŞ

TERMINAL
Equipped with the ability to store 200.000 cubic meters fuel oil
products and 45.000 cubic meters LPG, SOCAR Storage terminal,
situated in Aliaga, Izmir, is the largest terminal across the
Aegean Region. This terminal will be among the 5 largest
terminals of Turkey upon completion of the ongoing additional
projects carried out to increase the capacity by 350.000 cubic
meters and to expand the seaport.

TERMINAL

DEVELOPMENTS in TERMINAL OPERATION
TERMINAL OPERATION: Maritime transport is the shipment of
goods (cargo) and people by sea and other waterways. Port
operations are a necessary tool to enable maritime trade
between trading partners. To ensure smooth port operations
and to avoid congestion in the harbor it is inevitable to
permanently upgrade the port’s physical infrastructure,
invest in human capital, fostering connectivity of the port
and upgrade the port operations to prevailing standards.
Hence, port operations can be defined as all policies,
reforms and regulations that influence the infrastructure and
operations of port facilities including shipping services.

OPERATION OF
FACILITIES
TRANSPORTATION
GOVERMENTAL
RELATIONSHIP
MARKETING
ACCOUNTING &
FINANCE
TENNANT
RELATIONSHIP

OPERATION OF FACILITIES; OPERATION IS EVERY ONES BEST FRIENDS,
 PLANNING OF CARGO & SHIP, TRANSPORTATION
 PREPAREDENESS OF YARD
 PILOTTAGE, BERTHING/UNBERTHING,
 INWARD/OUTWARD CLEARANCE, CUSTOM (FOR SHIP), DOCUMANTATIONS,
 CARGO OPERATION, GATE CONTROL (WEIGHING & BILLING)
 ACCOUNTING, FINANCE, MARKETING,
 SHIP SUPPLY (FW, PROVISION, STORES ETC), MAINTENANCE,

TRANSPORTATION;
 SHIP LINES,
 VESSEL SCHEDULING; The vessel scheduling problem is a
tactical level decision problem, which aims to determine
the vessel sailing speed at each voyage leg of a given liner
shipping route, arrival and departure times for each port of
call of the given port rotation.
 RAIL ROADS & RAIL OPERATION, HIGHWAY
 TRUCKING

VESSEL SCHEDULING

TRUCKING

GOVERMENTAL REALTIONSHIP;
 SECURITY PLAN,
 VESSEL BOARDING,
 VESSEL CLEARANCE,
 PORT AUTHORITY & PSC,
 QUARANTINE ISSUE,
 INSPECTION ISSUE,
 WARE HOUSE EXAMINATIONS,

VESSEL ACTIVITIES;
 CONTACT WITH PILOT & VTS & HARBOUR MASTER,
 PILOTTAGE, INBOUND & OUTBOUND MANOEUVRING,
 DOCKING, SHIFTING,
 CARGO OPERATION,
 STAND BY,
Video: https://www.youtube.com/watch?v=0dbiW_C6IGA bulk carrıer loading
Video: https://www.youtube.com/watch?v=6k7eXrK9m3w berthing

SANMAR has been producing tugboats and providing services for
numerous countries around the world for four decades. The
company celebrated its 40th year anniversary in 2016.
More than 200 tugboats benefiting from all this wealth of
experience are presently in operation on international seas.
Sanmar builds vessels at its two custom-built, state-of-the-
art yards located in Turkey’s shipbuilding heartland.
It delivered 17 tugboats in 2014 and thanks to the new
shipyard in Altınova, 27 in 2015 and 26 in 2016.
 ASD TUGBOATS,
 TRACTOR TUGBOATS,
 CONVENTIONAL TRACTOR TUGBOATS,
 LNG FUELLED TRACTOR TUGBOATS,
 FLAT TOP TRACTOR TUGBOATS,

BILLING & WEIGHNING;
 ALLOWS FOR SIMULTANEOUS REPORTING & PROCESSING OF TONNAGE
AND REVENUE,
 PROVIDES ON-LINE INQUIRY CAPABILITIES,

EQUIPMENT DEVELOPMENTS ON THE TERMINAL
The port equipment market is estimated at USD 29.2 billion in
2018 and is projected to reach USD 36.6 billion by 2025, at a
CAGR of 3.30% from 2018 to 2025.
The factors that are expected to fuel the growth of the port
equipment market are the increasing seaborne trade across the
globe and the growing number of container shipments in Asia
Pacific and the Middle East.
Various countries have been focusing on developing new ports
owing to the increase in vessel count and trade volume.
According to the International Chamber of Shipping, 90% of the
world’s trade is carried out through seaways as they are ideal
for heavy and bulk goods, have large carrying capabilities, and
offer competitive freight costs.

SOURCE: https://www.marketsandmarkets.com/Market-Reports/port-equipment-market-184119530.html

Key Market Players;
The major players in the port equipment market include Liebherr
(Switzerland), TTS (Norway), Kalmar (Finland), Konecranes
(Finland), Sany (China), Shanghai Zhenhua Heavy Industries
(ZPMC) (China), Hyster (US), Lonking (China), CVS Ferrari
(Italy), Anhui Heli (China), and Famur Famak (Poland), among
others. Konecranes is one of the key market players engaged in
securing contracts to increase the adoption of port equipment
by port terminals.

1949 – MOBIL CRANE INVENTED

1900 - USA

1900 - SINGAPORE

Source: https://w”ww.liebherr.com/

Theoutputofthreecraneswouldbe
7,600+movesperberthin24hours,this
withoutconsideringtheimpactof
multipleliftsalreadyutilizedwith
currentSTScranes.

Video: https://www.youtube.com/watch?v=0UdMStGoJ2U&feature=emb_title
RMG / Rail Mounted Gantry Cranes
Gantryspan22-70+m
LiftingheightFrom9.2m
for1over2upto26.9m
for1over8

RTG / Rubber Tyre Gantry
Cranes; Rubber tyre gantry
cranes (RTGs) are available
with spans of between five and
nine containers wide (plus a
truck lane) and with hoisting
heights from 1 over 3 to 1
over 6 containers high.
Available in either eight or
16 wheel configuration with
numerous productivity options
from DGPS and auto steering to
stack profiling and
automation.
 TRADITIONAL DUAL SPEED
DIESEL
 VARIABLE SPEED
 E-RTG
 DIESEL ELECTRIC HYBRID

Straddle carriers;
Video: https://youtu.be/aERDsdcgwgI

Reach Steaker

AGV / Automated Guided Vehicle;
Automatic Guided Vehicle as the name suggests is a vehicle that
is controlled and operated with the help of automated
technological systems and equipments instead of the more
traditional manual operations.
AGV was initially introduced to enable faster delivery of goods
and products in warehouses and manufacturing units. The first
Automated Guided Vehicle was introduced in the year 1950 by the
American company Barrett Electronics, based in Illinois

AGV / Automated Guided Vehicle;
https://www.youtube.com/watch?v=G0lEam-Hxv4

Main features:
Constructed as an AGV or Lift AGV with battery-electric or
diesel-electric drive unit
Payload 70 tons
Precise “according to plan” sequence via computer control system
Precise control using management and navigation software and
transponders in the terminal road surface
Positioning to +/- 25 mm accuracy
Easy operation of entire fleets
Battery-electric drives for zero exhaust emissions in the
terminal
Automated ease of operation
Fully automated, precise and rapid operation
Carries 20, 40 and 45-foot containers
Computer control system provides precisely timed sequences
according to plan
Travel forwards, backwards and sideways
Fully automated preciselly and fully automated battery changing
Exact control and data recording (transport jobs) through
management and navigation software and transponders embedded in
the terminal road surface

A terminal tractor, known in the United States as a shunt
truck, spotter truck, spotting tractor, yard truck, yard
dog, yard goat, yard horse, yard jockey or mule, is a semi-
tractor intended to move semi trailers within a cargo yard,
warehouse facility, or intermodal facility, much like
a switcher locomotive is used to position railcars.
Vidoe: https://www.youtube.com/watch?v=51-BbgUQoAs&t=59s

World's Biggest Automated Cargo Wharf Yangshan Deep-water Port
Starts Operation in Shanghai
https://www.youtube.com/watch?v=IzOeAGAu60k

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