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According to the port, almost 60 public berths have become available again for conventional traffic and 14 berths for passenger traffic. Maya No 1 berth will be available for containerships at the end of March, says the port, along with seven of die KPDC berths, albeit each with just one crane. These are Port Island 2 (UASC/ Nedlloyd), 4 (both 3 and 4 were empty as NYK had just transferred completely to Rokko) and 7 and Rokko Island 1 and 2 (Sealand), 4 (Maersk) and 7 (NYK).
KPDC aims to get all its berths operating on a temporary basis with one crane each within three months and recommission the remaining cranes at 6-monthly intervals. It is understood that all the cranes will be taken back to the manufacturers' plants and fitted with new frames.
Traffic diverted
As the caisson moved out so did the waterside rail and caused the crane to spread.
On this berth one crane collapsed and the others buckled.
In the first few days following the earthquake, container traffic was diverted mainly to Tokyo (32 per cent),Yokohama (30 per cent) and nearby Osaka (25 p.er cent) which also sustained some minor damage in the quake. Containers were also diverted to Nagoya and Shimizu and die principal Korean containerport, Pusan.
If lines co-operate with each other and working practices are adjusted there should be sufficient capacity in Tokyo Bay, Osaka and Nagoya to absorb the diversion, although transhipment traffic could well be switched to ports such as Hong Kong, Kaohsiung or Pusan, particularly given the high handling charges in Japan. Some lines resumed Kobe calls within a remarkably short time (eg APL is making weekly calls with a self-sustaining vessel).
All askew
Altogether there are 46 container cranes in Kobe - 39 on Port Island and Rokko Island and seven at the Maya Terminal. The cranes at Berth C9 on Port Island (used by MOL) were inclined while the four cranes at the Sealand terminal on Rokko (RC1 and 2) were all off the rails and inclined about 20 deg to the water. At RC3 (K-Line) one gantry crane had reportedly collapsed into the sea and another collapsed onto the apron.
The cranes at the Maersk and NYK terminals (RC4-5 and RC6-7) were all inclined. There was also crane damage sustained at the Maya terminal on the mainland and in many instances the ground level had sunk on the aprons and in the CYs behind them. One container quay crane was damaged at Nanko Terminal in Osaka and the C6, C7 and C9 common user container berths were out of action for a short period. But Osaka city and pore escaped lightly compared to Kobe.
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