Operations, Design and Policy
Edited by Rob Konings, Hugo Priemus and Peter Nijkamp
Chapter 8: A Technical Approach to the Agile Port System
Klaus-Peter Franke INTRODUCTION 8.1 Container ports are breaking points in the intermodal transport chain. To absorb diﬀerences in arrival and departure time and quantity between ocean ﬂows and inland ﬂows, often due to a lack of information about the next step of the journey, containers have to be stored on shore (Figure 8.1). This requires suﬃcient internal transport and stacking crane capacity to cope with peak demands (Kreutzberger 1999). With average dwell-times per container of several days (for example six to eight days in US marine terminals depending on the location of the port; Vickerman 1999) and vessels becoming bigger and bigger (Figure 8.2), storage in container ports is demanding more and more space and driving ports to their spatial limits. As a result, there are endeavours to shift storage facilities from ocean harbours to inland facilities. Examples are the US Agile Port System proposal for large container ﬂows, to be further Figure 8.1 Terminal Burchardkai, HHLA, Hamburg, Germany 135 136 Design and modelling Figure 8.2 Some of the world’s largest container quay cranes serving Maersk S-class vessel in the Port of Rotterdam discussed in this chapter, as well as the European Commission (EC)-funded Asapp-One project for smaller container ﬂows in urban areas (N.N. 2001). 8.2 OUTPLACING STORAGE FACILITIES FROM OCEAN HARBOURS: THE AGILE PORT SYSTEM Some years ago a multi-year research project was launched by the US Transportation Command (USTRANSCOM), the US Maritime Administration (MARAD) and the Center for Commercial Deployment of Transport Technologies (CCDOT) resulting...
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