A FAST AND ECO-EFFICIENT TRANSHIPMENT SYSTEM FOR ULTRA LARGE CONTAINER VESSELS

Informazioni relative al progetto

COFASTRANS

ID dell’accordo di sovvenzione: 650651

DOI

10.3030/650651

Progetto chiuso

Data della firma CE 30 Settembre 2014

Data di avvio 1 Ottobre 2014

Data di completamento 31 Marzo 2015

Finanziato da

• SOCIETAL CHALLENGES - Smart, Green And Integrated Transport

Costo totale

€ 71 429,00

Contributo UE

€ 50 000,00

Coordinato da

BECKETT RANKINE LIMITED
United Kingdom

Periodic Reporting for period 1 - COFASTRANS (A FAST AND ECO-EFFICIENT TRANSHIPMENT SYSTEM FOR ULTRA LARGE CONTAINERVESSELS)

Periodo di rendicontazione: 2014-10-01 al 2015-03-31

Sintesi del contesto e degli obiettivi generali del progetto

COFASTRANS is a system for loading and unloading the largest ocean going container ships using a new method that is substantially faster and more efficient than the current best terminals. This will save time and money for the port operators and the shipping lines. A study of the shipping routes has shown the ports that would be the main beneficiaries of COFASTRANS.

Lavoro eseguito dall’inizio del progetto fino alla fine del periodo coperto dalla relazione e principali risultati finora ottenuti

COFASTRANS combines the inherent efficiencies of a modern gantry crane with the benefits of direct access to both sides of the ship within an indented berth. With the use of new multi-trolley container cranes enabling fast loading and unloading from both sides of the ship, the advantage over the conventional system is considerable. COFASTRANS has been designed to be flexible and versatile so that it can be slotted into existing terminals as well as into plans for new ports. The study considered the use of a multi-level container terminal that will enable traffic at critical areas, as well as the introduction of an innovative system for placing hatch covers to free up berthside roads. Several different ways of introducing the indented berths into real port locations were considered, whether existing ports or new sites, and 3 options were finally studied in detail. Layouts have been drawn out and analysed to estimate the flow of containers and throughput of the terminal. Costs have been estimated based on typical figures. Financial models have been assembled to assess the business case. Comparisons have been made against modern conventional terminals layouts. The findings have been positive. Using standard benchmarking assessments, the indented berth is demonstrably much more efficient than the best conventional berth performance. The following benchmark values are an example:
• 4,900 TEU/m of quay (1,800 for best conventional)
• 97,969 TEU/Ha of terminal (42,000 for best conventional)
• 1,683,000 TEU/gantry crane (210,000 for best conventional)

Progressi oltre lo stato dell’arte e potenziale impatto previsto (incluso l’impatto socioeconomico e le implicazioni sociali più ampie del progetto fino ad ora)

The study showed clearly that the system is workable and can provide considerable economic benefits. Although the investment would be significant, substantial cost savings would be made by the ports and shipping lines. The enclosed Business Plan demonstrated robust financial viability through analysis of different investment options.

Digital view of the multi-level part of the terminal

Digital view of the entrance of the indented berth