Προσεγγίσεις επιλογής συστημάτων χειρισμού εμπορευματοκιβωτιών σε λιμενικούς σταθμούς διακίνησης εμπορευματοκιβωτίων: εφαρμογή στο λιμάνι της Θεσσαλονικής

Παπαδόπολης-Δετζώρτζης, Αριστοτέλης-Νικόλαος; Papadopolis-Detzortzis, Aristotelis-Nikolaos

dc.contributor.author	Παπαδόπολης-Δετζώρτζης, Αριστοτέλης-Νικόλαος	el
dc.contributor.author	Papadopolis-Detzortzis, Aristotelis-Nikolaos	en
dc.date.accessioned	2018-12-06T10:39:50Z
dc.date.available	2018-12-06T10:39:50Z
dc.date.issued	2018-12-06
dc.identifier.uri	https://dspace.lib.ntua.gr/xmlui/handle/123456789/48224
dc.identifier.uri	http://dx.doi.org/10.26240/heal.ntua.8914
dc.description	Εθνικό Μετσόβιο Πολυτεχνείο--Μεταπτυχιακή Εργασία. Διεπιστημονικό-Διατμηματικό Πρόγραμμα Μεταπτυχιακών Σπουδών (Δ.Π.Μ.Σ.) “Επιστήμη και Τεχνολογία Υδατικών Πόρων”	el
dc.rights	Αναφορά Δημιουργού-Μη Εμπορική Χρήση-Όχι Παράγωγα Έργα 3.0 Ελλάδα	*
dc.rights	Αναφορά Δημιουργού-Μη Εμπορική Χρήση-Όχι Παράγωγα Έργα 3.0 Ελλάδα	*
dc.rights	Αναφορά Δημιουργού-Μη Εμπορική Χρήση-Όχι Παράγωγα Έργα 3.0 Ελλάδα	*
dc.rights.uri	http://creativecommons.org/licenses/by-nc-nd/3.0/gr/	*
dc.subject	ΛΙΣΔΕ ΕΜΠΟΡΕΥΜΑΤΟΚΙΒΩΤΙΑ ΚΙΒΩΤΙΟΦΟΡΑ ΠΛΟΙΑ Ε/Κ	el
dc.subject	Εμπορευματοκιβώτια	el
dc.subject	Κιβωτιοφόρα πλοία	el
dc.subject	Λιμενικοί σταθμοί	el
dc.subject	Λιμάνι Θεσσαλονίκης	el
dc.subject	Container terminal	en
dc.subject	Container ships
dc.subject	Port of Thessaloniki	en
dc.title	Προσεγγίσεις επιλογής συστημάτων χειρισμού εμπορευματοκιβωτιών σε λιμενικούς σταθμούς διακίνησης εμπορευματοκιβωτίων: εφαρμογή στο λιμάνι της Θεσσαλονικής	el
dc.title	An approach on the procedure of selecting container handling systems in a container terminal case study: port of the Thessaloniki	en
heal.type	masterThesis
heal.generalDescription	ΠΡΟΣΕΓΓΙΣΗ ΤΗΣ ΔΙΑΔΙΚΑΣΊΑΣ ΕΠΙΛΟΓΗΣ ΣΥΣΤΗΜΑΤΩΝ ΔΙΑΧΕΊΡΙΣΗΣ ΕΜΠΟΡΕΥΜΑΤΟΚΙΒΩΤΙΩΝ ΣΕ ΛΙΜΕΝΙΚΟΎΣ ΣΤΑΘΜΟΥΣ ΔΙΑΚΙΝΗΣΗΣ ΕΜΠΟΡΕΥΜΑΤΟΚΙΒΩΤΊΩΝ (ΛΙΣΔΕ). ΓΕΡΑΝΟΓΕΦΥΡΕΣ ΚΡΗΠΙΔΩΜΑΤΩΝ, ΓΕΡΑΝΟΓΕΦΥΡΕΣ ΣΤΟΙΒΑΣΊΑΣ ΑΛΛΑ ΚΑΙ ΚΑΘΕ ΕΙΔΟΥΣ ΕΞΟΠΛΙΣΜΌΣ ΠΟΥ ΧΡΗΣΙΜΟΠΟΙΕΙΤΑΙ ΣΕ ΛΙΣΔΕ ΓΙΑ ΤΗΝ ΕΝΔΟΤΕΡΜΑΤΙΚΗ ΜΕΤΑΦΟΡΑ ΚΑΙ ΤΗ ΣΤΟΙΒΑΣΙΑ.ΠΕΡΙΓΡΑΦΕΤΑΙ Ο ΤΡΟΠΟΣ ΕΠΙΛΟΓΗΣ ΤΟΥ ΚΑΤΑΛΛΗΛΟΥ ΣΥΣΤΗΜΑΤΟΣ / ΕΞΟΠΛΙΣΜΟΎ ΑΝΑΛΟΓΑ ΜΕ ΤΑ ΧΑΡΑΚΤΗΡΙΣΤΙΚΆ ΣΤΟΙΧΕΙΑ ΤΟΥ ΛΙΜΕΝΑ. ΤΕΛΟΣ ΕΞΕΤΑΖΟΝΤΑΙ ΤΑ ΣΥΣΤΗΜΑΤΑ ΤΟΥ ΛΙΣΔΕ ΘΕΣΣΑΛΟΝΙΚΗΣ ΚΑΙ ΠΡΟΤΕΙΝΟΝΤΑΙ ΕΝΑΛΛΑΚΤΙΚΆ ΣΕΝΑΡΙΑ ΓΙΑ ΤΗΝ ΑΥΞΗΣΗ ΤΗΣ ΑΠΟΔΟΣΗΣ ΤΟΥ ΛΙΣΔΕ.	el
heal.classification	ΕΠΙΛΟΓΗ ΕΞΟΠΛΙΣΜΟΥ ΛΙΜΕΝΩΝ	el
heal.language	el
heal.access	campus
heal.recordProvider	ntua	el
heal.publicationDate	2018-10-09
heal.abstract	The present Dissertation Thesis aims to analytically describe the available equipment in the international market, for handling container boxes (Twenty Feet Equivalent Unit or Forty Feet Equivalent Unit) at a seaside container terminal. In addition, an initial approach is attempted in the procedure of selecting the suitable system of container -box handling equipment in a container terminal, based on the size of the berthing vessels and the estimated annual volume of container boxes. The procedure of designing a container terminal and the selection of the suitable equipment is a dynamic process, which can and should be modified in order to achieve increased container terminal productivity, especially in a field related to the very competitive area of international shipping. It is important to begin by giving some basic definitions : Seaside container terminal is a port or a terminal in which almost exclusively container ships are being served. The specialized equipment used for handling the container boxes at a container terminal is called Container Handling Equipment. Containers boxes are steel boxes with dimensions according to certain international standards, and high resistance to mechanical stresses induced during a sea journey. The boxes are loaded with dry or liquid commodities transported all over the world. During the recent years waterborne transport presents a significant increase, which is due to improvement on the standard of living conditions on a global scale and the decrease on the sea- transportation cost, mainly due to the use of container boxes. Contemporary container ships are classified in various ways, one of which is the one described below: • Panamax and small size container ships used on a local scale called feeders • Post Panamax and Super Post Panamax container ships • New Panamax container ships • Post New Panamax container ships • Triple E class and Giga class container ships. The most important issue in the design process of a container terminal and in the process of selecting the proper container-box handling system is the design vessel (maximum and average) and the estimated annually transported container volume (i.e. number of container-boxes). Due to major increase in the size of new container ships, it is not feasible, for technical and but also for reasons of economy, for large container ships to berth in all ports. For this reason certain basic ship-routes have been formed by the so-called mainliner services, which are followed by the mega container ships (called mother ships), whilst the distribution on a local level is achieved using smaller container ships called feeders. Thus the essential criterion in the design of a container terminal is whether it will accommodate mega container ships (mother ships) or smaller feeder container ships (feeders) or both. It is easily understood that ports serving mainliner container vessels have considerable advantage. Besides the above, the following information should be taken into account during the design procedure : • Main & feeder lines in the area • Imports, Exports , trans-shipment traffic and transit traffic, serviced by rail or road transport • Loaded or Empty container boxes • Containers Size distribution between Twenty or Forty Feet Equivalent Unit (T.E.U.) or (F.E.U.) • Full Container Load (F.C.L.) or Less than Container Load (L.C.L.) container boxes. The container terminal is divided in two basic zones, the seaside operations zone and the landside operations zone. The sea zone is divided in three areas: • Anchoring area • Approach channel area • Berthing area. The land zone is divided in three areas: • Quay wall area • Stacking area • Land delivery/receipt area. The specialized equipment used in a container terminal for: • Loading and unloading of container ships (Ship To Shore) • Horizontal transportation of the boxes from quay wall area to the stacking yard and vice versa • Stacking the container boxes in stacking yard area • Horizontal transportation of the boxes from the stacking yard area to the landside operations area • Loading and unloading trucks and trains on the landside operations (receipt/delivery) area is the Container Handling System of the Container Terminal. The equipment of the Container Handling System is divided into two main categories: (a) Cranes or Gantry Cranes on Quay side or Loading and Unloading Cranes or Ship To Shore (STS) Cranes. The most important equipment of a container terminal is the Ship To Shore or Quay Gantry Cranes. They represent the equipment that determines the size of the maximum vessel that can be served on the terminal, as well as the loading / unloading rate (TEU per hour). Besides the Quay Gantry Cranes (QGC) there are other types of smaller cranes that are analytically described in the chapters following. (b) Vehicles for intra-terminal horizontal transportation and stacking cranes. A wide variety of systems / equipment is available, in the international market, for horizontal transportation and stacking in various stacking heights. The Container Handling Systems are divided in groups, detailed in subsequent sections, as shown in Drawing 33 (Εικόνα 33). For the intra-terminal horizontal transportation the following equipment alternatives can be used:  Tractor – Trailer Units of various types. The trailer can be one suitable for port use only or for street use, single or multiple trailers. (passive vehicle)  Forklift truck (non-passive vehicle)  Reach Stacker (non-passive vehicle)  Straddle Carrier (SC) or Shuttle Carriers (ShC) (non-passive vehicle)  Automated Guided Vehicle (passive vehicle) The intra-terminal horizontal transport vehicles are divided into two categories: (a) passive vehicles and (b) non-passive vehicles. The passive vehicles need assistance from another vehicle / crane for their loading / unloading, whilst the non-passive complete (even at low rate sometimes) both horizontal transportation and loading / unloading procedure themselves without assistance from another vehicle / crane. For stacking the following equipment can be used:  Forklift truck (non-passive vehicle)  Reach Stacker (non-passive vehicle)  Straddle Carrier (SC) or Shuttle Carriers (ShC) (non-passive vehicle)  Ruber Tyred Gantry Crane (RTGC )  Rail Mounted Gantry Crane (RΜGC )  Over Head Crane (OHC) on concrete or steel frames Two basic systems of inter-terminal transportation and stacking can be distinguished:  Systems with common equipment for inter-terminal transportation and stacking (Tractor – Trailer Unit, Forklift, Reach-stacker, Straddle Carriers)  Systems with different equipment inter-terminal transportation and stacking. The most commonly used are the Straddle Carriers, Rubber Tyred Gantry Cranes, Rail Mounted Gantry Cranes. For the evaluation of the productivity and the effectiveness of a container terminal, the following Key Performance Indicators should be counted: • Waiting time of a ship at anchor • Time of a ship on quay • Number of container moves per STS in a certain period of time • Traffic & Throughput indicators For the evaluation of the Container Handling System in the case of high stacking the following should be taken into account: • Acquisition / procurement cost and operation cost • Compatibility with labor standards • Flexibility / layout modification • Response to peak demands • Delays response / interaction Selection of the Container Handling Systems in a container Terminal is carried out ad hoc, primarily as mentioned earlier, based on the maximum design vessel and the estimated transported container boxes volume. For this reason, there is such a large number of available pieces of equipment on the international market. In any case, it should be mentioned that acquisition / procurement cost and operation cost should be taken into account. In addition to the above in order to improve / maximize the productivity of a container terminal simulation models are being used, for both the design and the handling system selection. In the last part of the Thesis Port of Thessaloniki Container Terminal is being examined as a case study. The existing infrastructure is described, as well as the already installed equipment. The proposed Civil Engineering Works according to the approved Master Plan of the Thessaloniki Port are described. Based on the estimation of the transported container volume in the coming years until 2040, according to the basic scenario, the container handling system is selected. Finally based on the optimistic scenarios, the evolution of the container terminal alternative development scenarios for the maximum design container ship and the required container handling equipment are examined. Specifically the scenario for upgrading the design vessel from New Panamax to Post New Panamax container ship is studied. Construction of additional wharves offering one more berth and ground slots for the container-boxes and the additional container handling system is studied. The additional cost of the alternatives is estimated and the alternatives are compared.	el
heal.advisorName	Θεοφάνης, Σωτήριος	el
heal.advisorName	Μποϊλέ, Μαρία	el
heal.committeeMemberName	Θεοφάνης, Σωτήριος	el
heal.committeeMemberName	Μποϊλέ, Μαρία	el
heal.committeeMemberName	Νάνου, Αικατερίνη	el
heal.academicPublisher	Εθνικό Μετσόβιο Πολυτεχνείο. Σχολή Πολιτικών Μηχανικών	el
heal.academicPublisherID	ntua
heal.numberOfPages	170 σ.	el
heal.fullTextAvailability	true