Altenwerder container terminal
The HHLA Container Terminal Altenwerder ( CTA ) with the 1,400 meter long Ballinkai in the Altenwerder district of Hamburg has been one of the world's most modern container terminals since it opened in 2002 . It belongs to Hamburger Hafen und Logistik AG ( HHLA ) (74.9%) and Hapag-Lloyd AG (25.1%) and is located on Köhlbrand , a branch of the Elbe , between the Kattwyk Bridge and the Köhlbrand Bridge . In addition to the Eurogate container terminal Hamburg (CTH), the HHLA container terminal Burchardkai (CTB) and the HHLA container terminal Tollerort (CTT) , the CTA is one of currently four container terminals in the port of Hamburg .
The CTA also has its own container terminal for combined transport , the Kombi-Transeuropa Terminal Hamburg (KTH). Parallel to nine, the 700-meter tracks are trains of four gantry cranes with rotating crabs handled. A freight center has been built right next to it , which can also use the station.
General
The terminal extends over an area of 1.1 million m² and, in the final stage, is designed to handle around 3 million TEU per year. The current capacity is 2.4 million TEU.
Up to four large container ships, including post- panamax ships, can be loaded and unloaded at the same time on the 1400 m long quay wall of the CTA to the east . The draft at the berths is 16.7 m, the quay wall is 7.5 m above sea level. NHN . A total of 12 million m³ of sand was heaped up, creating a height difference of 24 m between the edge of the quay and the riverbed.
Most of the handling area is taken up by the central container warehouse with a capacity of 30,000 TEU, 2040 of which have connections for refrigerated containers ("reefers"). The warehouse is served by 26 pairs of cranes and 86 driverless transport vehicles ( Automated Guided Vehicle , AGV).
The western part of the CTA is formed by the transfer stations for trucks and the specially built train station with seven tracks , which enable the handling of complete trains . Work has been underway since 2016 on the renovation and expansion of the facility by two tracks with an additional capacity of around 140,000 TEU to 930,000 TEU. In 2015, 769,000 TEU were handled here (2014: 785,000 TEU; 2013: 813,000 TEU).
The special feature of the terminal is the almost fully automated process. The containers are practically only transported over the quay wall and the roadside with human help; all cranes and transport vehicles in the container warehouse in between are controlled by a central computer.
Planning and construction
The terminal is located on the area of the former fishing village Altenwerder . The construction, or more precisely: the port expansion , was decided by the Hamburg parliament in the 1950s , even before containers became a means of mass transport. Around 1960 the city of Hamburg started buying up land; expropriations were even announced between 1973 and 1978. Buildings on the acquired properties were demolished immediately after the contract was signed. In 1998 the last of the residents gave up, worn down and under protest.
For a long time, the area was intended for the expansion of the adjacent Hansaport . Economic development stagnated in the 1970s (two oil crises , crisis in the coal and steel industry in many industrialized countries ( coal crisis , steel crisis ), stagflation , Eurosclerosis ) and thus fell short of the high forecasts of the 1960s. The expansion plans were eventually abandoned. The evacuation of the village was nevertheless continued, so that a reserve area was already available for the later planning of the container terminal. All that remains of the village is St. Gertrud (Hamburg-Altenwerder) .
| 1997 | Beginning of the flushing work |
| 1997, October | Confirmation of the operation of the CTA from HHLA |
| 1998, May | Evacuation of the last houses |
| 1999, May | First ramming for the quay wall |
| 2000, July | Beginning of civil engineering work , the Moorburger Berg emerged from the excavation |
| 2001, August | Relocation to the company building and workshop |
| 2001, October | Start of total commissioning |
| 2002, June | Economic commissioning of the 1st construction phase |
| 2003, November | Commissioning of the 3rd berth |
| 2004, July | Commissioning of the 2nd construction phase |
The Super Panamax container bridges installed at the CTA were manufactured by Shanghai Zhenhua Port Machinery . A special ship brought the 2,000-ton bridges to Hamburg by sea. One of the greatest challenges in terminal planning and its construction was the development of complex control and monitoring systems for the numerous automated processes.
The path of a container through the CTA
The ship berths at one of the four berths. One of the 14 two-crab container cranes takes care of the container. First, the crane operator in the main trolley transports him to the lashing platform of the bridge, where lashing workers remove the twistlocks from the container . The fully automated transshipment begins after another person sitting in the bridge oversight cabin has viewed, checked and entered the container in the IT system. As soon as one of the 86 automated vehicles (AGV) is ready on the land side of the bridge, the portal trolley automatically reloads the container. The driverless AGVs find their way to their destination, which is transmitted by radio, through a transponder network that is embedded in the floor and consists of around 10,000 points . The area on which the AGVs drive is closed to people for safety reasons.
The AGV parks in front of one of the 26 storage blocks (16,000 containers), where a pair of gantry cranes ( Double Rail Mounted Gantry - DRMG) unloads the container for temporary storage. Each block comprises 10 rows of 37 TEU spaces; Four containers can be stacked at each place - five in the outer rows. The DRMG consists of two independently working cranes, so that the water side can be served with the AGV and the opposite side with railroad and truck at the same time. Due to their different sizes, both cranes can work simultaneously over the entire block, the smaller crane simply drives through under the larger one. If one of the two fails, the operation of the respective block can still be maintained by the second crane.
On the back of the 26 storage blocks there are three lanes for handling the terminal's own chassis and four lanes for trucks. For loading and unloading the trucks, the gantry cranes are controlled manually from remote control stations in the operations building; the handling of the terminal-internal chassis is automated.
From this point on, the transport routes separate: If the container is to be transported by truck, it remains on the chassis . If the container has to be turned for transport on the truck (doors forward - for safety reasons or when transporting two 20-foot containers), this is done at the container turning point at the southern end of the terminal. When transported by rail, it is driven to the train station. Once there, it is loaded onto a train by one of the four railway cranes, which are equipped with slewing trolleys . The terminal's own trailers and terminal tractors take care of the transfer from the warehouse to the tracks . The drivers of the tractor units receive their driving orders within the CTA from radio data terminals.
Before leaving the CTA, by rail or by road, the container may be checked by customs .
Due to the possibility of feeder traffic , large amounts of cargo can be carried with smaller ships up to 1000 TEU (20-foot container), e.g. B. be transported to or from the Baltic Sea region.
Personnel requirements
People are hardly involved in handling the containers. The system is largely automated; it is considered the most modern in the world. After the final expansion, around 700 people will be employed at the CTA, 80 of them in administration (controlling, clerks, secretariat, etc.), 310 employees in waterside and landside transshipment and 33 employees at customs. The maintenance staff - around 120 people - is provided by the subsidiary SCA (Service Center Altenwerder).
A subsidiary of HHLA, the HCCR (Hamburger Container and Chassis Repair), has 90 employees in charge of the refrigerated container operation, the empty CTA warehouse and the container repairs. The remaining 80 employees are external service providers (Lascher etc.).
The high degree of automation requires well-trained employees to monitor processes and operate the system.
Customs clearance
The CTA is a sea customs port, it is also outside the Hamburg free port, which existed until the end of 2012 . For this reason, the customs department was set up to inform customs about all customs-related goods movements in the terminal. Fast processing of goods is guaranteed by data communication , which enables customs to check the goods data before the ship arrives and take possible measures in advance.
Equipment
Container cranes
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Fourteen Super Post Panamax bridges with two-trolley operation serve the arriving ships. The main trolley takes over the partially automated transport from the ship to the lashing platform, which is located in the middle of the bridge. The portal trolley transports the container fully automatically from there (lashing platform) to an automated guided vehicle (AGV).
Technical specifications
- Height of the boom: approx. 110 m
- Lifting height over crane rail: 38.5 m
- Lowering depth under crane rail: 23 m
- Usable water-side projection: 61 m (22 rows of containers)
- Nominal load on the pulley blocks: 63 t
- Dead weight: approx. 2000 t
Feeder gantry cranes
The CTA has a standard container bridge that handles the handling for feeder ships . This bridge is much smaller and only has one cat. The handling of the feeder ships is faster due to the lower lifting height of the bridge.
Technical specifications
- Lifting height over crane rail: 19.8 m
- Lowering depth under crane rail: 20 m
- Usable water-side projection: 28 m (8 rows of containers)
- Usable landside projection: 8.5 m
- Nominal load on the pulley blocks: 63 t
Automated Guided Vehicles (AGV)
The AGV ( driverless transport vehicle ) are used for driverless transport between the bridges and the container warehouse. The AGV traffic area is approx. 1,400 m long and 100 m wide. The manufacturer of these vehicles is Gottwald Port Technology , a subsidiary of Demag Cranes , which also supplied two battery AGVs for testing at the CTA in 2011.
Two AGV variants are currently in use:
AGV 01-53, diesel-hydraulic drive
AGV 54-84, diesel-electric drive , AGV 58 and 72 additionally with Blue Tec
Two of the AGVs with diesel-electric drive were converted into vehicles with pure battery-electric drive. These have been used for testing since spring 2011. The battery is changed automatically in a battery changing station (BWS). A replacement battery pack is charged there, with the second in the vehicle.
AGVs with lithium-ion drives have been in use since 2018. By the end of 2022, the fleet of almost 100 AGVs will be completely converted to lithium-ion battery drives and a total of 18 charging stations will be installed. The AGV are fully charged with green electricity in approx. 1.5 hours, there is no need to change the battery.
Motor data AGV 01-53
- Manufacturer: Daimler-Benz
- Power: 260 kW
- Tank: 1200 L
- Driving time (with full tank): approx. 48 hours.
- Displacement: 12 L.
- Cylinder: V 6
- Fuel consumption: approx. 15–20 L / h
Motor data AGV 54-84
- Manufacturer: Volvo
- Power: approx. 260 kW
- Tank: 1200 L
- Driving time (with full tank): approx. 55 hours
- Displacement: 12 L.
- Cylinders: 6 in line
- Fuel consumption: approx. 12–16 L / h
Double Rail Mounted Gantry Cranes (DRMG)
The automatically operated cranes serve the storage blocks on rails. Two each serve a storage block. Due to their different heights, they can operate a block independently of one another. To do this, the cranes move under or on top of each other.
Technical specifications
- Chassis length: 15 m
- Load capacity: 42 t
| big crane | little crane | |
|---|---|---|
| Portal gauge | 40 m | 31 m |
| height | 27 m | 22 m |
| Lifting height | 21.5 m | 15.5 m |
| own weight | approx. 310 t | approx. 250 t |
Railway cranes
Four portal cranes are available for loading / unloading the rail wagons on the nine parallel tracks of the Kombi-Transeuropa Terminal Hamburg (KTH) . In addition to 20 ', 30', 40 'and 45' containers, swap bodies and semi-trailers can also be handled.
Technical specifications
- Outreach on storage side: 15.5 m
- Outreach KLV side: 18.3 m
- Height: 24.6 m
- Load capacity: 42.8 t
- Dead weight: approx. 500 t
Control software
A new operating concept was created especially for the complex processes of the large devices and their communication. Programs have been developed for device and transport control that allow real-time optimization for all transport processes in the terminal. The core of the software is the terminal control software. It integrates the individual software components, mostly proven computer programs. The software was implemented in Java . During the ongoing commissioning, the software packages were integrated into the system and put through their paces in real operation.
The software is divided into several areas:
HHLA's own developments (on Sun - Solaris servers)
- Common ( JMS : SwiftMQ)
- CBS (ContainerBasisSystem, Java)
- ATLS (Automatic Terminal Logistics System)
- CBS (ContainerBasisSystem, InterSystems Caché , VMS Alpha)
Purchase systems :
- AGV management system (TBA (ex Gottwald Port Technology), Suse Linux 10)
- HTLS (Hinterland Terminal Logistik System, INFORM SyncroTESS, Sun Solaris)
- FMDS (error reporting and diagnosis system (gluIT), Microsoft Windows )
- SPARCS (NAVIS) Microsoft Windows
- GOS (Gate Operating System (CAMCO)) Microsoft Windows
Individual evidence
- ↑ How CTA works (PDF). Retrieved April 24, 2018 .
- ↑ Technical data. Retrieved April 24, 2018 .
- ↑ Felix Selzer: New hope for 10 million TEU . In: Hansa , issue 3/2015, p. 81
- ↑ Thomas Wägener: Additional tracks for more capacity . In: Hansa , issue 6/2016, p. 90
- ↑ hhla.de: What is special about the terminal layout and which specially developed work processes make container handling so efficient?
- ↑ HHLA uses battery AGV at the CTA . In: Hansa , Heft 7/2011, p. 8, Schiffahrts-Verlag Hansa, Hamburg 2011, ISSN 0017-7504
- ↑ Container transporter with green electricity. Retrieved April 24, 2018 .
Web links
Coordinates: 53 ° 30 ′ 14 ″ N , 9 ° 56 ′ 3 ″ E