ࡱ> npm5@bjbj22 XXe4###h $\f$O(F%%%%%'"' 'DEEE12EIJN$PRSnNy4p't'"y4y4nN%%CO5@5@5@y4%%D5@y4D5@5@'A'A%:% `t}jQ##:'AAtYO0O'AS%?S'AS'Ad'J,5@&/t1'''nNnN~#$@"~# EXPLOITABILITY OF THE PORT CONTAINER TERMINAL STACKING AREA CAPACITY IN THE CIRCUMSTANCES OF INCREASED TURNOVER D.Sc. edomir Dundovi, D.Sc. Svjetlana Hess Faculty of Maritime Studies Studentska 2, 51 000 Rijeka, Croatia e-mail:  HYPERLINK "mailto:dundovic@pfri.hr" dundovic@pfri.hr,  HYPERLINK "mailto:shess@pfri.hr" shess@pfri.hr Abstract Speaking of a port container terminal successful functioning, one of the basic prerequisites certainly concerns appropriate capacity determining for individual elements and their mutual harmonization. Stacking area, a subsystem within the port container terminal system, represents one of essential elements affecting the terminal operation efficiency. Thence the significance of the stacking area capacity dimensioning and the need for consideration of basic features and technological processes going on between the stacking area and the other terminal elements. In determining the port container terminal stacking area optimum capacity, the stacking area efficiency and its static and dynamic capacities represent the basic prerequisite. A stacking area capacity dimensioning should follow the berth capacity, since depending on the type, number and size of containers required to be stacked after unloading. In this paper, authors have carried out a study on the port container terminal stacking area operation indicators obtainable by means of the queuing theory. As a result of the analysis carried out in respect of stacking area capacities and operation indicators based on the existing container terminal turnover, it should be decided whether the stacking area capacity satisfies the existing turnover requirements or its capacity should be extended. An example of the port container terminal stacking area exploitability assessment methodology has been given in respect of the Port of Rijeka container terminal stacking area. Keywords port container terminal stacking area, capacity exploitability, static and dynamic capacity, queuing theory INTRODUCTION A port container terminal consists of the following elements: operational quay, stacking area, and the delivery and service zone. The major portion of a port container terminal refers to the stacking area (approx. 50%). A port container terminal stacking area is intended for container storage, its role within the container terminal transport chain being the one of container collection between the seaborne and inland transport systems. It represents an open air storage space situated between the operational quay and the interchange and service area. A stacking area is always situated next to the operational quay, regardless of the form and size determined by the space availability, terminal efficiency, stacking area turnover coefficient, and stacking pattern. A stacking area consists of a container stacking surface and the internal communication lines. It is necessary for all of them to satisfy the top performance requirements in order to enable the movement of heavy cargo transport and working machinery, as well as container stacking in tiers. Besides, the stacking area concept should enable an easy and prompt accessibility to any of the containers with the least shifting possible. Container position in the stacking area is to be determined in accordance with the plan to be pre-set on the basis of the following criteria: container type and size, full or empty container, delivery time, shipping lines, container owner, container condition, and the like. A stacking area is divided by lines in container storage areas and container handling equipment communication lines. The port container terminal container handling facilities represent one of the most significant determinants of the stacking area technological processes crucially affecting both the stacking area and the whole terminal efficiency. The container terminal stacking area container loading/unloading and transport facilities as well as the container stacking equipment comprise the following: portal transtainers, portal straddle carriers, semi-trailer trucks, various lift trucks and reachstackers. STACKING AREA FEATURES A port container terminal stacking area technological process is dependent on actual conditions and requirements set forth in respect of the subsystem. Appropriate storage technology should ensure the stacking area high exploitability rate in dependence on a number of factors, such as: determination of the container stacking area, number of tiers, and handling equipment, i.e. the choice of container handling, transport and stacking equipment within the terminal. In the context, the terminal size, basic and secondary operations related with the terminal, transport infrastructure, and the terminal work organization are considered very significant. The whole technological process is interactively connected with the turnover size and structure. Advanced technological processes are considered prerequisites for a major turnover of containerized goods, while at the same time the container transport development trends have been imposing the need for upgraded container handling and stacking processes, as well as for perfectly organized container terminal processes. The stacking area technological processes are affected by the following factors: container transport organization, the number and irregularity of container arrivals, loading/unloading equipment type and capacity, as well as the number and carrying capacity of container on-carriage means. Container handling systems may be direct, semi-direct, and indirect. Depending on the equipment used, container stacking may be performed in different ways by means of: skeletal trailers, portal stradlle carriers and portal transtainers, reachstackers, and lift trucks, in addition to combined methods. An efficient functioning of a port container terminal stacking area subsystem requires fully harmonized technological processes within the stacking area, as well as harmonized technological processes between the stacking area and other port container terminal elements. There are the following two-way processes going on between the stacking area and other port container terminal elements: quay stacking area, stacking area delivery area (inland transport vehicles), stacking area collective storage space, stacking area container repair workshop. Apart from these relations and elements being considered of primary importance for the functioning of a port container terminal as a whole, there are also the stacking area relations with elements being considered of secondary importance for a terminal efficient operation. These are: container repair workshop and collective storage space which are not necessarily required to be integrated in the terminal itself but can be situated within the terminal back area as well. STACKING AREA STATIC AND DYNAMIC CAPACITIES Container terminal stacking area efficiency denotes the total number of containers stored in a given period of time for on-carriage either by sea or by land. It is basically dependent on the handling equipment capacity and stacking area size. The difference between the stacking area theoretical and actual efficiency represents the reserve necessarily required on account of uneven container arrivals at and departures from the stacking area. The difference is conditioned by vessels disproportional capacities on one hand and inland transport means on the other. The stacking area capacity requires consideration within the context of a port container terminal other elements. In the first place, the stacking area capacity requires dimensioning in dependence on quay capacity, since the stacking area size depends on the type, number, and size of containers to be stacked after their discharge from a ship. Container terminal stacking area static capacity denotes the maximum number of containers to be stacked on temporary storage lots (2(. The storage area static capacity depends on the following factors: number of lots, stacking high, lot length container type, and lot length exploitability coefficient. The static capacity computation can be made as follows (2(:  EMBED Equation.2 , where the symbols denote: Nk number of containers to be stacked on the temporary storage lots, n number of container storage lots multiplied by the number of tiers , l lot length (m), y lot length exploitability coefficient (y = 0,9 for a 20( container) Lk container length, m (Lk for a 20( container equals 6.050 m). Container terminal stacking area dynamic capacity denotes the total number of containers stacked in the stacking area within a given period of time. Another term used in literature with the same definition is the stacking area turnover. A stacking area yearly turnover denotes the total number of containers to be stacked in the stacking area in one year. The stacking area dynamic capacity is dependent on the single storage capacity, i.e. the static capacity (Nk) and the container yearly interchange rate (C) obtainable by dividing the number of days in a year with the average container storage days. The stacking area dynamic capacity can be obtained as following:  EMBED Equation.2 , where the symbols denote: Q stacking area dynamic capacity (TEU/year), Nk stacking area static capacity (TEU), C container yearly interchange rate, t stacking area average container storage days. Apart from the static and dynamic capacities, it is essentially important to consider the port container terminal stacking area functioning indicators. They can be obtained by applying the queuing theory, and thence the need for the stacking area to be regarded as a queuing system and for the input units as well as the stacking area service rate to be defined. The port container terminal stacking area input units are containers arriving from the quay for storage. Considering the random nature of container arrivals at the stacking area, the queuing theory can be justifiably applied here. Container arrival rate (parameter ) represents the number of containers admitted to the stacking area within a given time unit (TEU/h, TEU/day, TEU/year). Stacking area servicing rate (parameter ) represents the number of containers to be handled in the stacking area within a given time unit, whereby parameter  results to be determined by the stacking equipment capacity. By taking the Rijeka container terminal stacking area for an example, the load and capacity computation methodology is going to be verified by means of the queuing theory. APPLICATION OF THE QUEUEING THEORY TO THE PORT OF RIJEKA CONTAINER TERMINAL STACKING AREA Features of the port of Rijeka container terminal stacking area The port of Rijeka container and ro-ro terminal activity has been intended for loading/unloading and storage of all types of containers, RO-RO trailers and other vehicles, and heavy parcels. The introduction of containerization dating back to the early 60s, the terminal has been presently provided with a RO-RO ramp, two berths and 4 container stacking cranes. The terminal covers a total area of 122,234 m, out of which 15,000 m refer to container stuffing/unstuffing areas (CFS), and to container cleaning and repair facilities. The operational quay is 514 m long. The 12 m quay depth can accommodate vessels up to 35,000 DWT. The container terminal maximum yearly capacity reaches 80,000 TEU, whereas the container single storage capacity is 5,000 TEU. Owing to new container stacking cranes, the loading/unloading capacity has been upgraded to 30 cycles per new crane unit, thus making a handling rate of 80 box/h realistically achievable, in addition to the stacking and mobile equipment upgrading envisaged within the five-year development plan [5]. Owing to the port and stacking area cargo handling equipment including four transtainers and a substantial number of container reachstackers, it is possible to attend to three ships at the same time, in addition to the Panamax sized vessels. The port of Rijeka container terminal stacking area is divided in four cargo handling runs provided with transtainers. Stacking areas have used transtainers due to insufficient stacking surfaces which have been mainly raised by carted material. Besides, transtainers have doubled the stacking area capacity as compared to, for instance, the working technology based on reachstackers. Among factors affecting the size of the port container terminal stacking area, the following parameters should be taken into consideration: quay length and number, quay shape (linear, L-shaped), and internal transport flows. Based on the experience, each meter of the quay requires a stacking area of 10.64 TEU. That is, the port of Rijeka container terminal 526 m quay requires a stacking area for approx. 5,600 TEU, which corresponds more or less to the actual circumstances at the terminal [4]. Speaking of the quay shape, the port of Rijeka container terminal quays are L-shaped, thus making it possible for container transport interference and congestion to take place on the quay stacking area route where the intersection of the cargo handling equipment belonging to two adjacent quays falls. Therefore, in organizing the quay stacking area technological processes, as well as in determining the stacking area size, special consideration should be given to the stacking area lifting and mobile cargo handling equipment adequate accessibility from both adjacent quays, with a view to minimizing their interference as much as possible. In the space beneath the four transtainers, there can be 2991 TEU stacked three high, each run to accommodate containers in blocks of 7 containers in a row three high. The communication line for trailer trucks carrying cotainers to the transtainer is situated beneath the transtainer, between the tyred drive run and the stacked containers. There is a special space within the area covered by transtainers, intended for accommodation of frigo-containers with 36 connections. Frigo-containers should be positioned outside the stacking area because they do not allow for stacking three high and consequently their surface storage beneath the transtainers reduce the stacking area capacity by far. East of the transtainer covered areas, there is the empty container stacking area accommodating 585 TEU three high or 975 TEU five high. The stacking surface extends also to the area beneath two port stacking cranes which, owing to the large span, allow for container stacking. In this way, the area beneath the Liebheer crane may accommodate 504 TEU three high, and the one beneath the Metalna 837 TEU. In extraordinary circumstances, even the six high stacking is possible and thus the capacity doubles, yet with some difficulty concerning lifting operations. Table 1. Port of Rijeka container terminal stacking area capacity (in TEU) AreaOne highTwo highThree highbeneath two port stacking cranes9971 9942 991beneath the Liebheer crane168336504beneath the Metalna crane279558837other surfaces195390585TOTAL1 6393 2784 917Source: Port of Rijeka Considering the data displayed in Table 1, it is necessary to point out that the total area beneath the transtainers together with communication lines covers 30,500 m2, out of which 28,000 m2 refer only to the area beneath the transtainers. The study of the stacking area capacity requires not only the analysis of the areas involved but also of the stacking facilities technological features. The port of Rijeka container terminal stacking area has been provided with four transtainers. They are the REGGIANE mobile bridge cranes, two of them of 1990, and the other two of 1992. Their specific technological features refer to the 25.55 m crane span, lifting capacity of 320 kN, and lifting high of 12.5 m. As compared to the BELOTTI reachstackers, which had constituted the basic stacking facilities before the time the transtainers were introduced, with transtainers the stacking area capacity has grown twice as much. One of their essential advantages is certainly their tyred drive which, in case of need, makes their shifting from one run to another possible. Communication between the quay and the stacking area (portal transtainers) is performed by the MAFI trailer trucks and semitrailers. Apart from these, there are also the BELOTTI reachstackers used (400 kN capacity for full container handling and 65 kN for empty container handling), the LITOSTROJ lift trucks (125 kN and 80 kN), and the FANTUZZI lift truck provided with a 180 kN fork allowing for the 40(empty container handling as well. Verification of the stacking area actual capacity by means of the queuing theory The equation concerning the static capacity may also be used for the computation of the port of Rijeka container terminal stacking area static capacity, i.e. of the number of containers acceptable for single stacking in the stacking area. Taking into account the following features of the port of Rijeka container terminal stacking area: 4 lots, the three high stacking possibility, lot length of approx. 200 m (33 TEU), 7 TEU rows within the lot making it 1,500m long, the port of Rijeka container terminal stacking area static capacity results:  EMBED Equation.2  Based on the computation, the port of Rijeka container terminal stacking area static capacity results 2,678 TEU, the figure only refering to the number of containers stackable beneath the transtainers, in addition to the number of containers beneath the stacking cranes and in other spaces intended for container stacking within the terminal (Table 1). From the static capacity value and the number of container yearly interchanges it is possible to obtain the total number of containers the port of Rijeka container terminal can stack in the stacking area in one year, i.e. the dynamic capacity. According to the dynamic capacity value, it is possible to make a computation resulting in the port of Rijeka container terminal total turnover capacity of 97,747 TEU/year:  EMBED Equation.2 . According to the Port of Rijeka statistics, the average container lieing time in the stacking area results 7 10 days, where the empty container time exceeds 10 days. Therefore, the dynamic capacity computation implies the average container lieing time in the stacking area (t) of 10 days. The obtained dynamic capacity value of 97,747 TEU is quite correspondent with the container terminal capacity figure mentioned in the Port of Rijeka publications. Thus, for instance, the figure mentioned in the Port of Rijeka study entitled Container Terminal of Brajdica carried out in 1995 was 100,000 TEU/year. In the analysis of the port of Rijeka container terminal stacking area functioning indicator, parameter , denoting the number of containers arriving at the stacking area, was the number of unloaded containers at the port of Rijeka in 2004. The unloaded containers total seems justifiable only provided indirect handling, which means that all unloaded containers enter the stacking area. The 2004 container turnover reached 60,864 TEU, the value of the parameter  resulting 7 TEU/h. Transtainers being considered carriers of the stacking area technological processes, thus affecting directly the stacking area servicing rate, parameter  represents the value of the transtainer working efficiency, i.e.  =15 TEU/h. Having once defined the basic parameters of the stacking area as a queuing system, it is possible by means of the queuing theory to obtain the stacking area functioning indicators as following (Table 2):   stacking area exploitability rate, L  average number of containers waiting to be stacked and containers being stacked (TEU), LQ average number of containers waiting to be stacked (TEU), W average container lieing time in the stacking area, i.e. container waiting time and container stacking time (h), WQ container waiting time (h), P0 stacking area non-occupancy probability, Pw stacking area occupancy probability. Table 2: Stacking area functioning indicators depending on the number of the portal transtainers (S=1,2,3,4) ParametersUnitS=1S=2S=3S=4( ( ( (/STEU/h TEU/h % %7 15 46.7 46.77 15 46.7 23.47 15 46.7 15.67 15 46.7 11.7LTEU0.87500.49350.46900.4669LQTEU0.40830.02690.00230.0002Wh0.12500.07050.06700.0667WQh0.05830.00380.00030.0000P0-0.53330.62160.62670.6271PW-0.46670.08830.01260.0014 Indicator (, i.e. the loading of the stacking area as a service point, according to the queuing theory equation for a single service system (S=1), or for a single transtainer in the stacking area, can be obtained as follows:  EMBED Equation.2 . The obtained 47% loading level results low although referring to a single transtainer only, thence the conclusion that the existing need for container stacking ( = 7 TEU/h) might be satisfied by a single transtainer ( = 15 TEU/h). Since there are 4 transtainers in the port of Rijeka container terminal stacking area, the loading level of the stacking area as a multi (4 service places) service system (S=4) results:  EMBED Equation.2 . i.e. lower than the one referring to the S=1 case, and is attributed to the low turnover rate of 7 TEU/h as compared to the stacking area total capacity of 60 TEU/h. Where the other indicators contained in Table 2 are analysed in respect of a single transtainer stacking area subsystem, it should be emphasized that P0 or the stacking area 53% availability probability is comparatively high, thence the container waiting time WQ taking 3.5 minutes only, whereas the complete container stacking process (W WQ) takes 4 minutes. Considering the actual position of the port of Rijeka container terminal stacking area provided with four transtainers the stacking area functioning indicators point to the fact that the stacking area capacity is sufficient for the container terminal actual turnover. The port of Rijeka container terminal stacking area total capacity comprising the four transtainers results 144,000 TEU/year. The container terminal capacity should be examined through the lowest capacity element as the limiting factor affecting the dimensioning of the container terminal other elements. In the context, the port of Rijeka stacking area capacity requires dimensioning in accordance with the quay capacity of 80,000 TEU/year. The quay capacity of 80,000 TEU/year compared to the stacking area capacity of 144,000 TEU/year results in the port of Rijeka container terminal stacking area overloading, which means that in ideal circumstances of the maximum turnover the quay may provide in one year, provided that all the containers enter the stacking area directly, the stacking area loading level results as follows:  EMBED Equation.2 . This stacking area loading level of 55.6% results too low despite the quay top load value, as well as the quay container cranes capacity maximum exploitability and the presumed indirect handling of all the unloaded containers and their stacking in the stacking area before the on-carriage. On the basis of the study carried out, we can state that an efficient operation of the stacking area and the container terminal as a whole could be achieved by two transtainers only, whereby the stacking area capacity (=2x36,000 TEU/year = 72,000 TEU/year) would be brought in harmony with the quay capacity (80,000 TEU/year) as the limiting factor. The unjustifiableness of the four transtainers has been also confirmed by the fact that they represent an idle capital additx    ! 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Besides, these transtainers on tyred wheels can be easily shifted from one run to another to operate over the entire stacking area. Yet, the question is whether their technological features are appropriate for advanced container lifting, loading/unloading operations, and stacking in tiers (more than four high). The existing stacking area capacity might satisfy even an extended quay capacity (extended number of quays or increased quay efficiency). CONCLUSION The stacking area as a subsystem within the port container terminal system, represents one of the elements affecting essentially the efficiency of the terminal as a whole, and consequently it was necessary to consider the stacking area basic features and technological processes going on between the stacking area and the other terminal elements. In determining the port container terminal stacking area optimum capacity, the stacking area efficiency and its static and dynamic capacities represent the basic prerequisite. It is essentially important to analyse the port container terminal stacking area functioning indicators, which can be obtained by applying the appropriate methods. To this purpose, the study has applied the queuing theory defining the stacking area as a queuing system with its input units and service rate An example of the port container terminal stacking area loading and capacity assessment methodology has been given in respect of the Port of Rijeka container terminal stacking area. The obtained functioning indicators have pointed to the fact that the stacking area capacity is sufficient for the container terminal actual turnover and moreover that it would suffice even for an extended number of quays or their increased efficiency. REFERENCES 1. Dundovi, ., Grubiai, N. "Tehni ko-tehnoloaki parametri vrednovanja prekrcajnih sredstava na kontejnerskim terminalima", Zbornik radova Pomorskog fakulteta, god.12, Rijeka,1998. 2. Ivakovi, ., "Modeli za definiranje kapaciteta kontejnerskih terminala", B`bjlbz|AǺǺǺǫǫǫǫ~qdWWhlhlmHnHsH hlhdvmHnHsH hlhumHnHsH +hdvhOJPJQJ^JmHnHo(sHhdvmHnHsHhdvhdvmHnHsHhdvhmHnHsHUhhmHnHsHhmHnHsHhhmHnHsHhhdvmHnHsH hhdvhOJPJQJ^Jo(ilten HAZU, Znanstveni savjet za promet, br.4, Zagreb, 1998. 3. Mrnjavac, E., Ujevi, N, "Utjecaj portalnih prijenosnika velikog raspona na propusnu mo slagaliata lu kog kontejnerskog terminala", Naae more, broj 1-2, Dubrovnik, 1997. 4. "Container TermbzIopqr|~`gddv inal of Brajdica", a study carried out by the Port of Rijeka d.d., 1995. 5. www.lukarijeka.hr, february 2005. ISEP 2005  ABHIJM`hno|}~ɿ~zhr6yh&jhCJUmHnHsH$tH$uhmH$sH$hmHnHsHhlmHnHsHhdvhmHnHsHhdvmHnHsHhumHnHsH+hlhOJPJQJ^JmHnHo(sH hlhmHnHsH hlmHnHsH 6&P :p|. A!"#$% P 5 0&P :p|. A!"#$% 9 0&P :p. 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