The system has been used at APM Terminals\u2019 Salalah facility in Oman: \u201cThere are problems with waves there and in this case the vacuum pads sit on the hydraulic system going up and down, so the system uses the hydraulics to dampen the movement of the ship,\u201d he says.<\/p>\n
\u201cIn select applications, I am sure that will become more common and it may allow us to build container terminals in more exposed locations. We are running out of sheltered locations and breakwaters are getting bigger and more difficult; this may just allow some things to be done that haven\u2019t been possible before.\u201d<\/p>\n
Meanwhile, we are used to the idea of containers stacked seven, eight or nine high, but what about storing them in big steel racks? That way you can retrieve any container at any time, without the need to move half a dozen boxes stacked on top, says Mr Clarke.<\/p>\n
\u201cThis idea has been around for 15 years but nobody has ever done it,\u201d he says. \u201cIt would be like a container warehouse \u2013 similar to the high-bay racking of a big car factory, for example.<\/p>\n
\u201cStudies have shown that for certain types of terminal this system would show some big financial benefits. I have come across two or three places where we could show it was worth doing, but so far customers have been reluctant.\u201d<\/p>\n
Specific racking for such a system does not exist but it would be a fairly trivial piece of design, he says.<\/p>\n
\u201cThe machine that retrieves the boxes from the rack would be a one-off. But overall it is a classic case of all the elements being in existence in different industries, but nobody has ever put them together in that kind of combination.\u201d<\/p>\n","protected":false},"excerpt":{"rendered":"
The use of vacuum mooring solutions such as Cavotec\u2019s MoorMaster can not only speed up and increase safety in ferry turnrounds but could allow the construction of container terminals in more exposed locations, says AECOM\u2019s Richard Clarke.<\/p>\n","protected":false},"author":8,"featured_media":1671,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[26],"tags":[],"sponsor":[],"class_list":["post-1670","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-container-cargo-handling"],"acf":[],"_links":{"self":[{"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/posts\/1670","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/users\/8"}],"replies":[{"embeddable":true,"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/comments?post=1670"}],"version-history":[{"count":1,"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/posts\/1670\/revisions"}],"predecessor-version":[{"id":1672,"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/posts\/1670\/revisions\/1672"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/media\/1671"}],"wp:attachment":[{"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/media?parent=1670"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/categories?post=1670"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/tags?post=1670"},{"taxonomy":"sponsor","embeddable":true,"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/sponsor?post=1670"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}