Port feeder barge
The Port Feeder Barge is a concept for container logistics within the Port of Hamburg . The self-propelled barge has a storage space of 168 TEU, is equipped with a sideways crane and is intended to move the container handling within the port from the road to the water, accelerate the rotation of the feeder ships within the port, handle the container handling on the inland waterway vessels and thus their overall handling facilitate and speed up.
description
In Hamburg there are considerable traffic problems in the port area, which are exacerbated by the intermediate transport of containers between different warehouses and loading points. Solutions are repeatedly sought to alleviate these problems. Even ropeway transports for containers with a length of 40 feet are under discussion. None of the previously discussed or experimental solutions eliminate the quantity problems. All experiments are co-financed with tax money and none of the experiments has so far brought any measurable economic success.
The Port Feeder Barge is designed as a self-propelled double-end pontoon with its own crane on the side and is intended to connect all container terminals and depots (with water connection) on its daily round trip through the port and collect and distribute the containers. Since the feeder lines are a major customer for the circumnavigated by truck, could be in the presence of Port Feeder Barge on the water, not only road transport reduced, but also the number of an average of four from each feeder vessel to running berth in Hamburg significantly reduced. This barge is also intended to function as a floating inland ship terminal by serving the inland ships directly at a central berth (ship-to-ship handling) and distributing and collecting their containers as part of the transfer in the port. The port feeder barge can serve ships of more than Panamax width independently (from both sides).
Ship data
- Measurement approx. 2000 GT
- Length 63.9 m
- Width 21.2 m
- Draft as a seagoing ship 2.0 m with 1,000 tons deadweight
- Draft as a barge 3.1 m with a deadweight of 2,500 tons
The drive is diesel or gas-electric with four rudder propellers, each 280 kW. This makes the vehicle very maneuverable. The diesel engines are planned with the latest exhaust gas cleaning systems, which are not required when using LNG . Since all containers are stowed on deck, there is enough space below deck for the voluminous LNG tanks.
There are spaces on board for 168 20-foot containers (TEU), equivalent to 84 40-foot containers (FEU). Half of it can be stowed in cell guides. There are cooling connections for 14 reefer containers . The on-board Liebherr crane of the type CBW 49 (39) / 27 (29) Litronic can lift 49 tonnes with a 27 meter reach. The telescopic spreader is suitable for all container sizes and has a rotating mechanism. For the transport of container flats with excess height, a telescopic excess height frame is also carried. Six individual chambers are available for the crew.
envelope
A central berth is to be set up for the transshipment of barges ("floating barge terminal"), which can also be located in the river on the dolphins. In this way, the container terminals are relieved of inefficient inland waterway handling and at the same time the throughput times of the inland waterways are shortened.
In this way, inland and seagoing ship handling could be decoupled from one another. The inland vessels no longer need to be handled at the oversized maritime facilities, where they are only served with last priority and therefore with many delays. Central processing via a port feeder barge (as a floating terminal) would significantly shorten the throughput times for inland shipping in the Port of Hamburg. The handling could even take place “in the stream” (at the dolphins), so that no more quay-side berths would be required. The possible use of a port feeder barge should not be limited to the port of Hamburg.
Worldwide problem
The use of supplementary methods also appears sensible in other large container ports (e.g. Rotterdam, Antwerp, New York, Santos).
In Hong Kong approx. 1/3 of the total container handling is done with the help of simple and not self-propelled derrick barges. A derrick is a gantry crane with or without a slewing range.
A barge equipped with its own crane is operated in the port of Amsterdam and is intended to transport containers between the port and the surrounding area ( AMSBarge ). However, it is subject to restrictions with regard to the ship's width in canals (stability) and clearance height on bridges, which is why it is not particularly suitable for internal port transport with constant use of your own crane.
In congested ports of developing and emerging countries, the Port Feeder Barge is also capable of seagoing vessels to anchor directly dispatch, and transport the containers between Reede and coastal ( "shuttle").
State of play in Hamburg
The Hamburg project is suspended due to the bankruptcy of two shipyards (2003 and 2006) after the funding amount was collected. There is currently no active support from politics, although the relocation of container transfers from the road to the water is mentioned in the coalition agreement of 2015.
See also
Web links
- Website about the Port Feeder Barge with download A 'Port Feeder Barge' with LNG propulsion for the Port of Hamburg
Individual evidence
- ↑ a b Hafen-Logistik-Stadt - IBA Hamburg - PDF Free Download. P. 62ff , accessed on March 15, 2019 .
- ↑ The floating terminal still has to wait. In: Inland Shipping. February 2013, accessed March 15, 2019 .
- ↑ Thick air around cleanliness plan. In: Stadt Land Hafen, edition 8/2017. Pp. 6-7 , accessed March 15, 2019 .