WO2021161334A1 - Port électronique - Google Patents

Port électronique Download PDF

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Publication number
WO2021161334A1
WO2021161334A1 PCT/IN2021/050125 IN2021050125W WO2021161334A1 WO 2021161334 A1 WO2021161334 A1 WO 2021161334A1 IN 2021050125 W IN2021050125 W IN 2021050125W WO 2021161334 A1 WO2021161334 A1 WO 2021161334A1
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WO
WIPO (PCT)
Prior art keywords
containers
carrier
container
tracks
berth
Prior art date
Application number
PCT/IN2021/050125
Other languages
English (en)
Inventor
Rajeev Chanan
Original Assignee
Umeandus Technologies India Pvt. Ltd.,
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Umeandus Technologies India Pvt. Ltd., filed Critical Umeandus Technologies India Pvt. Ltd.,
Publication of WO2021161334A1 publication Critical patent/WO2021161334A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C19/00—Cranes comprising trolleys or crabs running on fixed or movable bridges or gantries
    • B66C19/002—Container cranes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C13/00—Other constructional features or details
    • B66C13/18—Control systems or devices
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
    • G06Q10/063—Operations research, analysis or management
    • G06Q10/0631—Resource planning, allocation, distributing or scheduling for enterprises or organisations
    • G06Q10/06315—Needs-based resource requirements planning or analysis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65G—TRANSPORT OR STORAGE DEVICES, e.g. CONVEYORS FOR LOADING OR TIPPING, SHOP CONVEYOR SYSTEMS OR PNEUMATIC TUBE CONVEYORS
    • B65G63/00—Transferring or trans-shipping at storage areas, railway yards or harbours or in opening mining cuts; Marshalling yard installations
    • B65G63/002—Transferring or trans-shipping at storage areas, railway yards or harbours or in opening mining cuts; Marshalling yard installations for articles
    • B65G63/004—Transferring or trans-shipping at storage areas, railway yards or harbours or in opening mining cuts; Marshalling yard installations for articles for containers

Definitions

  • Embodiments of the present application illustrate an e-port and specifically to a system and method to provide an intermodal transfer of containerized freight. Specifically, the present disclosure eliminates any need for stacking, storing or waiting on the port premises or inside port boundary, but applicable at any other changeover points for freight in order to handle containerized freight.
  • Containers or freight carried by the ships are loaded or unloaded during the docketing of the ship at a particular port.
  • Port container facilities provide infrastructure, machinery, and other resources for transferring containers between water-borne and land-borne modes of transportation.
  • the yard vehicles are manually driven up and down and in and out of the rows, and to and from the ship, along various routes and at various speeds which are controlled by their individual operators. Therefore, the degree of automation would not affect the movement of containers to and from the ship in respect of the receipt, storage, location, loading, unloading and discharge or dispatch of containers. Therefore, not only are large land areas of high cost occupied by the ports, but the transportation of containers is less efficient than desirable.
  • a system or an e-Port system for intermodal change of containerized freight disclosed here addresses the above-mentioned need for a loading or unloading technique of the containers to and from the ships or vessels directly to and from the transportation system of the hinterland which carries the containers to and from their final location.
  • This system eliminates the requirement of storing or stacking of containers within the premises of the port itself.
  • This system for intermodal change of containerized freight that’s operational to perform loading and unloading of containers at a port, comprises at least one berth, at least one crane, and a central management module.
  • the berth includes multiple rail-tracks to transport the containers, wherein the containers are loaded on respective self-propelled automated electric carriers that are configured to traverse across the respective tracks.
  • the cranes are positioned adjacent to the tracks, wherein the crane is configured to load and unload the containers to and from the ships that are docked adjacent to the berths and to load and unload the containers to and from the containers directed towards the ship.
  • the central management module is controlled by at least one processor, wherein the central management module is configured to: assign a selected crane to load the container from the self- propelled automated electric carrier to the ship and to unload the container from the ship to the self-propelled automated electric carrier, based on the delivery information; assign a selected track for each self-propelled automated electric carrier depending on delivery information of the container that is electronically and remotely loaded on the on board computer of each self- propelled automated electric carrier; and routing the self-propelled automated electric carrier to a location mentioned in the delivery information.
  • the rail tracks present in each berth are substantially positioned adjacent and parallel to the ships that are docked in the proximity of that berth.
  • the self-propelled automated electric carriers are electric powered and self-driven, and wherein the self-propelled automated electric carriers are directed by the central management module to load and unload containers from the incoming containerized freight.
  • the cranes are substantially positioned in a perpendicular orientation to the tracks, and wherein the cranes are controlled by the central management module to select a self- propelled automated electric carrier that is positioned on a respective track to load the container on the ship and unload the containers from the ship.
  • the system comprises scanners that are positioned at one of an entry and an exit portion of each rail track, wherein the scanners are configured to perform security check on contents present in each container so that each container is either routed to customs (or any government agency deemed) for comprehensive check, re-routed to the berth, and routed for segregation, based on scanning results.
  • the central management module synchronizes movement of the self-propelled automated electric carrier, and loading and unloading of the containers with the other systems that include ship-liner operator, terminal operators, freight operators, and port operators.
  • the central management module performs segregation of the containers using a switching module positioned on the rail-tracks while the self-propelled automated electric carrier is in motion along a selected track, wherein the switching module is configured to segregate the containers based on information regarding destination of each container.
  • a first berth is connected to a second berth via the rail-tracks, wherein the central management module routes the self-propelled automated electric carriers from the first berth to the second berth based on the delivery information that is associated with the container that is positioned on the self- propelled automated electric carrier.
  • the present disclosure relates to a method and system for the intermodal transfer i.e. loading or unloading of containerized freight between container ships and transport them in vehicles such as self-propelled automated electric carriers on rail tracks to the final destination of the containerized freight.
  • the method and system of the present disclosure is equipped to transfer the unloaded containerized cargo automatically after unloading by the Quay cranes or any other such means of unloading.
  • present disclosure is equipped to bring containerized freight from hinterland to the ship directly for loading by Quay cranes. After loading the containerized freight to an individual transport vehicle, the individual transport vehicle on rail routes itself such that the loaded containerized freight reaches its destination.
  • reverse process of bringing containerized freight from hinterland directly to the Quay cranes without stacking storing or waiting in the port premise further define the e-Port system.
  • Embodiments of the present application provide that the containers or freights are loaded or unloaded from the ships by Quay Cranes directly on to a self-propelled automated electric carrier on rail-tracks for further transportation to hinterland without any waiting, stacking or storing at the point of intermodal change within port premise.
  • the self-propelled automated electric carrier on rail with container or freight is carried to hinterland through an access control and customs bonded automated system.
  • Embodiments of the present application provides a central management system that routes each self- propelled automated electric carrier on rail to its destination based on an automatic control system. Such central management system supervises the traffic on the rails between the quay cranes and the destination. Further, the present disclosure provides that the central management system module that comprises of a path assignment and routing system which segregates the loaded self-propelled automated electric carriers on the basis of the destination of each container/freight loaded on the self- propelled automated electric carrier. Such segregation is performed when the self-propelled automated electric carrier is moving on the rail tracks with the containerized freight. The function is also capable of routing and directing unloaded self-propelled automated electric carrier to the point of loading as well.
  • Figure 1 A shows schematic diagram showing a system for the intermodal transfer, which includes loading or unloading of containerized freight between container ships using vehicles, such as, self- propelled automated electric carriers on rail-tracks to the final destination of the containerized freight.
  • vehicles such as, self- propelled automated electric carriers on rail-tracks to the final destination of the containerized freight.
  • Figure IB shows a detailed view of the schematic diagram marked by portion X shown in Figure 1A, showing the system for the intermodal transfer.
  • Figure 2 shows a method for intermodal change of containerized freight for performing loading and unloading of containers.
  • Figure 3 shows a detailed schematic view of Figure 1 , which shows the berth that includes the rail- tracks and the cranes to facilitate the intermodal transfer between the self-propelled automated electric carriers and the ship or vice versa.
  • Figure 4 shows is a schematic diagram of the working of the switching module.
  • Figure 5 shows is a block diagram of the working of the central management module.
  • all logical units described include the software and/or hardware components required for the unit to function. Further, each unit may comprise within itself one or more components which are implicitly understood. These components may be operatively coupled to each other and be configured to communicate with each other to perform the function of the said unit.
  • the present disclosure relates to system for intermodal transfer of containerized freights directly to their destinations without the need of storing or stacking them within the port premises.
  • system is also applicable to any other point of modal change of containerized freight.
  • the system comprises of quay cranes that are movable independently of one another, in synchronization, to directly transfer the containerized freights to transportation modes such as a self-propelled automated electric carrier.
  • transportation modes such as a self-propelled automated electric carrier.
  • the embodiments of the system described hereinafter shows only one quay crane, and it is to be understood that in practice there may be more than one quay crane operating at the same time, depending on the size and type of containerized freights being loaded or unloaded. Also depending on the volume required to be handled.
  • the term “containerized freight” as used herein has its common ordinary meaning, and includes transfer of goods in any type of container, such as an ISO container, domestic container, semi-trailer, enclosure trailer and the like, as understood by the person skilled in the art.
  • the term “self-propelled automated electric carrier” as used herein has its common ordinary meaning of self-driven automated vehicles which operates on a network of specially built guideways or rail-tracks.
  • the system contains different units to complete the transfer of containerized freight to their final destination.
  • the system comprises of a quay crane for loading and unloading containers from ships.
  • the system further comprises of a rail transport means for transporting the containers between the quay cranes near the ship and the final destination of the containers.
  • Such rail transport means include self-driven and battery or self-propelled automated electric carriers.
  • the system comprises a central management module to route individual self- propelled automated electric carriers on rail to the final destination. Such final destination is defined on the basis of automatic control systems.
  • the central management module comprises a path assignment, a control of the movement, and a routing system.
  • the path assignment and route system segregate the self-propelled automated electric carrier on the basis of the destination of the individual self-propelled automated electric carrier. This segregation takes place during the time individual self-propelled automated electric carriers are moving on the rail-tracks in a loaded or unloaded manner.
  • the present systems or methods would render the availability of land a non-issue as the individual self-propelled automated electric carriers are segregated on the basis of their final destination when such individual self-propelled automated electric carriers are loaded with the containerized freights.
  • the disclosed system eliminates the need to have various equipment like reach stackers, Rubber Tyred Gantry Crane (RTGC) or Rail Mounted Gantry Crane (RMGC) on the port premises, thereby reducing the requirement of space within the port premises.
  • RTGC Rubber Tyred Gantry Crane
  • RMGC Rail Mounted Gantry Crane
  • the disclosed system enhances the capacity and performance of handling the containerized freights. The same is true for the containers destined for exports from hinterland.
  • the installed Quay cranes handles the transfer or unloading of the containerized freights from the ship to the self- propelled automated electric carriers.
  • Such self-propelled automated electric carriers are operated by the central management module.
  • the quay crane transfers the containerized freights over single self-propelled automated electric carrier.
  • Such self-propelled automated electric carrier carries the containerized freight on a rail to its destined location. While the loaded self-propelled automated electric carriers are moving on different rails, a path assignment and routing system segregates the loaded self-propelled automated electric carriers on the basis of the destination of the containerized freight. Such that the containerized freight is transported seamlessly to their destined location immediately after unloading from ship with a Quay crane.
  • the transfer of the containerized freights from the self-propelled automated electric carriers to the ship i.e. loading is handled by the quay cranes.
  • Multiple loaded self-propelled automated electric carriers that approach the ship are aligned by the path assignment and routing system on the basis of destination of the containerized freight. Therefore, a self-propelled automated electric carrier loaded with the containerized freight having a less distance to the designated ship in comparison with the other self-propelled automated electric carriers is routed accordingly.
  • the Quay cranes of the ship then, handles the containerized freights and transfers it to the ship from the self- propelled automated electric carriers.
  • Figures 1A shows schematic diagram showing a system 100 for the intermodal transfer, which includes loading or unloading of containerized freight between container ships 102 using vehicles, such as, self-propelled automated electric carriers 112 on rail-tracks to the final destination of the containerized freight.
  • Figure IB shows a detailed view of the schematic diagram marked by portion X shown in Figure 1A, showing the system for the intermodal transfer.
  • This system 100 for intermodal change of containerized freight disclosed here addresses the need for a loading or unloading technique between the containers 102 and the ships 104 directly to and from the transportation system of the hinterland, which carries the containers 102 to and from their final location.
  • This system 100 eliminates the requirement of storing or stacking of containers 102 within the premises of the port itself.
  • This system 100 for intermodal change of containerized freight comprises at least one berth 106, at least one crane 108, and a central management module.
  • the berth 106 includes multiple rail-tracks 110 to transport the containers 102, wherein the containers 102 are loaded on respective self-propelled automated electric carriers 112 that are configured to traverse across the respective tracks 110.
  • a second berth 106b is positioned adjacent to the first berth 106a to receive the self-propelled automated electric carriers 112 along the tracks 110 that extend from the first berth 106a to second berth 106b, wherein the extension is represented by 110a in Figure 1A.
  • the branched lines as shown by branches 1-5 represent the incoming lines from different locations to the berths 106 that are positioned on the land and nearest to the ships 104.
  • the incoming line of freight or containers 102 branches into multiple lines as shown by branches 1-5 and are received on respective self-propelled automated electric carriers 112 that are configured to traverse across respective rail tracks 110 (tracks 1-5), such that the self- propelled automated electric carrier 112 loaded with the containerized freight 102 having a less distance to the designated ship in comparison with the other self-propelled automated electric carriers 112 is routed accordingly, as mentioned before.
  • a first berth 106 is connected to a second berth 106 of via the rail-tracks 110, wherein the central management module 400 routes the self-propelled automated electric carriers 112 from the first berth 106 to the second berth 106 based on the delivery information that is associated with the container 102 that is positioned on the self-propelled automated electric carrier 112.
  • system 100 comprises scanners 114 that are positioned at one of an entry 116 and an exit portion 118 of each rail track 110, wherein the scanners 114 are configured to perform security check on contents present in each container 102 so that each container 102 is either routed to customs (any competent government agency) for comprehensive check, re-routed to the berth 106, and routed for segregation, based on scanning results.
  • customs any competent government agency
  • Figure 2 shows a method for intermodal change of containerized freight for performing loading and unloading of containers 102.
  • the method includes the transportation 202 of the containers 102 via the berths 106 that include multiple tracks 110, wherein the containers 102 are loaded on respective self-propelled automated electric carriers 112 that are configured to traverse across the respective tracks 110.
  • the containers 102 are loaded 204 and unloaded to and from one or more ships 104 that are docked adjacent to the berths 106 on to the self-propelled automated electric carrier 112 via one or more cranes 108 positioned adjacent to the tracks 110.
  • the central management module 400 assigns 208 a selected track 110 for each self-propelled automated electric carrier 112 depending on delivery information of the container 102 that is loaded on the self-propelled automated electric carrier 112.
  • the central management module 400 also assigns 210 a selected crane 108 to load the container 102 from the self-propelled automated electric carrier 112 to the ship 104 and to unload the container 102 from the ship 104 to the self-propelled automated electric carrier 112, based on the delivery information.
  • the central management module 400 routes 212 the self-propelled automated electric carrier 112 to the location mentioned in the delivery information.
  • Figure 3 shows a detailed schematic diagram of Figure 1, which shows the berth 106 that includes the rail-tracks 110 and the cranes 108 to facilitate the intermodal transfer between the self- propelled automated electric carriers 112 and the ship 104.
  • the cranes 108 that are positioned adjacent to the tracks 110 load and unload between the containers 102 and the ships 104 that are docked adjacent to the berths 106, where the containers 102 are loaded and unloaded to and from the ships 104.
  • the cranes 108 are substantially positioned in a perpendicular orientation to the tracks 110, and the cranes 108 are controlled by the central management module 400 to select a self-propelled automated electric carrier 112 that is positioned on a respective track 110 to load the container 102 on the ship 104 and unload the containers 102 from the ship 104.
  • the central management module 400 synchronizes movement of the self-propelled automated electric carrier 112, and loading and unloading of the containers 102 with the other systems that include ship-liner operator, terminal operators, freight operators, and port operators.
  • the system 400 has the capability to provide real time visibility of containerized freight containers 102 seamlessly from ships 104 to the hinterland.
  • the system has a zero use of fossil fuel in the port premise as well as an assured and predictable availability of self-propelled automated electric carrier 112 for loading/unloading of freight containers 102 from ship or vice versa.
  • the central management module 400 is controlled by at least one processor, wherein the central management module 400 is configured to assign a selected crane 108 to load the container 102 from the self-propelled automated electric carrier 112 to the ship 104 and to unload the container 102 from the ship 104 to the self-propelled automated electric carrier 112, based on the delivery information associated with the container 102.
  • the central management module 400 is further configured to assign a selected track 110 for each self-propelled automated electric carrier 112 depending on delivery information of the container 102 that is electronically and remotely loaded on the on-board computer of each self-propelled automated electric carrier 112.
  • the central management module 400 is also configured to route the self-propelled automated electric carrier 112 to a location mentioned in the delivery information.
  • the rail tracks 110 present in each berth 106 are substantially positioned adjacent and parallel to the ships 104 that are docked in the proximity of that berth 106.
  • the self-propelled automated electric carriers 112 are electric powered and self-driven, and wherein the self-propelled automated electric carriers 112 are directed by the central management module 400 to load and unload containers 102 from the incoming containerized freight.
  • Figure 4 shows is a schematic diagram of the working of the switching system.
  • the central management module 400 performs segregation of the containers 102 using a switching module 300 positioned on the rail-tracks 110 while the self-propelled automated electric carrier 112 is in motion along a selected track 110, wherein the switching module 300 is configured to segregate the containers 102 based on information regarding destination of each container 102. For example, as shown here in Figure 4, the path of the containers 102 marked A and B are split based on the delivery information. After the unloading of the container 102, the self-propelled automated electric carriers 112 are directed by the path assignment and routing system or the central management module 400, and quay cranes 108 are provided to transfer the container 102 to the ship 104.
  • the quay crane 108 is configured for loading and unloading containers 102 from the ships 104.
  • the self-propelled automated electric carriers 112 are also designed for loading container 102 from the ships 104 and transferring the containers 102 from the ships 104 to hinterland.
  • scanners 114 are provided in the tracks 110 to check the self-propelled automated electric carriers 112 that are exiting from the berth 106, for example, berth 1.
  • the self-propelled automated electric carrier 112 is either routed back to the berth 1 or berth 2 based on the type of container delivery, routed to the customs for further checking, or the self- propelled automated electric carriers 112 with the container 102 is routed out to an outgoing line where segregation is performed for transfer to different locations.
  • FIG. 5 shows is a block diagram of the working of the central management module 400.
  • the central management module 400 or the e-port central command and command center is responsible for functions that include communication with different other systems 402, 404, 406, 408, and 410 via a common data interface 422 and the central management module 400 is controlled by at least one processor.
  • the other systems 402, 404, 406, 408, and 410 include an e-flat or self-propelled automated electric carrier management system 402, a shipping line operating system 404, a terminal operating system 406, a QC (Quay Crane) operation and control system 408, and an inventory management system 410.
  • a module 412 is provided to path assignment, control the movements and path control of the e-flat or the self-propelled automated electric carrier 412.
  • the central management module 400 also takes care of other administrative functions that are associated with the systems 402, 404, 406, 408, and 410, such as billing 414, assurance 416, fulfillment 418, and reporting 420.
  • the present disclosure may be embodied as a method and system. Accordingly, the present disclosure may take the form of an entirely hardware embodiment, a software embodiment or an embodiment combining software and hardware aspects. It will be understood that the functions of any of the units as described above can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions/acts performed by any of the units as described above.
  • Instructions may also be stored in a computer- readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function/act performed by any of the units as described above.
  • Instructions may also be loaded onto a computer or other programmable data processing apparatus like a scanner/check scanner to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions/acts performed by any of the units as described above.

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Abstract

Un système de changement intermodal de fret conteneurisé destiné à effectuer le chargement et le déchargement de conteneurs au niveau d'un port comprend au moins un poste d'amarrage, au moins une grue, et un module de gestion central. Le poste d'amarrage comprend des voies ferrées destinées au transport des conteneurs, qui sont chargés sur des transporteurs auto-propulsés respectifs qui traversent les voies respectives. Des grues sont positionnées adjacentes aux voies pour charger les conteneurs sur les navires et les décharger des navires. Le module de gestion central affecte une grue sélectionnée au chargement du conteneur sur le transporteur au navire et au déchargement du conteneur sur le navire au transporteur sur la base des informations de distribution, affecte une voie sélectionnée à chaque transporteur en fonction des informations de distribution qui sont chargées électroniquement et à distance sur l'ordinateur de bord de chaque transporteur, et mène le transporteur vers un emplacement mentionné dans les informations de distribution.
PCT/IN2021/050125 2020-02-14 2021-02-10 Port électronique WO2021161334A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IN202011006541 2020-02-14
IN202011006541 2020-02-14

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WO2021161334A1 true WO2021161334A1 (fr) 2021-08-19

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3669288A (en) * 1968-03-29 1972-06-13 Kaiser Ind Corp Method of handling and storing containers at a shipping terminal
US20020092820A1 (en) * 2000-11-14 2002-07-18 Nigel Chattey Crane apparatus for direct transshipment of marine containers between transportation modes without need of ground placement
US20020102150A1 (en) * 2000-10-23 2002-08-01 Dunstan Paul D. Container terminal apparatus and method
US6524050B1 (en) * 1998-03-10 2003-02-25 Acta Maritime Development Corporation Container transfer terminal system and method
US20060045660A1 (en) * 2004-07-02 2006-03-02 Gaetano Di Rosa Large-sized automated warehouse system for harbor facilities

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3669288A (en) * 1968-03-29 1972-06-13 Kaiser Ind Corp Method of handling and storing containers at a shipping terminal
US6524050B1 (en) * 1998-03-10 2003-02-25 Acta Maritime Development Corporation Container transfer terminal system and method
US20020102150A1 (en) * 2000-10-23 2002-08-01 Dunstan Paul D. Container terminal apparatus and method
US20020092820A1 (en) * 2000-11-14 2002-07-18 Nigel Chattey Crane apparatus for direct transshipment of marine containers between transportation modes without need of ground placement
US20060045660A1 (en) * 2004-07-02 2006-03-02 Gaetano Di Rosa Large-sized automated warehouse system for harbor facilities

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