20 ft sea container handling methods in modern port terminals

Container terminals are like the busy hubs of global trade, where all sorts of goods packed into 20 ft sea containers make their journey across the oceans. Every year, billions of tons of cargo pass through these terminals. It’s a massive operation, and it’s the job of the terminal to handle, store, and move these containers smoothly. It’s a complex dance of machinery and people making sure everything gets where it needs to go, on time.

Key Takeaways

• Ship-to-shore cranes are the giants that move 20 ft sea containers between vessels and the dock.
• Straddle carriers and rubber-tired gantry cranes are common for moving containers around the terminal yard.
• Automated systems like AGVs and ASCs are becoming more popular for efficient 20 ft sea container handling.
• Reach stackers offer flexibility in moving and stacking containers, especially in busy areas.
• Terminal operating systems (TOS) are the brains behind it all, tracking and managing every 20 ft sea container movement.

1. Ship-to-Shore Cranes

Ship-to-Shore (STS) cranes, often called portainers, are the giants of the waterfront, acting as the primary link between massive container ships and the bustling port terminal. These massive gantry cranes are designed specifically for the demanding task of loading and unloading cargo from vessels. Their sheer size and lifting capacity are what make modern, high-volume ports function.

Modern STS cranes are engineered with impressive reach, capable of spanning many rows of containers on a ship. For instance, an Ultra Post-Panamax crane can reach across up to 24 containers wide, allowing them to service the largest vessels currently in operation. They don’t just lift one container at a time, either. Advanced spreader technology, equipped with twist locks to secure the container, allows for twin-lift and even tandem-lift operations, meaning two or even more 20ft containers can be moved simultaneously. This significantly speeds up the process of getting cargo on or off a ship.

Here’s a quick look at what makes them tick:

• Lifting Capacity: Capable of lifting heavy loads, often exceeding 150 tons, to handle multiple containers or heavy equipment.
• Reach: Designed to cover a wide span of ship decks, accommodating the increasing beam of modern container ships.
• Speed: Optimized for rapid cycles of loading and unloading, measured in moves per hour.
• Automation: Increasingly integrated with terminal operating systems for remote control and automated operations.

These cranes work in tandem with other terminal equipment, like straddle carriers or automated guided vehicles, which bring containers to and from the waterside apron. The efficiency of the STS crane directly impacts ship turnaround times, a critical factor for shipping lines and overall port throughput.

The apron area, directly beneath the STS cranes, is a critical interchange zone. Here, containers are either lifted onto export vessels or unloaded from incoming ships and immediately handed off for transport to storage or onward destinations. This space requires careful management to avoid bottlenecks.

2. Straddle Carriers

Straddle carriers have been a workhorse in container terminals for decades, and for good reason. These machines are pretty unique because they literally straddle their load, lifting containers from underneath. This design means they don’t need other equipment like cranes to pick up a container; they can just drive up, lift it, and go. This self-sufficiency makes them super flexible for moving containers around the yard, from the quay edge to storage areas, or onto trucks and trains.

They’re not just about moving containers, though. Straddle carriers can also stack them, usually up to four high, which really helps make the most of limited yard space. Modern ones are pretty advanced, with drivers sitting up in a cabin with great visibility. They can maneuver in tight spots, even moving sideways or turning on the spot, which speeds things up a lot.

Here’s a quick look at what makes them tick:

• Lifting Mechanism: They use spreaders, which are adjustable frames that grab the container’s corner twistlocks. These can be single or twin-lift, meaning they can grab one or two 20-foot containers at once.
• Maneuverability: Features like "crab steering" allow them to move diagonally, and some can even pivot in place. This is a big deal for efficiency in busy terminals.
• Power Options: Traditionally diesel-electric, many are now hybrid or fully electric, cutting down on emissions and noise.
• Automation: You can find automated versions, too, which operate without a driver, guided by the terminal’s system.

While they’re incredibly versatile, straddle carriers do require a bit more investment upfront compared to some other transport options. They also need specialized drivers and regular maintenance to keep them running smoothly. But for many terminals, their ability to handle multiple tasks and their flexibility make them a top choice.

3. Rubber-Tired Gantry Cranes

Rubber-tired gantry cranes, or RTGs as they’re commonly called, are a pretty common sight in modern container yards. Think of them as big, mobile gantry cranes that run on tires instead of rails. This mobility is a big deal because it means they can be moved around the yard as needed, unlike their rail-mounted cousins. They’re super useful for both stacking containers and for moving them around within the yard.

RTGs can handle a decent amount of weight and can stack containers pretty high – usually up to five containers high, or even six if they’re empty. This ability to stack high is key to making the most of the limited space in a busy port. They’re also pretty quick, able to service several trucks per hour, which translates to a good number of container moves each hour. This makes them a workhorse for keeping things moving.

Here’s a quick look at what they can do:

• Stacking Capacity: Can handle stacks of up to 5 full containers (one over four) or 6 empty containers (one over five).
• Yard Coverage: Capable of spanning up to six containers wide or servicing multiple rail tracks.
• Throughput: Typically service 8-9 trucks per hour, involving 30-40 container movements.

While they cost a bit more upfront compared to some other equipment, their operational costs are generally lower. Plus, their flexibility in moving around the yard makes them a solid choice for many terminal layouts.

RTGs are a flexible and efficient piece of equipment for managing container stacks and yard movements. Their ability to move and stack containers high helps terminals maximize their storage space and keep operations flowing smoothly.

They’re a big part of how ports manage the constant flow of containers, bridging the gap between the ship-to-shore cranes and the final storage or transport points.

4. Automated Guided Vehicles

Automated Guided Vehicles, or AGVs, are a big part of making modern ports run smoother. Think of them as self-driving carts that move containers around the terminal. They follow set paths, usually using magnetic strips or optical sensors, and are controlled by a central computer system. This automation cuts down on the need for human drivers, which can speed things up and reduce mistakes.

AGVs are really good at repetitive tasks, like moving containers from the quay to the yard or between different storage areas. They can work 24/7 without getting tired, which really boosts how much cargo a terminal can handle. Plus, because they’re programmed and follow strict routes, the risk of accidents or damaging containers goes way down.

Here’s a quick look at how they fit into the workflow:

• Quay to Yard: AGVs pick up containers directly from the ship-to-shore cranes and transport them to designated stacking areas.
• Yard Transfers: They move containers within the yard for storage, retrieval, or transfer to other modes of transport like trucks or trains.
• Inter-terminal Movement: In larger port complexes, AGVs can shuttle containers between different sections of the terminal.

While AGVs are pretty smart, they still need a human touch. Skilled workers are needed to oversee the system, manage any issues that pop up, and perform maintenance. It’s not a completely hands-off operation, but it’s a huge step towards a more efficient and safer port.

The precision and consistency of AGVs mean fewer errors and less wear and tear on equipment compared to manual operations. This reliability is key for maintaining tight schedules in a busy port environment.

5. Automated Stacking Cranes

Automated Stacking Cranes, or ASCs, are a big part of making modern container yards more efficient. These aren’t your grandpa’s cranes; they’re designed to work without a human operator right there in the cab. Think of them as robotic arms that precisely move containers within the yard. They’re usually rail-mounted, meaning they run on tracks laid out in the container storage area. This setup lets them cover a wide area, stacking containers high and dense.

The main goal of ASCs is to pack more containers into the same space and speed up how quickly containers can be moved around. They work hand-in-hand with other automated equipment, like Automated Guided Vehicles (AGVs) that bring containers to them or take them away. This whole system cuts down on the need for human-driven vehicles in the stacking zones, which can be a bit chaotic.

Here’s a quick look at what makes them tick:

• Precision Movement: They use advanced sensors and control systems to place containers exactly where they need to go, minimizing errors.
• High Density Stacking: Because they can stack containers very high and precisely, they significantly increase the number of containers a terminal can hold in a given area.
• 24/7 Operation: Being automated, they can operate around the clock without needing breaks, which really boosts throughput.
• Integration: They’re designed to communicate with the terminal’s overall operating system, so they know what containers are where and what needs to be moved next.

The shift towards automated stacking cranes is a clear sign of where port operations are heading. By taking human error out of the equation for yard stacking and increasing the density of storage, terminals can handle more volume with the same footprint. This also frees up human workers for more complex tasks that automation can’t yet handle.

ASCs are particularly good at creating organized blocks of containers. This makes it easier for other equipment, whether automated or not, to find and retrieve specific containers when they’re needed for loading onto trucks or trains. They’re a key piece of the puzzle for terminals looking to maximize their storage capacity and speed up their operations.

6. Rail-Mounted Gantry Cranes

Rail-mounted gantry cranes, often called RMGs, are a pretty common sight in modern intermodal terminals. Unlike their mobile cousins, these giants run on fixed tracks, which means they’re usually set up to cover a specific area, often spanning multiple rail tracks – think six to ten, sometimes even more. This setup is perfect for efficiently moving containers between ships, trains, and storage yards.

Their main job is to handle the transfer of containers onto or off of trains. Because they’re fixed, they can be designed to be really wide, covering a lot of ground and allowing for high-density stacking of containers. Some RMGs can even swivel, which gives them a bit more flexibility in how they load and unload from the sides of the train.

Here’s a quick look at what makes them tick:

• Fixed Path Operation: They operate on dedicated rail lines, providing a predictable and repeatable movement pattern.
• High Throughput: Designed for speed and efficiency, they can handle a large volume of containers quickly.
• Automation Potential: Many RMGs are increasingly automated, allowing for remote operation and integration into larger terminal management systems.
• Stacking Capability: They are excellent for stacking containers high, maximizing yard space.

RMGs are a key piece of equipment for terminals that deal with a lot of rail traffic. Their ability to cover multiple tracks and stack containers efficiently makes them a workhorse for intermodal operations, especially where space is at a premium and high volumes of containers need to be moved onto trains.

7. Reach Stackers

Reach stackers are pretty common sights in modern ports and rail yards. Think of them as the versatile workhorses for moving containers around, especially when you need to get them on or off trucks and trains. They’re not quite as massive as some of the other cranes, but they’ve got a good reach, hence the name.

These machines are known for their flexibility in handling containers between ground level and stacks. They can lift containers and place them onto chassis, or stack them in designated areas. While they can’t stack as high as some other equipment, they’re great for specific tasks and can handle things like refrigerated containers, which often need special attention.

Here’s a quick look at what they do:

• Container Transfer: Moving containers from trucks or railcars to yard stacks, or vice versa.
• Yard Stacking: Placing containers in storage blocks, typically up to three high for loaded containers.
• Specialized Handling: Managing containers like reefers or those needing specific placement.

Reach stackers can stack containers up to three high. This means they’re good for keeping things organized without needing a huge footprint. They’re also pretty nimble, able to maneuver in tighter spaces than some of the larger, more fixed equipment.

While not the biggest machines on the block, reach stackers are indispensable for their ability to bridge the gap between different modes of transport and yard storage. Their maneuverability and specific lifting capabilities make them a go-to for many terminal operations.

Modern reach stackers are also getting smarter, with better controls and safety features. Some even have hybrid or electric options, which is a nice touch for terminals trying to be a bit greener. They’re a solid piece of kit for keeping the container flow moving smoothly.

8. Holster Trucks

Holster trucks, sometimes called terminal tractors or yard trucks, are a common sight in many container terminals. Their main job is to move containers that are already sitting on a chassis or a specialized trailer called a bomb cart. Think of them as the workhorses that shuttle containers around the yard, connecting the ship-to-shore cranes to the storage areas, or moving them to and from rail lines or truck gates.

These trucks are designed for quick, short-distance hauls within the terminal’s boundaries. They aren’t built for long road trips; that’s what the chassis are for. A chassis is basically a trailer with twist locks to secure the container for road travel, while a bomb cart is more for internal yard movements, often with guides to help position the container quickly. The holster truck hooks up to these, lifts them slightly, and pulls them along.

Here’s a quick look at what they do:

• Container Transfer: Moving containers between the quay (where the ship is) and the storage stacks.
• Yard Movement: Relocating containers within the yard to optimize space or prepare them for their next move.
• Intermodal Connection: Transporting containers to or from rail tracks or truck loading/unloading spots.

One of the big pluses for holster trucks is their relatively low cost to buy and operate compared to some other heavy-duty terminal equipment. They can also move pretty quickly when they’re not bogged down in traffic. However, they have a key limitation: they can only move containers that are already mounted on a chassis or bomb cart. This means you always need another piece of equipment, like a reach stacker or a yard crane, to get the container onto that chassis in the first place.

While not the most advanced piece of kit, holster trucks play a vital role in the day-to-day flow of a busy port. They are the unsung heroes that keep the containers moving from point A to point B within the terminal’s complex network.

9. Bomb Carts

Bomb carts are a pretty specialized piece of equipment you’ll see in some container terminals. Think of them as heavy-duty trailers, but specifically built to hold shipping containers. They’ve got these side guides that help lock a container in place really quickly, which is great for fast yard operations. The main idea is to get containers moved around the yard efficiently.

Unlike a chassis that’s designed for road travel, a bomb cart’s job is pretty much confined to the terminal itself. They’re not built for long distances or public roads. They usually work in conjunction with other equipment, like holster trucks, which are designed to pick up and move the containers while they’re on the bomb cart.

Here’s a quick rundown of what they’re good for:

• Speedy Container Placement: The guides make it fast to load or unload a container onto the cart.
• Yard Mobility: They allow for quick repositioning of containers within the terminal’s storage areas.
• Lower Capital Cost: Compared to some other heavy machinery, they can be a more budget-friendly option for certain tasks.

While bomb carts are useful for their specific role in moving containers around the yard quickly, they aren’t a standalone solution. They rely on other equipment to get the containers onto them and then to move them to their final destination within the terminal.

10. Spreaders

You know, when you see those massive cranes lifting containers off ships, there’s a pretty important piece of gear doing the actual grabbing. It’s called a spreader. This is the attachment that connects the crane to the container, making sure it’s held securely during its journey from ship to shore, or vice versa.

Spreaders aren’t just simple hooks. They’re sophisticated pieces of equipment designed to handle standard ISO shipping containers. They have these things called twistlocks at each corner. When the spreader is lowered onto a container, these twistlocks rotate and lock into the corner castings of the container. It’s a pretty neat mechanism that provides a really strong hold.

Here’s a quick rundown of what makes them tick:

• Twistlocks: These are the key components that engage with the container’s corner fittings. They rotate to lock and unlock, securing the container.
• Frame: The main structure of the spreader, built to be strong enough to handle the weight of full containers.
• Hydraulics/Electrics: These systems power the movement of the twistlocks and any other functions, like extending or retracting the spreader.
• Sensors: Modern spreaders often have sensors to confirm that the twistlocks are properly engaged, which is a big safety feature.

Some spreaders can do more than just lift one container at a time. You’ll see spreaders that can handle two containers at once – that’s called a twin-lift spreader. This can really speed things up, especially when you’re dealing with a lot of 20-foot containers. There are even tandem-lift spreaders that can grab two 40-foot containers or four 20-foot containers simultaneously. It’s all about efficiency, right?

The design of a spreader is pretty specific. It needs to be able to align itself with the container accurately, even if the container isn’t perfectly positioned. This alignment is critical for a safe and quick connection. The weight of the spreader itself is also a factor, as it adds to the overall load the crane has to lift.

So, while the crane might be the star of the show, the spreader is the unsung hero that actually does the heavy lifting – or rather, the heavy grabbing.

11. Portainers

Portainers, also known as Ship-to-Shore (STS) cranes, are the giants that stand at the water’s edge, bridging the gap between massive container ships and the bustling port terminal. These aren’t your average cranes; they’re specifically designed for the heavy lifting involved in loading and unloading containers from vessels. Their primary job is to move containers quickly and efficiently, minimizing the time ships spend docked.

These behemoths come in various sizes, tailored to handle different classes of ships. A Panamax portainer might handle ships up to 13 containers wide, while the newer Ultra Post-Panamax models can span up to 24 containers across, capable of servicing the largest container ships out there today. They can lift well over 150 tons in a single go, making light work of even the heaviest loads.

Here’s a quick look at what makes them tick:

• Lifting Capacity: Capable of lifting multiple containers at once, sometimes even two (twin-lift) or four (quad-lift) with specialized spreaders.
• Reach: Designed to cover a wide range of ship widths, from Panamax to the largest Ultra Large Container Vessels (ULCVs).
• Speed: Modern portainers are engineered for high-speed operations, aiming for a specific number of moves per hour to keep cargo flowing.

They work in tandem with other terminal equipment. Containers are brought to the quay by vehicles like straddle carriers, bomb carts, or specialized chassis, and then the portainer takes over. The containers are secured with twist locks on the spreader, a crucial piece of equipment that attaches to the top of the container. The apron area, right next to the ship and under the portainer, is where this critical transfer happens.

The efficiency of a portainers operation directly impacts ship turnaround times. Minimizing the time a vessel spends at berth is a key goal for any modern terminal, and these cranes are at the forefront of achieving that.

While traditionally operated by humans, there’s a growing trend towards automation, with some portainers being remotely controlled or even fully automated, further increasing precision and speed when handling a 20gp container and its larger brethren.

12. Empty Handlers

Empty handlers, sometimes called empty container handlers or empty stackers, are specialized machines designed specifically for moving empty shipping containers around a terminal. Think of them as the workhorses for the containers that aren’t currently carrying anything. They’re built to be nimble and efficient when dealing with empty boxes, which are lighter than loaded ones.

These machines are pretty important because terminals often have large areas dedicated just to storing empty containers. These stacks can get pretty high, sometimes seven or eight containers tall. Empty handlers need to be able to reach up and grab those top containers without a fuss. They usually have a mast with a side-shifting spreader that can grab an empty container from the top corners and lift it.

Here’s a quick look at what makes them tick:

• Lifting Capacity: While they handle empties, they still need enough power to lift containers, especially when stacking them high.
• Maneuverability: They operate in tight spaces between container stacks, so being able to turn and position accurately is key.
• Stacking Height: Their design allows them to reach the upper levels of empty container stacks.
• Speed: Moving lots of empty containers quickly is their main job.

Empty container yards are often located strategically. If a terminal handles a lot of exports, you’ll find the empty stacks closer to the gate, ready to be picked up. For import-heavy terminals, they might be nearer the docks, waiting to be repositioned for the next ship.

Compared to machines that handle loaded containers, empty handlers are generally lighter and can move faster because they don’t have the same weight restrictions. This focus on empty containers helps keep the overall terminal operations flowing smoothly, making sure there are always empty boxes ready when and where they’re needed.

13. Terminal Tracker

So, what exactly is a Terminal Tracker? Think of it as the eyes and ears for a semi-automated container terminal. It’s a system designed to keep tabs on where every single container is, and how it’s being moved around the yard. This kind of precise tracking is a big deal for keeping things running smoothly.

Terminal Tracker has a couple of main parts that work together. First, there’s the Container Handover module. When a crane or other piece of equipment picks up or drops off a container, this module knows about it. It uses sensors, like ones that detect if the twist locks are engaged, and knows the height of the spreader. It also figures out where the container is, often using things like IR beacons on trucks. All this info – like which container, what happened (lift or drop), and where it is – gets sent to the main system. This means fewer guesses about container locations and more accurate records.

Then there’s the Container Inventory module. This part focuses on making sure the terminal’s yard map is up-to-date. It links those lift and drop events directly to a specific parking spot, or ‘slot’, in the yard. This helps keep the inventory accurate and makes it easier to find containers later.

Here’s a quick look at what it does:

• Tracks container movements: Records every lift and drop.
• Updates yard inventory: Knows exactly which container is in which slot.
• Links equipment to actions: Identifies which vehicle or crane performed the move.
• Sends data to TOS: Feeds information into the main Terminal Operating System.

This system helps reduce errors by removing assumptions about container positions. It’s all about knowing precisely where things are at all times, which makes managing a busy terminal a lot less chaotic. It’s a step towards making operations more automatic without needing full automation everywhere.

Basically, Terminal Tracker helps make sure that when a container is moved, the system knows about it instantly. This means better reporting, better performance tracking, and less time spent trying to figure out where a specific box has gone. It’s a smart way to add accuracy and efficiency to how terminals operate, especially in places that aren’t fully automated yet.

14. Terminal Operating Systems

Terminal Operating Systems, or TOS, are basically the brains behind how a modern port terminal runs. Think of it as the central nervous system that keeps everything moving smoothly. These software platforms are designed to manage all the complicated stuff that happens from the moment a ship pulls up to the dock until the cargo is finally out the gate.

At its core, a TOS is all about coordinating complex logistics operations using advanced software. It’s not just about tracking containers; it’s about orchestrating the entire dance of machinery, people, and information.

Here’s a look at what these systems typically handle:

• Yard Management: Keeping tabs on where every single container is located within the vast terminal yard. This involves real-time tracking, often using GPS and RFID tags, to know exactly which container is where.
• Equipment Control: Directing the movement of cranes, yard trucks, and other machinery. The TOS tells them where to go and what to do, optimizing their routes and tasks to avoid bottlenecks.
• Gate Operations: Managing the flow of trucks coming in and out of the terminal. This includes checking documentation, assigning parking spots, and directing trucks to the correct loading or unloading zones.
• Vessel Planning: Coordinating the loading and unloading schedules for ships, making sure the right containers are moved at the right time to minimize the ship’s stay in port.
• Data Integration: Connecting with other systems, like customs, shipping lines, and trucking companies, to share information and streamline processes.

The complexity of modern port operations means that manual tracking and management just don’t cut it anymore. TOS platforms use sophisticated algorithms to make decisions, predict potential issues, and optimize resource allocation. This digital backbone is what allows terminals to handle massive volumes of cargo efficiently and safely.

These systems are constantly evolving, with more and more automation and artificial intelligence being built in. The goal is always to increase speed, reduce errors, and improve overall efficiency in a very demanding environment.

15. On-Dock Rail Facilities

On-dock rail facilities are a pretty big deal in modern port operations, especially when you’re dealing with a lot of 20 ft containers. Basically, it means the rail yard is right there, connected directly to the main container terminal. This setup is super handy because it cuts out the need to move containers from the ship to a separate rail yard. Everything happens on-site.

This integration is a game-changer for moving goods long distances inland. Instead of trucks hauling containers to a distant rail hub, trains can be loaded up right at the port. This saves time and reduces the chances of delays. Think about it: no extra gate fees, no extra truck mileage, just a smoother transfer from ship to train.

Here’s a quick look at why they’re so useful:

• Reduced Handling: Containers don’t need to be moved off the ship, then onto a truck, then to a rail yard. It’s a more direct path.
• Faster Turnaround: Trains can be assembled and dispatched quicker, speeding up the whole supply chain.
• Less Congestion: By keeping rail operations within the port, it can help ease road traffic around the terminal.
• Cost Savings: Fewer truck movements mean lower fuel costs and less wear and tear on vehicles.

The main idea behind on-dock rail is to keep the container moving efficiently. When a ship unloads, those containers can be directly transferred to waiting rail cars. This minimizes the time they spend sitting in the yard and gets them on their way to their final destination much faster. It’s all about streamlining that handoff between different modes of transport.

While near-dock facilities exist, where the rail yard is close but not directly attached, on-dock is generally preferred for its efficiency. In places like North America, where trains can be really long, sometimes they assemble parts of the train on-dock and then move it to a nearby facility to complete the full train. It’s a complex dance, but the goal is always to get those containers where they need to go with as few hiccups as possible.

Wrapping It Up

So, handling those big 20-foot containers at modern ports is a pretty complex job. It’s not just about moving boxes around; it’s a whole system involving ships, cranes, trucks, and a lot of smart tech. We’ve seen how things have changed, moving from older ways to using more automation and software to keep things moving faster and smoother. The goal is always to get ships in and out quickly and make sure cargo gets where it needs to go without a hitch. It’s a constant effort to improve, using new tools and ideas to make port operations work better for everyone involved in global trade.

Frequently Asked Questions

What’s the main goal when handling containers at a port?

The main goal is to move containers on and off ships as fast as possible. This helps ships get back to sea quickly and keeps everything running smoothly at the port.

What are the big cranes at the port called and what do they do?

Those giant cranes are usually called Ship-to-Shore cranes, or sometimes ‘portainers’. They lift containers from the ship and place them onto the dock, or take them from the dock and put them on the ship.

How do containers get moved around the port after being unloaded?

After a container is taken off the ship, other machines like straddle carriers, reach stackers, or automated guided vehicles pick them up. They then move the containers to where they’ll be stored or loaded onto a train or truck.

What’s the difference between a straddle carrier and a reach stacker?

A straddle carrier is like a big frame that goes over the container and lifts it from the top corners. A reach stacker has a long arm with a fork that can reach over other containers to grab the one it needs.

Why are some ports using robots or automatic machines now?

Using robots and automatic machines, like Automated Guided Vehicles (AGVs) and Automated Stacking Cranes (ASCs), makes moving containers faster and more accurate. They can work around the clock without getting tired, which helps the port handle more containers efficiently.

What is a Terminal Operating System (TOS)?

A Terminal Operating System is like the brain of the port. It’s a computer program that keeps track of where every container is, manages the equipment, and plans out all the movements to make sure everything happens in the right order and on time.