In the worst case scenario, they have to be taken out of service for two months and heightened at a cost of \u20ac1m.<\/p>\n
Air draft is the space that exists between the top of deck-stowed containers and anything above them, for example a bridge or a crane spreader. Terminals know they have Issues when near collisions take place for want of adequate clearance.<\/p>\n
\u201cDesigners calculate necessary crane heights by using average vessel fill rate and therefore the probable weight of the vessel, based on the known height at which vessels sail, with some safety margin added in,\u201d says Mikko Vuojolainen, vice president, Crane Upgrades at Kalmar, told Port Strategy.<\/em><\/p>\n However, quite serious issues can arise when a ship arrives abnormally light, which can happen when there are a high number of empty boxes on board and\/or light ballast with containers still stacked high on deck. Combine this with high tides and the vessel can sit high in the water.<\/p>\n Dr Hannu Oja, director, Port Technology, at Konecranes said: \u201cSuch problems were foreseeable, but have only become visible retrospectively.\u201d Mr Vuojolainen also pointed out that this issue is not uniquely related to today’s super post-panamax units, either.<\/p>\n \u201cThis occurs when any step generation in ship dimensions takes place, particularly when vessels have added container stack heights on top of deck structures. However, it takes some time before all operators have experienced all the \u2018worst possible\u2019 circumstances; in other words, things that the crane specifying engineers couldn’t foresee.\u201d<\/p>\n","protected":false},"excerpt":{"rendered":" Reports have surfaced claiming that brand new super-post-panamax cranes ordered specifically to enable box terminals to handle the largest ships afloat are experiencing air draft issues.<\/p>\n","protected":false},"author":8,"featured_media":0,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[33,36],"tags":[],"sponsor":[],"class_list":["post-2107","post","type-post","status-publish","format-standard","hentry","category-equipment","category-products-services"],"acf":[],"_links":{"self":[{"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/posts\/2107","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=2107"}],"version-history":[{"count":0,"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/posts\/2107\/revisions"}],"wp:attachment":[{"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/media?parent=2107"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/categories?post=2107"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/tags?post=2107"},{"taxonomy":"sponsor","embeddable":true,"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/sponsor?post=2107"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}
The problem is not insurmountable, he added: many post-panamax ship-to-shore cranes have been raised to super-post-Panamax dimensions in recent years for exactly the same reason.<\/p>\n