And although they need to be handled in more concentrated \u201cblocks\u201d, this in itself can present significant opportunities for ports.<\/p>\n
For example, from an export perspective, sorting efforts of matching export cargo with the respective vessels is reduced. From an import perspective, larger vessels may offer a greater opportunity for block stowing imports for rail destinations providing critical mass in building trains, improving rail utilisation, and dispatching cargo more efficiently.<\/p>\n
Not only this but the concentration of cargo on larger vessels rather than multiple smaller vessels may also present some operational efficiencies that the industry can take advantage of. For example, a larger vessel allows for a high crane density and increased moves per hatch allowing for greater productivity.<\/p>\n
Similarly, larger ships may present an opportunity to capture berth productivity improvements. A container yard absorbs the same volume whether working 14 cranes across two large vessels, or three smaller vessels.<\/p>\n
WSC also pointed out how congested high-volume ports would be if all containers were transported via small vessels. For example, consider how congested the Los Angeles\/Long Beach port complex would be if all 12 million teu of cargo transported through it were carried on 2,750 teu ships.<\/p>\n
Basically, if a port facility does not have sufficient acreage to handle its forecasted cargo volumes efficiently, it will need to develop alternative solutions, such as shuttling import containers to holding facilities outside the port, or implementing more sophisticated container handling technology.<\/p>\n
This is because ocean carriers will still have the expectation that a marine terminal efficiently handles cargo volumes, regardless of its size.<\/p>\n","protected":false},"excerpt":{"rendered":"
The World Shipping Council says that mega-ships may be partly the answer to dealing with port congestion in addition to the benefits they bring to the shipping industry.<\/p>\n","protected":false},"author":8,"featured_media":4152,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[41],"tags":[],"sponsor":[],"class_list":["post-4151","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-bulk-handling"],"acf":[],"_links":{"self":[{"href":"https:\/\/www.portstrategy.com\/coastlink\/wp-json\/wp\/v2\/posts\/4151","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.portstrategy.com\/coastlink\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.portstrategy.com\/coastlink\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.portstrategy.com\/coastlink\/wp-json\/wp\/v2\/users\/8"}],"replies":[{"embeddable":true,"href":"https:\/\/www.portstrategy.com\/coastlink\/wp-json\/wp\/v2\/comments?post=4151"}],"version-history":[{"count":1,"href":"https:\/\/www.portstrategy.com\/coastlink\/wp-json\/wp\/v2\/posts\/4151\/revisions"}],"predecessor-version":[{"id":4153,"href":"https:\/\/www.portstrategy.com\/coastlink\/wp-json\/wp\/v2\/posts\/4151\/revisions\/4153"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.portstrategy.com\/coastlink\/wp-json\/wp\/v2\/media\/4152"}],"wp:attachment":[{"href":"https:\/\/www.portstrategy.com\/coastlink\/wp-json\/wp\/v2\/media?parent=4151"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.portstrategy.com\/coastlink\/wp-json\/wp\/v2\/categories?post=4151"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.portstrategy.com\/coastlink\/wp-json\/wp\/v2\/tags?post=4151"},{"taxonomy":"sponsor","embeddable":true,"href":"https:\/\/www.portstrategy.com\/coastlink\/wp-json\/wp\/v2\/sponsor?post=4151"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}