Structural beam architecture
A traditional welded-box girder would sag 6 mm under 150 tons at mid-span. Finite-element optimisation shows that a hybrid truss—carbon-steel spine internally ribbed and over-wrapped with 3 mm carbon-fiber—delivers 1 800 N µm⁻¹ vertical stiffness yet weighs only 85 kg per metre. The truss is pre-cambered 4 mm to cancel static deflection, while 2 m spacing of diaphragm plates damps the first bending mode to 3.8 Hz, safely above the 3.5 Hz crane sway frequency.
A traditional welded-box girder would sag 6 mm under 150 tons at mid-span. Finite-element optimisation shows that a hybrid truss—carbon-steel spine internally ribbed and over-wrapped with 3 mm carbon-fiber—delivers 1 800 N µm⁻¹ vertical stiffness yet weighs only 85 kg per metre. The truss is pre-cambered 4 mm to cancel static deflection, while 2 m spacing of diaphragm plates damps the first bending mode to 3.8 Hz, safely above the 3.5 Hz crane sway frequency.
Modular rail segments
To keep shipping feasible, the 120 m rail is shipped as 6 m modules joined by precision-machined tongue-and-groove interfaces. Each joint uses two 20 mm hardened dowel pins and a single 40 mm clamp plate to restore straightness within 3 µm, verified by laser interferometer. A proprietary epoxy shim compensates for differential thermal expansion between the 85 kg m⁻¹ truss and the aluminium trolley wheels.
To keep shipping feasible, the 120 m rail is shipped as 6 m modules joined by precision-machined tongue-and-groove interfaces. Each joint uses two 20 mm hardened dowel pins and a single 40 mm clamp plate to restore straightness within 3 µm, verified by laser interferometer. A proprietary epoxy shim compensates for differential thermal expansion between the 85 kg m⁻¹ truss and the aluminium trolley wheels.
Thermal compensation
Quay temperature swings of 35 °C would expand a 120 m steel rail by 42 mm. A distributed RTD array every 6 m feeds a model-predictive controller that drives 500 W Kapton heaters along the underside, keeping expansion < 2 mm—well inside the 10 mm positional budget.
Quay temperature swings of 35 °C would expand a 120 m steel rail by 42 mm. A distributed RTD array every 6 m feeds a model-predictive controller that drives 500 W Kapton heaters along the underside, keeping expansion < 2 mm—well inside the 10 mm positional budget.
Anti-sway damping
A 5 kg tuned-mass damper is bolted mid-span; its silicone elastomer is tuned to 3.8 Hz, cutting trolley sway amplitude by 70 % during emergency stops. MEMS accelerometers on the trolley log real-time vibration; a cloud-based digital twin predicts damper replacement every 30 000 cycles.
A 5 kg tuned-mass damper is bolted mid-span; its silicone elastomer is tuned to 3.8 Hz, cutting trolley sway amplitude by 70 % during emergency stops. MEMS accelerometers on the trolley log real-time vibration; a cloud-based digital twin predicts damper replacement every 30 000 cycles.
Economic payoff
By collapsing two short cranes into one long-stroke unit, quay length is reduced 22 %, cycle time is cut 18 %, and capital cost drops $2.3 million per berth. The extended linear rail reach has become the decisive enabler of mega-port throughput.
By collapsing two short cranes into one long-stroke unit, quay length is reduced 22 %, cycle time is cut 18 %, and capital cost drops $2.3 million per berth. The extended linear rail reach has become the decisive enabler of mega-port throughput.
