Currently, the global economic situation requires logistics companies to make serious changes in pricing policy and a systematic approach to solving transport problems.
After all, today, the question of quality, speed and cost of cargo delivery, as the most important competitive advantages, is as acute as possible. The decline in cargo turnover during the crisis of 2008 – 2009 showed that only companies with a flexible policy in meeting customer needs are able to survive in the logistics services market.
If we consider the pre-crisis situation in the transportation market, the following picture was observed. The Western economy, growing at low credit interest rates, produced and, as a result, transported a huge amount of goods, while the development of the transport structure lagged behind the growth of cargo traffic. This created a shortage of transport services, which led to a steady increase in tariffs and increased the attractiveness of the transport industry for investment. The result was the emergence of a huge number of transport and logistics companies that, due to the need for early payback, were not ready to reduce the cost of their services. This situation could have developed further, but due to the financial crisis, production volumes and cargo turnover fell, this put a fat end to the thoughtless development of the transport market, and forced many companies to leave the arena.
As a result, the entire transport services market is facing a very important task, the solution of which has been postponed for a long time. How to reduce the transport component so that it gives a new impetus to the development of production and returns to the transport sector by increasing cargo turnover.
Now the principle of building a transport system is often based on attracting cargo flows by transport enterprises. This leads logistics companies to the need to use multifunctional lines and terminals when building cargo delivery schemes, and does not allow any of the parties involved in this process to plan budgets.
At the same time, the terminal is an organization 100% dependent on the requirements of the line. This may lead to a situation where the line may dictate the conditions for the availability of special equipment at the terminal, which will have to purchase it in order to keep the line and its cargo flow. This puts the terminal at a disadvantage and requires significant budgetary funds for the unplanned purchase of non-core equipment, as well as recruitment and training of personnel. In the worst case, modernization of the warehouse and berth may be required.
This case is not a problem when the terminal is operating with one line, but as practice shows, for maximum capacity utilization, contracts are concluded with several lines at once. In such a situation, each line, having its own scheme for optimizing transportation costs, may require too many different equipment.
Analyzing the potential opportunities for reducing the cost of delivery, it can be seen that planning investments in the development of terminals, lines, etc. is possible only if the transport and logistics company itself creates conditions for the development of cargo traffic and manages it, and does not attract it. As practice shows, this option allows the carrier to develop an effective transport and technological delivery scheme aimed directly at any one type of cargo. Such an approach seems to limit the freedom of a transport company when choosing cargo and its rapid change, in case of a decrease in cargo traffic, but in fact, when creating a cargo flow, such a company gets the opportunity to predict cargo traffic with greater accuracy, and, accordingly, plan its investments in transport equipment more safely. This will allow us to assess the need and volume of investments in the transport component and organize the most optimal option for cargo delivery from the manufacturer to the consumer.
If we take the European experience of transportation as an example, it is clear that all market participants are trying to reduce their costs as much as possible and thereby reduce the cost of transport services. The main ways in this direction they have chosen are:
Optimization of transportation processes;
The use of more efficient equipment of the transport and transshipment complex;
Reducing the number of personnel involved in the transport process.
It is for this reason that in the last 20 years, multimodal RoRo and StoRo methods of transportation have been actively developing, as the most cost-effective over short transport distances. At the same time, there is a significant increase in the efficiency of such transportation, and also leads to a decrease in the construction cost of the berth, due to the use of modern transport systems and modernization of ship equipment.
The development of rolling technologies is closely related to the introduction into the transport process:
/ cassette systems;
/ the use of transport supports for semi-trailers;
/ automated mooring systems;
/ new or upgraded roller skaters;
/ warehouse automation and control systems;
/ containerization systems.
Cassette systems.
They are the very detonator that allowed the development and improvement of rolling technologies. With the advent of cassette technology, the productivity of cargo operations in ports has doubled compared to the roll-trailer scheme, while the loading capacity of the vessel has increased by 20%, fuel costs have decreased by 30%. The basis of the cassette system is a transport and storage pallet - cassette, as well as a special semitrailer equipped with a lifting mechanism for cassettes and rotary rear axles. The most important advantage of this system is the lack of time and human resources spent on freeing cargo to the deck of the vessel, due to the installation of cassettes close to each other, additional advantages include high load capacity from 40 to 360t, maneuverability and safety of cargo operations.
Transport supports for semi-trailers.
Designed to automate the processes of cargo handling of a semi-trailer and its installation in the hold of a vessel. At the same time, the main distinguishing feature of such supports is:
/ a significant reduction in the time spent on grabbing/lowering the semi-trailer;
/ reducing the amount of manual labor;
/ there is no need to release the semi-trailer to the deck of the vessel.
When installing a semi-trailer on a ship, such a support is fixed in special guides fixed to the deck. This makes it possible to significantly reduce the time spent by the vessel under cargo handling, simplify the installation of semi-trailers on the inclined ramps of the roller. And reduce the labor costs of fixing semi-trailers.
Automated mooring systems
They allow mooring in automatic mode.
The increase in international trade has led the European Union (EU) to realize the need for active use of water transport in order to reduce congestion. Reducing the turnaround time of ships is one of the key elements of the EU strategy. The time, cost, labor costs and risks associated with traditional mooring methods, which have remained unchanged for thousands of years, can be significantly reduced by using an automatic mooring system.
Robotic automatic mooring systems are designed to replace traditional methods using mooring ropes. At the same time, the automatic device ensures reliable fastening of the vessel, without the need for personnel at the berth, and provides significant advantages in terms of safety, economy and reducing environmental impact.
Due to the absence of mooring lines in the automated mooring process, the risk of injury to personnel is excluded. The system is controlled remotely by operational personnel and its monitoring, as well as alarm functions work in real time. A feature of these systems is the safe provision of reliable mooring of the vessel even during a power outage or loss of control signals.
Automated mooring systems require only one operator. The amount of electricity consumed is minimal, and after mooring the vessel is practically reduced to zero. The system ensures fast mooring of the vessel, minimizing delays caused by waiting for available mooring commands. Thus, the downtime of the vessel in the port is reduced to the possible minimum, this is clearly confirmed by the results of the FastShip project, and allows for more efficient use of the vessel, as well as the berth and allows the vessel to reduce speed at sea and, accordingly, fuel consumption.
Thanks to automated mooring systems, harmful emissions into the environment of the port water area are reduced.
The modern line of mooring systems includes automatic vacuum and rigid beam systems, as well as semi-automatic systems, remotely controlled devices that use ropes tightened to the deck of the ship's winch and designed specifically for short-term berthing.
Connecting bridges
Connecting bridges are used as an auxiliary support designed to connect the ship's Ro-Ro ramp and the shore, for the transfer of cargo and passengers in the port. The model range of connecting bridges includes:
/ fully mobile;
/ with integrated tanks;
/ with submersible tanks;
/ pontoon;
/ mechanically supported.
All offered options are distinguished by high flexibility, reliability, safety and economic efficiency of cargo handling of the vessel. The design of the ballast system is unique, it eliminates the problems that arise when the movable structure of the ramp interacts with the stationary embankment. This ensures smooth handling of the vessel in all weather conditions.
The connecting bridge can be installed in sea and river ports, as well as outside the port or on unprotected berths, with various options for mooring ships.