• The new concept for container terminals
  • The best solution for new build as well as for reconstruction of existing terminals
  • Profitable for all partners in container logistics

 

The use of container terminals has boomed since the 1960s, but there are really still only two basic concepts in this field: conventional terminals where all the equipment is manually operated, and automated terminals where the transport and the stacking within the terminal are controlled by automatic systems.

 

There is worldwide recognition that further increase in scale of the shipping will demand a fundamentally new approach to container terminals, as such factors as the outreach of the cranes and the maximum load on the quays are nearing their natural limits.

 

Also, the inefficient use of space and energy consumption has been under discussion for years.

 

The invention of the Koch Consultancy Group brings a new generation of integrated container terminals a big step closer.

 

The advantages of NGICT and the differences between it and the current technology may be summarized as visualized in this document. The ‘Koch-system’ does not focus only on the construction of complete new terminals, but describes measures that can be used for the reconstruction of a given area of an existing terminal. For example, a terminal originally designed as a straddle carrier terminal can be modified by replacing the old straddle carriers by two-directional AGVs in accordance with the NGICT principle. This will give a much higher stacking capacity and a much higher processing speed.

 

In another further example, it might be thought that the old quay wall of a terminal needs to be reinforced to withstand the increasing loads of the STS cranes, which are steadily getting bigger, or to permit dredging work to increase the depth of the harbour.

 

An alternative solution  than is to build the fixed support structure that forms part of the NGICT design about 30 meters inland from the quay, whereby each pillar is provided with its own foundation.

 

Yet another example is a terminal where the site paving needs to be replaced. This might be a good time to switch to the new concept for the stacking area incorporating the special overhead cranes. All transport in this new concept takes place through the air, so that the demands on the site paving and drainage are much less pressing and might even perhaps be ignored.

 

The costs

 

The overall investment required is lower with the new integrated terminal concept.

 

The operating costs per TEU will be appreciably lower in the new NGICT concept than in the modern terminals currently under construction.

 

Productivity

 

The simulation models under development have reached a stage where it is able to predict the quantitative performance of the system for the main scenarios that come into consideration. The results completely confirm the expectations and the design is again and again proven to be sufficiently robust.


Future

 

The NGICT configuration offers the terminal operators the most solid answer to the requirement of increasingly shorter mooring times for increasingly larger container ships, and without congestion occurring in parts of the process anywhere on the terminal.

 

System efficiency benefits all partners in container logistics

 

TERMINAL OPERATORS:

    •  Higher processing performance
    •  Higher service level
    •  Less space occupation – higher stack density
    •  Highest degree of automation
    •  Highest safety levels
    •  Lower investment costs per TEU
    •  Lower operational costs per TEU
    •  Energy saving – less consumption
    •  Light quay constructions – even offshore is possible
    •  Phased reconstruction existing terminal possible
    •  Highest level of redundancy
    •  Less pavement – less  sewerages – more infiltration
    •  Attractive working space for operators and staff                         
    •  Applicable at inland terminal as well

       

    SHIPPING COMPANIES:

    (seagoing and inland):

      •  Higher speeds shorten the port time
      •  Improved flexibility (last hour changes)
      •  Higher service level

         

      RAILWAY COMPANIES:

        •  Faster handling – shorter terminal time
        •  Less shunting
        •  Improved flexibility (last hour changes)

           

        TRUCK TRANSPORT COMPANIES:

          •  No waiting time
          •  Safe process
          •  Maximal flexibility (last hour changes)

             

          ENVIRONMENT:

            •  Lower emissions – all processing electrical
            •  Lower noise level on terminal and surroundings
            •  More rainwater infiltration underground
            •  Minimal ecological footprint