In the general cargo and bulk segments, one of the major challenges is the lack of standardisation, which makes it highly difficult to automate repetitive tasks and free up human resources. Electronic Data Interchange (EDI) is a concept used to electronically communicate information that was traditionally done via paper. Terminal operators communicate with shipping companies via EDI to obtain information on the status of cargo in the port or terminal. In container terminals, EDI has been widely adopted and thanks to the standard dimensions and storage requirements of containers, it’s relatively easy to capture data by TEU, track the movement of the commodity stack via Optical Character Recognition (OCR) readings and share this via EDI.
EDI formats have been adapted to support general and mixed cargo-based data. However, these adaptations are rarely standardised. Outside of this, information is often recorded manually and via spreadsheets. Large documents such as cargo manifests are unusable in certain formats, inhibiting supply chain visibility.
General cargo packages also come in a variety of shapes and sizes, which makes it difficult to identify the contents and therefore track the movement. Unlike containers, which are transported in standardised shapes and sizes, general and bulk cargo may be bagged, placed into dunnage packing, shipped via wooden crates, transported as unpackaged cargo, or cargo stacked directly onto RoRo equipment. The contents of general cargo often need to be consolidated, conditioned, repacked, bagged, blended and quarantined, so identifying its whereabouts is necessary. Without digitalisation or automation in place, manual intervention is the only option. This can lead to huge quantities of time spent searching the terminal and storage facilities to locate the cargo. This is both an inefficient use of human resources and prone to human error.
Moreover, factors such as storage, weight and state, load unit size, and temperature or humidity sensitivity must all be considered when moving cargo. Due to the diverse nature of bulk and general cargo, specialised equipment and specific handling skills are required. The terminal must provide either non-specialised or highly specialised equipment, berths and areas for ship-to-shore and hinterland movements to accommodate all types of cargo. With factors like changing vessel sizes, volatile cargo volumes, land use constraints, and supply chain integration to contend with, the adaptability of general cargo terminals is crucial to enable the transhipment of non-standardised cargo.
It’s also important to acknowledge the human element in managing specialised cargo and its equipment that may require the possession of specialised skills. If there is a shortage of labour available, handling of the equipment may be impossible. General cargo terminals experience changes in cargo volumes and may require labour to be scaled up or down. Different operational demands require effective labour management and planning.
Taleh Ziyadov, Director at the Port of Baku, mentions in our latest report “Gateways of Tomorrow”, “The complexity is compounded by the need to achieve a higher degree of the so-called “autopilot” mode in human-machine interactions, where seamless automation is sought. Container terminals benefit from standardised cargo and operations, facilitating easier automation processes. In contrast, mixed terminals encounter complexities due to the varying packaging types of cargo, such as bulk, palletised, and big bags. This diversity necessitates custom-built solutions for digitalisation and automation tailored to each cargo type, making the process more challenging.”
For a more detailed understanding and exploration of the topics covered in this article, refer to our report, commissioned by Kaleris. Gateways of Tomorrow: Exploring the business value of digital transformation for general cargo terminals. You can download the full report below:
