final leue, luzzi, godbold, desousa - arema · and lessons learned by parsons as the engineering...

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Wide Span Gantry Intermodal Yards in an On-dock Environment

Michael Leue, PE, Parsons 2201 Dupont Drive, Ste 200, Irvine, CA 92612, [email protected]

Carlo Luzzi, Port of Long Beach; Larry Godbold, Parsons; Nathan deSousa, PE, Parsons

ABSTRACT

On-dock facilities currently under construction at the Port of Long Beach (POLB) and the Port of Los Angeles (POLA) and a planned facility at Port of Oakland (POAK) are surveyed to identify the major issues associated with developing wide-span rail-mounted electric gantry crane (WSC) in an on-dock environment. The paper discusses: the physical layout; access requirements; operating characteristics; automation potential; engineering design; and construction staging. Additionally, the beneficial features and lessons learned by Parsons as the engineering consultant for planning and design of these facilities will be presented.

The recently developed on-dock WSC facilities at POLB, POLA and POAK provided insights into the following:

Physical layout characteristics which efficiently meet coning crew and railcar inspection/repair requirements, crane maintenance and local municipality requirements.

Train access coordinated with the Class I and Shortline railroads to provide adequate switching space while meeting track protection needs of both the terminal and the mainline tracks.

On-dock yard operations evaluated with the goal of working within longshoreman expectations and based on extensive discussions with all involved labor groups.

Simulation modeling performed to assist in applying WSC technology.

Engineering design challenges including analysis of crane rail foundations.

Construction staging in port facilities with active terminal environments.

1. INTRODUCTION

1.1. Benefits and Growing Application of Wide-Span Gantry Systems

For decades, the standard for intermodal rail yards has been 45-foot gantries or top-picks working a single track. In 2007, BNSF introduced its first wide-span rail-mounted electric gantry crane (WSC) facility at Seattle International Gateway. These cranes were wide enough to serve three tracks. Convinced of the benefits of wide-span gantries, in 2009, BNSF invested in their Memphis Intermodal Facility and have now deployed the technology in Kansas City. Cranes in these facilities span six tracks and Memphis has nested gantry cranes to manage trackside container stacks. BNSF also has plans to develop the Southern California International Gateway near Port of Los Angeles. CSX has followed suit with electrified wide-span gantry intermodal yards in Northwest Ohio completed in 2010 with expansion in 2015; and their latest WSC facility in Winter Haven, Florida brought on-line in 2014. UPRR also has plans to implement the WSC technology on its system.

WSCs produce zero emissions on-site. The cranes eliminate on-site carbon emissions, while the electric motors reduce ambient noise. The cranes also generate electricity while they work using regenerative technology to recharge their internal batteries each time they lower a container. WSC facilities also significantly reduce the number of terminal diesel trucks needed to move containers within the intermodal facility since over-the-road trucks can drop and pick-up loads at a trackside buffer area under the crane.

WSC facility layouts are highly efficient considering the following: 1) Track spacing is significantly reduced since space to maneuver loading equipment is not required between each track; with

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reduced track spacing, the facility width is reduced and tracks can be lengthened due to ladder geometry at each end of the yard; 2) Lift equipment efficiency is theoretically improved since a crane has numerous job assignments to keep it busy with multiple tracks being loaded and unloaded; and 3) the number of vehicles and personnel in train operation and loading areas are reduced since containers are delivered to a buffer area at the edge of the WSC operations, and this reduces the safety risk factors. BNSF’s Jim FitzGerald says, “The intermodal business is highly time sensitive; when we can send freight through our facility faster (and safer) while simultaneously reducing our carbon footprint, that’s a no-brainer.”

Parsons experience that is conveyed herein is drawn from on-dock WSC projects at POLB, POLA and POAK. The Middle Harbor Terminal Redevelopment project at POLB has a new 12-track (65,000 track-foot), on-dock intermodal facility that is part of a 304-acre mega-terminal located at Piers E and F with electrified wide-span rail mounted gantry cranes and provisions for crane and rail yard automation. The TraPac project at POLA has a new 8-track (30,000 track-foot) on-dock intermodal facility with electrified wide-span rail-mounted gantry cranes. The Outer Harbor Intermodal Terminal (OHIT) at POAK will be an 8-track electrified wide-span rail mounted gantry crane facility that is planned as part of the on-going 185 acre former Oakland Army Base development; the proposed intermodal facility has 32,000 feet of track, and the recently completed support yard provides an additional 50,000 feet of track to support intermodal, manifest and unit train operations.

1.2. Differences in the On-Dock Environment

Considering that marine terminal operators have typically embraced advancing technologies (e.g. container stacking systems and automated truck gates) as industry leaders, it is interesting that WSC implementation in intermodal yards has lagged. There are several reasons for this delay. One of the primary factors is that the on-dock environment is highly constrained so that rail yards are quite short. WSC facilities lose significant efficiency as the length of the rail yard diminishes (causes will be explored in the Yard Operations section). The same issue of constrained space offers a major benefit in an on-dock environment since the reduced track spacing provides a major savings in acreage.

The on-dock environment also has a difference in labor. Longshore worker rules and practices create challenges for intermodal operations, and these need to be carefully considered before making the significant investment required by WSC development. There is also a separate labor jurisdiction for railcar inspection and repair, which is contracted by the Class I railroads to meet FRA requirements. The level of railcar work performed at California ports appears to be higher than elsewhere in the nation, perhaps because of the critical mass of railcars that gather there or because of the climate, but the result is that a lot of activity occurs in the loading area of the on-dock rail yards. With the west coast port projects studied for this paper, the International Longshore Workers Union (ILWU) performs container handling operations, and United Industries (UI) performs railcar inspection and repair under the current contract with Class I railroads.

1.3. Safety in the On-dock Environment

The on-dock environment requires safety protocols and procedures for the following equipment:

• Train Movement – protecting yard personnel

• Crane Operations – protecting railroad personnel during train movement

• Crane Operations – protecting yard personnel

• Crane Operations – protecting truck drivers at container buffer

Safety is governed by the following: Pacific Coast Marine Safety Code (PCMSC); Federal Railway Administration (FRA) Code of Federal Regulations (CFR), Title 49; Occupational Safety and Health Administration (OSHA); American Railway Engineering and Maintenance-of-way Association (AREMA) Guidelines; California Public Utilities Commission (CPUC); and Port Engineering Standards.

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1.4. Capacity Differences from Traditional Intermodal Yards

Parsons has developed an intermodal yard capacity model based on benchmarking of numerous facilities operating near their capacity. Correlations to capacity have been found with: length and number of arrival/departure leads; number of working tracks and their lengths; number of storage tracks and their lengths; rail yard configuration; and operating parameters (including number of cranes, number of inspection crews and number of crane handling crews). These correlations have been implemented into a capacity model known as Parsons MPC model.

However, since WSCs are relatively new, there has not been adequate data collection from actual operations to completely understand their probable capacity based on benchmarking. Therefore, Parsons has undertaken simulation modeling exercises to help understand the performance and potential maximum throughput of these facilities. The findings show that performance of a WSC facility is highly susceptible to its configuration (e.g. track lengths), but even in the best case, the model did not show capacities commensurate with a traditional rail yard having the same total length of working track. Therefore, it is understood that the WSCs cannot focus on loading/unloading all working tracks at all times and some working tracks serve the function of a storage track for a portion of the time. Throughput is also affected by the complicated interactions of various exclusive operations and modeling shows that because of the interactions between cranes and ground crews you reach a point where adding cranes or crews actually decreases the efficiency of the facility. Modeling is further described in the Yard Operations section

2. FACILITY LAYOUT

2.1. Track Lengths

Intermodal yard (IY) track lengths have significant impact on yard capacity due to the switching time requirements. Shorter yards require more switching to arrive or depart a train onto or from individual yard tracks. The closer a yard can match the full unit train length, 1/2 length or 1/3 length of an arriving or departing train, the less switching is required and the more efficiently yard tracks can be utilized. Track lengths are often constrained in the on-dock environment, but the longest tracks possible should be pursued. This is especially important in a WSC facility.

2.2. Track Spacing

IY track spacing must accommodate various work activities. Coning operations (unlocking/ removal/ placement of inter-box connectors), railcar inspection, railcar repair and crane repair all have track clearance requirements. In a WSC facility, typical minimum track spacing for coning operations is 17 feet and railcar repair is 25 feet. Minimum track spacing to crane legs is 15 feet on centers, but more space will be needed if fencing is used to isolate crane runs.

Figure 1 – Typical WSC Cross-Section

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2.3. Work Areas

Work areas in a WSC facility need to be carefully defined, secured and monitored. Critical work areas include: loading area, buffer area and crane leg runways. In addition to protecting these internal work areas, the entire WSC facility must have perimeter protection (fencing, lighting and surveillance cameras) in order to prevent public intrusion into unsafe areas, and to prevent vandalism and theft. In an on-dock environment, it is common for the perimeter fencing to meet U.S. Custom and Boarder Protection (CBP) requirements.

The loading area will require access by locomotives, coning crews and railcar inspection/repair crews. For safety reasons each of these crews must be admitted into the loading area and be assigned a traceable device (transponder). The transponders will enable the WSC to automatically identify a protected zone around crews where the crane will not carry a load over. In addition to protecting crews from crane activities, they must also be protected from train movements; track derail protection (blue flag by UI and red flag by ILWU) is used to prevent train movement where workers are present.

The buffer area is used to stage containers, either grounded or on chassis, and is accessible by both trucks and WSCs. The buffer area must provide protection such that no personnel are in the vicinity of loads being handled by a crane as loads are delivered to or removed from the buffer zone. This can be accomplished with pavement sensors ensuring that no truck cab is in the vicinity of a crane target in the buffer, with the added rule that no driver leave the vicinity of his truck. Alternatively, the truck driver can get out of his truck and retreat to an adjacent shelter zone, which will register that the driver is out of the crane target area. Systems that require truck drivers to exit their vehicle will inherently slow down crane operations, especially if the vehicle parking location interrupts traffic flow and/or is located under the crane span thereby interrupting other load handling operations.

Crane leg runways are inherently dangerous due to common situations such as: elevated foundations that create tripping hazards; crane rails and power cable laydown that create tripping hazards; and crane gantry movement that can collide with personnel. Safety systems to ensure clear gantry paths are typically installed on WSCs, but the potential for personnel to trigger these safety systems and interrupt crane operations is undesirable. Therefore, especially in the on-dock environment, fencing can be installed around the crane leg runways to prevent incursion of personnel. There is a need to access cranes for maintenance, and this is accommodated with gates in the crane leg fencing.

2.4. Appurtenances

Appurtenances that will typically be located in the WSC facility include: power distribution and transformer service; site lighting; fire fighting service; train air brake in-ground compressed air service; crew break rooms; maintenance yards/sheds; and storm drainage systems.

3. TRAIN ACCESS

3.1. Lead Lengths

As with standard intermodal yards, it is vital that adequate lead lengths are provided so that intermodal train switching does not block mainline operations. The minimum lead length should accommodate the tail of a train whose front section has landed on a loading track under the WSC. If loading tracks are 4,000 feet long and the train size is 10,000 feet, then the lead should hold the remaining 6,000 feet of train outside of the yard ladder. A similar lead length is required for trains being assembled for departure. Typically, it is expected that the perimeter gate will be open when a train arrives, but a holding location outside of the facility and off the mainline tracks for the full train should be available in case there is delay in preparing the WSC terminal for train arrival. Also, if a local switching crew assembles the train and there is a delay in providing road power and crew, then the train might need to be moved out of the terminal to remove interferences to loading or other switching operations. Departing trains should typically be underway within 4 hours of train assembly in order to avoid an additional train air brake inspection required by CFR Title 49, but if longer delays

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PCMSC Rule 17.304. Rail facilities shall have a positive method to warn employees of train movement, which shall include audio and visual signals. Such signals shall be visible and audible to pedestrians and equipment operators.

are typical, then the train should be held on air provided by an in-ground air system or portable compressor.

3.2. Yard Protection

While yard tracks are typically protected by individual derails or locked yard ladder switches, the ILWU requests that additional protection be provided to prevent trains from entering the IY while they are working. This is provided by locking out the entire terminal and engaging a train warning system when the terminal is opened. The terminal can be locked by derails outside of the perimeter gate or by locking the switches that access the terminal. Locking switches that access the terminal requires close coordination with the railroad to implement a system of terminal authority and railroad operation. This can be accomplished by placing an electronic lock on a power switch that can only be removed by the terminal operator.

3.3. Railroad Protection

The railroad may require protection to prevent trains from encroaching out of yard limits into railroad territory. In this case, a derail is typically employed on the yard lead. It is possible that the same derail used for yard protection can serve for railroad protection with use of a bi-directional derail. The derail can be hand-throw or remote control using DTMF technology, but the operation of the derail will be limited to railroad personnel through use of manual or electronic lock.

If the lead enters the mainline in centralized traffic control (CTC) territory, then a signal will be installed on the lead and the derail can be controlled by CTC.

3.4. Yard Switching

The WSC facility will have multiple yard tracks and a series of switches (yard ladder) will be used to allow a train to access individual tracks. Yard switching occurs for train arrivals, train departures and switching cuts of railcars between loading tracks and support tracks. The switches can be manual-throw, but there are significant benefits to using remote control power operated switches. Benefits include expedited switching times, reduced chance of injury to switch-crew, and incorporation into an automated Switch Control System (SCS).

An SCS automatically aligns a series of switches to the designated yard track, and feeds information to the train-in-motion warning system (TIMS) defining the track where train movement may occur. The SCS verifies that blue flag/red flag protection is removed from the designated yard track before allowing switches to be lined to that track.

If the WSC IY will have automated switches within the yard controlled by the SCS, track protection is best accomplished with power derails, which will separate the responsibility for control of switches from the responsibility for track protection (this meets CFR 218.30 requirements for remotely controlled switches). Setting derails will be part of the Blue Flag/Red Flag track protection system. Status of the Blue Flag/Red Flag protection and derail position detection will provide the SCS with information that will prevent lining switches for train movement onto a protected track.

3.5. TIMS

The Train-in-Motion System (TIMS) is a standard application in the on-dock environment. Rule 17.304 of the PCMSC requires that audio and visual warning signals be given in advance of, and during train movements within the IY. The warning must be visible to pedestrians and equipment operators. The warning is typically provided by continuously sounding an audible device and illumination of flashing lights. Display boards are a common added feature to indicate on which track train movement is anticipated to occur.

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To enable automatic activation of the TIMS, the switches and derails will be equipped with a sensing device to be used by the SCS. The TIMS warning is initiated automatically based on information from the SCS. When authority is given and an external switch is lined toward the IY, the TIMS activates to provide warning for workers within the IY. The SCS determines the route that the train will take, and sends a signal to the TIMS message boards, typically located on the cranes and on poles, lighting the appropriate number on the boards to warn workers of the track that will have train movement. The TIMS will continue to be activated as long as one or more external switches are lined toward the IY. When all external switches are lined away from the IY, then the SCS will send a signal to deactivate the TIMS.

The TIMS typically has the following components:

Audible Warning: A railroad crossing bell or horn or siren that can be heard throughout the IY when any external switch is lined into the IY.

Visual Warning: Yellow flashing beacon lights visible throughout the IY are activated when any external switch is lined into the IY. Flashing lights will be located on poles around the perimeter of the IY to be visible throughout the IY. It is possible to also locate lights on the WSC cranes over each track and flash only the lights of indicated tracks.

TIMS Signboard: The IY may include a signboard indicating which tracks in the intermodal yard are anticipated to have train movement. The TIMS signboards are typically located on poles at the ends of the facility and also mounted on WSCs.

3.6. AEI/OCR

Improved IY efficiencies and performance can be achieved with an Automatic Equipment Identification (AEI) system. AEI uses transponders (RFID tags) on rolling stock to identify the railcars entering or departing a terminal. The transponders are engaged with trackside readers, which are placed adjacent to the track with proper clearance for safety.

The use of AEI in combination with Optical Character Recognition (OCR) is useful at intermodal terminals to track both the rolling stock as well as the containers being transported. OCR uses cameras and computer processing of the captured images to accomplish container identification. The combined AEI readers and OCR cameras can be arranged in a portal with common use poles adjacent to the track with proper clearance for safety. The placement of AEI/OCR portals at yard ladder tracks may preclude placing poles for each track; it is possible for the readers and cameras to function across an unoccupied track to an adjacent track, but the camera and reader specifications need to accommodate this arrangement.

The AEI/OCR information will provide data about arriving and departing trains. The information about arriving trains can be used by a Terminal Operating System (TOS) to develop a container inventory and plan for handling and tracking containers at the terminal. In order for the TOS to know on which track containers have been landed, the OCR cameras need to either (1) be placed at the unique lead to an individual track, or (2) be placed on a common lead and be linked to turnout indication sensors that will allow the TOS to determine on which track the railcar is moving.

4. YARD OPERATIONS

4.1. Work Activities

Major work activities in the WSC facility include train arrival, railcar inspections, unlock inter-box connectors (IBC), unload top containers, remove IBC, unload bottom containers, repair flagged railcars (minor repairs are done on loading tracks and cars requiring major repairs are switched to maintenance tracks), load bottom containers, place IBC, load top containers, lock IBC, depart train. A more detailed procedure is provided in Table 1.

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Table 1: Train Arrival and Departure Procedures Train Arrival Procedure Train Departure Procedure

a) Terminal staff plan for train arrival based on Business Exchange System (BEX).

b) RR and terminal coordinate arrival time and terminal tracks as train approaches.

c) Terminal IY Superintendent aligns internal yard switches to open selected track.

d) RR transits to terminal.

e) Terminal security person unlocks and opens remotely operated gate at CBP perimeter.

f) Terminal IY Superintendent gives authority for train arrival (exterior switches released).

g) RR arrives with train or block at terminal.

h) RR aligns external switches to terminal (allowed by terminal in “g”).

i) Internal TIMS alarms/message boards are activated automatically (sensing ext switch/gate; track number by IY switches).

j) First section of train arrives on designated IY track (vehicle escort).

k) Road power uncouples/runs around to remaining section of train.

l) Subsequent train sections arrive on designated IY tracks: i. UI/ILWU releases yard derail on

designated IY track; ii. Internal switches are remotely aligned by

Terminal IY Superintendent; iii. TIMS alarms/message boards are

automatically activated; iv. RR/Yard Switcher pulls or shoves next

section onto designated track.

m) Repeat step l. until all sections are landed in IY.

n) Road power exits facility: i. Terminal Superintendent notified by

security person that arrival is complete and power is out of yard;

ii. Terminal ensures authority to enter IY is relinquished back to Terminal (ext switch);

iii. Terminal security person closes remotely controlled gate at CBP perimeter.

o) UI/ILWU Managers set blue flag/red flag derail to protect track for their workers.

p) TIMS alarms/message boards are reset automatically.

q) Lifting/coning/car repair/crane repair restrictions during train arrivals.

r) Car loading and inspection/repairs complete.

s) Tracks uprotected (derails released) by Managers of ground crews: i. UI and ILWU personnel are cleared from

track area to be released; ii. Blue and red flags are keyed off on panel

at either end of IY; iii. Alarms / message boards activated

automatically (upon yard opening); iv. Vehicles must be outside 10-foot clear

line from unprotected tracks at all times.

t) Prepare for Train Departure: i. Railcars held on yard air (or coupled with

locomotive within 4 hrs of initial terminal inspection);

ii. Notify RR of completed train preparations and schedule departure;

iii. Internal switches are remotely aligned by Terminal Superintendent;

iv. Terminal security person unlocks and opens remotely operated gate;

v. Terminal gives RR locomotive authority to enter IY (release exterior switches).

u) Train Departure: i. Road power arrives at gate and couples

with first section of departing train; ii. Road power pulls first section beyond

switches; iii. Terminal Superintendent aligns switches

to next section of departing train; iv. Road power shoves first section back to

couple with next section; v. Repeat ii-iv in succession until train is

assembled; vi. Position Distributed Power (as

necessary); vii. Road crew sets end-of-train (EOT) device

and checks brake pressure; viii. Road crew performs final set and release

brake test; ix. Train departs.

v) After Train Departs i. Terminal Superintendent notified by

security person that train activity is complete and power is out of yard.

ii. Terminal Superintendent ensures authority to enter IY is relinquished back to Terminal.

iii. Terminal security person closes remotely controlled gate at CBP perimeter.

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PCMSC Rule 17.702. There shall be no loading or unloading of railcars on a track adjacent to a track where cars are being moved.

4.2. Work Interactions

Adjacent Track Rule: Even in traditional on-dock IYs, train switching has impacts on loading operations due to the “adjacent track rule.” ILWU believes that there is a risk that any worker on a yard track could be struck by a moving train or struck by a standing railcar that is caused to move by a train. The PCMSC has Rule 17.702, which prevents performing loading/unloading operations on a track adjacent to a moving train. Many terminal operators believe that any track that is at least 30 feet from another track should not be governed by Rule 17.702. This position can be justified by considering that nominally minimum track spacing is 15 feet to an adjacent track. Per FRA Track and Rail and Infrastructure Integrity Compliance Manual, Volume III Railroad Workplace Safety Chapter 1 General, dated January 2014 (214.7): “Adjacent tracks mean two or more tracks with track centers spaced less than 25 feet apart”…..”Tracks spaced at that distance may not cause a hazard to employees in one track from trains and equipment moving on the other track.” PCMSC and ILWU have not agreed to a definition of “adjacent track.”

The ILWU personnel that require protection in a WSC facility are the coning crew. It is assumed that IBC operations are part of “loading or unloading of railcars” described in Rule 17.702. The WSC loading/unloading should not be subjected to this rule since there are no exposed personnel.

ILWU believes that an additional justification of Rule 17.702 is that a derailed train could travel off its track across ground and impact adjacent tracks. Some terminals have reached agreement with ILWU to provide for a track occupied by stationary railcars to serve as a barrier protecting workers from derailed equipment. Therefore, not only does a workable track need to not be adjacent to a moving train, but the adjacent track needs to be occupied by railcars. Application of this past precedent could have significant implications to WSC IY operations.

Crane/Personnel Interactions: In addition to the adjacent track rule, WSCs have other interactions that affect operations. The primary interaction is caused by the rule that cranes cannot carry loads over personnel. In order to protect personnel, they are tracked by transponders. Most terminals rely on a vehicle mounted transponder and then require personnel to remain close to their vehicle, as verified by an electronic leash. The crane recognizes transponders and places a safety zone (halo) that prevents lifting over the protected halo zone. The personnel that require protection from crane operations include the following:

UI personnel performing railcar inspections –may use small carts or vehicles; can be deployed along both sides of a track separately or deployed along both sides of a track in tandem. The latter has less impact on crane operations.

ILWU coning crew handling IBCs – may use coning carts that are elevated to facilitate boarding the railcar; can be deployed along one side of a track and climb across railcars, deployed along both sides of a track separately, or deployed along both sides of a track in tandem. The latter has less impact on crane operations.

UI personnel performing railcar repairs – use utility trucks and forklift mounted railcar jacks; deployed on the side of a track which has adequate working space.

4.3. Simulation Modeling

Modeling is useful for understand the capacity of proposed facilities and evaluating the benefits of alternative configurations and operating modes.

MPC Model: The maximum practical capacities (MPC) of on-dock IYs can be estimated using Parsons MPC model. The MPC model estimates the volumes of cargo that can be processed through the track and lifting operations at IY facilities. The model is based on benchmarking of numerous actual rail yard operations and multi-variant regression analysis to determine influence of various rail

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yard characteristics. The model inputs include track lengths (working, storage), yard configuration, labor practices and rail network delays. The MPC results represent a theoretical maximum capacity with consideration for practical long term operations. The Class I railroads have two throughput capacity classifications: maximum practical capacity, which represents the maximum level of throughput a facility could achieve without limiting resources; and sustainable capacity, which represents maximum level of throughput that a facility would be expected to achieve with more cost effective conditions. Sustainable capacity can be 20% less than MPC. The MPC model considers the following inputs (typical west coast conditions stated):

• Equivalent double-stack (DS) railcar size is 275 feet (assumes 80% are 5-unit 265’ cars, 10% are 5-unit 305’ cars, 10% are 65’ single unit cars).

• Eastbound train movements are assumed to have more containers compared to westbound even though the same numbers of railcars need to move in each direction in order to maintain a balance of equipment. Westbound movement of empty railcars to the terminal may occur as separate train arrivals. The imbalance in directional traffic affects throughput because the same time is spent on switching operations whether a train is empty or fully loaded.

• On-dock work practices are different than Class I railroad work practices and since much of the MPC model benchmarking was garnered from Class I facilities; adjustments have been developed for on-dock facilities. The primary on-dock work practice that affects capacity is the adjacent track rule. The work rules established by Pacific Maritime Association (PMA) require that no longshore worker can be performing their duties on a track that is adjacent to a moving train. The MPC has two on-dock work practice settings. The first (current work practices) assumes that no longshore activities are performed on the rail yard tracks while a train is being switched into the yard. The second (improved work practices) assumes that longshore activities continue in the rail yard on all tracks except for those immediately adjacent to a moving train.

• The most important characteristic of a rail yard affecting capacity is track length. Both the total track length in the facility and the individual track lengths are important. Total working track (tracks where containers are lifted on and off of railcars) length affects the number of railcars that can be staged and worked at a given time. The individual track length affects the switching time since shorter tracks require more switching to arrive or depart a train. The amount of storage tracks (tracks available to hold arriving or departing railcars before or after they are worked) is important to enable the efficient movement of trains into and out of the on-dock rail yard. All of these yard track characteristics are evaluated by the MPC model.

• The location of storage tracks will affect the time required to switch cuts of cars between working and storage tracks. Storage tracks may be located at the end of loading tracks, adjacent to loading tracks or remote from loading tracks; these have respectively greater switching times.

• The MPC model evaluates whether the yard has separate arrival/departure tracks or relies on loading tracks; also whether the yard has tail track and locomotive escape track, which allows trains to arrive directly into the yard, whereas stub-end yards require that trains be shoved in with the locomotive on the back end of the train.

Wide-Span Gantry IY (WSGIY) Simulation: Since Parsons MPC model is based on benchmark data and there are no WSC facilities operating at full capacity, a detailed discrete event simulation model has been used to evaluate WSC operations. The simulation model includes all train movements and operations (arrival, departure, switching, locomotive escape/hook-up); yard worker movements and operations (ILWU IBC, railcar inspection, railcar repair); and crane movements and operations (gantry, trolley, hoist, rotate, pick/set). The model not only looks at each of these activities, but it looks at the interactions between each of these: for example, a crane will not lift over a worker; and a train will not be assigned to move on a track adjacent to a worker.

The WSGIY simulation model has been run with a range of conditions and available resources. The model found that track length is very influential to throughput capacity since time required for switching increases and interactions become compacted into a smaller area. Increasing the number of cranes and number of workers beyond optimal did not necessarily increase throughput since the

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number of interferences caused by interactions between resources also increased. While the MPC model estimates a theoretical maximum practical capacity, the WSGIY model evaluates operations as they would actually occur and results are therefore considered to be more representative of a sustainable throughput capacity.

4.4. Automation Potential

WSC facilities are being implemented in the on-dock environment at the same time that other terminal components are being automated, as allowed by the 2008 ILWU contract agreement, including:

Quay cranes (move between coning platform and ground);

Quay to yard container transfer using Automated Guided Vehicles or Strad Carriers; and

Container yard storage using Automated Stacking Cranes.

Likewise, there is potential to automate elements of the WSC operations, including:

Crane gantry, trolley, hoist and rotate (set and pick can be remote control operator assist);

Yard to IY container transfer using Automated Guided Vehicles or Strad Carriers; and

IY switch machine operations.

5. ENGINEERING DESIGN

5.1. Crane Rail Foundations

WSC rails require very tight ISO 12488 tolerances, which create a challenging foundation requirement. Parsons has performed analyses comparing the initial construction and long term maintenance costs for three distinct foundation designs: tie-on-ballast, beam-on-grade, and beam-on-pile (required to meet seismic criteria). Crane ratings range from 40 to 60 tons. Additional design loads used in this sample include: 0.3g for horizontal seismic loads; storm wind criteria per ASCE Standard 7-10 (Basic Wind Speed 110 mph).

Figure 2 - Sample Crane Rail Foundation Loads

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Table 2: Sample Crane Rail Foundation Cost Analysis

Notes: a- OLE is the resultant loads expected during this event. Design does not meet the requirements to maintain operations due to expected settlement. b- Case description includes expected settlement (in parenthesis) taking into account ground improvements

1. Estimated Year 1 maintenance costs offered to be paid for by owner and includes tamper mods if required 2. Estimated tamping frequency after Year 1 is every 24 months for 8 wheels and every 20 months for 6 wheels (adding 1/2" ballast on avg) 3. Repair costs due to the DE seismic event loading. Accounts for tie replacement, retamping, and compaction grouting due to liquefaction settlement 4. Deep Soil Mixing is the recommended ground improvement option to reduce liquefaction settlements

Owner Costs Tenant Costs

OOwwnneerr CCoossttss

TToottaall CCoossttss

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The seismic design for on-dock crane rail foundations considers the following earthquake events:

Operational Level Earthquake (OLE): The seismic event that produces ground motions associated with a 72-year return period. The 72-year return period ground motions have a 50% probability of being exceeded in 50 years. At an OLE event, structures are to sustain only minor non-structural damage and should remain in service following the event.

Contingency Level Earthquake (CLE): The seismic event that produces ground motions associated with a 475-year return period. The 475-year return period ground motions have a 10 percent probability of being exceeded in 50 years. At a CLE event, structures will not fail to create life safety concerns.

Design Earthquake (DE): Design earthquake as defined in ASCE 7-05 Section 11.2.

Alternative Crane Rail Foundation Designs: On one end of the cost spectrum, Parsons analyzed the nature and viability of fabricating special concrete ties large enough to support the crane loads, the likely frequency and cost of maintenance to retain the required crane tolerances, and the availability of specialized tamping machines. At the other end of the cost spectrum we performed preliminary design and cost estimating of a pile supported beam structure that withstands expected seismic peak ground acceleration.

The most cost effective solution was found to be the beam-on-grade option, which would likely require damage repair after a critical seismic event. Due to life safety concerns, while the crane rail foundations are not always designed to withstand CLE seismic events, the wide span cranes are designed by the manufacturers to dislodge themselves from the crane rail without collapsing. This protects all railroad workers on the ramp and crane operators in the cab should such a seismic event occur during terminal operations.

Crane rail fastening systems, stow pin sockets, and jack-up plates are other areas of design. Through collaboration with industry suppliers, fastening systems have recently been developed to offer a high degree of post installation adjustment. This allows the terminal operator the ability to adjust the crane rail alignment and profile with minimal capital investment and downtime, should it become out of tolerance due to crane operation and long term ground settlement.

Another option of design is stow pin sockets and jack-up plates incorporated into the foundation design for crane stowage. Alternatively, the crane supplier and tenant may implement a crane braking system for stowage.

5.2. IY Design

The IY design requires coordination of design disciplines with the understanding that grading, drainage, utility protection and track alignment are all interrelated and efficient design sequencing is critical. Construction phasing is an added dimension of the design that must be incorporated.

Track: Meet connection points at project limits; achieve acceptable track profiles with relatively flat yard tracks; separate curves from turnout locations; and provide required track separations. Track specifications in the on-dock environment are typically more stringent than other industry tracks due to the high volume, heavy loads and challenges with maintenance in an active operating terminal.

Grading: Site grading is largely driven by railroad track profiles, but the railroad track profiles will be evaluated to optimize grading costs. The track profiles will also consider vertical clearance over underground utilities and structures and horizontal/vertical clearance to adjacent and overhead obstructions. Finally, the grading needs to provide for functional stormwater drainage.

Drainage: The stormwater drainage system requires capacity for a design storm based on hydrology and hydraulics calculations. One element of stormwater drainage in the on-dock environment is the depth of groundwater and the potential for the groundwater table to fluctuate. Since the bottom of

© AREMA 2015 13

track bed can be 3 feet (rail, plates, ties, ballast and subballast) below top of rail, and since trench drains or trackside ditches must have adequate lateral and longitudinal slope to properly drain, the track drainage system can become quite deep. The track drainage system cannot be designed lower than the groundwater table or it will become an inlet for potentially contaminated groundwater. Therefore, consideration of groundwater can affect the track profile design. Stormwater discharge must comply with National Pollutant Discharge Elimination System (NPDES) during and post construction. Types of post-construction Best Management Practices (BMPs) to meet the requirements of this permit and SUSMP (standard urban storm water mitigation plan) include: track drains, bio-swales or sand filters. During construction, storm water quality BMPs must also be employed in compliance with the SWPPP (storm water pollution prevention plan).

Utility Protection: The on-dock environment is often encumbered by various existing underground utility systems. Due to the costs and potential risks associated with the petroleum and gas pipelines, a key to the success of a project will be to establish a program to identify and locate the key pipelines early in the design process and optimize the design to minimize impacts to all parties. Project sites often have historic uses that may have legacy features. Knowledge and planning around abandoned structures, foundations, pipelines, wells, sumps and facilities will reduce construction costs and time.

Lighting: Lighting levels must be provided for safe operation in the IY and terminal environs. WSC facilities can add directional lighting from the crane itself to assist with viewing of crane operations. Otherwise lighting must be provided from perimeter poles outside of the WSC girder path. Lighting is required for coning operations, railcar inspection and repair, at turnout locations and along the security perimeter.

Power: Power is required for electrified WSCs (typically 12kV), power switches and derails, signal systems, AEI/OCR equipment, power operated gates, security cameras, TIMS systems, buildings, maintenance areas and lights. Off-site power transmission, on-site transformers and site distribution must all be incorporated into the IY design.

Appurtenances: Fire fighting service; emergency access; train air brake compressed air service; crew break rooms; maintenance yards/sheds; perimeter security and radiation monitoring (RPM). CBP requires all import containers be passed through RPM prior to train loading. Technology to mount RPM on strad carriers has been developed, but is not yet accepted by CBP. Currently, a separate drive-through or conveyor belt RPM facility must be located on-site.

Construction Phasing: One of the most critical challenges for most on-dock WSC projects is getting them built while minimizing impact to the existing terminal’s on-going operations. Designing a project with multiple phases while preserving ongoing operations requires a clear understanding of project access, available hauling routes, contractor work areas, operational timelines for allowable interruptions (e.g. peak season), trackwork delivery or other long-lead material delivery, and other project constraints.

With the added complexity of crane delivery, testing and commissioning, and bringing on-line a new mode of cargo handling, this understanding for successful project implementation moves from important, to vital. On-dock projects benefit from the ability to deliver cranes by vessel across the wharf. Wide-span crane delivery options have ranged from assembled crane deliver, to on-site crane erection. Both options have significant space requirements and must be planned into the project phasing.

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6. CONCLUSIONS

Electrified Wide-Span Gantry Crane (WSC) technology is advancing in the railroad industry and is now being implemented in the on-dock environment. Several on-dock WSC facilities have been constructed and will soon provide examples of how the technology performs in that environment.

There are substantial differences between implementing WSC technology at inland railroad sites compared to on-dock. On-dock particulars include: constrained sites, longshore safety rules, longshore operations, extensive railcar repair, internal container delivery to/from marine terminal container yard, high groundwater, buried obstructions, and the extreme challenge of construction in a highly active terminal.

Simulation modeling of WSC intermodal operations is valuable since examples of how these facilities will operated are very limited and none have the high number of tracks under crane now being developed. Simulation model results have emphasized the importance and complexity of interactions between cranes, manual labor and trains. The configuration of WSC facilities and the operating practices implemented will have a significant impact on the maximum throughput that can be achieved.

ACKNOWLEDGEMENTS

I wish to acknowledge co‐authors Carlo Luzzi, Larry Godbold and Nathan deSousa along with the following for their valuable contributions to the design efforts and the compilation of this paper:

Tom Baldwin, PE – Port of Long Beach

Daniel Samaro, PE – Port of Los Angeles

Barry MacDonnell, PE – Port of Oakland

Charlie Doucette – Long Beach Container Terminal

Ram Naren Mothe, PE ‐ Parsons

Darren Ito ‐ Parsons

Lisa Hadley, PE ‐ Parsons

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REFERENCES

1. Port of Oakland, Parsons, et.al., August 2004, “Maritime Development Alternative Study.”

2. Parsons, September 2007, “Outer Harbor Intermodal Terminal Development Planning Study.”

3. American Railway Engineering and Maintenance-of-way Association (AREMA), “Manual for Railway Engineering,” 2015.

4. California Public Utilities Commission (CPUC), “General Orders 26-D, 118-A and 108,” Latest updates.

5. Federal Railway Administration (FRA), “Code of Federal Regulations (CFR), Title 49,” Latest updates.

6. International Longshore and Warehouse Union & Pacific Maritime Association, “Pacific Coast Marine Safety Code (PCMSC),” 2008

7. Port of Long Beach, “Railroad Standard Plans,” 2013.

8. Port of Long Beach, “General Standard Plans,” 2013.

9. Port of Long Beach, “Design Criteria Manual,” 2014.

10. Port of Los Angeles, “Engineering Design Guidelines,” 2009.

11. United States Department of Labor, “Occupational Safety and Health Administration (OSHA) Safety & Health Regulations for Construction,” Latest updates.

LIST OF FIGURES

Figure 1 – Typical WSC Cross-Section

Figure 2 - Sample Crane Rail Foundation Loads

LIST OF TABLES

Table 1: Train Arrival and Departure Procedures

Table 2: Sample Crane Rail Foundation Cost Analysis

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A R E M A 2 0 1 5 A N N U A L C O N F E R E N C E

Minneapolis, MN | October 4-7, 2015

Benefits of Wide-Span Gantry Cranes



On-dock Projects

Port of Long Beach

MHRP

Port of Los Angeles



International Gateway



Rail is Key to Port of the Future

• Green Port Policy

• Clean Air Action Plan

• Truck Reduction Program

• Tier 3+ Switching Locomotives

• CARB/EPA Compliant Class I

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Port of Long Beach

San Pedro Bay Annually• 15 million TEU throughput• $5 billion U.S. Customs

• $5 billion in Taxes

• $47 billion sales

• $14.5 billion in wages



Industry Leading On-dock

$2B Rail Enhancement Program• On-dock Rail Yards

• Support Rail Yards

• Rail Network Infrastructure



Middle Harbor Terminal

• Long Beach Container Terminal

• $1.2B Constructionover 10 years

• $4.6B/40 year lease

• 304-Acres

• 3.3M TEU Capacity

• 1.1M On-dock Rail



On-dock Environment

• High-Value Property

• Constrained Space

• IY Length is Critical

• Longshore Safety Rules

• New Operating Mode

• Railcar Repairs

• Marine Terminal Interface

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Train Access

• Lead Length

– arrival/departure/switching

• Yard Protection

• Mainline Protection



Yard Operations

• Train Arrival

• Secure Train/Yard

• Unload Containers

• Inspect Railcars

• Repair Railcars

• Load Containers

• Build Train

• Train Departure



Facility Layout

CONTAINER YARD

• Yard Track Lengths

• Track Spacing

• Work Areas



Safety Features

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Rail Modeling

• Intermodal Yard

– MPC

– Simulation

• Network Performance

– Track Utilization

– RTC



IY Design



Construction Phasing

16

Terminal Gate Area

Wharf & Automated Waterside Transport Area

Landside Transport Area

Intermodal Yard Area

Automated Stacking Area



Construction Phasing

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Conclusions

• Industry Advancing Technology

• Efficient and Green

• Recent On-dock Developments

• Critical Design Issues

• Complex Operations Benefit from Modeling

final leue, luzzi, godbold, desousa - arema · and lessons learned by parsons as the engineering...

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