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Linde Material Handling
Introduction Published by: Maritime Information Services Ltd Trans-World House, 100 City Road London EC1Y 2BP Tel: +44 (0)207 871 0123 Fax: +44 (0)207 871 0101 E-mail: info@porttechnology.org Web site: www.porttechnology.org The entire contents of this publication are protected by copyright, full details of which are available from the Publisher. All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form or by any means – electronic, mechanical, photocopying, recording or otherwise – without prior permission of the copyright owner.
Publisher: Bernard Henry Managing Director: David Owen Editor: Holly Birkett Production Manager: Tina Davidian Design: Andy Crisp, Stuart Wright Publication & Sales Manager: Michael Stewart Senior Account Manager: Gary Kakoullis Distribution and Print organised by: Head to Head Limited Front cover: FTS Bulk Prospertiy in operation at GoaIndia. Photo © courtesy of Coeclerici Logistics S.p.A. All rights reserved www.coeclerici.com Forty Seventh Edition, Summer 2010 ISSN: 1358 1759 While every effort has been made to ensure the accuracy of the contents of this book, the Publisher will accept no responsibility for any errors or ommissions, or for any loss or damage, consequential or otherwise, suffered as a result of any material here published. The opinions expressed in the enclosed editorial are the sole responsibility of the authors and organisations concerned and not those of the Publishers. Neither Maritime Information Services Ltd nor its Agents accept liability in whole or in part howsoever arising for the contents of the editorial published herein.
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We may still be feeling the sting of the economic downturn, but the future for port trade looks optimistic. IHS Global Insight’s World Trade Service recently projected that international containerised trade volumes will reach nearly 10 percent growth this year, before slowing to 6.8 percent next year. Bulk shipping is also set to improve further – the Baltic Dry Index has been rising since the beginning of this year, and this looks set to continue into 2011. However positive the future looks, it’s important to remember that the problems ports faced before the recession – such as congestion, for example – will only return with a vengeance once traffic increases to pre-recession levels. Ports, in short, need to ready themselves. Many ports and terminals have already made a start, refurbishing machinery and upgrading infrastructure, rather than investing in costly brand-new equipment (see Portunus’ article on page 76.) Latin American ports are already gearing up for the increase in container traffic the expansion of the Panama Canal will bring, as Robert West writes on page 28. But all this development and expansion does not have to come at the expense of the environment, as we look at in the Port Planning, Design & Construction section of this edition. Portsmouth Port, for example, was recently awarded the prestigious ISO 14001 standard for environmental policy and sustainable development, which they write about on page 46. Ports can even ensure environmental best practice during the terminal awarding process, as Dr Theo Notteboom writes on page 36. In the Dry Bulk & Specialist Cargo Handling section, we focus on coal handling and fugitive dust control – from conveying it, to loading and shipping. It seems that cleaner, more efficient coal handling is readily achievable with the right technology. “Folks tell us that they always thought coal handling was a big mess, but now they see it doesn’t have to be that way,” AES General Foreman Vic Stoltz says of Martin Engineering’s work at the Port of Seward, Alaska (p.107.) While the PTI journal keeps track of technological trends, developments and new products each quarter, you can keep up with the latest industry news and product briefings by visiting our website PTI Online (www.porttechnology.org). Our weekly e-newsletter comes out every Monday, which provides a round-up of the week’s top stories. To receive it, all you need to do is sign up online. You can also follow us on Twitter at www.twitter.com/porttechnology. PTI Online is also home to our Journal Archive, a valuable research resource where you can find articles from all previous editions. Access to the Archive is free – simply sign up on the website. By registering your details on the site, we can make sure that free copies of the journal are sent to all qualified members when each new edition is printed. Alternatively, you can register by completing the subscription form (page 12) and returning it to us via fax or email. Finally, I would like to thank all our contributing authors for such great articles, and our Partners in Publishing for their continued support. We couldn’t have put the journal together without you – I sincerely hope you enjoy the finished product.
Holly Birkett Editor
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Our Partners in Publishing The International Association of Lighthouse Authorities (IALA) The International Association of Lighthouse Authorities (IALA), established in 1957, gathers together marine aids to navigation authorities, manufacturers and consultants from all parts of the world and offers them the opportunity to compare their experiences and achievements. IALA encourages its members to work together in a common effort to harmonise aids to navigation worldwide and to ensure that the movement of vessels is safe, expeditious and cost effective.
The International Maritime Pilots Association The International Maritime Pilots Association is a forum for the exchange of information. Its main objective is to provide a representative voice for pilots in international maritime forums, particularly at the International Maritime Organisation (IMO), an agency of the United Nations, and the International Maritime Law-Making body. Consultative status at the IMO was formally granted in November 1973, and since that time IMPA delegates have played a very active role in the work of the organisation.
www.iala-aism.org www.impahq.org
The International Association of Airport and Seaport Police (IAASP) The International Association of Airport and Seaport Police (IAASP) is a worldwide, non-governmental and non-profit association dedicated to mutual co-operation in setting the highest standards of safety, security and law enforcement regarding the transportation of persons and property through air and seaports, across boundaries and other terminals. It was recognised in the late 1960s that there was an urgent need for police and other law enforcement agencies to develop a faster means of exchanging information and intelligence internationally. In 1969 the IAASP, the oldest and largest international police association of its kind, was formed, bringing together representatives of police, other enforcement agencies and the transportation industry in the movement of passengers and cargo at airports and seaports around the world. For the first time, a professional approach to policing airports and seaports was possible worldwide.
The International Cargo Security Council (ICSC) The International Cargo Security Council (ICSC) is a professional association of cargo transportation and security professionals from the entire spectrum of cargo security: air, truck/rail, maritime, and intermodal. The ICSC has four objectives: To improve cargo transportation security through voluntary government and industry efforts; to serve as a central clearinghouse for the collection and distribution of information relating to trends, techniques, and efforts to prevent cargo-related crimes; to provide a platform to address transportation industry matters relating to security of cargo; and to assist and support voluntary and self-help initiatives by government, transportation centres, and industry cargo security interests to develop effective efforts and programmes to combat cargo loss.
www.cargosecurity.org www.iaasp.net
The World Customs Organization (WCO) As the only intergovernmental organization with a unique Customs focus, the World Customs Organization (WCO), with its headquarters in Brussels, was established in 1952. It currently has 169 members across the globe, at all stages of economic development, who collectively process approximately 98% of world trade. The WCO is particularly noted for its work in areas covering the security and facilitation of the trade supply chain; the development of global Customs standards, the simplification and harmonization of Customs procedures, trade facilitation, risk management, integrity promotion, valuation, origin, the Harmonized System goods nomenclature, and sustainable Customs capacity building initiatives. Being the global centre of Customs expertise, the WCO provides an ideal forum for Customs administrations and their stakeholders to exchange experiences, and share best practices on a range of international Customs and trade issues.
AIM AIM is the global trade association for automatic identification and mobility technologies. AIM members are providers and users systems that capture, manage and integrate accurate data into larger information systems. As a not-for-profit industry organization, AIM’s mission is to stimulate the understanding and use of the technology by providing timely, unbiased and commercial-free information.
info@aimglobal.org • www.aimglobal.org • www.rfid.org
International Harbour Masters Association (IHMA) The objectives of the International Harbour Masters Association (IHMA) are to promote safe and efficient marine operations in port waters and to represent the professional standing, interests and views of harbour masters internationally, regionally and nationally.
www.wcoomd.org www.harbourmaster.org 2 P o rt t e c h n o l o g y I n t e r n at I o n a l
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People and vessels. In a nutshell, that is the driving force behind Jan De Nul Group. Thanks to the approximately 5,000 employees and its ultramodern fleet, today the group ranks at the top of the international dredging and marine related industry. Also with regard to civil engineering and environmental works, the group is one of the largest contractors. Thanks to the supporting services of the dredging, civil and environmental division, Jan De Nul Group is able to perform large-scale projects to its clients’ satisfaction, whether this concerns a Palm Island in Dubai, a new port facility in Australia or the largest wastewater treatment plant in Europe.
Office Jan De nul n.v. Tragel 60 i 9308 Hofstade-Aalst i Belgium T +32 53 731 711 i f +32 53 781 760 info@jandenul.com i www.jandenul.com
www.jandenul.com advertentie Port Technology International, Edition 47.indd 1
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Our Partners in Publishing The Coasts, Oceans, Ports and Rivers Institute (COPRI) The Coasts, Oceans, Ports and Rivers Institute (COPRI) was founded in 2000, as one of the American Society of Civil Engineers’ (ASCE) seven technical institutes. COPRI works to advance and disseminate scientific and engineering knowledge to its diverse membership, which is engaged in sustainable development and the protection of coasts, oceans, ports, waterways, rivers and wetlands. COPRI works to enhance communication and co-operation among our more than 3,000 members, both domestic and abroad, and the industry as a whole by advancing our members’ careers, stimulating technological advancement and improving professional practice. With 16 technical committees, COPRI provides members with the opportunity to change the face of the industry, from actively developing policy change to developing standards and technically sound programs such as conferences and workshops. COPRI’s committees are comprised of all members of the profession including: engineers, academicians, planners, elected and appointed officials and more.
www.coprinstitute.org
CEDA Members of CEDA are drawn from Europe, Africa and the Middle East. The Western Dredging Association (WEDA), serving the Americas, and the Eastern Dredging Association (EADA), serving the Asian and Pacific region, are autonomous sister associations which share the aims of CEDA. The three sister associations from the World Organisation of Dredging Associations (WODA). CEDA who are the Central Dredging Association promote the exchange of knowledge in all fields concerned with dredging. They enhance contacts between the various groups from which members are drawn and between the dredging fraternity and the rest of the world, enhancing understanding of dredging works from both theoretical and practical viewpoints. They also co-operate with other international organisations to safeguard the interests of the dredging profession.
www.dredging.org
The International Association of Dredging Companies (IADC) The International Association of Dredging Companies (IADC), headquartered in The Hague, is a trade organisation with more than 50 main and associated members in the private dredging sector, all of which operate sizeable fleets and are active in the world market. IADC companies have been involved with every major international dredging project of the last century. Their objectives are to advance fair trade practices and standard contracts to establish sound environmental practices, and to publish and encourage the publication of information about technological advances in the dredging industry. IADC works to
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attract worldwide recognition for the dredging industry in general and to increase the public’s awareness of the significant contributions of dredging towards economic growth and prosperity.
www.iadc-dredging.com
The International Association of Ports and Harbours (IAPH) The International Association of Ports and Harbours (IAPH) is a worldwide association of port authorities whose principle objective is to develop and foster good relations and co-operation by promoting greater efficiency of all ports and harbours through the exchange of information about new techniques and technology, relating to port development, organisation, administration and management. Promoting co-operation among ship owners, shipping lines and other parties, the IAPH have been granted consultative status as a Non-Governmental Organisation from the following United Nations Agencies: International Maritime Organisation (IMO), United Nations Conference on Trade and Development (UNCTAD), Economic and Social Council (ECOSOC), United Nations Environmental Programme (UNEP) and the World Customs Organisation (WCO).
www.iaphworldports.org
The Ports and Terminals Group (PTG) The Ports and Terminals Group (PTG), based in London, is the UK’s leading ports trade association. PTG’s mission is to help facilitate its members’ entry into, or growth of their businesses in, overseas markets; and in doing so assist port organisations and governmental authorities worldwide to undertake port development and expansion on a buildoperate-transfer or similar basis.
ICHCA International ICHCA International represents cargo-handling interests in the international field and is the only one to do so. It was founded in 1952 and for many years was run as an Association. The acronym stands for International Cargo Handling Coordination Association but in 2002 it became incorporated and took the name ICHCA International Ltd. Its role is to speak for cargo-handling interests at an international level and to consult, inform and advise its members accordingly. It has a worldwide membership and is a recognised Non-Governmental Organisation (NGO) with ILO, IMO, ISO and UNCTAD. It also liaises closely with other international bodies such as IAPH. It works through a number of panels and groupings and publishes a bi-monthly electronic newsletter, an annual publication “Cargo World” and many authoritative advice and guidance documents.
www.ichca.com
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Experience the progress.
Liebherr Container Cranes Ltd. Fossa, Killarney/Ireland Tel.:+353 64 66 70 200 Fax:+353 64 66 31 602 sales.lcc@liebherr.com www.liebherr.com
The Group
Contents 1
Introduction
2&4
Partners in Publishing
13
Port Focus
14
Effective liner service design and port selection by container shipping lines Dr. Theo Notteboom, President of ITMMA, University of Antwerp, Antwerp, Belgium.
17 17
Efficient and environmentally responsible waste reception at ports Tim Wilkins, Environmental Manager, INTERTANKO, Singapore
20
New pulp and paper terminal for Port of Tarragona EUROPORTS Iberica, Tarragona, Spain.
21
Port Planning, Design and Construction featuring Environment
22
Forecasting port traffic the safer way Graham Cox, Director, Maritime Traffic Forecasts Ltd, Hothfield, Kent, UK
24
Independent surveys prove both time and cost effective David Bernstein, Chief Certified Hydrographer, and Chris Freeman, President, Geodynamics LLC, Morehead City, NC, USA
28
A light inside the tunnel Robert West, Principal, Trade and Transportation and Economic Business Solutions, Halcrow, Inc. Cambridge, MA, USA
30
Keeping tabs on the competition: assessing the performance of the transport logistics chain Paul E. Kent, Ph.D., Vice President, Infrastructure Planning and Economics, Nathan Associates Inc., Arlington, VA, USA
34
Establishing environmental best practice across the industry Port Equipment Manufacturers Association (PEMA), London, UK
36
Green concession agreements Dr. Theo Notteboom, President of ITMMA, University of Antwerp, Antwerp, Belgium
39
Safe disposal of dredged material in an environmentally sensitive environment Stefan Aarninkhof, Senior Engineer, Hydronamic, Royal Boskalis Westminster NV; & Arjen Luijendijk, Senior Researcher in Hydraulic Engineering, Deltares, The Netherlands.
46
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Setting the standard for eco-friendly development Martin Putman, Port Manager, Portsmouth Commercial Port, Portsmouth, Hampshire, UK
49
Mooring and Berthing
50
The evolution of the Marimatech Viking Hook Marimatech AS, Hinnerup, Denmark.
52
Cutting ties with conventional thinking Cavotec MSL, Lugano, Switzerland www.por tt echnol ogy. org
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Barabino&Partners Design
logistics mining
trading shipping
AN APPROACH TO BUSINESS AT 360째 FOUR DIVISIONS SERVING THE ENERGY REQUIREMENTS OF INDUSTRIAL CUSTOMERS ALL AROUND THE WORLD. Ensuring the integrated management of the entire raw material procurement cycle to energy and steel industries through mine ownership, trading, shipping and off shore logistics.
THE COECLERICI GROUP
ITALY AUSTRALIA CHINA SINGAPORE SWITZERLAND
INDIA INDONESIA THE NETHERLANDS
RUSSIA
Contents 57
VTS, AtoN & PMIS
82
Terminal Logistics
58
Darwin at the forefront of MOB safety Lindsay Lyon, CEO, Mobilarm Ltd, Perth, Western Australia
84
60
OpenIVEF: unleashing the power of the VTS traffic image Chris Lukassen, HITT Traffic, Apeldoorn, The Netherlands
The upside of the downturn – post-recession positives for the container terminal industry Richard Harrison, Managing Director, Maritime, Zebra Enterprise Solutions, Oakland, CA, USA
87
Improving security through focused collaboration Page Siplon, Executive Director, Georgia Center of Innovation for Logistics, Savannah, GA, USA
91
Efficient cargo handling comes from efficient data handling Alexander Trotsky, Marketing & Sales Director, SOLVO Ltd., St. Petersburg, Russia
63
Container Handling
64
Investment vs. operating costs: a comparison of automatic stacking cranes and RTGs Hans Cederqvist, Manager – Terminal Projects, & Clara Holmgren, Product Manager, ABB Crane Systems, Sweden
68 68
Technology is key for the Middle East Allen Thomas, Chief Operating Officer, APS Technology Group, San Diego, CA, USA
70
Automation and safety on container terminals Mark Sisson, PE, Senior Port Planner, AECOM, Oakland, CA, USA
74
Container crane recycling: upgrade and relocation Arun Bhimani, SE, President, Liftech Consultants Inc., Oakland, CA, USA
96
76
Refurbishment and modernization of STS cranes at PSA Mersin Portunus Port Spares & Services, Istanbul, Turkey
96
Making leaps and bounds: a specialized TOS for railroad intermodal operations RMI OnDemand, Atlanta, GA, USA
78
Driving innovation: high handling efficiency, low energy use Gottwald Port Technology GmbH, Düsseldorf, Germany
98
Dry Bulk & Specialist Cargo Handling
100
Bridging the gap between the mine and the power station Swire CTM Bulk Logistics, Monaco
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www.por t t echnol ogy. org
24/08/2010 10:55:17
27052_Thales_Offshore_CoastWatcher_PortTechInt_Sep10_297x210_v2_SPage 28/07/2010 15:23 Page 1
COAST WATCHER: THE SECURITY RADARS THAT YOUR ASSETS DESERVE Our brand new Coast Watcher radar range ensures the safety and security of all the coastal zones and assets you need to protect. From port security and anti-intrusion to coastal activity surveillance and early warning. Thales, the world leader in radar, has launched a new radar range specifically designed for coastal surveillance. The coastal environment is often cluttered with small and ‘uncooperative’ objects hidden in extensive shipping traffic. Waves and harsh weather can make it difficult to distinguish potential threats, such as piracy and terrorism, from normal activity. Coast Watcher radars feature a patented algorithm programme designed to address these challenges and build upon the advances we have made in high-resolution/high-reliability military and airport radars. The comprehensive Thales Coast Watcher radar range includes low-cost and top-of-the-range performance radars to meet every operator’s specific needs, from port authorities to homeland security and offshore protection. For further information, please visit our website.
Intelligent Systems START WITH THALES.
www.thalesgroup.com/coastalradars
Contents 103
107
Feeding global demand: a new Landmark in coal handling Pietro de Michieli, Managing Director – Projects and Sales, Bedeschi S.p.A, Limena, Italy
122
Controlling coal dust in ports Robin Travis, Renby Ltd., Chester, UK
125
Customs and Security
Coal handling at the Port of Seward improves after ship loader conveyor upgrade Andy Marti, Global Marketing Communications Supervisor, Martin Engineering; & Lee Buchsbaum, Independent Coal Industry Journalist
127
Emerging standards in cargo screening Dr. William A. Reed, Varian Medical Systems, Las Vegas, NV, USA.
130
Creating a blueprint for enhancing the port logistics chain in Brazil Nishant Pillai, Director of Cargo and Port Security Practice, Unisys Corp., Reston, VA, USA
134
To go IP or not go IP? That is the question… Simon Shawley, General Manager UK & Ireland, Samsung Techwin Europe Ltd., Surrey, UK
138
Liquid, Chemical and Gas Handling
110 110
The floating solution: offshore transshipment stations for loading coal Capt. Giordano Scotto d’Aniello, Head of Commercial Department, Coeclerici Logistics, Milan, Italy
114
DSI Snakes make their mark in Spain Dos Santos International LLC, Marietta, GA, USA
139 139
Cryogenic recovery of volatile organic compounds Bård Norberg, Gas Recovery Systems, Oslo, Norway
142
Valves for maximum performance and zero leakage Zwick Armaturen GmbH, Ennepetal, Germany
118 118
Tried and tested systems to control fugitive dust David Gilroy, Dust Solutions Inc., Vancouver, WA, USA
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MoorMaster™ is currently in use in Australia, Canada, Denmark, New Zealand and Oman. Compared to lines, the system offers dramatic reductions in ship motion – for faster loading and unloading.
PT47 SubForm.qxp
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PORT FOCUS
“Increasing transparency in the handling of ship- and cargo-generated residues allows the ship and shore to more effectively manage the materials.� Efficient and environmentally responsible waste reception at ports, page 17 P o rt t e c h n o l o g y I n t e r n at I o n a l
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PORT FOCUS
Effective liner service design and port selection by container shipping lines Dr. Theo Notteboom, President of ITMMA, University of Antwerp, Antwerp, Belgium
The asset-based nature of the container liner shipping Container shipping is a very capital-intensive industry where some assets are owned and others leased. Container shipping lines are particularly challenged to develop an effective asset management program for the fleet they own or operate. Fleet capacity management is complex given the inflexible nature of vessel capacity in the short-term, due to fixed timetables, the seasonality effects in the shipping business and cargo imbalances on trade routes. Lines vie for market share, and capacity tends to be added as additional loops to existing liner services. Lines incur high fixed costs in this process. For example, eight to ten ships are needed to operate one regular liner service on the Europe-Far East trade. Once the large and expensive liner services are set up, the pressure is on to fill the ships with freight.
Liner service design: balancing operational and commercial considerations Shipping lines design their liner services and networks in order to optimize ship utilization, and benefit the most from scale
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economies in vessel size. Their objective is to optimize shipping networks by rationalizing coverage of ports, shipping routes and transit time. Shippers demand direct services between their preferred ports of loading and discharge. They exert a strong pressure on the service schedules, port rotations and feeder linkages. When designing their networks, shipping lines thus implicitly have to make a trade-off between the requirements of the customers and operational cost considerations. A higher demand for service segmentation adds to the growing complexity of the networks. As a result, liner shipping networks feature a great diversity in types of liner services, and a great complexity in the way end-to-end services, line-bundling services and pendulum services are connected to form extensive shipping networks.
The diversity in liner service networks Profound differences exist in service network design among shipping lines. Some carriers have clearly opted for a true global coverage, others are somewhat stuck in a triad-based service network. The networks of Maersk Line, CMA-CGM and MSC are characterized by a network of specific hubs and a selective serving
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of secondary markets such as Africa, the Caribbean and the East Mediterranean. Asian carriers such as APL, Hanjin, NYK, China Shipping and HMM mainly focus on intra-Asian trade, trans-Pacific trade and the Europe-Far East route, partly because of their huge dependence on export flows generated by the respective Asian home bases. MOL and Everg reen are among the few exceptions frequenting secondary routes such as Africa and South America. Shipping lines rarely opt for the same port hierarchy in the sense that a terminal can be a regional hub for one shipping line and a secondary feeder port for another operator. Since the 1990s, the establishment of global networks has given rise to hub port development at the crossing points of trade lanes: Freeport (Bahamas); Salalah (Oman), Tanjung Pelepas (Malaysia), Gioia Tauro, Algeciras, Taranto, Cagliari, Damietta and Malta in the Mediterranean, to name but a few. The hubs have a range of common characteristics in terms of nautical accessibility, proximity to main shipping lanes and ownership, in whole or in part, by carriers or multinational terminal operators. These nodes allowed shipping lines to multiply shipping options and improve connectivity within the global liner networks.
PORT FOCUS
The three tiers in liner service design are highly interrelated.
Selecting ports of call Port selection takes place at the second tier in the planning process. When deciding on a port-calling pattern, shipping lines explicitly or implicitly follow a two-stage process. Firstly, they identify a group of ports that can potentially serve a particular geographical market. For example, a shipping line might conclude that Rotterdam, Zeebrugge, Antwerp, Hamburg and Bremerhaven can all be used as entry points for serving the German Ruhr area. In the second step, service planners will select one or more ports of call among each set of ports.
Key design variables in liner shipping Liner service design is highly complex. The first step in the design of a regular container service consists in the identification of the markets to be served. Once the trade route for the (new) liner service has been identified, the service planner will have to make decisions at three operational tiers. The first tier includes the service frequency (including the fixed days/hours of the week for departure or arrival); the unit capacity of the vessels, the fleet mix and the vessel speed (slowsteaming or not). The second tier relates to decisions on the number and order of port calls per roundtrip. The last tier consists of the required number of vessels, derived from the desired frequency and the vessel roundtrip time (function of route length, vessel speed and total port time). P o rt t e c h n o l o g y I n t e r n at I o n a l
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PORT FOCUS
In both stages, service planners will compare ports on a wide range of factors and criteria. Three distinctive groups of factors can be distinguished: • First of all, there is the demand profile of the port, which includes factors such as the flow orientation of the port towards the foreland and the hinterland, the scale and growth of the port and the connectivity of the port in wider maritime networks. • Secondly, the supply profile of the port concerns the availability, cost, quality and reliability of the nautical access, container terminals and hinterland access. • Thirdly, shipping lines consider the market profile of the port. This group of factors includes factors such as the cargo control characteristics (dominated by forwarders or shipping lines); the structure of the terminal operating business within the port, the presence of logistics activities in the port, the logistics focus of the port and port reputation. In theory, shipping lines could base their final decision on a (weighted) combination of scores on each of the selection factors. In practice, the interplay of factors contributing to the final port choice is not transparent to outsiders. ABOUT THE COMPANY
A rational port choice? Even in case a shipping line would possess a decision support system for rational port choice, the final outcome might not always correspond to a modeled optimum solution. Port choice is influenced by factors that go beyond the traditional port selection criteria. If a shipping line is part of a strategic alliance, port choice is subject to negotiations among the alliance members and can deviate from the choice of one particular member. Important shippers might impose a certain port of call on a shipping line leading to bound rationality in port choice. A shipping line might possess a dedicated terminal facility in one of the load centers and might be urged to send more ships to that facility, in view of optimal terminal use. A last example relates to the role of inertia and local embeddedness in port choice. Carriers might stick to a specific port as they assume that the mental efforts and costs linked to changes in the network design will not outweigh the costs associated with the current non-optimal solution.
ABOUT THE ORGANISATION
ENQUIRIES
Dr. Theo Notteboom is president of
ITMMA (Institute of Transport and Maritime
Prof. Dr. Theo Notteboom
ITMMA (an institute of the University
Management Antwerp) of the University of Antwerp
ITMMA – University of Antwerp
of Antwerp), professor at the University
is one of the world’s premier suppliers of highly
Keizerstraat 64, 2000
of Antwerp, a part-time professor
specialized academic and practice-based maritime
Antwerp
at the Antwerp Maritime Academy
and logistics education and research. ITMMA’s
Belgium
and a visiting professor at Dalian Maritime University
activities include M.Sc. programs; a Ph.D. program,
in China and World Maritime University in Sweden. He
short-term courses and tailor-made post-experience
Tel: +32 3 2655152
published widely on port and maritime economics.
programs, research and publications and trend-
Fax: +32 3 2655150
He is also chairman of the Board of Directors of the
setting events and conferences.
Email: theo.notteboom@ua.ac.be
Belgian Institute of Transport Organizers (BITO), an
Web: www.itmma.ua.ac.be
institute of the Belgian Federal Government.
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Efficient and environmentally responsible waste reception at ports When handling ship- and cargo-generated residues, guidance is on hand for port and terminal operators Tim Wilkins, Environmental Manager, INTERTANKO, Singapore
Introduction
This is something that is increasingly valuable as ship operators adopt more stringent environmental management systems, which not only focus on the management of such material but also how much is being produced, so as to assess the effectiveness of techniques to minimize at source any excess ship-generated residues or garbage.
Predictability is frequently considered a negative factor in dayto-day life. Some consider predictability being akin to routine and even boredom. But as ships frequent the world’s various and varied ports, knowing what to expect and having a degree of predictability becomes essential to the smooth operation of international shipping. Unfortunately, the unpredictable is all too frequently the norm, and difficulties can arise between the ship and the shore when differing procedures and methods of communication are encountered. When it comes to the handling of ship- and cargo-generated residues, the unpredictability in service, cost structure and requirements from one port to another can be frustratingly common for both the Master and the port or terminal manager. Take, for example, the requirement for advance notice when a ship wishes to deliver some form of ship- or cargo-generated residue ashore. In almost every port in the world there is a different advance notification form, with a different format, requiring different details and a different submission deadline. But as an essential and ubiquitous piece of communication between the ship and the shore, it would appear strange that the format should vary quite so much.
This was one issue for deliberation by the IMO when the Industry Port Reception Facility Forum delivered its action plan to the Marine Environment Protection Committee (MEPC) in 2006. Within its action plan, and among many other suggestions, the Industry Forum suggested that the IMO produce a standardized format for the Advance Notification Form (ANF). They even developed a first draft of such a form that was also combined with a standardized Waste Delivery Receipt (WDR). To their credit, the IMO member states embraced the initiative by the Industry Forum and adopted the action plan as its own. Since this positive and proactive movement by the IMO’s MEPC, there has been a steady stream of work delivered from the IMO, which is often overlooked or under-publicized. The standardized ANF and WDR were quickly whipped into shape by a Correspondence Group under the Flag State Implementation sub-Committee, and adopted by the IMO in 2008 (MEPC.1/Circ.644: Standard Format for the Advance Notification Form. MEPC.1/Circ.645: Standard Format for the Waste Delivery Receipt). The concept was not simply to improve unifor mity and predictability, but also to establish a closed loop of communication in regards to the residues being handled. The ANF was submitted, which allowed the shore to arrange for the proper collection and management of the residues. Upon collection of the residues, a receipt is issued that clearly states the type and quantity of materials received. This allows for the ship-side to clearly document all residues being sent ashore.
Image courtesy: TORM
Standardized forms
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Uniform waste management Increasing transparency in the handling of such materials also allows the ship and shore to more effectively manage the materials. This aspect really comes into its own when considering the increasing desire to recycle ship-generated garbage. Again, it has become commonplace among the leading shipping companies to implement garbage reduction and recycling practices. It is therefore only natural that the shoreside should also have in place a uniform process for receiving segregated garbage. It is encouraging to know that the ISO have also been involved in the IMO’s action plan and have, off the back of this work, begun to focus on the standardization of the shore-side processes. Note that the ship-side standardized process has long been established by MARPOL. ‘Annex V (Garbage)’ is currently undergoing a review by the IMO, which will also mean a review of the ISO standard for onboard storage and segregation to meet any revised MARPOL requirements.
IMO guidance publications Standardized forms and uniform management processes are not the only aspects of predictability that the shipping industry desires. Working from the same set of procedures and guidance is also desirable when operating in a global industry. And this has not been missed by the IMO’s reception facility specialists. Back in 1999, the IMO produced a very useful publication called the Comprehensive Manual on Port Reception Facilities. This is a 323-page step-by-step guide on how to establish and operate reception facilities. There is also another useful 28-page document focusing exclusively on ensuring the adequacy of port reception facilities. These two essential pieces of IMO guidance, combined with the latest moves to improve uniformity in advance notice and delivery receipts, provide a strong basis for ports around the world to work off the same texts. But what was considered lacking by the industry was the glue that brought all these aspects together. What was needed was a more concise summary of what ABOUT THE AUTHOR
exactly a Master and his crew should expect when he wishes to make use of a port’s reception facilities. And what does the port or terminal anticipate as being a fair and standardized approach from the various ships that visit? What was released by the IMO, in July 2009, was a concise guide on exactly what the ship and port should expect from one another in terms of arranging the handling of ship- and cargogenerated residues. The Guide to Good Practice for Port Reception Facility Providers and Users is a clear, easy to-use guidance document that outlines how the shipping community and reception facility providers can best conduct their operations in order to comply with MARPOL, and facilitate efficient, environmentally responsible disposal of MARPOL residues. This brief Guide to Good Practice is intended to be a practical users’ guide for ships’ crews who seek to deliver MARPOL residues ashore, and for port reception facility providers who seek to provide timely, efficient port reception services to ships. It is essential reading for any Port Authority or ship operator’s environmental manager as it provides the model for the uniform and effective use, and provision of port reception facilities. It is, in essence, the blue-print for predictability and the framework for harmonization of practices and procedures for the shipping and port industries.
The next step Some 12 months after the release of the IMO’s Guide to Good Practice there is still substantial work to be done. Most of this relates to awareness. Moving forward, we need to ensure that the shipping and ports industries are familiar with this guidance document in the first instance, but also ensure that processes begin to change for the better. Perhaps, as familiarization with the IMO’s efforts to streamline the ship-shore interface in relation to reception facilities increases, then one would anticipate that entrepreneurs in the software sectors would also see opportunities to shift the current forms of communication from the more basic documents to a swifter and more effective electronic and/or web-based system.
ABOUT THE ORGANIZATION
ENQUIRIES
Tim Wilkins is Environment Manager and Regional
With 250 members in more than 40 countries,
Tim Wilkins
Manager of INTERTANKO Asia-Pacific. As Secretary
INTERTANKO is a forum where the tanker industry
of INTERTANKO’s Environmental Committee, Tim is
meets, and is a valuable source of information,
Tel: +65 6333 4007
responsible for governing the organization’s approach
opinions, and guidance for its members and
Email: tim.wilkins@intertanko.com
to environmental issues and represents the organization
associate members. It strives to provide leadership
Web: www.intertanko.com
at the IMO. In his regional managerial role, he is
to the tanker industry in serving the world with the
responsible for running the Asia Representative office
safe, environmentally sound and efficient seaborne
and coordinating all regional activities.
transportation of oil, gas and chemical products.
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A LEADING EUROPEAN PORT OPERATOR Established operator in the Mediterranean with operations in Spain and Italy
CHINA
EUROPORTS HOLDINGS S.à r.l. • Richard Jennings • 6, rue Jean Monnet, L-2180 Luxembourg richard.jennings@euroports.com • www.euroports.com • Tel +352 2675 4137
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New pulp and paper terminal for Port of Tarragona EUROPORTS Iberica, Tarragona, Spain EUROPORTS Iberica (previously TPS Tarragona Port Services) is a company that has operated in the Port of Tarragona for more than 40 years. It became part of the EUROPORTS Group in March 2007. The Port of Tarragona is situated on the western Mediterranean Sea between the ports of Barcelona and Valencia. Today it is the fifth largest port in Spain, but even in these difficult economic times it has large ambitions to increase its volumes and position in the Mediterranean market, based on a strategy of targeted investment and partnership with the private sector. The most important step is the development of the new DP World container terminal, which is attracting significant new business to the Tarragona r egion. Tarragona Port has traditionally focussed on heavy traffic to support the industrial hinterland of the Cataluña region in Spain. As a result, Tarragona is a leading port in handling heavy dry bulk materials such as coal, liquids and petroleum. A new area of the Port is now being developed, focussing more on consumer-based activities such as cars, containers and logistics. These developments are all being centred in a new and clean area of the port. Within this zone EUROPORTS Iberica is developing a brand new terminal dedicated to forest products, steel and project cargo. Historically, forest products in Spain have been handled via a variety of small regional ports serving specific parts of the market. These ports have not been able to develop the economies of scale as happened at large terminals in northern Europe, and this has impacted on the competiveness of the Spanish paper industry. Currently, large ships from South America have to make multiple port calls around the coast of Spain, adding significant cost to the supply chain. Existing terminals do not have the critical mass and consequently are cost inefficient. The Westerlund Group, now 100 percent par t of EUROPORTS, is a world leader in the handling and logistics of paper, pulp and other forest products and provides a complete service to industry through its marine terminals in Antwerp, Rouen and Changshu. Together with the other EUROPORTS terminals in Finland and Germany, the company now handles over 10 million tonnes of forest products annually. The new Westerlund Iberica terminal in Tarragona will be equipped with specialised forklifts to handle pulp and paper, and has been designed to the highest quality standards with the knowledge and experience gained from within the Group. The new Westerlund Iberica terminal will comprise of: • A total area of 6 ha • Four 8,500m2 warehouses • Draught of 16.5m ABOUT THE COMPANY
The 7,000m2 pulp and paper warehouse on the Castella quay, Westerlund Iberica terminal, at the Port of Tarragona (bottom image shows warehouse interior).
• Warehouses directly adjacent to the quay • Liebherr LH400 mobile harbour crane • Capacity of 500,000 tpa. Tarragona is perfectly located to serve the Spanish paper market, being the closest port to the Ebro River corridor where the majority of Spain’s paper mills are located. This natural advantage has not been exploited before, due to a lack of facilities in the port and the location of those warehouses closest to the coal terminals. Presently, Westerlund Iberica is operating a dedicated 7,000m2 pulp and paper warehouse on the Castella quay, where the company is beginning to handle South American wood pulp. Westerlund Iberica provides its clients with a full range of services including: • Stevedoring • Storage • Stuffing and stripping of containers • Inventory management, tracing and tracking • Customs clearance and fiscal agency • Value added logistics: re-packing, palletizing, etc • Personalized customer service desk. ENQUIRIES
EUROPORTS Iberica and its predecessors have been operating in the
Javier Herrera
Port of Tarragona for some 40 years. It is a leading terminal operator on the
Email: jherrera@europortsiberica.com
Mediterranean Sea for dry bulk products and specifically operates the largest coal
Web: www.euroports.com
terminal in the region. EUROPORTS Iberica is part of EUROPORTS, a leading European port operator who handles some 55 million tonnes annually through its 21 European port terminals.
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PORT PLANNING, DESIGN AND CONSTRUCTION FEATURING ENVIRONMENT
“A port obviously does not become ‘clean and green’ overnight, but it can make a significant contribution to the environment, and save money through reduced energy consumption in the long-term.” Setting the standard for eco-friendly development, page 46. P o rt t e c h n o l o g y I n t e r n at I o n a l
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Forecasting port traffic the safer way Basing traffic forecasts solely on GDP can be inaccurate – here’s an alternative way to more reliably plan for the future Graham Cox, Director, Maritime Traffic Forecasts Ltd, Hothfield, Kent, UK There are two traditional methodologies that have been used to forecast port traffic volumes; one based on GDP and the other on desk and field research. Each has advantages and disadvantages, but both miss the big picture and lay themselves open to major error.
The GDP approach This approach is based on the logical assumption that a variety of economic drivers determine demand for port cargoes. In practice, this fundamentally correct principle has been dramatically simplified to apply only the GDP trend to determine traffic, as if GDP accurately measures the impact of all economic drivers on particular cargoes or ports. Under this approach, a historic relationship between cargo and overall GDP is estimated (for example, cargo grows at 1.5 times GDP growth) and that multiplier is applied to assumed GDP growth in the future to show how traffic volume will develop. Analysts sometimes apply an extra multiplier if, for whatever reason, they think trade in the future will grow faster, but this introduces considerable subjectivity and is hard to audit. This effective ‘dumbing down’ of forecasting in the maritime industry may have occurred because of data problems in general and because the GDP approach has been an appropriate simplification for containerized trade route traffic; given that there is no information about the nature of the cargo within the boxes. Unfortunately, analysis based predominantly on GDP trends has become the norm for all cargo types and right down to the port level. The large majority of forecasts produced for the liquid and
dry bulk trades follow the same simple GDP methodology. This has happened despite the availability of data on other economic drivers and more accurate information about the volume and make-up of port trade; even in some cases for containerized traffic. There is no fundamental statistical or economics justification for analyzing trade simply in terms of a relationship with GDP. Richer statistical methodologies reveal underlying relationships with the drivers of this type of traffic that GDP cannot capture. It is potentially deficient, if for no other reason that it ignores the effect on traffic flows that different sectors of the economy can exert: such as construction or the retail trade. For example, one sector may experience a sustained downturn in activity whilst the overall economy remains strong; after having run at a similar rate for decades. This development will have a materially different effect on traffic flows from that indicated by GDP if that sector’s imports or exports constitute a significant proportion of cargoes. Use of a GDP driver alone will always distort if different sectors are of differential importance to traffic and are growing at significantly different rates. Figure 1 illustrates the differing rates of growth in the sectors of the UK economy between 1970 and 2008. The years in which there was a downturn in the economy are shown as vertical lines. Just as important as the differential sectoral patterns in a port's hinterland are the sectoral developments in its main country trading partners. Use of simple GDP trends for foreign countries can introduce bias and risk incomplete analysis if developments within partner countries’ economies are not considered.
Figure 1. UK GDP and sectors 1970-2008.
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PORT PLANNING, DESIGN AND CONSTRUCTION
These different trends in sectors can persist into the mediumand long-term and are hence important for port studies, both in terms of determining the historic relationships and in particular how they are projected. There is also a second major problem with the traditional GDP approach. This arises from the standard use of fixed relationships: i.e. the assumption that the multiplier was always the same value and will remain so. An examination of historical data indicates that such relationships are not static and are unstable for a multitude of reasons. Figure 1 evidences sectors growing at different rates with respect to each other and GDP after structural change in the economy, indicated in the years marked in white and with vertical lines. If there has been structural change during the period that is used to establish the relationship between GDP, sectors and/or any other drivers that affect port traffic and this change is not recognized, the multipliers used to project cargo volumes in the forecast period will be wrong.
The desk and field research approach A few forecasters take a distinctly different approach, which involves interacting with individuals and organizations in the industrial sectors that import and export to ascertain their views and knowledge of developments. This information is used to build cargo type forecasts, with aggregation where necessary. The principle of this kind of research is sound, as supply and demand side intelligence not available in official statistics can be obtained and built in. The approach gets into dangerous waters, however, where the third parties’ forecasts are relied on for they explicitly, or implicitly, make assumptions about influences on the sector from outside about which the analyst will not know (for example, interest rates or developments in the global economy). Worse, these third parties may base their views of the future on what they have read in published economic forecasts; information disseminated by their trade associations, or very recent market conditions (which they assume will continue). There is also a danger that those in an industry are too close to their market to see the wider implications for the economy as a whole, particularly if they have a relatively narrow client base or their long-term view is influenced by wishful thinking. Forecasts based on aggregates of industry views are potentially well placed to predict short-term activity in their sector. This is generally based on the level of orders and enquiries the major players in each sector are currently receiving. However, forecasts based on industry surveys did not predict the recession in 2008/2009 and many of the largest global industries, such as the automotive sector, were caught out by the slowdown in economic activity. Similarly, most (if not all) of the major container lines did not predict the substantial increase in traffic volumes that began in 2010. However useful this approach is for the short-term, it is not suitable for a port forecast that needs medium- and long-term insight. ABOUT THE AUTHOR AND COMPANY
The alternative The alternative to these two approaches can best be described as multi-factoral: a more fundamental and comprehensive approach to forecasting port cargoes. It adds to the simple GDP method the relationships between cargo volumes and both sectoral or industry developments, and the economies of partner countries. It also determines and incorporates an understanding of how past and future relationships have changed, temporarily or permanently. In addition it takes into account, by specialized desk research, the impact of changes in the infrastructure, technology and commercial state of the transport sector itself. The multi-factoral methodology is applied through Maritime Traffic Forecasts’ Maricasts model and research methods developed specifically to predict any cargo types, including containers, at the port as well as at the regional, national and trade route level. The main components of the modeling work are in three areas: 1. Conducting an in-depth statistical or econometric analysis, using long runs of data to identify the key sector drivers for each kind of freight, and how they and other disaggregated data modify the relationship of cargo type with GDP and hence alter traffic projections. 2. Identifying and appraising the impact of past shocks to the economy on economic relationships, in order to ensure that the new relationships that are established between GDP and each component sector and traffic volumes are factored into the estimate of future traffic growth. An assessment is then made as to whether and to what extent they return to historic patterns later in the forecast period. These shocks are not necessarily sudden or downward. For example, the credit boom of the mid-2000s in the ‘advanced countries’ built up over ten years at least and was structural (being based on new structures in the critical financial industry). It produced relationships between economic data and trade volumes that are unlikely to persist in a period when the damage has to be unwound or even when stability is restored. 3. Actual levels of cargo throughput can reflect much more than macro-economic trends due to changes in product markets and the transport industry. Potential changes in the structure of the market of export and import industries must be examined. For example, the competitiveness of industries in international markets relevant to the traffic of a port needs to be examined. In a globalised economy it is relatively easy for new suppliers to appear, or for production to be re-located to wherever it is most cost efficient to produce the product. In addition, changes in the transport system itself must be incorporated: such as port construction elsewhere. Changes in government policy and new technology can have significant impacts. Desk and field research in these areas complements statistical analysis to make the forecast as close to reality as possible. Only by approaching the challenges of medium- to long-term projections of port traffic in such a holistic manner can analysts best serve those who take the risk of making major financial and resource commitments to strategic port developments and investments. ENQUIRIES
Graham Cox is a Director of Maritime Traffic Forecasts Ltd. The
Email: graham.cox@maricasts.com
company is a specialized consultancy focused on the development
Web: www.maricasts.com
of bespoke projections of port traffic by cargo type for use in a wide range of applications, including risk analysis, project evaluation, due diligence and investment appraisal.
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PORT PLANNING, DESIGN AND CONSTRUCTION
Independent surveys prove both time and cost effective Multibeam surveys give a more reliable and comprehensive picture of the underwater environment David Bernstein, Chief Certified Hydrographer, and Chris Freeman, President, Geodynamics LLC, Morehead City, NC, USA Highly accurate and repeatable hydrographic surveys provide Port and Harbor Authorities with essential information to facilitate and address management, safety, environmental impacts, security and expansion. While singlebeam surveys have traditionally provided a 2D cross-section of the seabed, this limited perspective does not compare to a 3D assessment of morphology, habitat potential, object detection, scour and sub-surface structure mapping, as well as supporting extremely accurate pre- and postdredge volume change analysis. This can only be achieved by using a survey-grade multibeam echo-sounder (MBES), acquiring 100 percent bottom coverage and full ensonification.
More reliable surveys Recently, the North Carolina Port of Morehead City and Weeks Marine Inc. required the spatial coverage, accuracy and repeatability of an IHO Special Order MBES survey for an extensive dredging project (Figure 1).
The Geodynamics survey team employed a Kongsberg Simrad EM3002 dual-head MBES system, coupled with an Applanix POS MV 320 v4 inertial navigation system using InertiallyAided Real-Time Kinematic GPS Technology (IARTK-GPS). The vessel used to acquire these data is a custom-built survey launch, specifically designed around the EM3002 system. The vessel has had both a complete sensor offset and alignment survey (≤ 1mm RMS), along with the standard pre-survey QA/ QC MBES routines (patch test) to greatly increase the accuracy of the final soundings, while dramatically reducing motion and overlap artifacts common to non-survey-grade swath bathymetry systems. Although IARTK-GPS has greatly enhanced the accuracy of both singlebeam and multibeam surveys, there are still inherent problems associated with geodetic GPS data, such as cycle slips, periods of high DOPs, and data gaps that can increase the overall error budget of a hydrographic survey. Because
Figure 1. Plan view of the Morehead City Port with MBES survey data overlaid and TPU results inset.
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GREATER ACCURACY & REPEATABILITY… WITH GEODYNAMICS, CONFIDENCE RUNS DEEP. OUR HIGHLY ACCURATE BATHYMETRIC SURVEYS ALLOW PORT AUTHORITIES TO WORK WITH EXACT NUMBERS AND REPEATABLE RESULTS—SAVING THEM A GREAT DEAL OF TIME AND MONEY.
To Be Exact. Geodynamics offers a full range of hydrographic, geophysical, topographic, oceanographic and GIS services. From survey design through project completion and beyond, we provide our clients with technologically advanced, highaccuracy data and analyses that help manage resources and maintain project integrity.
Detail of berth walls, armor stone and surrounding seafloor from IHO Special Order multibeam data collected for the North Carolina Port of Morehead City.
310 Greenfield Drive Morehead City, NC 28557
252.247.5785 geodynamicsgroup.com © 2010 Geodynamics
110114_geody_port_tech_ad.indd 1
8/10/10 11:28:08 AM
PORT PLANNING, DESIGN AND CONSTRUCTION
accuracy was the paramount concern in this dredge ‘payment’ survey, Geodynamics used a navigation/attitude post-processing tool from Applanix called POSPac MMS. POSPac allows for the forward, backward and combined processing of raw GPS navigation files, using GPS observables from a network of nearby base stations to minimize atmospheric delays and other interferences, ultimately providing superior vessel attitude and tidal data correctors for the entire survey. Altogether, the comprehensive vessel survey, published system accuracies, and the real-time and post-processed systems’ performance measures provide accurate estimates of the Total Propagated Uncertainty (TPU) for each sounding. An accurate measurement of error per sounding is essential for establishing the reliability of any hydrographic survey. In the Morehead City Port survey, Geodynamics was able to reduce the average TPU by half: from 0.21m to 0.10m by implementing moder n hydrog raphic survey techniques and post-processing capabilities (Figure 1, inset). This low degree of uncertainty puts the survey well within the IHO Special Order classification. Additionally, repetitive surveys (n = 4) on individual subaqueous rock and concrete structures at the Port show a ≤ 0.03 m variability between three surveys and the reference surface (Figure 2). Results of this statistical analysis illustrate very accurate repeatability and an accuracy potential greater than the calculated TPU for this survey. Simply stated, highly accurate soundings mean Port Authorities know exactly how much scour, fill, or dredge occurred, and can pinpoint areas not in compliance and calculate dredge payments based on exact volumes.
Additional benefits of MBES survey data While the primary goal of the project was an accurate preand post-dredge survey, a number of additional ‘value added’ benefits arose from the MBES data, including identification of future maintenance dredging zones, and the inspection of sub-aqueous armor stone and piling integrity around several of the berths. This was accomplished through integration of the final 0.25m Digital Elevation Model and MBES backscatter mosaic into a multidimensional Geographic Infor mation Systems (GIS) database maintained for the Port of Morehead City. The database contains various environmental layers of both
Figure 2. 3D oblique view of subaqueous port stabilization at Berth 6.
terrestrial and marine information that can help port planners, engineers and managers quickly and efficiently disseminate these data. As a decision support tool, the GIS database can aid the Port in mitigation and risk assessment for expansion, sediment classification for materials management, and habitat assessment or potential, physical processes modeling and simulations, and can provide a means of cataloging underwater objects with pinpoint accuracy and their relationship to infrastructure and assets (Figure 2). In the long-term, repetitive hydrographic survey grids, even those with varying spatial and temporal resolution, can be compared in the GIS to assess sediment transport trends and provide the information necessary to make dredging and construction more efficient, environmentally-friendly and costeffective. Ultimately, the MBES survey significantly increased confidence in the data across the entire dredge area, and the GIS database created will support future decisions at the Port. While independent surveys may at first seem like an additional expense, their accuracy and repeatability very likely will save a great deal of money for clients in the short- and long-term.
ABOUT THE COMPANY
ENQUIRIES
David Bernstein is the Chief Certified Hydrographer
Geodynamics offers a full range of hydrographic,
Geodynamics LLC
and Lead GISP at Geodynamics, with over 15 years
geophysical, topographic, oceanographic and GIS
310 Greenfield Drive
experience in the field. He holds a B.S. degree in
services to support a variety of maritime projects.
Morehead City
Environmental Geo-Science and M.S. in Marine
The company is committed to the highest quality
NC 28557
Geology from West Virginia University and North
data acquisition and analysis through continued
USA
Carolina State University respectively.
investment in highly trained staff and the latest
Chris Freeman is the Sr. Marine Geologist and
hardware and software technologies. From
Tel: +1 (252) 247 5785
President of Geodynamics LLC, with over 17 years
survey design to project completion and beyond,
Email: chris@geodynamicsgroup.com
experience of hydrographic and marine geological
Geodynamics provides clients with technologically
Web: www.geodynamicsgroup.com
projects. He holds a B.S. degree in Environmental
advanced, highly accurate data products and
Science and an M.S. degree in Marine Geology from
analyses that help manage resources and maintain
the University of North Carolina, Wilmington.
project integrity.
ABOUT THE AUTHORS
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Trusted partner
Listening
Innovating
Understanding
Creating long-term value
Global challenges. Real solutions.
Exceptional experiences. To find out how we’re solving some of our clients’ greatest challenges, visit our website or come and meet us at the TOC Americas conference, 9 – 11 November 2010, Rio de Janeiro, Brazil.
halcrow.com
PORT PLANNING, DESIGN AND CONSTRUCTION
A light inside the tunnel South America is bouncing back after the economic downturn, and the Panama Canal expansion means its future is bright Robert West, Principal, Trade and Transportation and Economic Business Solutions, Halcrow, Inc. Cambridge, MA, USA
Macroeconomics With the US already one year into its recovery, growth is still very weak. The road back to some kind of economic normalcy seems to be passing through a very long tunnel; but looking globally, there are some lights inside the tunnel – and some of the brightest are coming from Latin America. Indeed, Latin America performed better than the industrialized world during this last global recession thanks, in general terms, to sensible fiscal management, strong exports to other emerging markets like China, and no purchases of risky financial instruments. This year should see a pronounced snapback in the economies of the five largest countries in South America, as shown in Table 1 (economic and trade data from IHS Global Insight). TABLE 1: REAL GDP GROWTH (%)
Country
Figure 2. Peru full TEUs.
2009
2010
Brazil
-0.2
5.5
Colombia
0.4
4.1
Chile
-1.4
4.3
Venezuela
-3.2
-2.0
Peru
0.8
6.0
imports are set to climb by more than 20 percent. Brazil’s total container trade is three times larger than Peru’s this year; but whereas Brazil’s sea trade is dominated by exports, Peru’s is dominated by imports, as shown in Figures 1 and 2, with forecasts (figures from IHS Global Insight).
Peru and Colombia never turned negative in terms of real economic growth in 2009, and Brazil had a mild recession much weaker than that in the US. In 2010, now coming to an end, we should see a quick snap-back in most of South America’s major economies, with Brazil and Peru leading the group.
Sea trade We are generally positive about the trade outlook for most of these major players in South America, especially Brazil where TEU exports in 2010 should grow by almost 8 percent and Figure 3. 4,000 TEU ship, all-water.
Figure 1. Brazil full TEUs.
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Figure 4. 8,000 TEU ship, all-water.
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PORT PLANNING, DESIGN AND CONSTRUCTION
The flow of containers to, from and within Latin America will be affected by the opening of the new set of locks at the Panama Canal, and the results of a new Halcrow model show the dramatic changes coming in 2015 when much larger containerships are able to use the Canal. Panama is likely to become even more of a nexus of ocean trade, for both throughtraffic and transshipment traffic, because the greater efficiency of the larger vessels will permit deeper market penetration through the USEC, thereby attracting more and more container cargo through the Canal. As shown in Figures 3 and 4, the population to the east of the black line is cheaper to reach through the US East Coast than through the US West Coast. With an 8,000 TEU ship, the reachable market expands to 63 percent of the US population, up from just 46 percent when using a Panamax vessel.
Halcrow carries out economic and cargo feasibility analysis for ports and governments worldwide, bringing together demand estimates with the ability of the infrastructure to support it. The analysis here is from a recent Halcrow project.
Conclusion Who knows how long the tunnel may be for the US and for the rest of the industrialized nations, but there is a light in the south where the economic and trade fundamentals are proving to be very strong indeed. Furthermore, the opening of the expanded Panama Canal should expand traffic in the region due to the greater efficiency of the larger vessels.
ABOUT THE COMPANY
ENQUIRIES
Robert West has been in the
Established in 1868, Halcrow specializes in
Halcrow
maritime consulting and economic
planning, design and management services for
The Henderson Carriage Building
modeling fields for the last 20
sustainable infrastructure development worldwide.
2067 Massachusetts Avenue
years, and has performed feasibility
The company offers expertise in virtually all
5th Floor
ABOUT THE AUTHOR
studies for new port facilities and
areas related to the built environment, including,
Cambridge, MA 02140
related businesses, developed financial models,
transportation, water, buildings, power and
USA
negotiated private port development projects,
maritime. Ranked as one of the leading consulting
and analyzed cargo flows for various, large
firms, Halcrow’s 7,000+ employees operate from a
Tel: +1 (617) 576 5484
infrastructure development projects including ports
network of more than 80 offices around the world,
Web: www.halcrow.com
and railways. He is an expert in the economics of
contributing to projects in more than 70 countries.
freight movement, forecasting future volumes and international commerce and economics.
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PORT PLANNING, DESIGN AND CONSTRUCTION
Keeping tabs on the competition: assessing the performance of the transport logistics chain The FastPath program offers comprehensive and user-friendly freight corridor analysis Paul E. Kent, Ph.D., Vice President, Infrastructure Planning and Economics, Nathan Associates Inc., Arlington, VA, USA
Introduction We know from recent literature that transport inefficiency can have a substantial impact on total transport cost. Factors all along the transport logistics chain, inside a country and at its border crossings, all contribute to the cost of doing business in a country. By extension, the economic impact of these inefficiencies can have harmful effects on a country’s competitiveness. There is a gap in the ability of available tools to assess logistics performance on a consistent, standardized basis – especially one where equitable comparisons can be drawn between transport corridors in differing economic conditions, with performance scores based on terms commonly used and understood by the industry. To fill this gap, Nathan Associates developed an innovative ‘toolbox’ dubbed FastPath, which consists of an audit methodology and a computerized model. The audit methodology captures the range of data needed to assess performance, and the model measures the performance in detail. To use the model, the user ‘sketches’ the system of links (for example, roads, inland waterways, rail, and coastal shipping) and nodes (ports, intermodal yards, dry ports, etc.) in the logistics chain on a graphic screen, and enters collected data for each link and node. The model then issues a report presenting time, cost, and reliability scores for each link and node, and for the transport logistics chain as a whole. It then compares these scores with regional norms and international benchmarks. Additionally, ‘what if ’ scenarios can be created to gauge the impact on freight corridor performance of various intervention options, such as investments in infrastructure and changes in clearance procedures. Where specific data are not available or easily obtainable, the model turns to default performance indicators based on responses to qualitative queries (for example, is the road mountainous? Is the road congested?). The model can assess sub-chains or the entire logistics chain, identify bottlenecks, and screen and evaluate potential interventions, thus allowing users to narrow the field of solutions to those that would have the greatest impact on logistics chain performance. The model also makes novel use of international norms and benchmarks to aid the user in measuring performance.
Overall design and functionality requirements In summary, we defined the following design parameters and attributes for the software application: • Ease of use for government, economists, policymakers, and planners; • Ability to apply it to a var iety of transport logistics environments; • User-defined graphical depiction of logistics chain links, nodes, and performance; 30 P o rt t e c h n o l o g y I n t e r n at I o n a l
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• Ability to incorporate all surface modes, including rail, road, inland water transport, and coastal shipping; • Qualitative and quantitative options for data input that take into account data availability and reliability; • Create and evaluate a variety of ‘what if ’ scenarios for logistics chain improvements; • Ability to compare performance with global standards and regional benchmarks. Norms and benchmarks
The use of norms and benchmarks in FastPath is an innovation that provides: (1) Access to worldwide standards by which to judge the performance of each component of a transport logistics chain, and (2) Ranges of good, fair, poor, and very poor performance in the region in which corridors being assessed are located. The concept of different ranges for different levels of performance proved superior to the use of a single standard for good performance. We define benchmarks as typical and best practice performance values for developed countries, including the United States, Europe, Japan and selected high performance countries, such as Singapore. Benchmarks refer to excellent performance, and highly competent transportation operators may well try to match them or establish performance standards that are at least close to them. Benchmarks generally are developed for locations where performance is believed to be excellent. They therefore indicate what is possible. FastPath queries the user for data on time, cost, and reliability for each link and node in the logistics chain, and provides norms and benchmarks for each case. Time is defined as door-to-ship or ship-to-door transport time of a container, including delays, and time for processing of paperwork and inspections. Cost is the cost to the importer or exporter of shipping a container or truckload through the entire logistics chain. Reliability measures the variability in transit time for container or truckload transport. To ensure wide application, we focus on performance measures that general users can most easily estimate. We also include some more technical benchmarks and norms so that knowledgeable stakeholders and experts, as well as general users, can form judgments about performance.
Fastpath application In our experience, any government proposals for improving a freight corridor typically address only one portion of the transport logistics chain – or at most, a very few. Evaluation of www.por tt echnol ogy. org
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PORT PLANNING, DESIGN AND CONSTRUCTION
the proposal requires a detailed assessment of the potential improvements for only the affected areas; performance is assumed to be unchanged elsewhere. In addressing our ‘holistic’ approach to logistics chain analysis, the user needs to document conditions along the entire chain. If data is difficult to obtain, the norms previously described may be used to estimate performance for the portions of the chain for which detailed data are lacking. The FastPath database of norms represents good, fair, poor, or very poor performance for each type of link and node in the movement of containers or truckloads between the port and the customer. The user may roughly estimate data on each component of the logistics chain using the norm database, or enter detailed data collected in the field. Let’s say the typical time for entering a port in a country and corridor is 8–12 hours and the typical discharge time 2–4 hours. The time for a container going from ship to terminal gate may average 24–30 hours, and the time for rail transit to the distribution center 12–15 hours, with a wait time for unloading of 4–6 hours. The user first encounters norms when entering data. Each datum falls within a norm range of good, fair, poor, or very poor. This gives the user a first appreciation of the performance of each part of the chain. As the user enters the data, the norm data in the range of the user’s input changes color to indicate the norm with which it corresponds (i.e. green for good, blue for fair, and red for poor or very poor). Reliability (variation in time) is calculated from maximum and minimum times entered by the user. This number is the percentage of average time represented by the difference
between the average and the maximum and minimum times on the average. Maximum and minimum times are estimated by the user to include 90 percent of the variation in time at the node. FastPath automatically generates a series of output tables after data is entered for the sub-chains (defined by a link and node). The initial output table shows the total logistics chain performance results (for import and export scenarios), as well as the performance results for each sub-chain. The user can then drill down to get more performance ratings for each link and node in a sub-chain. Summary output bar chart for the Delhi-Mumbai corridor
In order to visualize the performance of the logistics chain as a whole, and compare it with international norms, FastPath produces a bar chart graphic for price and time. Each of these figures shows the performance of each transport mode in comparison with a figure for ‘good’ performance according to international norms (i.e. the equivalent price that would be paid or time that would be taken if each link and node performed at the level of ‘good’ performance). To for mulate ‘what if ’ scenar ios to test the impact of improvement options, the user first creates a scenario that reflects the improvement and estimates the expected performance with the improvement (if any) for each link and node. The user can then make a comparison using the bar chart by checking the ‘Compare?’ box in the lower left corner of the bar chart screens. This brings up a list of scenarios that the user has created and compares the new results (assuming selected improvements are made) with the norms, as well as with the existing situation (see Figure 1.)
Figure 1. Delhi-Mumbai corridor logistics performance compared to an improved case and to international norms, analyzing transit time.
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TABLE 1: COMPARISON OF CORRIDOR PERFORMANCE – LOGISTICS SCORES FOR CONTAINERIZED FREIGHT
Logistics Component
TemaOuagadougou
Laem ChabangVientiane
DaccaChittagong (a)
DurbanNelspruit (a), (b)
MaputoNelspruit
Overall logistics chain
51
64
59
63
62
Port
55
55
49
60
51
Road transport
55
70
58
65
51
Border post 1
73 (Ghana)
67 (Thailand)
n/a
n/a
73
Border post 2
20 (Burkina Faso)
63 (Laos)
n/a
n/a
73 (South Africa)
Overall logistics chain
62
66
54
68
60
Port
72
65
52
70
57
Road transport
70
70
58
65
51
Border post 1
53 (Ghana)
67 (Thailand)
n/a
n/a
67
Border post 2
53 (Burkina Faso)
63 (Laos)
n/a
n/a
63 (South Africa)
INBOUND
OUTBOUND
(a) Overall logistics score does not include border post node scores (b) Estimated from partial data in Maputo Corridor analysis
Comparative benchmarking
As suggested earlier, the ability to compare the performance of one corridor with others is a valuable feature of FastPath. Because of consistency in approach, FastPath allows comparisons of the corridor under study with others that have been assessed using the program in the home country or corridors in a competing country. Alternatively, studies can compare competing corridors internationally that serve a specific export product, allowing countries to outline strategies and interventions for improving competitiveness. Table 1 provides logistics scores for some of the 24 corridors that have now been assessed using FastPath. Other types of evaluation and analysis
FastPath also offers extensions of the basic perfor mance measurement functions of the program. It offers a cost-benefit analysis sheet to test the impact of improved scenarios, and an ‘economic importance’ output table, which shows the value of trade flows in the assessed logistics chain in comparison with GDP. It also calculates the amount spent shipping through the logistics chain, and can benchmark performance year by year to measure the effect of investments and policy changes over time.
Conclusion In using FastPath, analysts can respond to policymakers’ perennial question: Where do we stand in comparison to others? It may seem unfair to compare transport logistics systems in some
developing countries with high performing ones in Asia, Latin America and Europe, but the ability to do so can be instructive when the ultimate aim is to modernize a transport system or to compete with countries that export the same product. Ports in Colombia and Panama, for example, and the freight transit corridors in Southern Africa (Trans-Kalahari and Maputo Corridor) have achieved global standards. The ‘what if ’ scenario capabilities and other analytic functions of FastPath offer a means of rationalizing investment decisions in the wider context of a logistics system. It will show whether it will be better to spend US$20 million on gantry cranes or to spend US$1 million to improve border crossing procedures and institutional conditions. The World Bank and other organizations generate many logistics assessments whose results cannot be compared because they use different methodologies and performance measures. The World Bank recognizes this shortcoming and asked that we develop a modified version of FastPath (called FastPath Lite) to allow them to assure consistency in their analysis when comparing performance of trade corridors. FastPath offers the means for making equitable comparisons across all of the links and nodes of transport logistics chains in a wide range of situations. Countries can also now apply FastPath in an effort to improve their rankings in such World Bank assessment publications such as Doing Business and the Logistics Performance Index.
ABOUT THE COMPANY
ENQUIRIES
Dr. Paul Kent is Vice President,
Nathan Associates Inc. is a prominent economics
Paul Kent, PhD
Infrastructure Planning and Economics,
consulting firm near Washington, D.C. Founded in
at Nathan Associates Inc. He is a noted
1947, the firm is the considered the founder of the
Vice President, Infrastructure Planning and Economics
port specialist with over 30 years
field of development economics. Today, the firm
Nathan Associates Inc.
experience in more than 40 countries
provides among other things services in infrastructure
2101 Wilson Boulevard, Suite 1200
around the world, specializing in port and logistics
planning and economics covering port, airport, road,
Arlington, Virginia 22201
performance, privatization, institutional reform, and
rail, maritime, water, and telecom sectors.
USA
ABOUT THE AUTHOR
economic regulation. He holds his PhD in Maritime Economics from the Central Scientific Institute for Water Transport Economics and Operations in Moscow, Russia and is listed as co-inventor, with Peter Cook, in the patent application to the U.S. Patent and Trademark office, for which FastPath has patent pending status.
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Tel: +1 (703) 516 7830 Fax: +1 (703) 351 6162 Email: pkent@nathaninc.com Web: www.nathaninc.com
www.por tt echnol ogy. org
23/08/2010 18:14:00
PORT PLANNING, DESIGN AND CONSTRUCTION
Establishing environmental best practice across the industry PEMA’s new Environmental Committee is helping the port industry work toward optimum sustainability and efficiency Port Equipment Manufacturers Association (PEMA), London, UK Following several years’ sustained expansion in its membership, the Port Equipment Manufacturers Association (PEMA) recently established two working groups to coordinate the Association’s safety and environmental initiatives. PEMA’s Safety Committee and Environment Committee were formed in February this year, when the committee held its first meeting on the fringes of PEMA’s annual general meeting in Amsterdam. The primary aim of PEMA’s Environment Committee is to help the ports industry become more sustainable. Stefan Johansson, Director of Research and Development at Cargotec, heads the Committee.
Q
How can equipment and technology providers – and specifically the PEMA Environment Committee – help the ports industry operate more sustainably?
a dialogue between relevant stakeholders A in“Bythemaintaining industry, we aim to increase awareness of how equipment and technology can contribute to more sustainable port and terminal operations,” says Johansson. “This includes reduced environmental impact and lower energy consumption as a result of many innovations now being fostered in equipment design, automation and power supply, as well as new technologies that are helping to improve equipment utilization and fleet management. “We believe that PEMA, and specifically the Environment Committee, has an important role to play as a neutral information and education platform on innovative environmental technologies in the port and terminal industries. We will also engage with other port and cargo handling associations, as well as individual companies, to keep abreast of latest directions and initiatives and feed this back to our members and our industry at large.”
Q
How does the Committee intend to encourage best practice in the industry?
A
“Our primary approach is the distribution of information on best working practices and technological advances, plus industry surveys. We aim to demonstrate how making ports more sustainable also makes economic sense. Operating efficiently is good for the environment and for business too. To this end, we look among other topics to create discussion on how technological advances can reduce emission levels, and how such an approach can result in reduced fuel costs. As a first project, we will be preparing a neutral white paper on developments in environmental technology for port and terminal operations on a global basis.” ABOUT THE ORGANISATION
PEMA believes that investment in eco-friendly equipment ultimately pays off, even if it does not provide a swift ROI.
Q
What are the top environmental challenges facing port operators and port equipment manufacturers?
A
“The key issue we encounter is emission reduction – this is something that generates concern, and interest, across the industry. It’s also an area where there has been steady progress for a number of years,” Johansson says. He also adds that reducing noise pollution, using fewer materials and equipment that requires less maintenance, for example systems that require less lubricants, are also ways in which ports can reduce environmental impact.
Q
What sort of obstacles might the Committee face?
A
“New technologies and new equipment require investment. As an industry, we have to make the case for an investment that may not deliver a return before the medium- and long-term.”
Q
In what ways is the Committee unique?
A
“Prior to the formation of PEMA, the port equipment and technology sectors had no neutral platform or voice to address matters of general concern and interest to our industry and our customers. We now have this forum. The Environment Committee represents the first time that a variety of individual suppliers have agreed to come together to exchange views and experiences, pool and share knowledge on behalf of our industry as a whole, and build a neutral dialogue with the key stakeholders.” ENQUIRIES
PEMA provides a forum and public voice for the global port equipment and
Rachael White, PEMA Secretary General
technology sectors. The Association aims to foster good relations within the
Tel: +44 (0)20 8279 9403
world port equipment and technology community, by providing a forum for
Email: rachael.white@pema.org
the exchange of views on global trends in design, manufacture and operation. PEMA also aims to promote and support the global role of the equipment and
Michael Scheepers
technology industries, by raising awareness with the media, customers and other
Email: michael.scheepers@pema.org
stakeholders; forging relations with other port industry associations and bodies; and contributing to best practice initiatives.
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Web: www.pema.org
www.por tt echnol ogy. org
23/08/2010 18:22:48
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PORT PLANNING, DESIGN AND CONSTRUCTION
Green concession agreements How can port authorities integrate environmental issues in the terminal awarding process? Dr. Theo Notteboom, President of ITMMA, University of Antwerp, Antwerp, Belgium
Making port management ‘green’
Phases in the terminal awarding process
Environmental concerns about port activity are mounting. The process of making port management ‘green’ affects port authorities around the world in terms of safeguarding their ‘license to operate’ and increasing their economic and environmental competitiveness. In Europe, the growing green reflex is mirrored in the many green initiatives of individual ports and the coordinated actions of the wider port community, as exemplified by the Ecoports foundation (embedded in the European Sea Ports Organisation – ESPO) and the annual GreenPort conferences. One of the most interesting fields of action for landlord port authorities relates to the inclusion of green factors when awarding terminals to private terminal operators. Land for port development is scarce, making terminal concessions to private stevedoring companies a prime task of landlord port authorities. Key issues in the process include the allocation of mechanisms used for granting seaport concessions, the determination of the concession term and concessions fees, and the inclusion of special clauses in the concession contract aimed at assuring that the terminal operator will act in the interest of the port authority and the wider community (cf. throughput guarantees). A well-designed concession policy allows port authorities to retain some control on the organization and structure of the supply side of the port market, while optimizing the use of scarce resources such as land.
A typical terminal awarding procedure consists of three phases, as depicted in Figure 1 (see also: [1] and [2]). In the pre-bidding phase, the port authority makes the necessary preparations for the awarding, taking into account prevailing regulatory conditions. This includes decisions on the rules of the game, such as criteria related to the qualification and selection of candidates, and the desirable concession duration. In the awarding phase, candidates are screened, bids are evaluated and the most appropriate candidate is selected. In the post-bidding phase, a legally binding concession agreement is signed with the selected candidate and the company’s performance is monitored during the contract term. If necessary, correcting measures are taken and disputes are settled. Making terminal awarding procedures ‘green’ requires initiatives in each of the three phases of the process. Remarkably, a recent survey performed by ITMMA and ESPO, which included 43 recent terminal awarding cases across Europe, showed that environmental issues today do not play an important role in terminal awarding processes across European ports.
Green actions in the three phases When deciding what site to award, port authorities could more explicitly look at the environmental quality of the port site. Brownfields might be more expensive to redevelop, but often
Figure 1. How environmental targets can be integrated when awarding seaport terminal contracts.
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lead to a higher spatial quality and regeneration of older port sites. Port authorities could also include more stringent construction guidelines for port infrastructure and superstructure. Such measures could include the use of a minimum percentage of green energy or the installation of coldironing facilities. In the awarding phase, port authorities often include a qualification stage in which the number of candidates is narrowed down. Candidates are qualified based on minimum requirements related to their financial strength and relevant experience in operating facilities for similar cargo in the same or other ports. Environmental performance can constitute a new additional element in this qualification phase. By doing so, possible candidates are not only rewarded for their market scale and financial potential, but also for having taken initiatives previously to develop a green policy at other terminals in their portfolio. In about 70 percent of today’s European terminal projects, candidates have to present studies of environmental and territorial impact, covering aspects such as the impact of the terminal operations on the environment and the alternatives to eliminate, reduce or mitigate certain effects. While this proves that port authorities are very much interested in the environmental strategy of candidates, it remains remarkable that environmental criteria are rarely included in the final selection round. There is scope here to more explicitly integrate environmental performance into the selection process, next to more traditional criteria such as throughput expectations, financial performance, the price bid and socio-economic impacts in terms of value-added, created and employment effects. Port authorities should also consider the inclusion of green elements in the post-bidding phase. Environmental clauses appear in 85 percent of all recent terminal contracts. In most cases, however, the clauses simply stipulate that the terminal operator will have to comply with local, national and supranational environmental legislation. In about 30 percent of these cases, the environmental clauses refer to the compulsory use of some sort of environmental management reporting system, while stipulations on emission levels are included in 18 percent of the contracts. About 9 percent of the contracts refer to specific technical equipment being used to limit emissions. About one fourth of all contracts combine several of the above environmental clauses. Occasionally, ports include clauses on existing or future contamination of the terminal site. Looking at the multi-year trend, not on a year-to-year basis, is the best way to evaluate the environmental performance of a terminal.
Towards an environment-friendly modal split: the carrot or the stick? A small number of recent terminal contracts include modal split specifications, particularly in a container terminal context. In about half of these cases, the contract elaborates on some technical specifications and compulsory investments to be made by the terminal operator in hinterland transport infrastructures on the terminal site. In only 21 percent of these cases, the modal split clauses explicitly impose a specific modal split on the terminal operator to be reached by a certain year (for example: 40 percent road, 40 percent barge and shortsea, and 20 percent rail by 2015). The modal split target is often formulated as a soft objective (an intention). Soft targets are, however, best kept outside the contractual setting, as they cannot be legally imposed on the terminal operator. The port authority can encourage terminal operators to reach the soft targets by positive pricing or awarding systems (the ‘carrot’ approach). The setting of hard targets in the concession agreement implies a ‘stick’ approach, with binding clauses and enforcement (penalties in case of non-compliance). In following such a stick approach, port authorities often face the problem of posing credible threats.
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For example, terminal operators who are confronted with ‘hard’ modal split clauses will argue that the distribution of cargo over the various inland transport modes is largely affected by exogenous factors. These factors might include, for instance, the supply chain practices of their customers, the pricing and quality of rail and barge services and the infrastructure policy outside the port area (by government). Terminal operators can, however, positively influence the modal split on their terminal through pricing (for instance a dwell time fee system or pricing of moves to inland transport modes), actions to increase the transparency of information flows (which makes cargo bundling towards rail and barge easier) and extended gate solutions in the hinterland (for instance by setting up satellite terminals in the hinterland).
Low hanging fruits? Environmental factors are not yet widespread criteria in bidding procedures. Port authorities should (continue to) have the possibility to work out terminal awarding procedures, taking into ABOUT THE AUTHOR
account environmental objectives and the need for a sustainable and highly competitive port context. While each port is unique, there is some scope for joint action and convergence among seaports with respect to these aspects. Port authorities and terminal operators are only able to fully benefit from green concession procedure initiatives if these actions are embedded in a chain approach towards the environment (ship, port, terminal, warehouse, inland transport, and so on). Green concession agreements miss their effect when treated in isolation. REFERENCES
[1] Notteboom, T., (2007): “Concession agreements as port governance tools”, Research in Transportation Economics, 17, p. 449-467. [2] Theys, C., Notteboom, T., Pallis, A., De Langen, P., (2010): “The economics behind the awarding of terminals in seaports: towards a research agenda”, Research in Transportation Economics, 27(1), p. 37-50.
ABOUT THE COMPANY
ENQUIRIES
Dr. Theo Notteboom is President of ITMMA (an
ITMMA (Institute of Transport and Maritime
Prof. Dr. Theo Notteboom
institute of the University of Antwerp), professor
Management Antwerp) of the University of Antwerp
ITMMA – University of Antwerp
at the University of Antwerp, a part-time professor
is one of the world's premier suppliers of highly
Keizerstraat 64, 2000
at the Antwerp Maritime Academy and a visiting
specialized academic and practice-based maritime
Antwerp
professor at Dalian Maritime University in China and
and logistics education and research. ITMMA’s
Belgium
World Maritime University in Sweden. He published
activities include M.Sc. programs, a Ph.D. program,
Tel: +32 3 2655152
widely on port and maritime economics. He is also
short-term courses and tailor-made post-experience
Fax: +32 3 2655150
chairman of the Board of Directors of the Belgian
programs, research and publications and trend-
Email: theo.notteboom@ua.ac.be
Institute of Transport Organizers (BITO), an institute
setting events and conferences.
Web: www.itmma.ua.ac.be
of the Belgian Federal Government.
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23/08/2010 18:23:15
PORT PLANNING, DESIGN AND CONSTRUCTION
Safe disposal of dredged material in an environmentally sensitive environment By using innovative plume predictions, dredgers can now model the best ways to dispose of environmentally harmful sediment Stefan Aarninkhof, Senior Engineer, Hydronamic, Royal Boskalis Westminster NV; & Arjen Luijendijk, Senior Researcher in Hydraulic Engineering, Deltares, The Netherlands
Introduction Studies have shown that the certified reserves at Qatar’s North Field currently stand at more than 25 trillion cubic meters of natural gas. Large-scale investments in LNG infrastructure enable ongoing growth of the country’s annual LNG production, which is expected to reach 77 million tonnes per annum this year. In this context, Qatar petroleum (QP) has decided to extensively expand Ras Laffan Port with the development of a major GTL terminal (Figure 1), and Ras Laffan Industrial City. The new port will accommodate around 225 million tonnes of products per year – more than double its present capacity. The first stage of the works commenced in 2005 and covered the large civil marine work related to the engineering, procurement, installation and construction for dredging, reclamation and breakwaters. The approximate quantities involved were: • 20 million m3 of hard rock dredging with cutter suction dredgers. • 27 million m3 of sand reclamation from offshore borrow areas. • 16 million tonnes of rock from Qatar for breakwater construction. • 7 million tonnes of rock from overseas for breakwater construction. These large-scale dredging and reclamation activities were inherently associated with the release of fine excess material (because of cutter spill and overflow losses during barge loading), resulting in the accumulation of fine material in the new port area.
Figure 1. Satellite photo of the Ras Laffan Port area in July 2009, after execution of the massive Ras Laffan Port Expansion project.
This material had to be removed. As it was not suitable for filling purposes, it had to be disposed in an offshore disposal area. Numerical models were used to demonstrate that dredging and disposal operations could safely be carried out without violating environmental requirements. This article adopts the Ras Laffan case to demonstrate the capability of present-day numerical models to provide realistic simulations of sediment plumes and – equally important – the applicability of such complex techniques in dredging practice through innovative interpretation of model results.
Safe disposal of dredged material in a sensitive environment To guarantee safe disposal of excess material at sea, careful selection of a disposal site is of paramount importance. The Environmental Impact Assessment for the Ras Laffan Port Expansion project had demonstrated that the near-shore coastal zone (with water depths less than 20m) and the waters to the southeast of Ras Laffan are the most sensitive locations in terms of biological productivity, fisheries and ecological habitats. Offshore disposal at water depths above 20m is thus preferred. The sand mining area JV4 is located at 19km northwest of Ras Laffan Port, at water depths of 19m to 25m (Figure 2a). As a result of the extraction of approximately 6 million m3 of material for the present port expansion, it offers sufficient space to accommodate the anticipated 3 million m3 of excess material from Ras Laffan Port. Hence no reduction of water depth would occur. An extended environmental study, carried out prior to the start of the sand mining operations, revealed that the seabed in the JV4 area was mostly covered with soft material and that benthic communities were not particularly rich. This observation applied to the full sand mining area. Consequently, it could be concluded that local ecological sensitivity for the JV4 area was low by nature. To avoid further disturbance in other, pristine areas, it was decided to select JV4 as the primary disposal location. The sand mining activities in JV4 were subject to environmental requirements to minimize possible environmental impacts to surrounding waters. These requirements stated that during dredging the concentration of suspended solids was not allowed to exceed a depth-averaged limit level of 30mg/l on an environmental boundary surrounding JV4 (Figure 2b). To verify whether these requirements were met, the suspended solids concentration (SSC) was measured on a daily basis, at 21 locations along the environmental boundary. SSC measurements were carried out by lowering and subsequently raising a calibrated YSI turbidity sensor through the water column. This yields a vertical concentration profile, which was averaged over depth. Owing to the relatively large distance to the dredging operations, vertical concentration profiles were found to be virtually depthuniform. A proposal was offered to apply the same environmental P o rt t e c h n o l o g y I n t e r n at I o n a l
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Figure 2. (a) Location of JV4 sand mining area at Ras Laffan Port and (b) environmental boundary surrounding JV4. Area JV4 was identified as the most suitable disposal site.
requirements to the execution of the disposal activities as were used earlier during the sand mining operations. To obtain permission for the start of the disposal works, authorities demanded a demonstration that the disposal operations could be carried out without exceeding SSC limit levels at the environmental boundary, under all possible current and weather conditions. A state-of-the-art numerical model was used to do so.
Model prediction of plume dispersion In order to evaluate the dynamic plume created by the process of jet release by trailing suction hopper dredgers, and the subsequent descent and collapse, a computational grid of an existing hydrodynamic model for the Ras Laffan region was refined in and around the JV4 area. Approach
The work method for the removal of unsuitable fine material from Ras Laffan Port foresees the use of trailing suction hopper dredgers (TSHD). After sailing to JV4, this fine material is disposed of by opening the bottom doors of the TSHD. This yields a fluid-like jet of fine material that rapidly descends to the seabed [e.g. Van Rijn, 2005]. The bulk behavior of this watersediment mixture is important, rather than the settling velocity of the individual particles [Winterwerp, 2002]. After impact upon the bed, the sediment load will radially flow away from the point of impact over the bed as a density current in the lower 15 to 20 percent of the water column. This phase is characterized by rapid dissipation of energy and settlement of material. The process of jet release, descent and collapse is generally referred to as the ‘dynamic plume’ [e.g. Spearman et al., 2007]. While the fine material jet descends through the water column, part of the material gets eroded from the outside of the bulk load (slurry jet) and suspended in the surrounding water (entrainment). After impact on the seabed, re-suspension of fine material occurs from the near-bed density current, caused by turbulence-induced upward mixing at the upper surface of the mud layer. 40 P o rt t e c h n o l o g y I n t e r n at I o n a l
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Both mechanisms yield entrained sediments that act as the source term for the so-called passive plume. The passive plume is capable of transporting low-density material away from the direct disposal site, owing to advection with tidal currents and diffusion processes. The near-bed density current propagates, depending on initial density and momentum of the sediment-water mixture, over a distance of typically 100m to 500m. Given the size (several kilometers) and bed slope (typically 1:1000) of JV4, no sediment will be lost from the disposal area owing to migration of the nearbed density current. As a result, the model study focused on the assessment of suspended sediment losses. Appropriate representation of these processes asked for the use of two coupled models. The first, Jet3D [Koster, 1988; Morelissen, 2007] determined near-field entrainment rates over the vertical during descent of the dynamic plume from the TSHD. Jet3D is a semi-empirical model, which calculates the dispersion and entrainment effects of jets based on an experimental database. The second model, Delft3D [e.g. Lesser et al., 2004], assessed the re-suspension from the density current and far-field dispersion of disposed sediments. The coupling of the two models is shown in Figure 3. The calculated entrainment rates from Jet3D together with the durations of disposals served as input for a threedimensional flow and sediment dispersion model. Model schematization
For the purpose of this study, the computational grid of an existing hydrodynamic model for the Ras Laffan region was refined in and around the JV4 area. The resolution of the new JV4 model varied from 375m x 155m offshore to 35m x 35m inside the JV4 area. The hydrodynamic model simulates tide-driven flows only; no wind or wave effects are taken into account. The model is set up in three-dimensional mode with 10 vertical layers with increasing resolution towards the bed. This allows for appropriate representation of the near-bed density currents. Model validation against current magnitude and direction data sampled near Ras Laffan Port revealed good www.por tt echnol ogy. org
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Figure 3. Coupling of Jet3D and Delft3D models for simulation of Ras Laffan disposal cycles: Jet3D describes the release, descent and collapse of the dynamic plume. This yields the input SSC for the Delft3D model, which describes the dispersion of the passive plume.
performance of the tidal model, with differences in measured and computed current magnitude typically well below 10 percent. During storm conditions, differences tend to increase, as a result of differences in wind set-up on both sides of Ras Laffan Port. However, as this phenomenon does not play a role at deeper water where JV4 is located, the conclusion was that the tidal model is suitable for providing the flow conditions to assess plume dispersion during disposal activities at JV4. Each disposal event was characterized by a means of a fines release of 8,400kg/s during 300 seconds. Jet3D simulations revealed that approximately 10 percent of this was entrained during vertical descend through the water column. The remaining 90 percent of the material forms a density current (after impact on the seabed and a hydraulic jump at some distance from the disposal – see Figure 3). Both source terms serve as input for the Delft3D plume dispersion model. The sediment involved is schematized by means of three fractions with a D50 of 5µm, 18µm and 43µm, respectively. The model accounts for the effect of hindered settling, while a minimum settlement velocity of 0.10mm/s is adopted to account for the process of flocculation. The model also computes the settling of the sediments at the bed when the bed shear stresses become small. The disposals have been applied at two different locations in the JV4 area in order to take into account the variation of the bed slope, water depth and tidal currents. The disposal locations have remained the same throughout the simulations. As a result of the frequent disposals, a dredging-induced sediment plume will be produced around these disposal locations. This plume is able to enlarge during some tidal phases and in some cases because of the cumulative build up of sediment concentrations in time. SSC maps are regularly mapped as output during the simulation. Model results: SSC maps
The results shown here represent a scenario with two dredgers, each with a cycle time of 6 hours. Each cycle starts with a disposal event (5 minutes), followed by sailing to the mining location within JV4 (20 minutes), dredging (95 minutes – 20 of which with no overflow) and activities outside JV4 (sailing to port, pumping ashore, clean-up dredging and sailing back to JV4, a total of 240 minutes).
The scenario thus combines the disposal of fine sediments in the SE part of JV4 with subsequent sand mining in the NW part of JV4. This allows for a realistic representation of dredging processes in the area as well as to examine possible accumulation of suspended sediment concentrations originating from multiple dredging activities at the same time. The model simulations for this scenario result in the prediction of SSC maps throughout a 14-day spring-neap cycle. Results are presented by means of depth-averaged suspended sediment concentrations above natural background level. An example SSC map is shown in Figure 4. Suspended sediment concentrations in the plume typically range between 0 and 50mg/l, with higher values above 50mg/l only found in the direct neighborhood of the dredging equipment. The black line denotes the instantaneous location of the (depth averaged) 30mg/l concentration contour, while the red line marks the location of the cumulative 30mg/l exceedence contour. The exceedence contour marks the outer limit of the area where computed suspended sediment concentrations have (at least once) exceeded the 30mg/l environmental limit level – for the fixed disposal location considered in the simulations. In addition, the SSC maps provide background information on the current tide conditions (water level, flow magnitude and direction) as well as the status of the dredging works (disposal, sailing or dredging). Animations of such SSC maps over time clearly show the dynamics of Ras Laffan sediment plumes, characterized by large variations in plume direction and extent. In addition, they show the accumulation of suspended sediments in the water column, resulting from cumulative dredging and disposal events. Plume excursion typically increases during spring tide. Perhaps somewhat surprisingly, maximum plume excursions are not found for disposals during periods of maximum tidal velocities, but for disposals carried out one to three hours before reaching peak flow velocity. Subsequent flow acceleration causes a maximum excursion of the sediment plume; whereas for disposal at peak velocity, subsequent flow deceleration reduces plume excursion, hence mitigates dredging impacts. This observation reveals the added value of using a non-steady state hydrodynamic model that accurately resolves the dynamics of the tidal motion. The results presented in Figure 4 can be considered as conservative, particularly because of the chosen schematization of P o rt t e c h n o l o g y I n t e r n at I o n a l
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Figure 4. Model-predicted SSC map for combined dredging (NW part) and disposal (SE part) activities at Ras Laffan JV4. The black line shows the instantaneous location of the 30 mg/l contour, the red line marks the exceedence line of the 30mg/l SSC level.
fines (smallest fraction 5Âľm with settlement velocity 0.10mm/s), and the way Jet3D results for a single jet have been interpreted for use with a TSHD with 44 bottom doors, hence 44 different jets. Theoretically Jet3D describes the dynamics of an individual jet fully enclosed by fresh water; however, in reality, each of the 44 jets underneath the TSHD will interact with neighboring plumes during descent under the vessel. Consequently, realworld sediment entrainment rates to the surrounding water are likely to be smaller than predicted by the models, hence calculated suspended sediment concentrations in the plume can be considered as conservative.
Operational planning of dredging activities at Ras Laffan The operational planning of these disposal activities included the development of Safe Disposal Maps based on the SSC maps and the use of the Safe Disposal Maps on a trip-by-trip basis. Safe Disposal Maps
The time series of SSC maps throughout a spring-neap cycle provides the starting point for the generation of so-called Safe Disposal Maps. These maps mark the area where sediment can safely be disposed (i.e. without violating the environmental requirements), as a function of the tidal conditions at the time of disposal. Safe Disposal Maps are generated for 10 different tidal stages, each characterized by the flow velocity and direction at the time of disposal. The selected tidal stages are summarized in Figure 5. To generate the Safe Disposal Maps, all disposal events throughout a 14-day spring-neap cycle plus their associated 42 P o rt t e c h n o l o g y I n t e r n at I o n a l
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sediment plumes were categorized according to the tidal classes specified in Figure 5. For each class, the location of the 30mg/l exceedence contour was determined based on the evolution of the set of sediments plumes in that class. By moving the exceedence contour within the JV4 area along the environmental boundary, areas of unsafe disposal are being blanked. Consequently, the remaining area can be marked safe disposal zone, or suitable area. In this way, Safe Disposal Maps were generated for all 10 tidal classes specified in Figure 4. The outcome of this novel post-processing on model results is presented in Figure 6 (a and b) for the situation of combined dredging/disposal with two TSHDs. The figures show the 30mg/l exceedence contour (red line) for each of the 10 tidal classes at hand. The results confirm that maximum plume excursions are found for disposals during flow acceleration and, to a lesser extent, during peak tidal velocities. For disposal during flow deceleration, plume excursions are minimal and SSC typically drop well below 30mg/l within 1km from the disposal location. These observations apply to both ebb and flood tides, though absolute plume excursions are larger during flood. As the ebb tidal velocities (towards NW) are only slightly dominant compared to the occurring flood velocities (towards SE), the latter observation indicates that the cumulative effects of ongoing dredging and disposal operations play an important role here. The green-shaded areas in Figure 6a and 6b denote the regions where disposal operations can safely be carried out for that particular tidal class. A minimal area of the safe disposal zone is found for situations of flow acceleration, although the available safe area for those conditions (increasing flow velocities between www.por tt echnol ogy. org
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TIDAL FLOW RAS LAFFAN
Class
Dir.
Velocity
Characterization
1
NW
0 – 0.2 m/s
Increasing velocity
2
NW
0.2 – 0.4 m/s
Increasing velocity
3
NW
> 0.4 m/s
–
4
NW
0.2 – 0.4 m/s
Decreasing velocity
5
NW
0 – 0.2 m/s
Decreasing velocity
6
SE
0 – 0.2 m/s
Increasing velocity
7
SE
0.2 – 0.4 m/s
Increasing velocity
8
SE
> 0.4 m/s
–
9
SE
0.2 – 0.4 m/s
Decreasing velocity
10
SE
0 – 0.2 m/s
Decreasing velocity
Figure 5. Definition of tidal stages for generation of Safe Disposal Maps.
0.2-0.4m/s towards NW) still measures about 5 km2. As expected, safe disposal areas tend to increase with decreasing excursion of the 30mg/l exceedence line. Ultimately, for situations of flow deceleration, virtually the entire JV4 region can be used for disposal activities without violating the environmental limits. From the Safe Disposal Maps, we can conclude that disposal operations can safely be carried out during each phase in the tidal cycle. However, depending on the tidal phase at the time of disposal, restrictions may exist in the chosen disposal location within JV4. The latter particularly applies to periods of tidal flow acceleration, which are associated with maximum dispersion of the dredging-induced sediment plumes.
Operational use of Safe Disposal Maps
The Safe Disposal Maps can be used in practice for the determination of suitable disposal locations on a trip-by-trip basis. Steering parameters are the expected tidal conditions (flow magnitude, acceleration or deceleration and direction) at the time of disposal. These parameters can reliably be predicted with the help of a validated numerical model. For the Ras Laffan Port Expansion project, time series of tidal flows at JV4 were predicted at 20-minute intervals, for the entire period that dredging and disposal operations were carried out. The predicted tidal conditions allow for the identification of the appropriate tidal class and associated Safe Disposal Map for each
Figure 6a. Safe Disposal Maps Ras Laffan JV4 for five tidal stages during flood.
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Figure 6b. Safe Disposal Maps Ras Laffan JV4 for five tidal stages during ebb.
time step. Results were summarized in planning tables for safe disposal operations, which were provided to the site. The planning tables and underlying Safe Disposal Maps were successfully used while carrying out dredging and disposal activities for the Ras Laffan Port Expansion project. During execution of the works, turbidity levels along the environmental boundary surrounding JV4 were measured on a daily basis. No environmental limit exceedence was measured throughout the period of dredging and disposal operations, thus confirming good performance of the disposal strategy based on the Safe Disposal Maps.
Conclusions The application of two coupled models to simulate dynamic plume behavior, and subsequent passive plume dispersion during dredging and disposal operations at Ras Laffan has demonstrated the capability of present-day numerical models to provide realistic simulations of dredging-induced sediment plumes over a springneap cycle. Perhaps somewhat surprisingly, maximum plume excursions are not found for disposals during periods of maximum tidal velocities, but for disposals carried out one to three hours before reaching peak flow velocity, during flow acceleration. In addition, cumulative effects caused by ongoing dredging and disposal operations in the area were found to be important. Novel interpretation of model-predicted patterns of suspended sediment concentration over a spring-neap cycle has resulted in so-called Safe Disposal Maps. These maps were generated for 10 different phases of the tidal cycle, and mark the area where disposal operations can safely be carried out. The maps revealed that disposal operations can safely be carried out during each phase of the tidal cycle, although restrictions may apply to the choice of the disposal location depending on the tidal conditions 44 P o rt t e c h n o l o g y I n t e r n at I o n a l
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at the time of disposal. This is particularly the case during periods of tidal flow acceleration, which are associated with maximum dispersion of the dredging-induced sediment plumes. To facilitate operational use of the Safe Disposal Maps, planning tables were generated based on calculations made using a validated hydrodynamic model. The planning tables and underlying Safe Disposal Maps were successfully used while carrying out dredging and disposal activities for the Ras Laffan Port Expansion project. No environmental limit exceedence was measured throughout the period of dredging and disposal operations, thus confirming good performance of the disposal strategy based on Safe Disposal Maps. This research has thus demonstrated the applicability of complex numerical models in dredging practice through novel interpretation of model results. In the context of increasing environmental awareness on dredging projects worldwide, the availability of such tools is of crucial importance to enable reliable impact assessments and environmentally safe planning of dredging operations.
REFERENCES
Koster, A.W.J. (1988). “Straal3D – ronde straal in stromend medium (3-dimensionaal)”. Manual for JET3D. Lesser, G.R., Roelvink, J.A., Van Kester, J.A.T.M. and Stelling, G.S. (2004). “Development and validation of a three-dimensional morphological mode”. Coastal Engineering, Volume 51 (8-9), pp. 883-915. Morelissen, R. (2007). “Modelling and assessment of dredge plumes in ambient conditions: Coupling Jet3D to Delft3DFLOW”. Deltares report H4959. www.por tt echnol ogy. org
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ACKNOWLEDGEMENT
Spearman, J., Bray, R.N., Land, J., Burt, T.N., Mead, C.T. and Scott, D. (2007). “Plume dispersion modeling using dynamic representation of trailer dredger source terms”. Estuarine and Coastal Fine Sediments Dynamics (editors: Maa, J.P.-Y. Sanford, L.P. and Schoellhamer, D.H.), pp. 417-448. Van Rijn, L.C. (2005). Principles of Sedimentation and Erosion Engineering in Rivers, Estuaries and Coastal Seas. Aqua Publications, Amsterdam (The Netherlands). Winterwerp, J.C. (2002). “Near-field behavior of dredging spill in shallow water”. Journal of Waterway, Port, Coastal and Ocean Engineering, 128(2), 96-98.
The work presented here was carried out as part of Ras Laffan Port Expansion project and funded by the Ras Laffan Joint Venture, consisting of Jan de Nul Dredging Ltd. and Boskalis Westminster Middle East Ltd. The collaboration with Mr. Tom de Wachter, Environmental Manager on the project, is gratefully acknowledged. The paper was originally published in the Proceedings of CEDA Dredging Days in November 2009 and in the IADC publication Terra et Aqua, and is reprinted here in a slightly adapted form with permission.
ABOUT THE AUTHORS Stefan Aarninkhof is a senior engineer at Hydronamic, the engineering group
Arjen Luijendijk is a senior researcher/advisor in the Hydraulic Engineering unit
of Royal Boskalis Westminster NV. He received a PhD from Delft University of
at Deltares. He received his MSc from Delft University of Technology (TU Delft)
Technology and spent 10 years at Delft Hydraulics (now Deltares). At Boskalis, he
and joined Delft Hydraulics (now Deltares) eight years ago. He concentrates
specializes in the field of morphology and marine environment and is presently
mainly on international projects related to coastal engineering and morphology,
Program Manager of the innovation program “Building with Nature”, carried out
and specializes in numerical modeling of the marine environment and coastal
by the foundation EcoShape.
morphology.
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Setting the standard for eco-friendly development The prestigious ISO 14001 standard gives ports a strategic framework for their environmental policy – and a competitive edge Martin Putman, Port Manager, Portsmouth Commercial Port, Portsmouth, Hampshire, UK Portsmouth Continental Ferry Port has won a prestigious international environmental award recognising its ‘green’ vision – yet this is only the start of a long-term project. The ISO 14001 standard demonstrates to stakeholders and the community that the Port is committed to reducing pollution and conserving natural resources. A new passenger terminal, opening in spring 2011, takes this a stage further with groundbreaking ‘green’ technology. Any port will always have an impact on the environment but, by thinking strategically, dealing responsibly with waste, and monitoring energy and water usage, it is possible to develop as much of an environmentally friendly outlook as possible – and, ultimately, to save money. Covering a 17.6-hectare site on the south coast of England, and with annual traffic of 2.5 million passengers and 250,000 freight units travelling on 2,800 sailings to France, Spain and the Channel Islands, Portsmouth Port is a hub of activity. With more routes than any other UK port, it attracts 800,000 vehicles a year. The environmental challenge is, therefore, considerable but the Port is committed to corporate governance and social responsibility and the ISO award sits alongside other approvals gained for Quality, Health and Safety and Information Security. It is also determined to be a ‘good neighbour’ to Portsmouth’s
historic dockyard (with Admiral Nelson’s HMS Victory) and the city’s naval base, home to numerous working warships.
So what is ISO 14001? ISO 14001 is the international standard for environmental management, setting procedures to prevent any form of pollution. This could include emissions, land contamination, noise and aesthetic pollution, effects on fauna and flora, and nuisance to the community. The key is identifying where such risks could occur and how the impact can be limited or eliminated. It does not specify levels of environmental performance (which would require specific standards for each different business type) but instead provides a framework for a holistic, strategic approach to an organisation’s environmental policy, plans and actions.
How can ports achieve it? ISO 14001 requires a business to establish an Environmental Management System. At Portsmouth Continental Ferry Port, the first step was to set up Environmental Impact Assessments across the Port, from the technical area to the existing terminal building. A full review was carried out to identify potential problems, including
Portsmouth Commercial Port.
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excessive lighting and noise, and energy wastage. The second step was to put in place programmes to improve performance. The Port went through a rigorous internal development programme and then two stages of audit by the British Standards Institute, which polices the ISO awards. Auditors will be back every six months to check that the Port is doing what it has said it will do, and that it has set measurable objectives for continual improvement. At Portsmouth, attaining ISO 14001 was led by John Feltham, Standards and Compliance Manager. ISO 14001 is just the start. The Port is dedicated to maintain and improve on this and understands that it will be a long journey.
The benefits Among the initiatives put in place are improved waste segregation and waste management, which include identifying recycling and re-use possibilities and ensuring the duty of care for all waste removed from the site. This has been set up in liaison with other Port users. Monitoring and measuring electricity, gas and water usage has led to a carbon-reduction programme, including new lighting systems. Power warden systems for desktop computers will save energy and staff have received training in environmental awareness. While achieving ISO 14001 standards requires considerable effort, the benefits are clear: improved understanding of how each area of the Port can impact the environment; better knowledge of environmental legislation; how it relates to people’s roles and Ferry Port activities – plus a structure for reviewing compliance; and a targeted programme for environmental initiatives. This standard can be used to assure employees that they are working for an environmentally responsible organisation. It can also provide assurance on environmental issues to external stakeholders – such as customers, the community and regulatory agencies. It is also a powerful way to support a port’s claims and communication about its ‘green’ policy and actions.
Making a difference A port obviously does not become ‘clean and green’ overnight, but it can make a significant contribution to the environment, and save money through reduced energy consumption in the long-term. Portsmouth Continental Ferry Port has put in place an impressive structure to manage environmental issues. It now has clear lines of responsibility and accountability, so there is less delay and more action. The outcome has been absolutely worth the hard work we have put into it. Commitment from management at the highest level is essential, as well as communication with staff so they understand what the Port is trying to achieve and what their own role will be. This has been embraced with enthusiasm at Portsmouth and there are regular top management meetings to review progress and improve performance.
New terminal’s pioneering approach The British Standards Institute auditors were particularly impressed with the Port’s new passenger terminal, which incorporates groundbreaking environmental technology. The primary consideration in its design was to reduce the building’s energy demand, but the motives went deeper. It is part ABOUT THE AUTHOR
Artist’s impression of the new ‘green’ passenger terminal at Portsmouth Continental Ferry Port.
of Portsmouth Port’s ethos to build to the best standards it can afford, and it has pioneered innovative measures that other ports are expected to benefit from in the future. These include: • Using seawater to heat and cool the terminal. In winter, heat pumps extract heat from the sea and pump it through underfloor pipes to heat the building. In summer, the process is reversed, so cold is taken from the sea to cool the terminal. • Wind-catchers on the roof exploit the fact that the Port, like many others, is a windy site because it is open to the sea. The prevailing southwesterly wind is harnessed as natural ventilation, pushing fresh air into the building and stale air out. • Both measures mean there is no need for open windows in the terminal – an advantage at a port, where there will always be many vehicles emitting exhaust fumes. • The glazed design, with a big south-facing glass façade, allows the Port to harness solar power. • All internal lighting has been chosen to reduce power consumption. • Three different types of LED outside lighting have been trialled to find the best way to obtain the same strength of light for less power. As every port, Portsmouth needs to illuminate large areas with heavy traffic to a high legal standard. Everything that has been done is cost-effective. Payback time will be longer than with conventional materials and products, but it is worth it because the result will be a much more efficient building. Having gained the ISO award, the Port is on course to achieve more international recognition for the new terminal. It is working towards a coveted BREEAM award, (the independent Building Research Establishment’s Environmental Assessment Method standard.) As BREEAM states, claiming to be ‘green’ is a common marketing tactic that is not easily substantiated, but this standard is the world’s most widely used benchmark for buildings. It sets the standard for best practice in sustainable design and has become the de facto measure used to describe a building’s environmental performance. Not only does it provide recognition for low environmental impact buildings, but it is also a tool to help reduce running costs and improve working and living environments. Points are obtained for meeting a range of criteria from inception to completion of a project and Portsmouth Port is expected to attain a ‘very good’ or even ‘excellent’ classification. ENQUIRIES
Appointed in April 1995, Port Manager Martin Putman is responsible for the long-
Portsmouth Commercial Port
term development of Portsmouth Commercial Port, which includes Portsmouth
Tel: +44 (0)23 9229 7391
Continental Ferry Port. He heads the management team and co-ordinates strategy
Email: info@portsmouth-port.co.uk
with Portsmouth City Council, which owns the Port. He assures top-level liaison with
Web: www.portsmouth-port.co.uk
customers to ensure services meet their requirements. Martin is also a director of MMD (Shipping Services) Ltd, owned by the City Council as a local authority business.
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MOORING AND BERTHING Section sponsored by:
“Although quick release hooks are an old invention, constant development is needed; taking this tried and tested technology into the future.� The evolution of the Marimatech Viking Hook, page 50. P o rt t e c h n o l o g y I n t e r n at I o n a l
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The evolution of the Marimatech Viking Hook Strong and robust, just like a Viking Marimatech AS, Hinnerup, Denmark In 1989, Marimatech began the manufacturing of laser docking systems and since then has grown to become the largest supplier of such systems worldwide. When projects required the inclusion of quick release hooks (QRH), Marimatech cooperated with international manufacturers to provide a complete solution. Over the last five years, there has been a growing market demand for totally integrated systems, which include laser docking systems, QRH, moor ing load monitor ing and environmental monitoring systems. Accordingly, Marimatech made a strategic decision to launch their own line of QRH named Viking Hooks, symbolising Scandinavian design, longevity and robustness.
Launching the Viking Hook Previous experience with other QRH manufactures meant that Marimatech’s designers were able to collate the best features from several hooks to create a quality of QRH that’s never been seen before. The design also includes strength calculations and a factory pull test because the mooring hooks are a vital component when a tanker is moored alongside a jetty. The Viking Hook range is based on standard models, ranging from single to quadruple hook stations with capacities of 25 to 200 tons; however, many customers require specific features to meet their solution criteria. On its website, Marimatech has a
The hooks are assembled at Marimatech’s facilities in Hinnerup.
‘QRH Configurator’, enabling customers to assemble their own hooks according to preference. The manufacturing process starts elsewhere in Europe, with the construction of the QRH steel base, before being sent to Marimatech’s facilities in Hinnerup where assembling can take place. The calibre of manufacture means the Viking Hook has a three-year warranty included as standard, which is exclusive to the marketplace. The Viking Hook can range from simple applications for small oil jetties, where a basic release feature is needed, to the new LNG terminals requiring complex solutions. These solutions may include capstan, electrical release, mooring load monitoring and alarm functions.
Becoming a major player
A Marimatech designer looks at strength calculations while at work on the Viking Hooks.
ABOUT THE COMPANY
During the last two years, Marimatech has risen to become the largest supplier of mooring systems for LNG projects, and in 2009 more than 350 hooks were manufactured at the Danish facilities. One such project is Cameron LNG in the Calcasieu Channel, 18 miles from the Gulf of Mexico in Hackberry, Louisiana, USA, where two receiving terminals and 20 hook stations were supplied. Marimatech is currently developing a new feature, which will make the hook operation more user friendly. Although quick release hooks are an old invention, constant development is needed; taking this tried and tested technology into the future. ENQUIRIES
Marimatech is a Danish family-owned company, founded in 1988. The company
Marimatech AS
specializes in supplying mooring equipment, berthing aid systems and portable pilot
Samsøvej 31, 8382 Hinnerup
system to the oil and gas industry worldwide.
Denmark Tel: +45 86912255 Web: www.marimatech.com
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iking Hook Setting new standards for
Quick Release Hooks With the new generation of Viking Hooks MARIMATECH has combined the best of existing solutions with our many years of experience in maritime solutions. • Extreme reliability • Ultimate sturdy construction • 3 years guarantee
Largest supplier to the LNG terminals www.marimatech.com
MOORING AND BERTHING
Cutting ties with conventional thinking Versatile, rugged and cost-effective: automated mooring systems are revolutionizing mooring as we know it Cavotec MSL, Lugano, Switzerland MoorMaster™ is a vacuum-based automated moor ing technology that eliminates the need for conventional mooring lines. Remote controlled vacuum pads recessed in or mounted on the quayside can moor and release vessels in seconds. The system offers improved safety, infrastructure savings, improved turnaround times and reductions in emissions. “MoorMaster entirely changes everything the industry has previously understood about mooring. We’ve discovered characteristics of the technology, even in the past couple of years, that represent an entirely new paradigm – it’s that different,” says Mike Howie, Cavotec MoorMaster Product Manager.
Technological and safety overview MoorMaster dramatically reduces vessel movement caused by the met-ocean conditions. Large pads adhere to vessels’ hulls with hydraulic triple axis arms, able to move in three planes simultaneously. Conventional moor ing lines store energy from vessel movement, energy that can cause ropes to snap – posing a severe threat to ship and shore personnel. MoorMaster, on the other hand, does not store energy under any circumstances; it prevents this build up in energy. “You don’t have to worry about the additional strength required to overcome vessel inertia once mooring ropes are already under severe tension due to vessel motion: MoorMaster doesn’t allow ships to start moving in the first place,” explains Howie.
The system continuously compensates vessel motion and automatically makes adjustments to vessel position. The technology constantly provides information on system status, and alerts users to changing conditions and potential or developing problems. It also requires a modest, but constant supply of electricity to operate the system. Cavotec encourages ports to install back-up generator systems where the power supply is unreliable.
Efficiency benefits With mooring times reduced from up to an hour to a matter of seconds, MoorMaster can create substantial reductions in vessel turn-around times. “With MoorMaster, one person does what it takes several to do with conventional mooring. And it cuts mooring times to around 30 seconds from what tends to be anything up to an hour with traditional techniques,” explains Howie. One individual operates MoorMaster from either the bridge wing or the quayside. The technology can also prevent damage to vessels and the quayside, as operators are able to preset the distance at which ships are positioned from the quay.
Infrastructure considerations New terminals tend to require dredging and the construction of a breakwater, representing a significant capital investment. While deep-water berths can reduce the need for dredging, breakwater
Figure 1. Salalah MoorMaster MM600 units in use at the Port of Salalah in Oman.
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construction becomes even more capital intensive. Such investment is not always required when using MoorMaster: vessels using the system only need the berth space along the length of the ship as required for cargo operations, so there is no need for mooring dolphins or berth extensions. This saves dredging, berth length and the entire (in many cases) breakwater construction. “For a small increase in the amount of equipment [MoorMaster] on the berth, port operators can make substantial reductions in their capital expenditure,” says Howie.
Environmental impact The system can also have a positive effect on air quality in ports. As vessels using MoorMaster moor that much more quickly than by conventional means, they shut down their engines sooner and tugs are required for shorter periods. This also reduces noise pollution.
Case studies Different variants of the MoorMaster technology have performed thousands of successful mooring operations at ports around the world in the past twelve years. Cavotec has adapted MoorMaster for a variety of applications, including container ports; Ro-Ro ferries, and for bulk handling. The first hydrocarbon berth will be operational in early 2011. Bulk handling
In the most recent development for MoorMaster, eight units are to be installed for Hammersley Iron Pty Ltd, a subsidiary of Anglo-Australian mining group Rio Tinto at the Port of Dampier, Western Australia. The units will serve the Dampier Fuel Wharf, located on the eastern end of the Parker Point ore wharf. The MM200D units at Dampier will be rail-mounted and integrated into the dolphin construction. Each unit will have a capacity of 20 tonnes, and will be able to complete vessel mooring in less than 30 seconds and disengage in less than 10 seconds.
Port Hedland
In another application for Australia’s bulk handling industry, Port Hedland Port Authority (PHPA) in Western Australia is currently installing a specially designed version of the system at the port’s iron ore loading facility. The PHPA’s 14 MM200Bs (bulk) are built to withstand the harsh operating environment at the port. The units will face abrasive iron ore dust, falling rocks and seawater. During cyclone season, which runs from November to the end of February, seawater spray and winds will regularly blast the systems at speeds of up to 200mph (320kph). Port Hedland’s iron ore facility is especially exposed: situated directly at the mouth of a tidal inflow area, with tides ranging up to five metres. While the systems will not be required to moor vessels during cyclones, the systems will be able to compensate for the port’s exceptional changes in tide levels. The Port Hedland project is progressing as scheduled, with installation of the first units underway and expected to be fully operation later in 2010. Ferry applications
Toll New Zealand Ltd installed the first systems on a rail passenger ferry route between Wellington and Picton in 1998. In 2003, the technology was adopted by the Port of Melbourne, on a dedicated berth used by two Ro-Ro vessels: the Searoad Tamar (149 metres, 13,697 tonnes displacement), and the Searoad Mersey (118 metres, 7,928 tonnes displacement). This shore-based MoorMaster variant consists of four MM400 units, each rated at 40 tonnes. The units are positioned in pairs, forward and aft of the amidships line. Similar to the MoorMaster systems employed at Picton, New Zealand, these MM400s are activated from the bridge wing, extending to attach to the ship’s hull. The system has performed three operations daily since commissioning. MoorMaster was adopted in Scandinavia for the first time in 2009, when Denmark-based Nordic Ferry Services installed four
Figure 2. MM400s operated by Toll Shipping in New Zealand.
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Figure 3. An SLSMC MoorMaster MM200LS unit in service at the St Lawrence Seaway.
MM400 units to service high-frequency passenger ferry routes between the island of Samsø and the Danish mainland. Container handling
The Port of Salalah, Oman, trialled two MM400 units at a container berth in 2005. The six-week trial was designed to measure the system’s effectiveness at reducing surge motion caused by ‘long waves’ on vessels of up to 347 metres LOA, 8,000 TEUs, and 110,000 tonnes displacement. The tests showed MoorMaster could significantly reduce vessel motion, leading the port to install four MM600s, with a capacity of 600Kn each in 2006. These units were able to reduce surge from some three metres to less than 10 centimetres. Following a request from the port to reduce the space envelope and increase the flexibility of the system, Cavotec designed the MM200C (container) of which the port now has 12 in operation on Berth 1. The St Lawrence Seaway
The extent to which MoorMaster can be adapted to suit different operating environments is highlighted by an application at Canada’s St. Lawrence Seaway, where four MM200LS units are deployed. ABOUT THE COMPANY
The SLSMC units have been specifically designed to secure vessels through changes in water level of up to 14 metres. A short film showing the system in operation is available on Cavotec’s YouTube page [1]. One of the toughest aspects of the SLSMC project has been adapting the units to fit into the narrow slots cut into the lock walls. This has resulted in the design and manufacture of units with the smallest possible footprint.
Potential for the future “We are seeing considerable interest in adapting the technology to deepwater applications: berths that are exposed to the open ocean,” says Howie. Ship-to-ship applications, offshore facilities, such as floating storage and re-gasification units, are areas where the technology could also be adapted. REFERENCES
[1] YouTube video of the automated mooring system at the St. Laurence Seaway, Canada: http://www.youtube.com/ watch?v=DVlw2ZD1bFY ENQUIRIES
Cavotec MSL is a global engineering group, supplying innovative technologies
Corporate Office:
to the ports and maritime, airports, mining and tunnelling and general industry
Cavotec (Swiss) SA, Via Serafino Balestra 27, CH-6900 Lugano
sectors. Working closely with clients, Cavotec engineers develop and integrate
Switzerland
complete systems to help drive operational efficiency, improve sustainability and
Tel: +41 91 911 40 10
reduce environmental impact.
Blog: http://blog.cavotec.com
Email: michael.scheepers@cavotec.com
Web: www.cavotec.com
Twitter: http://twitter.com/CavotecMSL
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Fax: +41 91 922 54 00
www.por tt echnol ogy. org
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Absorbing knowledge to make a positive impact
Barometer Report
Take the pressure off with industry insights
Discover stakeholders’ perceptions of the commercial ports, harbours and terminals industry today.
We understand the stresses and strains of safe berthing and mooring. With vessels, cargo and people requiring constant care and control, you need to diffuse the pressure at every point. We’ve taken the time to take the pressure off by delving into the issues faced by key decision makers in ports, harbours and terminals. Download the Barometer Report today for an in-depth insight into your industry.
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Safe and Reliable Berthing Approach and Mooring System
The Mampaey iMoor® Application consists of the following components: ● ● ● ● ●
● ●
Jetty Computer Remote Hook Release & Monitoring (RHR) Mooring Load Monitoring System (MLM) Berthing Approach System (BAS) Integrated Environmental Measuring Systems, Oceanographic and Meteorological (EMS) Integrated CCTV System (Video over Ethernet) Integrated Automatic Identification System (AIS)
All these components are modular parts of the iMoor® Application
sales@mampaey.com www.mampaey.com
P.O Box 667/698 3300 AR Dordrecht The Netherlands Tel.: +31(0)78 617 33 22 Fax: +31 (0)78 617 52 11
Sign-up online today to receive the PTI Online free weekly email newsletter It is now easier than ever to keep up-to-date with the port industry news that matters to you. Top stories, featured articles, industry blogs, events – it’s all here and free to access.
For more details please visit www.porttechnology.org
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VTMIS & AIDS to NAVIGATION Section sponsored by:
VTMIS and Aids to Navigation
“Since the probability of survival following a man overboard incident is directly related to the length of time spent in the water, knowing where and when the event has occurred is vital to a safe rescue.� Darwin at the forefront of MOB safety, page 58. P o rt t e c h n o l o g y I n t e r n at I o n a l
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Darwin at the forefront of MOB safety The Port of Darwin’s new MOB system has made the water a safer workplace for pilots and wharf workers Lindsay Lyon, CEO, Mobilarm Ltd, Perth, Western Australia
Introduction Several Australian port authorities who have recognized the man overboard risk faced every day by their pilots, tugboat crew and wharf workers are breaking new ground to mitigate the consequences by adopting innovative alerting and locating technology.
The importance of man overboard systems Although highly trained and experienced, pilots are most at risk during transit and transfer to ships. Likewise, wharf workers operate high alongside the water and risk not being seen should they fall in, whilst the nature of tugboat work and their sometimes extreme operation can contribute to crew falling overboard. In all cases, notification of the man overboard (MOB) incident and subsequent retrieval of the casualty as quickly as possible is critical to their survival. Man overboard incidents within these fields of work are often witnessed by colleagues and swift action can be taken, but paradoxically, should somebody fall into the water unseen, it may be some time before their absence is noted. Since the probability of survival following an MOB event is directly related to the length of time in the water, knowing that the event has occurred and where to locate the victim is vital to securing their safe rescue. This is why Mobilarm developed its V100 VHF locator beacon. This pocket-sized device is attached to clothing or lifejackets and is automatically water-activated when the wearer falls overboard. Unlike satellite-tracked 406MHz Personal Locator Beacons (PLB) that alert land-based rescue coordination centers, the Mobilarm V100 uses VHF radio to directly alert the victim’s own vessel and other vessels in the vicinity, because those people are best positioned to bring about a quick and effective rescue. Uniquely, it sends out a man overboard distress alert and real-time GPS coordinates of the casualty’s position via VHF DSC, and in a synthesized voice on channel 16.
Implementation at the Port of Darwin The pilots operating in the Australian Port of Darwin have implemented the Mobilarm V100 across the entire fleet because they recognize the benefits of receiving the MOB alert on their own vessels’ radio within seconds of the incident occurring. Being able to react instantly and knowing the victim’s position gives them a powerful advantage for affecting the outcome of the emergency. Having recognized the V100’s capabilities, the Darwin pilots recommended it to other Australian pilots at the OHS conference in Perth. Subsequently, it has been ratified as the most appropriate solution for decreasing workplace risk for pilots. The V100 is now integrated within the Darwin pilots’ Personal Flotation Devices (PFD), and forms part of their everyday safety routine. Regardless of how unlikely it is that a pilot falls overboard, the organization realizes how serious the consequences could be, so chose Mobilarm V100 to augment its risk mitigation strategy. Feedback so far shows that the entire team appreciates the value that the automated alert and transmitted GPS coordinates offer in ensuring they will be quickly retrieved if they fall overboard. Following Darwin’s lead, and the acceptance of the V100 as the appropriate solution for decreasing workplace risk, Port Authorities in Broome and Geraldton, and the Tasmanian Ports 58 P o rt t e c h n o l o g y I n t e r n at I o n a l
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Left: The Mobilarm V100 VHF locator beacon has been integrated into pilots’ PFDs at the Port of Darwin. Right: The V100 transmits a man overboard distress alert and real-time GPS coordinates of the casualty’s position when the device hits the water.
Corporation have also implemented the Mobilarm V100 for use by their pilots, line haulers, barges and tugs. The increased interest by port stakeholders in the risk of MOB and the Mobilarm V100 follows the early adoption of the device in 2009 by Fortescue Metals Group (FMG) for its ship loading facilities at Port Hedland, Western Australia. The company, which is the third largest mining company in Australia, identified the risk to life if a person falls off the wharf and chose the V100 to ensure they know immediately when and where it has happened. The V100 is particularly relevant at Port Hedland because workers are frequently out of sight on the 2km-long wharf, which increases the risk of an undetected MOB event even more. The importance of quick detection and location of a MOB cannot be underestimated. This was demonstrated when Mobilarm first met with the Captain of the Northern Territory pilots fleet. The Darwin customs vessel was returning from a routine patrol and came across three fishermen, completely by chance, who had fallen overboard from their vessel. This one incident typifies how vulnerable mariners are if they do not carry any personal locating or tracking beacons because there was no way for operators at the port to know that anyone was in danger let alone where they were. ABOUT THE COMPANY Based in Perth, Western Australia, Mobilarm provides marine safety solutions for increased safety of individuals at work, in the form of personal duress alarms, man overboard detection alarms and in-water tracking. Mobilarm has won two Seatrade awards and Lindsay Lyon is recognized as a leading expert on the issues surrounding MOB.
ENQUIRIES Mobilarm Ltd., 768 Canning Highway, PO Box 1533, Applecross 6953 Western Australia Tel: +61 8 9315 3511
Fax: +61 8 9315 3611
Email: crewsafe@mobilarm.com
Web: www.mobilarm.com
www.por tt echnol ogy. org
23/08/2010 14:18:52
Kongsberg Norcontrol IT
Maritime Domain Awareness solutions for VTS & VTM requirements
Kongsberg Norcontrol IT solutions include: n Vessel Traffic Service (VTS) Systems n Vessel Traffic Management (VTM) Systems n Port Security Systems n Automatic Identification Systems n AIS Networks n Port Management Information Systems n Offshore Collision Avoidance, Safety and Security Systems n Coastal and EEZ Surveillance Systems
Our heritage includes more than 30 years of maritime domain awareness and over 200 system deliveries Kongsberg Norcontrol IT ∙ PO Box 1024 ∙ N-3194 Horten ∙ Norway Tel +47 33 08 48 00 Fax +47 33 04 57 35 www.kongsberg.com
W O R L D C L A S S . . . through people, technology & dedication
VTMIS AND AtoN FEATURING PMIS
OpenIVEF: unleashing the power of the VTS traffic image The advent of the Inter-VTS Exchange Format means live traffic imaging can soon be open to all authorized stakeholders Chris Lukassen, HITT Traffic, Apeldoorn, The Netherlands The information about vessel traffic movements that VTS authorities compile in their VTS area is of great value for other stakeholders too. Sharing this information in an easy, open but controlled manner has been made possible by recent developments. Whenever I sail into a port, I instinctively look around for shore-based radar installations. I’m aware this is a sort of ‘professional deformation’, but the presence of a system gives me a safe feeling: eyes are watching over my fellow mariners and I. I know that ‘they’ are able to see me on their radar screens, when my small boat (without AIS) sails between larger vessels. The comprehensive traffic image that their systems compile is able to track all kinds of vessels, whether cooperative or non-cooperative – so this information is valuable for me, and for all stakeholders in a marine port. Some port authorities provide stakeholders, such as shipping and transshipment companies, with specific information such as arrival times and actual positions of ships, all on request. In most cases this is a non-automated and time-consuming process that easily leads to miscommunications and delays. Until recently, the lack of an open standard for the exchange of information resulted in a costly and unsatisfactorily process.
A change in the wind In 2006, HITT Traffic kindled up collaboration between all major VTS suppliers, which resulted in a recommendation for the International Organization of Lighthouse Authorities (IALA) for one, non-proprietary, interface for the exchange of VTS data. It is expected that IALA will ratify this Inter-VTS Exchange Format (IVEF) by the end of 2010. Standardization among all major VTS suppliers paves the way for innovative solutions to make the VTS information available to all stakeholders in the port. Fortunately, standardization does not mean the information is limited to the lowest common denominator of all suppliers. Optional fields enable a wide range of VTS systems, ranging from basic to very advanced. One system might be able to compute the length and width of ships and objects from the radar echo, while another may use only the AIS values. To emphasize the openness of IVEF and to stimulate the development of software that supports IVEF, HITT has released its own implementation of the interface standard in 2008. This Software Development Kit (SDK) – which resides at http:// www.openivef.org – has nearly tripled in size since then. The software is used by a growing number of developers, and has been downloaded over 600 times.
Not just a document A number of VTS authorities actively use IVEF to exchange information with other parties. Like all main seaports of the Netherlands, almost all ports in the Shanghai area in China are actively using IVEF. In the Mediterranean area, France, Italy and Spain are in the process of developing similar capabilities. 60 P o rt t e c h n o l o g y I n t e r n at I o n a l
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HITT’s product line has supported IVEF since 2006, and during these years a considerable effort was taken to enable VTS authorities to authenticate users and filter who can receive which information. This is necessary to ensure privacy, maintain safety and security standards, and still leverage the open character of the protocol. On the user side, a number of suppliers of port systems are using IVEF to integrate their products. QPS B.V., which specializes in HD satellite navigation, has developed a system that allows pilots to receive the traffic image on their portable piloting system, HITT recently released an iPhone giving pilots access to the full application that shows the live traffic traffic image, even at open sea. image. Earlier this year, HITT released an iPhone application that shows the live traffic image.
The future It is clear that IVEF fundamentally changes the way VTS information can be shared. It unlocks the power of the VTS image to other stakeholders in ports and elsewhere, in an open and easy manner. In a couple of years, it will probably even be common for we amateur sailors to sail into a port and receive the VTS traffic image automatically. The future starts today. ABOUT THE AUTHOR Chris Lukassen is an IVEF evangelist at HITT Traffic and has over a decade experience in surveillance systems. He and the people at HITT are committed to creating innovative solutions that often result in a paradigm shift.
ABOUT THE COMPANY HITT provides mature products for safety, security and efficiency of shipping. This includes systems for Vessel Traffic Services (VTS), real-time traffic image distribution and information management. HITT has more than 30 years of experience and over 100 reference projects in Europe and Asia. Each day, our products help to guide thousands of ships in a safe and efficient manner.
ENQUIRIES HITT Traffic, P.O. Box 717, 7300 AS Apeldoorn, The Netherlands Tel: +31 (0)55 543 2500
Fax: +31 (0)55 543 2553
Email: info@hitt.nl
Web: www.hitt-traffic.com
www.por tt echnol ogy. org
23/08/2010 14:20:32
Soft ware SoLutionS to meet the chaLLenGinG needS of maritime PortS and VeSSeL tr affic orGaniZationS Klein Systems Group Ltd. has over 25 years of experience in delivering enterprise-wide software applications for maritime organizations – Ports, Pilots, Tugs, Vessel Traffic, Coastal Surveillance, and Maritime Community Systems. For more information, visit our website at: www.kleinsystems.com
An HITT nv Company. www.hitt.nl
File: Klein_PTI_FullPageAd
Date: May 6 2010 – Time: 9:02 PM
Trim: 210mm x 297mm – Text: 194mm x 281mm Bleed: 216mm x 303mm
Client: Klein Systems Group
Colour: 4C
Preflight: DJ
Job: 4C Magazine Ad: Port Technology International Magazine
Annotation: Image is repro quality.
Proof:
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X22 Port Security A4_R79 17/06/2010 11:23 Page 1
“This was the most professional conference I have attended and I attend these types of events often. All the speakers were enthusiastic and knowledgeable. The attendees were all involved and the running of the conference was flawless. Outstanding!” Senior Representative US Marine Corps, 2009 International Port Security Attendee
DISCUSS THE GLOBAL PORT SECURITY CHALLENGE SMi’s Third Annual Conference on…
International Port Security Communication, Cooperation & Coordination 29th & 30th September 2010, Hilton Barcelona, Spain Don’t miss case studies from international ports including: • Carla Salvadó, Cruise Manager, Port of Barcelona, Spain • David Snelson, Chief Harbour Master, Port of London, UK • Joseph Lawless, Director of Maritime and Bridge Security, Massport, Port of Boston, USA • Reinout Gunst, Security Coordinator, Port of Rotterdam, Netherlands • Bill Crews, Port Security and Emergency Operations Manager, Port Authority of Houston, USA Plus key speakers include: • Rear Admiral Phillip Wilcocks, Director, CEMPA, UK • Jay Grant, Director, Airport and Seaport Police, USA • Rear Admiral Francesco Carpinteri, Chief, 6th Department, Italian Coastguard • Commodore RS Vasan IN (Ret’d), (Former) Regional Commander, Coast Guard Region East, Indian Navy • Commander Blaine Parkinson, Force Protection Officer, Navy Europe Africa, US Navy • Captain John Kenyon, Commanding Officer, International Port Security Program, US Coastguard Activities Europe • Fredrik Cornell, European Director, Securitas • David Fairnie, Director of Global Port Solutions, G4S • Richard Butcher, Chairman and Managing Director, Cambridge Academy of Transport • Koos Verolme, Sonar Manager, TNO • Senior Representative, Police of Catalonia, Spain • Rob Balloch, Strategic Development and Marketing Director, Sonardyne International • Christian Dupont, Deputy Head of Unit, DG TREN, Transport and Energy, European Commission Conference Highlights:
Plus a Post Conference Site Visit to the Port of Barcelona
P review the latest technologies for port security operations O btain a greater understanding of international port security out and network with the people you want to meet from the port security R each community the opportunity to attend high level briefings and get involved in multiple T ake stream sessions and an interactive site visit Sponsored by Associated Partners:
Featured Exhibitors:
1st October 2010, Port of Barcelona, Spain
REGISTER ONLINE AT
www.intlportsecurity.com Alternatively contact Teri Arri on +44 (0) 207 827 6162 or email tarri@smi-online.co.uk GROUP DISCOUNTS AVAILABLE
CONTAINER HANDLING Section sponsored by:
“For medium-size as well as large terminals, even in areas with low labor cost, automation is often both economically and operationally the best alternative.� Investment vs. operating costs: a comparison of automatic stacking cranes and RTGs, page 64. P o rt t e c h n o l o g y I n t e r n at I o n a l
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Investment vs. operating costs: a comparison of automatic stacking cranes and RTGs Hans Cederqvist, Manager – Terminal Projects, & Clara Holmgren, Product Manager, ABB Crane Systems, Sweden
Introduction
Crane type overview
Automatic stacking cranes are breaking ground in all parts of the world. For medium-size as well as large terminals, even in areas with low labor cost, automation is often both economically and operationally the best alternative. ABB has been active in supplying cranes and equipment for over 100 years and to this day has supplied electrical and automation equipment to more than 1,200 cranes of all types and in all parts of the world. To date, ABB has commissioned over 300 automatic stacking cranes (ASC), with another 50+ scheduled for delivery in 20102011, representing the majority of all ASCs in the world. The state-of-the-art technology used by ABB Crane Systems facilitates safe, cost effective and highly productive handling of containers for terminal operators. This article will discuss the differences between ASCs, RTGs and electrical RTGs (ERTGs) and compare investment and operating costs.
ASCs, RTGs and Electrical RTGs are all crane types that can be employed when the available yard area is limited and high stacking is beneficial. Automation is being introduced all over the world to ensure low operating cost, high availability and high utilization of the yard capacity. Another parameter that is becoming more and more important is the reduction of emissions from diesel engines. The Automatic Stacking Crane, ASC
There are two types of ASCs: cantilever (side-loaded) cranes, where container transfer in and out of the stack is made alongside the gantry; and end-loaded ASCs, where the containers are loaded in and out of the stack from the short side of the container blocks. Both crane types can be made with very large spans and stacking heights. The cantilever cranes can be moved along the rails over several stacks, but cannot be moved from one row of stacks to the next. A cantilever crane is larger than an RTG
Figure 1. A cantilever automatic stacking crane in operation.
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TABLE 1: A COMPARISON OF RTG, ERTG AND C-ASC CRANES
RTG
ERTG
C-ASC
Comment
Investment
(+)
(-)
(-)
Depending upon crane price
Operating costs
-
-
+
Large reduction in labor
Cycle time
-
-
+
Higher trolley and gantry speeds
Yard utilization
-
-
+
More advanced stacking, more compact
Flexibility
+
0
-
Movement on rails for the CRMG
Civil works
+
0
-
Rails vs. concrete track
Infrastructure
+
0
-
HV – lines, remote, net-work
Maintenance
-
0
+
No tire changes, no diesel engine etc.
Environment
-
+
+
Electrically fed, no emissions, no rubber tire
TOS
+
0
-
More advanced
Service level LS/WS
-
-
+
Faster repositioning of cranes
Productivity
-
-
+
Better house-keeping, less dependence upon driver skills
because the containers are typically lifted between its legs. The automatic stacking cranes are fully electrical and supplied by a high voltage cable on a cable reel. All movements within the yard area and above a certain height over the travel lanes are performed fully automatically. When loading or unloading manned vehicles, the last part of the operation is conducted with supervision from a remote office. Typically, one supervisor can handle four to six cranes. As the terminal layout and way of operation are generally very similar for cantilever cranes and RTGs, the following comparisons will concentrate on these rather than the end-loaded ASC. The Rubber Tire Gantry crane, RTG
The RTG is one of the most common crane types for yard stacking and needs no further introduction. Each vehicle is manned with a driver; housekeeping is limited since the ability to move a loaded container in the gantry direction is limited. Shuffling is made within the bay being operated, which limits block occupancy. Due to the diesel engine and rubber tires, the RTG is flexible and can be moved between different stacks in the terminal. The investment cost is relatively low; however, modern RTGs are equipped with positioning systems (for example, DGPS), autosteering and cameras to facilitate driving and improve operation. The maintenance cost for an RTG is substantial, mainly related to the diesel engine. Electrical RTG
An electrical RTG (ERTG) is in many ways a combination of the ASC and the RTG. Because of the minimized or in most cases totally removed diesel engine, maintenance and emissions can be greatly reduced. However, even though the cranes can be shifted between the blocks, flexibility is reduced, resulting in a way of operation more similar to that of an ASC. An upgraded terminal operating system (TOS) is typically required, allowing containers and workload to be better distributed over the yard. The additional investment cost is around US$200,000 for a bus bar ERTG, compared with a traditional RTG. The ERTG has low emissions and requires less maintenance than a traditional RTG, but on the other hand the bus bars require more ground space than a traditional RTG or ASC, thus reducing the yard utilization even further. Compared to a cantilever ASC, the energy cost for the ERTG is higher because more cranes are needed. In addition, especially in hot climates, rubber tires require maintenance.
Comparison Due to the restrictions in gantry travel for the RTG, containers of the same attribute set are concentrated, whereas an automatic cantilever ASC can employ controlled ‘random’ stacking. Together with the easily performed housekeeping moves that can be done continuously and fully automatically with an ASC, the maximum block occupancy at peak levels is high, at around 80 to 85 percent. The same figure for an RTG stays at 65 to 70 percent. For waterside operation, RTG cranes follow the cargo flow and are moved to the stacks presently used for operation to and from the ship. This impacts the landside productivity, where the arrival of external trucks is not coordinated and hence requires that the entire import area be covered. Low gantry and trolley speeds leads to low RTG productivity. All together, the overall crane productivity for an RTG is typically less than 40 percent of its technical capability. ASC operation distributes cargo flow and work load and, with the cranes easily covering the full yard area, an overall productivity of 70 percent is achieved with cantilever ASCs. A cantilever ASC can replace an RTG and ERTG in almost any terminal, and a comparison between the concepts can be made as in Table 1.
Economics When comparing C-ASCs with RTGs, the most important factors are • Crane prices • Labor costs • Operational differences • Infrastructure The price difference between the two alternatives can be assumed to range between $500,000 to $1 million per crane. For the new generation of fuel-saving RTGs, the price difference is in the lower levels. Labor cost varies from $10,000 to $100,000 per man per year and includes social cost, administration, labor planning and so on. The flexibility of the RTG is compensated by the fact that the C-ASC can perform automatic housekeeping, has a shorter cycle time and can reposition itself quicker due to a higher gantry speed. Furthermore, with the introduction of a modern TOS, containers can be more evenly distributed over the yard so that the cranes are not required to move between rows of stacks. For the C-ASC alternative, an additional TOS investment of $2 million has been taken into account. A cost capital of 6 percent has been assumed. P o rt t e c h n o l o g y I n t e r n at I o n a l
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Figure 2. A modern stacking crane supervisor.
Simulation
As described in edition 38 of Port Technology International, simulations have been performed in cooperation with TBA, Netherlands. The study compares yard operation using C-ASCs with RTGs, in a model port with the following data: • 600,000 boxes per year • Six quay cranes with a WS peak of 180 moves per hour • Export and import • ITVs between quay and C-ASC on the WS, external trucks services on the LS • Dwell time of five days • Empties handled by FLTs. Results and conclusion
Due to the higher trolley and gantry speed of C-ASCs, which are more productive than RTGs, fewer cranes are required. Allimportant investment and operating costs have been taken into account, as have operational differences, e.g. that housekeeping and advanced stacking strategies can be more easily adapted by the automatic alternative. The picture shows payback as a function of price difference between the C-ASC and the RTG, with labor cost as independent parameter. The picture is valid also for the ERTG. The automated stacking crane is becoming a standard product for ABB Crane Systems and the introduction of automation is profitable, not only for large ports but also for medium-large ports (down to below 500,000 TEU per year) in countries with low labor cost. The labor required for yard operation can be reduced to almost half – a clear advantage in many regions where the supply of skilled labor is scarce.
ASC operating experience Automation is sometimes seen upon as complicated or sensitive to disturbances, but experience from the installed base speaks for it self. Recent figures from one of the ABB installations show: • 10-15,000 moves per day • Availability > 99 percent • Operation up to 22-23m/s wind speed ABOUT THE COMPANY
Figure 3. Conservative simulation results for automation.
• MMBF >1,000 • Cycle time as specified or better • Stacking accuracy excellent, as everybody who has visited an automatic terminal can confirm. Technology development – quality assured with step-by-step development
ABB delivered the first automatic stacking crane in 1997. Since then, technology has developed and what were first projectspecific solutions have since become standard products. Adaptations to fit a specific terminal are all parameterized, for example: yard configuration, transfer zone and reefer area layout, vehicle types, vehicle dimensions, number of cranes and remote desks etc. This means that changes or additional functions can be added as required. The standardization has also had a noticeable effect on delivery times. Less than 18 months from order to first commercial vessel has been achieved in projects with different crane types, TOS suppliers and horizontal transportations. Scope and interfaces
The complexity of design and procurement has decreased significantly as automation projects have matured and become standard ABB Crane Systems solutions. In general, suppliers are taking on larger scopes, and as a result the project complexity from the terminal operator’s point of view has decreased considerably. Maintenance and calibration
As automatic cranes have developed into a standard product for ABB Crane Systems, so too have maintenance and calibration. The cranes delivered by ABB today have automatic calibration checks and self-adaptations to ensure high production and availability, and require a minimum of staff. It can also be noted that required mechanical maintenance due to wear and tear on, for example, spreaders is smaller for an automated crane than for a manned crane.
Summary The automated stacking crane is today a standard product for ABB Crane Systems and the investment, also in medium-sized terminals in countries with low labor cost, can be done with a very short payback time. ENQUIRIES
ABB is a leader in power and automation technologies that enable utility and
ABB Crane Systems
industry customers to improve performance while lowering environmental impact.
Tel: +46 21 340323
The ABB Group of companies operates in more than 100 countries and employs
Fax: +46 21340290
about 117,000 people.
Emails: clara.holmgren@se.abb.com hans.cederqvist@se.abb.com Web: www.abb.com/cranes
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Do you want your automated stacking cranes in production on time? Absolutely.
ABB Crane Systems is the world’s largest supplier of electrical and automation equipment for automated RMG cranes. We provide standardized solutions for crane and yard automation. Cost efficient automation solutions ensure short delivery and start-up times and increased productivity. www.abb.com/cranes
ABB AB Crane Systems Tel. +46 21 32 50 00 Fax. +46 21 34 02 90 E-mail: cranes.sales@se.abb.com Internet: www.abb.com/cranes
CONTAINER HANDLING
Technology is key for the Middle East Automation projects are no longer just for high-end mega terminals – they’re the future of terminal operations globally Allen Thomas, Chief Operating Officer, APS Technology Group, San Diego, CA, USA As the Middle East continues to grow, it is quickly becoming one of the success stories of the maritime industry. The huge increase in container throughput has already driven more than US$38 billion in port investment and a further US$40 billion is ready to be poured into port construction across the Arabian Peninsula and neighbouring countries. Undoubtedly, the region is an exciting place to be at the moment. So, when I was approached to take part in the very first TOC Middle East conference in Oman this September, I was delighted to accept the organiser’s offer. On 21st September, I will join my industry colleagues from Moffatt & Nichol, Jade Software and ABB Crane Systems to discuss the future of terminal automation and debate how technology is opening up new possibilities to terminal operators across the Middle East. As the region’s port community is growing phenomenally, there are a number of advantages that process automation technology can bring to terminals in terms of improving efficiency and productivity, and we will offer an insight into the business benefits.
Going beyond the norm One of the key issues that I will be looking at during the session is whether terminals can go beyond the existing norms for productivity and automation. Many operators believe that a technology ‘stepchange’ will happen and that it will be instrumental in improving productivity. Terminals in the Middle East, such as those owned by Gulf Stevedoring Contracting Company of Saudi Arabia, who are aggressively pursuing more business, realise that they cannot just continually expand their facilities to handle increased cargo volumes. They are instead looking to technology as a way of improving efficiency and
throughput capacity, reducing congestion and lowering emissions, especially for gate operations. Automation projects no longer have to be just for the high-end mega terminals and are certainly becoming the norm; however, most operators still question whether there is an adequate return on investment. In most cases, customers who implement smaller, process automation projects, be it at the gates, the vessel or in the yard, realise payback in less than a year, which is considerably quicker than other large-scale equipment automation projects. However, it is important to understand that a terminal-wide automation scheme, that may involve ASCs or a change in operating modes, is far more complex and can involve a longer payback period.
Implementing automation When considering automation, terminal operators, especially those in the Middle East, should be looking at implementing targeted, incremental projects that offer a quicker return on their investment with less risk. Gate automation systems that leverage automated equipment and driver identification capabilities, for example, allow arrival times to be scheduled in advance and peak flows smoothed out and in my opinion, are one of the most powerful aspects of terminal automation. At TOC Middle East, I will be providing terminal operators with a unique insight into the technology and project management involved in implementing such projects. In general, best practice strongly suggests that operators start with a clear business case that aligns the critical operational requirements with system functions. This reduces complexity and ensures a clear return on investment, and that you implement only what is required. It is also hugely important to choose suppliers with proven data integration and system test plans that work in conjunction with the TOS or the host systems that are already in place. I am looking forward to the TOC Middle East conference and I believe that it will be an excellent forum to help the terminal operators gather and create a plan to meet the growing demand for imported goods in the region. Terminal automation and technology are key to achieve operational excellence and I am keen to ensure that operators in the Middle East fully understand the benefits to their business both now and five years down the line. Allen Thomas, Chief Operating Officer at APS Technology Group, will be discussing the future of terminal automation technology at the first TOC Middle East conference in Oman, from 20 – 21 September 2010. His session takes place on Day 2, at 2pm.
The Port of Salalah, host to this year’s TOC Middle East.
ABOUT THE AUTHOR AND COMPANY Allen Thomas has over 12 years
Southern Railroad. Prior to joining APS, Mr. Thomas
of container operations by increasing the visibility,
of experience in IT and process
served as a business analyst and IT project manager
velocity, and volume of cargo moving through a
automation systems and is an
for Sea Land Service (now Maersk Sealand) where he
terminal’s gate, rail, vessel and yard operations.
industry leader on the application
was responsible for project management and global
of Automated Gate Systems, OCR,
implementation of terminal automation systems.
RFID, and GPS location systems for shipping lines,
APS Technology Group is a leading provider of
marine terminal operators and railroads worldwide
OCR and automation technology solutions for marine
including Maersk Sealand, Mitsui O.S.K., DP World,
and intermodal terminals. The solutions improve
HHLA, APM Terminals, Ports America, and Norfolk
the productivity, efficiency and cost effectiveness
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ENQUIRIES To register as a visitor or delegate at TOC Middle East, telephone +44 (0) 20 7017 7023, or email suzanne.tiago@toc-events.com Web: www.tocevents-me.com www.aps-technology.com
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CONTAINER HANDLING
Automation and safety on container terminals Accidents and injuries on the quayside have reduced dramatically over the past 50 years, so how can we continue this trend into the future? Mark Sisson, PE, Senior Port Planner, AECOM, Oakland, CA, USA
Fewer injuries to one and all “An Injury to One Is an Injury to All” is the famous slogan of the International Longshore and Warehouse Union (ILWU) – a powerful union that works the ports on the West Coast of the United States. And until cargo containerization became a widespread practice, working the docks was a remarkably dangerous profession. According to Pacific Maritime Association (PMA) statistics, the injury rate prior to 1960 was between three and four injuries per full-time worker every year. This appalling rate of on-the-job injury dropped dramatically as breakbulk operations were phased out in f avor of containerization. By the late 1970s, the annual rate of injury was approximately 15 per 100 full-time workers, some 95 percent lower than the rate prevailing prior to containerization. Whether the ILWU advocated containerization with sufficient gusto – in keeping with their anti-injury slogan – is a topic for
another paper. This paper focuses on post-containerization safety trends, and explores the possibility of generating further safety benefits by increasing automation at West Coast ports. Figure 1 summarizes U.S. West Coast (USWC) data provided by the PMA for the period from 1993 to 2009. The PMA tracks cargo moved in terms of tons. Approximately 296 million tons of all types of cargo moved across the USWC ports in 2009. The fraction of that tonnage that has been containerized has climbed steadily over this time period, from approximately 60 percent to 75 percent. As one might expect, the injury rate has been steadily declining over time. Since 1997, the rate has fallen to and remained below one annual injury per 10 full-time workers (less than one-thirtieth of the rate prevailing in the 1950s). Better safety gear and training account for part of that improvement, and a system is in place to learn from past accidents and modify behavior accordingly,
Figure 1. USWC Shipment Volume and Injury Rates (Source: PMA).
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CONTAINER HANDLING
Figure 2. Injury rate by region.
which should result in a continuing drop in injuries on the job. Progressively higher rates of containerization (versus breakbulk cargo) may also be a factor in driving down the injury rates.
Safety in (tonnage) numbers? The decline in injury rate has not been uniform, however, and it is interesting to examine years when it went up to try to explain why increases might have occurred. Two years stand out in particular: 2001 and 2009. One thing these years have in common is that volume dropped in each of these years compared to the previous year. From 2008 to 2009, the total coastwide tonnage declined 16 percent, yet the injury rate increased 19 percent. This seems to suggest some type of safety-in-scale effect at marine terminals. Figure 2 plots injury rate by region for each of the four regions tracked by the PMA: Southern California, Northern California, Oregon, and Washington. Figure 2 reinforces the notion that increased volume somehow equates to increased safety. The Southern California region has by far the largest volume, and also the lowest rate of injury, of the four PMA regions. Rainy weather does not seem to be a major factor affecting the injury rate, since rainy Washington has a lower rate of injury than sunny Northern California. The level of containerization does not seem to be a major factor either. Heavily containerized Northern California shipments had a similar injury rate as bulk-heavy Oregon, which operates at the same overall tonnage volume. So what factors drive down the rate of injury as volume increases? Perhaps there are certain fixed sources of injury, such as vessel mooring. A vessel undertaking 500 container moves requires the same amount of line handling, and offers the same opportunities for injury during line handling, as one doing 5,000 moves in a single port call. Perhaps yard tractor drivers and other workers develop a safer work pattern on vessels that are doing a high number of container moves per call. Or perhaps the typically
larger, more modern terminals in Southern California benefit from safer design features. Perhaps when volumes decline, the demographics of the work force change as older workers with more seniority are now forced to do the physically tougher jobs that were done in busy times by younger (and presumably fitter) workers with less seniority. Perhaps the economic stress of a downturn in cargo volume motivates some workers to apply for injury-related benefits to cover lesser injuries that are ignored in good times (when desirable overtime work may be more plentiful). This paper offers no concrete answers to these intriguing questions, but hopefully does offer inspiration for further study and improvement – particularly for USWC ports north of Los Angeles.
Automation equals safety Terminal automation is often touted as a way to achieve substantial safety benefits. Both yard cranes and terminal transport equipment can be fully automated, although none of the yard equipment used on the USWC was automated in 2009. In order to estimate the potential decrease in injuries due to automation, it is important to examine the categories of workers that were injured at USWC ports in 2009. Table 1 shows the number of injuries by worker category, as well as an estimated reduction potential for two different circumstances. Column (a) shows the potential reduction in injuries at a terminal working with automated stacking cranes (ASCs) and manned shuttle carriers such as APMT’s Virginia Terminal. Column (b) shows estimated reductions for a container terminal working with ASCs and automated guided vehicles (AGVs) such as the Euromax Terminal in Rotterdam. (Note: Reduction percentages are the author’s best estimates based on mainly anecdotal data.) Tractor Driver: With AGVs in place no tractor drivers are needed, and therefore all associated driver injuries are eliminated. With manned shuttle operations, approximately half the number P o rt t e c h n o l o g y I n t e r n at I o n a l
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Figure 3. Injury reduction potential of automated terminals.
of vehicles would be required compared to a conventional terminal, so injuries could be expected to decline by half as well. Mechanic: In either case, there are fewer vehicles and less overall maintenance activity required due to the more regular pattern of operations. Spreaders, for example, require much less maintenance in automated terminals because the automated cranes always set containers down gently. A 25 percent reduction in injuries is estimated, based on anecdotal evidence from representative terminals. Foreman and clerk supervisor: The number of supervisors required is a function of the overall number of workers engaged at a facility. With automated terminals and automatic container positioning, far fewer supervisors will be required, and injury rates should decline accordingly. Therefore the estimated reduction in injuries to supervisory staff is 67 percent with AGVs, or 50 percent with shuttles in place. TABLE 1: 2009 INJURIES BY CATEGORY, AND POTENTIAL FOR REDUCTION VIA AUTOMATION
Estimated Injury Reduction (%) with: 2009 Injuries Column (a) ASC+Shuttles
Column (b) ASC+AGV
Tractor driver
298
50
100
Lasher
214
0
0
Mechanic
216
25
25
Holdman
124
0
0
Dockman
88
0
0
Foreman
77
50
67
Clerk supervisor
53
50
67
Gantry crane driver
35
50
50
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Gantry crane driver: This refers to both rubber-tired gantry (RTG) and quay cranes, with quay crane drivers accounting for the majority of the hours. Since all RTG driver positions will be eliminated, any associated injuries will be eliminated as well. The need for top-pick drivers will also be eliminated. Although toppick drivers are not listed on the most frequently injured list and their hours are not tracked in this category, presumably they incur some injuries that will be eliminated by converting to ASCs. An overall reduction rate of 50 percent reflects the elimination of all injuries to both RTG and top-pick drivers, but no change in injury rate to gantry crane drivers. Even if a USWC terminal is converted to a highly automated design such as that used at Euromax, no change is expected in the number of lashers, holdmen or dockmen. These are people who are handling mooring lines, securing the containers on the ship, and installing or removing inter-box connectors (twist-locks). These are strenuous jobs that frequently result in muscle strain or other injuries if the worker is not fit or is using improper technique. If the factors from Table 1 are applied to a hypothetical future scenario – with all container ports on the USWC converted to ASC-based terminals – injuries would be reduced as shown in Figure 3. Conversion from existing manual operations to full automation (including AGVs) could potentially reduce injur ies by approximately 40 percent. A 25 percent reduction in injuries is expected from conversion to an ASC/shuttle-type terminal. These reductions equate to a prevention of approximately 450 and 290 injuries per year respectively across the entire USWC. One promising technology for further injury prevention is the use of automated mooring with vacuum devices, as opposed to using traditional ropes. Figure 4 compares traditional mooring with vacuum-based automated mooring technology; the exposed workers in the left image are simply unneeded – and therefore not at risk – when better technology is used. Approximately 2 percent of the total longshore hours were charged to line handing in 2009. Complete conversion to
M
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CONTAINER HANDLING
Figure 4. Manual versus automated mooring.
automated mooring should have the potential to reduce injuries by at least 2 percent, compared to 2009 levels. Dockmen who are responsible for twist-lock handling account for 8 percent of the injuries listed in the PMA’s top eight categories shown in Figure 3. But devices such as the PinSmart machine developed by RAM Spreaders may be able to significantly reduce the labor required to install and remove twistlocks from containers, thereby eliminating many of the associated injuries. ABOUT THE AUTHOR
Safety on the docks of the U.S. West Coast has come a long way in the past 50 years, and further improvements are still readily available through the use of automation. However, with no automation on the horizon for on-ship lashing or equipment repair (another essential activity that is burdened with high injury rates), some level of injuries will continue to occur on container terminals. Continuous vigilance and increasingly thorough training will be required to reduce the injuries incurred performing these types of manual tasks. ENQUIRIES
Mark Sisson, PE, is a senior analyst with AECOM’s marine practice. He is based
AECOM, 300 South Grand Avenue, Second Floor, Los Angeles, CA 90071, USA
in Oakland, California, USA and can be reached at mark.sisson@aecom.com or at
Tel: +1 (213) 330 7200
+1 (510) 844 0549.
Web: www.aecom.com
Fax: +1 (213) 330 7291
MOBILIZING MORE EFFICIENTLY We are AECOM. As a global leader integrating engineering, design and program management services for the ports and marine industry, we have the talent and capabilities to design and manage the most complex projects. Our specialties include planning, economic feasibility, port and harbor engineering, coastal engineering, terminal operations, cruise ship and ferry facilities, intermodal, environmental assessments, dredging and reclamation, and offshore structures. Ranked #1 in Marine and Port Facilities and Transportation by Engineering News-Record, we consistently deliver sustainable, reliable and visionary projects.
www.aecom.com
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CONTAINER HANDLING
Container crane recycling: upgrade and relocation Arun Bhimani, SE, President, Liftech Consultants Inc., Oakland, CA, USA
Background
Recycling
Most maritime shipping companies were operating profitably through the summer of 2008 until the ‘perfect storm’ of the credit crisis and the worldwide recession struck, leading to a major drop in world trade. Since then, port authorities and terminal operators across the globe have substantially curtailed their capital expenditure and, in some cases, frozen it outright. However, some operators are faced with having to invest in equipment to improve terminal productivity, promote new business, or replace obsolete equipment. The financial crisis has not significantly reduced the price of new cranes, due to the increase in fuel and energy prices and changing market conditions. Terminal operators are taking a serious look at recycling existing cranes or investing in used equipment. Upgrading and recycling existing cranes may be worth consideration financially, with the added benefit of conserving precious resources. Money for recycling cranes is also primarily spent locally thus helping the local economy, whereas new cranes are purchased from foreign suppliers.
Recycling cranes includes refurbishing, modification, modernization, and relocation. Refurbishment could include catching up on deferred maintenance and correcting any existing problems with the crane’s physical condition. Modifications generally involve geometry changes, which are primarily driven by the deployment of larger vessels or the requirements of a new terminal. Geometry changes include strengthening; increasing the lift height, outreach, and backreach; and changing the rail gauge, leg clearance, and stowage hardware (see Figure 1). Modernization generally involves performance changes, which are driven by productivity and obsolescence. Performance changes include lift capacity, hoist speeds, drives and controls, and power system and delivery. Relocation could be local, where the cranes are moved between berths or terminals, or across oceans. Relocating cranes frequently involves geometrical changes to adjust to the new terminal, such as changing the crane’s rail gauge, adding and relocating stowage pins and tie-downs, or both (see Figure 1).
Figure 1. Structural modifications to accommodate larger vessels, new terminal requirements, and adjustments to a new terminal due to relocation.
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Is this crane too old?
TABLE 1: COST ESTIMATES (US$) OF CRANE MODIFICATIONS
At some point, recycling a crane is no longer economically practical. The owner must consider all the costs of the recycling project including the desired life of the crane. Often the question is asked: but what about the structural life of the crane? Structural failures, other than accidents, can be sorted into two groups: infant failures and aging failures. Infant failures occur during the initial operation of the crane and are due to faulty design, workmanship, or a combination of both. Infant failures are not of concern for cranes that have been operating for a few years. Aging failures occur over time and are due to slow crack growth. The application of fluctuating stresses causes small undetectable cracks to grow. If uncontrolled, these cracks grow until fatigue failure occurs. With proper inspection and repair of fatigue cracks, the occurrence frequency of new cracks is reduced. This phenomenon can be understood by considering a chain subjected to fluctuating stress. Links are inspected periodically for cracks. Cracked links are replaced with better than average links. As inferior links fail and are replaced with superior links, on the average cracks are less likely. Eventually the frequency of cracked links will stabilize. The frequency will be less than that for the new chain. The chain becomes more and more reliable. Our experience indicates that most cracks occur at details that are either poorly designed, poorly made, or both. When the crack is properly repaired, a new crack is unlikely to occur. When considering recycling a crane, maintenance and reliability need to be considered.
Increase lift height 20 feet
900,000
Increase outreach 20 feet
1,000,000
Upgrade drives and controls
1,000,000
Costs The cost of crane modernization and relocation depends on the extent of modifications and differences in the site-specific conditions. The cost of moving cranes large distances is often a deterrent to crane recycling. Cost estimates are shown in Table 1. The cost to dispose of a dockside crane depends on the type of crane and the price of scrap metal. In 2009, the cost of dismantling and disposing of a typical A-frame crane was about US$150,000.
Conclusion Recycling existing cranes may be the most economical and expedient option for some terminal operators if they need larger, faster, or more modern cranes. Recycling cranes may even have the advantage of helping the local economy as much of the work is performed locally. When recycled, the size and performance of existing cranes can be increased often for a fraction of the cost of new cranes, but not always. The economics and practicality of modernizing the cranes depend on many factors. Each case should be looked at carefully.
ABOUT THE AUTHOR AND COMPANY
ENQUIRIES
Arun Bhimani is a structural engineer and co-founder
barges, and a structural maintenance program used to
Liftech Consultants Inc.
and President of Liftech Consultants Inc. He has over
periodically inspect cranes.
344 – 20th Street, #360
40 years of experience in all phases of container crane
Liftech Consultants Inc. is a consulting engineering
Oakland
and wharf design. He has consulted on hundreds
firm, founded in 1964, with special expertise in the
CA 94612-3593
of cranes and developed innovative solutions to
design of dockside container handling cranes and
USA
container crane design problems, including cost-
other complex structures. Our experience includes
effective solutions for converting older cranes to
structural design for wharves and wharf structures,
Tel: +1 (510) 832 5606
serve larger ships, a technique for combining analysis
heavy lift structures, buildings, container yard
Fax: +1 (510) 832 2436
with heat straightening for repairing damaged
structures, and container handling equipment. Our
Email: abhimani@liftech.net
container crane booms, the first seafastening design
national and international clients include owners,
Web: www.liftech.net
for transporting fully erected container cranes on
engineers, operators, manufacturers, and riggers.
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Refurbishment and modernization of STS cranes at PSA Mersin Making critical improvements to port equipment can make the difference between losing and gaining competitive advantage over your competition Portunus Port Spares & Services, Istanbul, Turkey “Downtime or technical failures are naturally the biggest concern for any operator and owner of port handling equipment,” says H. Önder Türker from Portunus Port Spares & Services, in view of their recent ship-to-shore (STS) crane refurbishment and upgrade work for PSA Mersin Port, Turkey. He says the larger ships, being designed to meet economies of scale, demand cranes that operate more efficiently and reliably. However, when they break down, terminal operators must find speedy ways of getting them back on track. It is generally accepted that port handling equipment, under the stress and strain of a busy cargo handling operation, will experience technical problems or failure. As cranes age, what was state-of-the-art technology is soon surpassed by newer and more innovative technology or solutions, which more often dramatically improve the crane performance, help lower operating costs or both. These were some of the challenges Portunus Port Spares & Services faced in bringing these STS cranes into the twentyfirst century, and with many years of experience in inspection, refurbishment, upgrades and spare parts, they were best placed to undertake this job for PSA Mersin. After evaluating the cranes’ condition, work began and included installing the latest in crane control systems from Siemens (Siemens S7300), to help automate the crane. This is one of the most successful controllers on the market and serves as a universal automation system for centralised or decentralised configurations. As an integrated system it will save additional investment and maintenance costs.
Busy cargo operations can take their toll on cranes and other port equipment.
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Many older crane cabins were not designed with ergonomics in mind and less emphasis was made back in the 1970s and 1980s, unlike today. The cabins have been designed to ensure greater safety and comfort, with the aid of a touch-screen system and an automatic parking system. A new computer has been installed for reporting failures and faults to allow faster diagnostics and quicker repairs, and thus help increase crane availability. Furthermore, many older cranes were not designed with high levels of safety as they are today. Wind speed sensors have been installed so that, in the advent of high wind speed, the system will not permit cranes to move. Crane load measurement systems have also been installed, and these are critical elements to the safe operation and the longevity of the crane. For anti-collision, other sensors have been installed to help detect anyone or any object at a distance of 1-5 metres. A complete overhaul of the crane hoist gear and gantry crane gear was performed. The trolley systems used in the gearbox and carden shaft were replaced with a direct drive gear system to help minimize failures. A total of 16,800 metres of cable, for higher data and power transmission, 428 metres of crane hoist rope and 22,500 nuts and bolts were renewed and replaced over three cranes. A new brake system was installed, and brake pad sensors were attached for faster reporting. A spreader control drum replaced the cart (basket) system. Maintenance was also carried out on the lifting reductors and boom gear; the electrical room and high voltage substation were inspected, and a high voltage transformer compartment ventilation system for cooling and AC and DC motors was also installed.
The STS cranes at PSA Mersin were completely overhauled with new control systems, hoist gear, safety sensors and anti-collision systems.
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CONTAINER HANDLING
A total of 16,800 metres of cable were used in the refurbishment of the three STS cranes.
Upon completion, Lloyds Turkey came to carry out a revision and control test, and certified all work performed. Önder says that, with the many additional features and changes, it has greatly transformed the performance of the cranes by at least 20 to 30 ABOUT THE COMPANY
The project was tested and certified by Lloyds Turkey upon completion.
percent. Missing out on such improvements can make the difference between losing and gaining competitive advantage over your competition.
ENQUIRIES
Portunus Port Spares & Services was established in 1992 to meet the machine
Portunus (Head Office)
and service requirements of port and container companies. The company aims to
Sinan Ercan Sokak Pasa Korusu Konaklari No:18
be the undisputed spare parts and service solutions supplier in port equipment
B2 Blok 34736, Kadikoy – Kazasker
and related services for customers located all over Turkey and the Eastern
Istanbul, Turkey
Mediterranean, Black Sea and Middle Eastern regions. Tel: +90 (216) 571 90 90 Fax: +90 (216) 373 97 15 Email: portunus@portunus.com
We drive industry. TMEIC GE has been the driving force in crane controls and automation for more than 60 years, delivering reliable industrial drive and automation systems. TMEIC GE designs, tests and commissions complete crane automation systems: • Maxview Smart Landing™ System – increases ship-to-shore productivity • Maxspeed® Crane Control for fast and reliable crane operation • Maxview® Automatic Landing System – yard automation • MaxFuelSaver™ System – energy-saving RTG
www.tmeicge.com
Phone: +1-540-283-2250 1325 Electric Road Roanoke, Virginia 24018 USA Email: MH@tmeic-ge.com
metals | cranes | paper | oil & gas | utilities | cement | mining | rubber & plastics
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Driving innovation: high handling efficiency, low energy use Gottwald introduces the Model 3 harbour crane, and a new energy-saving hybrid drive system that reduces both fuel consumption and emissions Gottwald Port Technology GmbH, DĂźsseldorf, Germany In launching its Model 3 harbour crane, Gottwald Port Technology GmbH has filled a gap in its current range of Generation 5 harbour cranes. First introduced in 2006, the Generation 5 cranes are gradually replacing their Generation 4 predecessors, outperforming them considerably in terms of lifting capacity, equipment level, versatility and degree of specialisation. The Model 3 machine is the entry-level model for the 100tonne class, and is characterised by its compact, functional construction and high performance. In addition, Gottwald has come up with a number of innovations aimed at more efficient, competitive and environmentally compatible terminal and port operations.
The Model 3 harbour crane The Gottwald Model 3 harbour crane features innovative drive technology and design, such as the three-phase-powered hoist and
slewing gear units, and a broad range of optional features such as an energy-efficient hybrid drive, which will be discussed later in this article. Moreover, the Model 3 machine has improved working speeds and a greater radius than its predecessor, the HMK 260 of Generation 4. The new model has a maximum radius of 46 metres (2 metres greater than that of the HMK 260), an installed maximum output of 895kW, and significantly increased working speeds, including hoisting speeds of up to 120m/min to improve productivity. Individually steered axles, tight turning circles and crab steering provide optimum manoeuvrability, while automation features for repetitive motions like propping the crane are also available. Generation 5 harbour cranes offer maximum lifting capacities of 200 tonnes, working radii of up to 56 metres and are constructed using a modular design principle. The Model 3
The Model 3 crane is the new entry level model for the 100-tonne class in Gottwald’s Generation 5 range.
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CONTAINER HANDLING
Hooking the crane up to electricity from the on-shore power supply improves the efficiency rating, and reduces gas and noise emissions.
machine has a maximum lifting capacity of 100 tonnes up to a radius of 20 metres, making it best suited to rapid container and general cargo handling alongside vessels up to standard class. For handling bulk materials, the Model 3 has a 34-tonne and 28-tonne motor grab curve with A7 and A8 classification respectively. A range of optional features is also available. The optional load guidance system, for instance, assists the crane driver in achieving high handling rates, and includes linear load motion, load antisway, point-to-point handling and hoisting height limiting features. As is usual with Gottwald harbour cranes, Model 3 is available as a rubber-tyred mobile harbour crane or rail-mounted portal harbour crane; as a barge-mounted floating crane, and as a pedestal-mounted stationary crane.
Innovations in electrical drive technology Like all Gottwald harbour cranes, Model 3 also uses electricity as its energy source – the most common, cost effective and environmentally friendly form of energy at ports and terminals. Model 3 cranes can be powered from an on-shore power supply; the use of on-board generators driven by combustion engines is then either bypassed or avoided completely. This boosts the high efficiency rating of electric drives, and maintenance costs for the inactive diesel generator unit are reduced or avoided.
Exhaust emissions from the machines drop to zero and noise pollution is minimized. Hooking up to external power supplies also enables terminal operators to benefit from their own ‘green’ power sources. In addition, when a mobile harbour crane is connected to the terminal electricity supply, it is possible to harness the energy from lowering and braking motions of the hoists and slewing gear units and return it to the harbour mains. The equipment needed to utilize external power supplies can be optionally fitted to all new Gottwald mobile harbour cranes. Alternatively, the equipment can be retrofitted to older cranes by modifying the slip ring assembly and adding a cable reel, control box and – depending on the voltage available on-site (low or medium voltage) – the transformers required to step the external voltage supply down to the crane’s voltage. This option is of particular interest to customers based in regions where electricity costs are highly competitive, such as in Turkey, where around a third of the 50 Gottwald cranes installed use external power. Individual customers in Norway have reported cost savings of up to 50 percent, compared with running the crane via the diesel generator. Up to now, Gottwald has used DC drives for its hoists and slewing gear units in cranes of all sizes. With the new Model 3, the electric drive concept has been expanded by employing threephase current technology for hoists and slewing gear units. P o rt t e c h n o l o g y I n t e r n at I o n a l
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The Model 3’s diesel generator, dynamic brake resistors and ultracaps provide significant reductions in fuel consumption and gas emissions.
New hybrid drive – future-orientated and sustainable If the local quay infrastructure does not allow the Model 3 crane to be connected to an external power supply, the optional hybrid drive is the key to improved efficiency; reductions in fuel consumption in a double-digit percentage range and lower exhaust gas emissions. If the terminal does not provide direct access to low or medium voltage power, Gottwald mobile harbour cranes generate their own electricity via their on-board diesel generator, which has an installed power of up to 1,656 kW at a constant speed of 1,800 min-1 (at a frequency of 60 Hz). This electricity is made available to the crane’s power circuits at a voltage of up to 690 V. The generators have been designed to meet the requirements of EU Directive 2000/14/EC. The hybrid drive itself consists of a combination of the on-board diesel-powered generator and electrostatic short-term energy storage – the energy recovered during the crane's lowering and braking actions is stored and then made available to the crane’s power system for the next work cycle. ABOUT THE COMPANY
The short-term storage medium is provided by wear and friction free double-layer capacitors (ultracaps), which store the energy as electricity so it does not have to be converted. As a result, double-layer capacitors with typical maximum charge and discharge times of 30 seconds for this particular application have specifications that are many times more favourable than those of conventional capacitors. The capacitors may only offer low energy density but they have high power density, which is what mobile harbour crane operation needs. They are also designed for use in very tough environments and can cope with very high numbers of duty cycles. Even increased operation, which involves a greater number of work cycles, hardly influences their storage capability but only results in an increase in internal resistance and, correspondingly, working temperature, which has to be cooled down. Storage capacity is not expected to diminish until shortly before the end of the capacitors’ service life. In short, the hybrid drive enables users to use energy more efficiently, and reduce exhaust gas and noise emissions.
ENQUIRIES
Gottwald Port Technology GmbH, based in Düsseldorf, Germany and a
Gottwald Port Technology GmbH
subsidiary of Demag Cranes AG, is a manufacturer of harbour cranes and terminal
Postfach 18 03 43
automation technology. With a total of over 1,300 mobile harbour cranes sold,
40570 Düsseldorf
the company is world market leader in this product sector. In the field of terminal
Germany
automation, Gottwald Port Technology offers system solutions that incorporate both the company's own software and hardware. Gottwald Port Technology
Tel: +49 (0) 211 7102-3355
supplies customers in around 100 countries.
Fax: +49 (0) 211 7102-53355
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23/08/2010 14:28:57
E20001-F280-P620-X-7600
How do you make a crane control reliable and flexible?
SIMOCRANE: pre-configured crane control modules to automate and control any crane. Siemens forged 90 years of world wide experience in a ready to run crane control platform which contains of configurable standard function modules. These modules are integrated within a SIMOTION D controller: the most performant motion controller available on the market. With SIMOCRANE we provide ‘off the shelf’ proven technology to secure reliable crane performance, simple engineering and fast commissioning. Besides all the proven crane control solutions in SIMOCRANE you still have the flexibility to customize the solution to meet your requirements. www.siemens.com/cranes
Answers for industry.
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TERMINAL LOGISTICS
“With most in the port community facing many of the same security challenges, it makes sense to try and create a common network that benefits everyone.� Improving security through focused collaboration, page 87.
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The upside of the downturn – post-recession positives for the container terminal industry Richard Harrison, Managing Director, Maritime, Zebra Enterprise Solutions, Oakland, CA, USA While the 1990s and 2000s were marked by a scramble for capacity and scale to keep up with the rapid growth that enabled global trade as we know it today, the next decade will be very different. The global economic and financial crisis has sent a shockwave through the entire maritime container transport system. Growth will resume eventually, but the scars from the global recession will take a long time to heal for the terminal sector overall. However, the recession could have a positive outcome. The sharp decline in traffic has already led some industry innovators to start addressing entrenched business and operational inefficiencies that crept in during the heady days of growth. When the industry finally emerges from the downturn, it could be in leaner and more cost-effective shape. Technology will play one of the largest roles in shaping the industry of the future. Over the next decade, a number of key technology trends will unfold and lead to how the marine terminal of the future will operate and look.
Optimize the enterprise Forward-looking operators will take a more holistic approach to improve their business performance. Enabled by technology, enterprise best practice will become a growing focus and discipline. More time and resources will be devoted to creating an over-arching IT systems strategy to support this process. Greater attention will be paid to optimizing the terminal as a whole, not just its constituent parts, allowing operators to take advantage of the greater visibility and integration provided by new technologies.
Best practice and business process standardization Compared with other industries, the maritime sector has been slow to adopt best practice thinking. Many times, technology is deployed simply to automate existing one-off practices, rather than being embraced as a chance to review and improve overall business operations. Beginning in 2006, new terminal operating systems (TOS) such as Navis SPARCS N4 began enabling easy reconfiguration of software to changing local conditions and needs. This led to operators having a chance to adopt more standard best practice processes. These flexible technology solutions will aid operators in the coming decade to achieve optimization and gain new efficiencies quickly in a cost-effective manner.
Technology will play one of the largest roles in shaping the industry of the future.
Manage the network, not the node Real-time visibility and control of operations across national or regional terminal networks under the control of a single operator could transform the landscape of planning, resource management and customer service. In doing so, ocean carriers calling at more than one facility can now have a single view into what’s happening right across the network. The terminal operator can track and adjust resources from facility to facility, based on an accurate overview of vessel arrival and departure times. The network management concept may be challenging to consider on a global scale. But the implications for improved management of vessel schedules – long a thorn in the side for carriers and terminals alike – are enormous.
Focus on total cost of ownership Terminal operators will pay much sharper attention to their equipment and systems spend, looking at the ROI for total cost of ownership (TCO) versus just the up-front investment. The desire to drastically reduce the cost and time expended on customizing software will see configurable, open and scalable systems become the de facto standard for most standard business processes. 84 P o rt t e c h n o l o g y I n t e r n at I o n a l
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Navis SPARCS N4 is flexible and easy to reconfigure as needs change.
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TERMINAL LOGISTICS
Web-based TOS mean that terminal operators can share information and communicate with shippers, customs, truckers and other members of the supply chain.
In the immediate future, operators seizing the chance to give shipping lines enhanced visibility across networks, rather than just at a single node, should certainly gain a competitive advantage. New TOS systems that allow for this could also help operators centralize back-office administration and other higher level functions, as an internal service to the business. Rather than having to deploy staff at each facility, adoption of the multi-site single-server (MSSS) model could allow the creation of regional or even global centers of expertise for highly skilled functions such as vessel planning, as well as administrative and customer service functions. And, all of this can be integrated in real-time with individual terminal operations.
Empower customers and communities The proliferation of the Internet, developments in wireless and satellite connectivity and rapid advances in mobile devices are dramatically changing the global communication landscape. Fast and seamless access to large amounts of data is becoming the new norm. This trend toward 24/7 self-service information will only accelerate over the new decade. Terminal operators can reap significant business advantages by incorporating this new reality into their business processes. Closer integration of terminals into the whole supply chain has long been seen as a holy grail for the industry and its customers. Terminal operators now have a chance to adopt the ‘Google model’ and offer their web-based TOS as a tool for shippers, agents, shipping lines, truckers, customs and others to share information, manage processes and communicate. The cost implications are
minimal – in fact, getting customers to enter the data will yield savings. Meanwhile, the chance to build customer loyalty and facilitate better community-wide interaction is significant.
From information to intelligence The terminal business generates a huge amount of data. But without analysis, it’s just a lot of information. Business Intelligence (BI) tools will become more widely used to provide a highlevel overview of what’s going on right across the business – from operations to human resource management to equipment procurement and maintenance. Better knowledge will allow operators to identify and address sub-optimal processes. Associated business tools will give greater insight into the true profitability of individual clients and jobs.
Mind your assets In this equipment-intensive business, the ability to make operational fleets more productive across the board – from quay cranes to yard hostlers – will be a major differentiator. Technologies such as radio frequency identification (RFID), optical character recognition (OCR), real-time locating systems (RTLS) and position detection systems (PDS) will increasingly be used to provide real-time data streams on asset identity, location and performance. Integrated equipment control systems within the TOS will then deploy high-level algorithms to optimize asset allocation across the gate, yard and quay operation, reducing empty running, idle time and wear and tear. The ability to maintain a realtime inventory overview gives the industry a key to handling P o rt t e c h n o l o g y I n t e r n at I o n a l
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more business with existing assets – or reducing the amount of equipment needed to manage existing workloads. Remote monitoring technologies will also support the industry to improve the environmental and energy performance of its equipment, with real-time tracking of operational parameters such as fuel consumption, oil usage and running temperature.
Manage the exceptions, not the norm Empowering people to manage processes rather than simply manipulating data will be another hallmark of the coming decade. Supported by new automated business tools, the shift away from transaction management to exception management will continue. It won’t be viable to manage the 12 million TEU terminal of the future any other way.
The robots are coming Ever since the launch of the world’s first automated terminal in 1993, the industry has been fascinated and skeptical about the prospects for robotized container handling. Until very recently, automated container handling was the province of the pioneering few with deep pockets to fund big in-house development and implementation teams. But like IT before it, the robotics industry is maturing. Growing experience (and competition) within the commercial sector is driving down hardware and software costs and the terminal industry is now able to draw a growing skills base within its third party suppliers. The decision to robotize is still a major one and some high profile projects were put on hold in the wake of the global economic crisis. But the genie is out of the bottle. The consistency, reliability, labor and fuel savings and environmental benefits offered by automated facilities will ensure the future of robotic technology.
David meets Goliath: IT levels the playing field The final word goes to the small terminal operator. Lower volume operations make up a significant percentage of the global terminal industry, especially in emerging and niche regional markets. Historically, it has been difficult for these companies to fund the total cost of ownership and IT expertise associated with modern terminal systems. They are therefore at a competitive disadvantage compared to larger counterparts with the means to support a modern TOS. Beginning in 2010 and extending into the future, new TOS systems designed specifically for the small terminal operator will aim to level the IT playing field. ABOUT THE AUTHOR
Technology will drive the efficient and streamlined operations of the future.
By providing access to many of the same software tools and features that have allowed larger facilities worldwide to expand, new systems for smaller terminals will therefore help lay the foundation for the future growth of the industry as a whole.
Realizing the upside of a downturn These technology trends, some of which are an evolution of the industry since its inception more than 20 years ago and some spurred from the global economic crisis, are leading marine terminal operators down a rapidly changing road. While a concrete picture of where marine terminal operations is headed is impossible, technology will likely be a leading driver toward defining a more efficient, productive and streamlined future of the industry.
Zebra Enterprise Solutions will host their biennial Solutions World user conference from September 26 – 29, 2010 at the Palace Hotel in San Francisco. Based on the theme, Your Future Delivered Today, Zebra Enterprise Solutions will discuss many of the same issues presented above, in much more detail, with the leaders in marine terminal operations from around the world. For more information, visit www.zebra.com/solutionsworld.
ABOUT THE COMPANY
ENQUIRIES
Richard Harrison is the Managing Director, Marine
Zebra Enterprise Solutions, a division of Zebra
Zebra Enterprise Solutions
for Zebra Enterprise Solutions and oversees all sales
Technologies Corporation, extends Zebra's reach
1000 Broadway, Suite 150
and product development for the Zebra Enterprise
beyond passive RFID by employing state-of-the-
Oakland
Solutions maritime solutions. Prior to joining Navis,
art software and hardware solutions to locate,
CA 94607
now Zebra Enteprise Solutions, Richard was the
track, manage, and optimize high-value assets,
USA
General Manager for Container Operations at
equipment and people across the world’s largest
Hutchison Ports UK Ltd., and so brings more than
supply chains. Whether tracking containers through
Tel: +1 (510) 267 5139
20 years of container terminal knowledge and
a port, optimizing parts for manufacturing, or
Fax: +1 (510) 267 5100
operational experience to Navis. In addition to
managing ground support equipment at an airport,
Web: www.zebra.com/zes
having specific responsibility for the construction
the real-time asset management solutions from
and operation of Port of Felixstowe and Thamesport,
the combination of Navis, WhereNet, proveo,
Harrison also brings deep experience with other cargo
and Multispectral Solutions provide improved
handling methods including break bulk, bulk, roll on
visibility and velocity to gain measurable business
roll off, oil chemicals, general cargo and intermodal
improvements.
Rail Freight.
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25/08/2010 10:19:56
TERMINAL LOGISTICS
Improving security through focused collaboration Coordination among terminal operators and first responders advances security measures Page Siplon, Executive Director, Georgia Center of Innovation for Logistics, Savannah, GA, USA
“Coming together is a beginning; Keeping together is progress; Working together is success.” Henry Ford
Henry Ford, a famous American and founder of the Ford Motor Company in Detroit Michigan, in 1903 said: “Coming together is a beginning; keeping together is progress; working together is success”. This statement still rings true in the 21st century and certainly applies to the monumental task of securing our nation’s ports and its cargo against attacks and threats of any kind. The port community in Savannah, Georgia provides one example of how working together can improve the ability to identify common threats and the interoperability of communication to respond to those threats. By creating a
collaborative environment for sharing secure sensitive information, the port is advancing a comprehensive and coordinated response to risk mitigation.
Coming together is a beginning At its inception, the Center of Innovation for Logistics (COI) focused on maritime-related logistics concerns and began a close collaborative partnership with the Georgia Ports Authority (GPA), which continues today. This partnership has since grown and, while it still includes a strong maritime base of activity, now also incorporates a broader perspective on the ecosystem we often refer to as a supply-chain or logistics. This growth is important because while the volume of containerized cargo flowing across the docks in Savannah is growing faster than any other port in the US, the availability, efficiency and reliability of the other stakeholders involved in moving that cargo inland to its ultimate customers is equally important. These stakeholders span the private industry sectors of trucking, 3PLs, forwarders, brokers, and railroads – just to name a few.
The Savannah River Intrusion Network provides 24-hour surveillance of the Savannah River Port area.
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The Georgia COI works to improve logistics through the latest research ad technology.
The Savannah River Security Alliance (SRSA) exists to “educate, share and communicate” topics related to security in Savannah’s port community.
The COI acts as a facilitator in helping to connect ProblemHolders with Problem-Solvers, by leveraging university research and private technology to address the specific challenges faced by the industry. One constant area of focus is the security of cargo and the terminals shipping and receiving it. Specific areas of current exploration related to security that the Center and its industry and research partners are engaged in include: interoperable communications, electronic container security tags, damage recognition, information sharing, and maritime domain awareness. However, with most in the port community facing many of the same security challenges (including regulations and mandates) and deploying similar technologies and systems to meet these demands, it makes sense to try and connect them and create a common network that benefits everyone involved. This is just what the GPA is doing. With funding from the U.S. Department of Homeland Security, GPA issued a request for proposal and successfully selected a team of technology providers to begin the creation of the ‘Savannah River Intrusion Network’. The concept for the network is to provide a sensorbased system that provides 24/7 visual coverage of the Savannah River Port area. The primary effort of the Network initially is to detect, identify, evaluate and watch all the river traffic within the area 24 hours a day, through a strategically located network of both fixed and PTZ cameras. GPA is building a network of cameras, radar and other systems able to track ships on the river with video feeds that can be shared amongst other port users, including enforcement agencies and first responders. While it took the leadership of the GPA to drive this idea forward, this innovative concept would not be realized without the collaboration and cooperation of the others in the port community, both public and private.
The purpose of the SRSA is to provide a protected and private forum for sharing best practices, as well as opportunities regarding the improvement of the security of the Port of Savannah. Simply, the SRSA exists to “educate, share and communicate” topics and activity related to security in Savannah’s port community. Because of the increasing prevalence of technology in security solutions, the SRSA also affords members the opportunity to stay abreast of the latest in technology advancements related to security and efficient port operations. The SRSA coordinates periodic training classes from DHS and other agencies, and is working with the USCG to arrange more frequent, and comprehensive port-wide exercises.
Keeping together is progress
Working together is success
Security-related issues occur daily, and require a complementary ‘big-picture’ approach to link together these broader challenges and conversations. To help satisfy this need, the Savannah River Secur ity Alliance (SRSA) was inaugurated under the leadership of the COI for Logistics. The SRSA is an alliance among stakeholders who share the common goal of facilitating the improvement of the overall security of the Port of Savannah. The SRSA is established as a regional, voluntary, non-compensated alliance, consisting of affiliated government agencies and private businesses with immediate proximity to the Port of Savannah and the Savannah River. It is comprised of waterfront terminal operators, local first responders, state and federal agencies.
The creation of the SRSA also led the Port of Savannah to designate the Center of Innovation for Logistics as the required fiduciary agent for participation in the U.S. Department of Homeland Security’s Port Security Grant Program (PSGP). The PSGP allows designated port areas to compete for funding of projects to meet port-wide risk management objectives that align with national security objects. Qualified public and private entities can then propose specific projects that meet these national and area maritime security objectives. These applications are now all coordinated and managed through the COI’s office. Since 2007, over US$15 million has been allocated to the fiduciary agent for the Port of Savannah through the port security grant program. Projects vary in size, scope and purpose, but by
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SRSA meetings keep members abreast of the latest in technological advancements related to security and efficient port operations.
www.por tt echnol ogy. org
23/08/2010 14:31:23
o
32 5.40' N o 81 6.32' W Fueling logistics competitiveness
The Georgia Center of Innovation for Logistics provides access to R&D and technology leaders, analysis of data and innovation trends, cross-sector connections and collaborations, and a collective industry voice for Georgia’s logistics industry — resulting in increased opportunities for industry growth and success. Georgia is home to North America’s largest single-terminal container operation and one of the world’s busiest cargo and commercial airports. From here, trucks reach more than 80 percent of the United States industrial market within two days. Rail cargo travels along the largest railroad network in the Southeast. It is easy to see why half of the world’s top 100 third-party logistics providers are already located in Georgia.
Discover Georgia, USA, and find the premier location for logistics across sea, air and land. To get your bearings, call 912.966.7867, or visit www.georgialogistics.org.
TERMINAL LOGISTICS
Collaborative initiatives such as the one at Savannah can help attract investment to port projects and developments.
working collaboratively, stakeholders in the Port of Savannah have been able to increase the likelihood of federal investment in port projects and thus enhance security more quickly. Creation of a protected and private consortium within the maritime community has facilitated numerous opportunities to leverage existing communications infrastructure and rapidly enhance the interoperability of communications systems. Advances are also being realized in complete visibility of the entire port leading to a comprehensive common operating picture for successful reaction and response to incidents and threats.
The Georgia COI acts as a fiduciary agent in the U.S. Department of Homeland Security’s Port Security Grant Program (PSGP).
ABOUT THE AUTHOR
Port security measures are even more effective with the participation of members from across the supply chain.
ABOUT THE ORGANISATION
ENQUIRIES
Page Siplon is the Executive
The Center of Innovation for Logistics is fueling
Georgia Center of Innovation for Logistics
Director of the Center of Innovation
Georgia’s logistics competitiveness by connecting
190 Technology Square, Suite 173
for Logistics. He also serves as the
with all logistics sectors to provide a unique
Savannah GA 31407
fiduciary agent for all DHS port
combination of access to technology leaders and
USA
security grants awarded to Georgia.
University R&D, expert analysis of data and trends,
Page is frequently called upon to speak to a range
cross-sector collaboration, and a collective industry
Tel: +1 (912) 966 7867
of global audience types on unique aspects of
voice. The result is increased opportunities for
Fax: +1 (912) 963 2549
innovation and logistics. These include supply
industry growth and success.
Email: logistics@georgiainnovation.org psiplon@georgia.org
chain visibility, security, collaboration, economic development, and strategic planning.
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TERMINAL LOGISTICS
Efficient cargo handling comes from efficient data handling Integrated information systems are shown to enhance the efficiency of terminal operations – and improve turnover Alexander Trotsky, Marketing & Sales Director, SOLVO Ltd., St. Petersburg, Russia
Introduction Since 1986, the worldwide volume of container freight has increased by eight to ten percent annually. The globalization of the world economy, together with manufacturers’ tendency to transfer their production facilities to the Asian and Pacific countries, have been the main factors for the growth of the sea freight industry for the last ten to 15 years. A number of new terminals emerged in Russia and CIS countries, as well as in Eastern Europe. In fact, over the last ten years container terminals in these countries have been developing extensively. For example, in 1999, the First Container Terminal of Saint Petersburg Sea Port, the largest Russian terminal located in the Baltic Sea region, had a handling capacity of 150,000 TEUs per year. Nowadays, the terminal handles more than 1 million TEUs per year, and its capacity is expected to increase to 1.6 million TEUs per year by 2012. During the period of the industry’s extensive growth, most investments were made in infrastructure and reloading equipment. However, when terminals reached freight volumes of about 200,000 to 300,000 TEUs per year, they generally encountered significant difficulties related to the inability to manage customer documentation, let alone to properly organize technological processes at the terminal. As a result, it took longer for the terminals to handle vessels, and there appeared long lines of trailers stretching out for many kilometers, waiting their turn before the terminal gates. It was obvious that by simply investing in equipment only, it was impossible to really improve terminals’ operational efficiency. Instead, comprehensive management systems or terminal operation systems (TOS) were needed, along with the industry’s most advanced information technologies, to resolve the inefficiency problem.
Solvo.CTMS In Russia, the First Container Terminal (Saint Petersburg) has been known as the leader in employing new information technologies in its work. In 1999, FCT’s information department started to develop a proprietary management system to support its business processes at the container terminal. However, they decided to hire a third-party company to provide and deploy a terminal operation control system. After they analyzed the world market for similar systems, FCT decided to contact Russian company SOLVO, who had built up extensive expertise in developing real-time management systems for warehouse terminals and in working with radio equipment. What is more, the company also had experience the products of LXE, a US-based designer of container terminal automation equipment and the world leader in rugged wireless computers and data collection solutions.
Increasing turnover
The first commercial release of the Solvo.CTMS information system produced significant efficiency improvements when introduced at the First Container Terminal (FCT), in February 2001. In the first six months of the year, the terminal’s freight turnover increased by 90 percent compared to the same period in 2000. In general, the system can optimize how containers are distributed and arranged within the terminal operation site, automate the process of container registration by tallymen during the vessel and vehicle unloading stage, and control the loading equipment operations. SOLVO developed the system in association with FCT specialists. According to Alexei Yermolin, FCT Deputy Director for Information Technologies, the system fully paid for itself within six months of its launch, due to the significant enhancement of the terminal’s handling capacity. Since its first release, Solvo.CTMS was positioned on the market as a comprehensive real-time management solution for container terminals, capable of increasing the performance of reloading equipment, optimizing technology operations, and providing the reliable and transparent data handling tools to ensure accurate planning and quick responsiveness to process changes. Planning operations efficiently
Solvo.CTMS is an automated system designed to control technology processes at container terminals and to cut down the costs and time involved in container handling. The system provides accurate and comprehensive information on the terminal operation situation, and allows efficient planning of terminal operations. The system comprises a number of system modules dedicated to a range of tasks, including container site management; vessel, railroad and motor vehicle loading and unloading operations, container positioning, editing terminal topology, and so on. Radio equipment manufactured by leading industry vendors, such as LXE and Cisco, can be smoothly integrated with Solvo.CTMS to collect and transmit operation data. Tracking containers geographically
In 2002, the DGPS navigation module was added to Solvo. CTMS, to automatically track the geographical coordinates of individual containers within the terminal site and to eliminate any loss of containers. In addition, the system was integrated with several onboard positioning systems, such as Konecranes C-Pics, Kalmar Smartrail and Kalmar Smartpath, and is mountable on reloading equipment. The positioning integration module performs the conversion of containers’ geographical coordinates into logical addresses for their storage cells. Before containers can be moved to anywhere, the module checks their addresses with Solvo.CTMS’s database to eliminate any errors in placing the containers at the terminal operation site. P o rt t e c h n o l o g y I n t e r n at I o n a l
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Screenshot of the Solvo.CTMS’s geographical positioning function.
Optimizing operations
The initial version of the system included a feature to calculate the route and distance of reloading equipment movements. The later versions were embedded with an extended function of logical distance calculation to take into account various advanced factors, such as the access difficulty level, the railroad availability, the floor coating quality, and many others. This optimization approach has proved to be highly practical, especially for rapidly developing terminals undergoing an expansion of their operating area, which usually results in disagreement between a formally established routing map and the actual operating configuration of the terminal.
Solvo.DMS After having implemented several projects at automated container terminals with Solvo.CTMS, it became obvious that most seaports need not only a terminal management system, but also a comprehensive information management system capable of automating technology processes, as well as all business processes at the terminal. To meet this market demand, SOLVO offered Solvo.DMS, a new document management system, in 2006. This system was
Automated container reloading
Another distinguishing function of Solvo.CTMS is the module for planning the automated reloading of containers on to railroad freight cars. This function increases the speed of railroad handling several times. It optimizes container placement according to the FIFO by waybill date and platform stuffing, by weight criteria and with regard to the following parameters: • Platform owner • Destination station • Platform technical restrictions • Hazard class compatibility • Weight compatibility Another highly useful optimization tool is the automated cargo planning module. This module can automatically calculate the optimal procedure for loading containers onto a vessel with the minimum number of shifts and movements. 92 P o rt t e c h n o l o g y I n t e r n at I o n a l
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Screenshot of the system’s automated cargo planning module.
www.por tt echnol ogy. org
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Solvo.TOS Container Terminal Operation Systems
Integrated Solution to Automate Your Business in Real Time
007 (812) 60-60-555 sales@solvo.ru www.solvo.ru
TERMINAL LOGISTICS
Diagram of the different components of the SOLVO TOS and their functions.
designed to automate various document handling functions, such as those related to the recording, planning and processing of containers and vehicles at the container terminal. In addition, Solvo.DMS was extended to include an automated billing system capable of controlling and managing billing operations and allowing users to issue invoices to contractors on provided services. Both the systems – Solvo.CTMS and Solvo.DMS – are designed to work together and build up the Solvo.TOS system, a comprehensive integral solution for automating business and technology processes at modern container terminals. Data handling
Architecturally, Solvo.DMS is a host system for Solvo.CTMS. Solvo.DMS performs the planning of container processing and the provision of added services, depending on the customer. All the data needed for carrying out the requested tasks is then sent to the Solvo.CTMS operation management system. Thus, all processes are synced in such a way that Solvo.CTMS runs the technology operations, while Solvo.DMS handles all the relevant data. Solvo.DMS consists of several basic subsystems for different functions, such as: • Planning and control of vessel processing • Planning and control of vehicle and railroad processing • Control of container processing (such as reshipment, weighing, examination, cleanup, etc.) • Automated billing system • Document interchange with external systems via EDI/XML formats. A deployment of Solvo.TOS was first implemented in 2008 at the NovorosLesExport container terminal, located at the Novorossiisky Sea Port, Russia.
New features of the latest TOS In 2010, a new release of the system was issued. Due to the wider spread of data interchange applications in Russian seaports in recent times, the Solvo.TOS now includes an EDIFACT-based module, to cover virtually all document formats based on ABOUT THE AUTHOR
The system allows terminal forwarders to monitor trailer and container movements in real-time when arriving or departing from the terminal.
CODECO, CUSCAR, BAPLIE, and COPRAR transmissions, amongst others. What is more, the billing module has been improved to not only calculate the cost of services and to send invoices to different customers, as well as in different currencies, but also to take into account the special features of the Russian tax legislation and to automatically generate VAT invoices. The system also includes a new web-portal module, which allows terminal forwarders to make time reservations (timeslotting) for trailer arrivals via the Internet, and to monitor trailer and container movements in real-time when they arrive in or depart from the terminal. Currently, SOLVO is carrying out three different projects for its customers to install and deploy Solvo.TOS in Russian seaports. Generally speaking, real-life deployments of the system have demonstrated its high efficiency and significant results, such as: • Reduced time of vessel processing • Reduced time needed to locate cargoes and containers at the terminal • Reduced number of container movements while in storage • Reduced time of vehicle handling • Secure, protected access to container-related information for the terminal’s personnel and for third-party users (e.g. forwarders, agents, etc.) • Contracting agents are able to process and send documents remotely • Ability to control all types of services, to generate bills and send invoices to customers • Provides integrated data interchange tools to communicate to, and generate reports for, container lines and state agencies, such as customs, taxation authorities, etc.
ABOUT THE COMPANY
ENQUIRIES
Alexander Trotsky is the Marketing & Sales Director
Founded in 1995, SOLVO Ltd. is the leading Russian
SOLVO Ltd.
and former Technology Director of SOLVO. Alexander
provider of high-end real-time logistics automation
33A Kolomyazhskiy Pr.
holds an MSc in Mechanical Engineering and a PhD
and control systems for business and technology
Saint-Petersburg
in the design and simulation of spacecraft power
processes at warehouses and container terminals.
197341, Russia
plants from Mozhayskiy Space Engineering Military
SOLVO offers its customers a wide range of services,
Academy. Over the past ten years, he has worked
including system implementation, training, technical
Tel: +7 812 606 0 555
as a system designer on around 20 projects on
support, etc. From 1999, SOLVO implemented
Email: sales@solvo.ru
automating terminals and major warehouses, such
TOS solutions in nine container terminals in Russia,
Web: www.solvo.ru
as Muuga Container Terminal in Tallinn, Estonia, and
Ukraine and Estonia.
the commercial port at Ilchevsk, Ukraine.
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OASIS Optimized, Efficient Intermodal Terminal Management
OASIS Terminal Operating System: • Full Intermodal functionality • Wide-span crane capability • Real-time business intelligence • Integration with GPS/PDS, AGS, and MIV • Hand-held/Vehicle-mounted real-time reporting Whether you are adopting the latest wide-span crane technology, optimizing yard resources, or simply automating operations, RMI’s OASIS solution is the right fit for your intermodal terminal. With unique experience in the rail intermodal market, we understand that a system with the flexibility to work the way you work maximizes the efficiency of your intermodal terminal - and that’s exactly what we have to offer. Contact us today for details.
On-Demand Transportation Management Solutions
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1819 Peachtree Rd NE Suite 303 Atlanta, GA 30309 USA +1 404.355.6734 www.rmiondemand.com
25/08/2010 14:26:02 8/9/2010 4:03:06 PM
TERMINAL LOGISTICS
Making leaps and bounds: a specialized TOS for railroad intermodal operations RMI’s OASIS terminal operating system LEAPs into the future RMI, Atlanta, GA, USA
The millennial generation is rapidly integrating into the workforce, resulting in an influx of system users accustomed to the highly intuitive user interfaces of smart phones and graphical browsers. The bar has therefore been raised for users’ expectations of systems interface design, and if this bar is not met, the burden of training will be increased. The transportation industry is no exception. Logistics providers are looking for the most efficient tools available to give them accurate, real-time results – all in a package that is easy for their entire operation to use. RMI’s OASIS terminal operating system has been meeting this need with rail intermodal operations systems for over two decades. Now, RMI is taking another big step forward in technology and market presence with a product evolution initiative called, appropriately, OASIS LEAP.
A solid base for a cutting-edge design Over time, RMI’s OASIS terminal operating system (TOS) has been continuously enhanced and customized to improve the efficiency and profitability of railroad intermodal business units. The comprehensive system currently manages tactical intermodal operations for more than 15 million lifts and 25 million gate moves a year, at close to 90 intermodal ramps throughout the United States and Canada. Locations in Mexico are on the horizon for 2011. OASIS LEAP (Lightweight Enterprise Application Platform) is an architecture evolution of the OASIS TOS product. It is explicitly designed to provide a lightweight enterprise view into a railroad customer’s intermodal operations. The software represents a quantum jump ahead in technology, functionality, and operational efficiency. The software is built on the established and continually advancing Java Platform Enterprise Edition (Java EE), which offers a browser-centric, feature-rich, real-time user interface.
The new OASIS Leap system offers a distinctive real-time, browser-centric, graphical experience.
The benefits of this are manifold: decreased cost of ownership, enterprise integration flexibility, technical scalability, load balancing, and SaaS delivery. A modern user will feel right at home with the highly intuitive interface, which will also make training easier and faster. The design of OASIS supports multiple concurrent users and real-time asynchronous screen updates, and offers an extremely high user uptime. This comes from the fault tolerant, multiprocess, self-monitoring design – important attributes of a mission critical control system. The software uses state-of-theart algorithms, rule-based decision trees, and real-time business intelligence and analytics for solving the logistical problems that arise in intermodal yards. Since no decision support system can ever fully replace human experience and intuition, OASIS also contains flexible exception-handling features that allow knowledgeable users to redirect the system when required. OASIS covers all the usual functionality necessary in an intermodal TOS: • In- and out-gate processing, • Driver management, • Inventory tracking and assignment, • In-yard move work order management, • Facility configuration, • Inbound train processing, • Outbound load planning, • Capacity management,
BNSF has had positive results after implementing the RMI OASIS terminal operating system at their wide-span crane facility in Seattle, Washington.
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• Equipment repair and maintenance, and • Versatile reporting. www.por tt echnol ogy. org
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TERMINAL LOGISTICS
Optimization and user experience Using unique meta-heuristic optimization processes, OASIS provides simulated animation previews and analytic comparisons to current business processes. The use of rule-based, multi-criteria objectives, with dynamic solution re-factoring, allows OASIS to deliver configurable and capable optimization solutions to critical problems during daily operations. LEAP offers a distinctive real-time, graphical experience within a browser, making drop-down cascading menus and tree structures a thing of the past. The result is a fully portable and comfortable user interface transferred from the workstation monitor to the large LCD touch screen, and out into the terminal to mobile radio frequency or cellular devices.
The LEAP difference RMI’s rail expertise is an added benefit for OASIS customers managing rail intermodal operations.
Moreover, OASIS provides users with unique capabilities. For example, OASIS directs activities at the only production implementation of a rail wide-span crane facility in North America, including real-time business intelligence capabilities with dashboards, alerts, and historical analytics. Furthermore, OASIS offers integration with common technology automation systems through a straightforward interface for Global Positioning System/Position Detection Systems (GPS/PDS), Automated Gate Systems (AGS), and Mobile Inventory Vehicles (MIV) to promote accurate, real-time reporting.
Proven track record of efficiency Terminals operated by OASIS have experienced monetary savings and improved efficiency, currently reducing operating expenses by a total of over US$45,000,000 annually. Recent studies at OASIS-managed facilities found dwell-times reduced by an average of 10 minutes per visit. Other areas have shown benefits that include: • Reduced clerical and supervisory costs • Reduced lift costs • Enhanced yard and gate efficiency • Reduced operating costs • Increased yard and equipment utilization • Greater throughput to handle increased capacity • Fewer errors and improved customer service. ABOUT THE COMPANY
While there are a number of unique characteristics to OASIS, perhaps the most important is RMI’s rail expertise. RMI’s RailConnect and ShipperConnect solutions are currently used by hundreds of railroads and rail equipment owners across North America. North American rail operations typically have extremely complicated loading and blocking rules for trains carrying multiple destination and customer blocks on a wide range of equipment. The OASIS TOS has been designed to manage rail intermodal operations easily, with all of the inherent complexities. RMI users also benefit from the network effect of usage at the vast majority of the larger North American intermodal terminals. The second significant unique quality is RMI’s Software as a Service (SaaS) experience. RMI has been recognized as the leading software-as-a-service provider in the transportation industry. This proven record means that RMI can provide unparalleled customer service at an affordable price, no matter what size the operation.
Summary OASIS LEAP is more than a step ahead in rail intermodal operations solutions – it represents a true leap forward. Although it incorporates all the features that have made OASIS a proven and reliable solution, LEAP does more than layer new features over a legacy core. RMI is dedicated to a complete architectural redesign based upon decades of intermodal TOS implementation experience and unparalleled insight into the fundamental technology needs of this unique market. The result is a true LEAP in functionality and usability that avoids any legacy design constraints and uses state-of-the-art design to deliver a flexible TOS solution that will be best in class for decades to come. ENQUIRIES
RMI is a leading independent provider of Transportation Management Software
RMI
for carriers and shippers. Founded in 1979, RMI is recognized as the most
1819 Peachtree Road, Suite 303
successful Software as a Service (SaaS) provider in the transportation industry with
Atlanta, GA, 30309, USA
an in-depth knowledge of rail operations, intermodal terminal operating systems, and multi-modal transportation management. RMI’s software is used to manage
Main Tel: +1 (404) 355 6734
rail and intermodal operations, signal and communications maintenance, and
Sales & Marketing Tel: +1 (404) 443 4626
end-to-end multi-modal planning and execution for shippers and 3PLs. RMI is a
Email: sales@rmiondemand.com
portfolio company of The Carlyle Group and is based in Atlanta.
Web: www.rmiondemand.com
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DRY BULK & SPECIALIST CARGO HANDLING Section sponsored by:
“Even today, coal is one of the most important energy sources in the world, satisfying 45% of the energy requirements of Asia, and more than 50% of a number of other countries including China and India.” Feeding global demand: a new Landmark in coal handling, page 103. 98 P o rt t e c h n o l o g y I n t e r n at I o n a l
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www.port t echnol ogy. org
23/08/2010 17:46:28
Your grain is valuable. Protect it. Grain feeds the world. That’s why every single kernel must be transported carefully and properly stored. For decades we have been the market leader in the grain handling industry. Anywhere in the world where grain, oil seeds, or derivatives must be efficiently loaded and unloaded, carefully transported, or properly stored, Bühler’s solutions are in demand. We plan, develop, build, and maintain both individual components as well as entire systems for you. No matter where you are in the world.
Bühler AG, Grain Handling, CH-9240 Uzwil, Switzerland, T +41 71 955 11 11, F +41 71 955 39 49 gh.buz@buhlergroup.com, www.buhlergroup.com
The solution behind the solution.
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DRY BULK AND SPECIALIST CARGO HANDLING
Bridging the gap between the mine and the power station A new joint venture in Indonesia is making innovations in floating crane design, and enhancing operations at offshore floating terminals Swire CTM Bulk Logistics, Monaco Indonesia, the world’s largest steam coal exporter, with annual steam coal exports up to the 170 million tons mark, of course benefits from its ideal geographical position close to its principal consumer markets. The freight advantages arising from there are obvious. Indonesia’s rise to this dominant position has been achieved over a rather short time frame, as it only really started exporting steam coal in 1990 when it shipped some five million tons.
However, in the offshore dry-bulk logistics arena and its floating terminals and cranes, there are – surprisingly enough – not many technical innovations in sight that aim to diminish this gap. Competence, skill optimization, extensive operational experience and a proven track record or system are, and remain for all participants, the fundamental ingredients for a smooth and reliable operation year after year.
The necessity of offshore floating terminals
Bridging the loading speed gap
The rapid rise in exports has not been matched by an equally fast expansion in port infrastructure and still today coalmines in Indonesia, unlike their primary competitors in nearby Australia, predominantly rely on offshore floating terminals or geared tonnage. The geographical spread of the mines, and the need to have loading systems in place relatively quickly, played a role in this. Offshore floating terminals require a short lead-time, are flexible and have a low capital cost. One of the principal drawbacks with floating terminals lies in their slower load rates, when compared to their onshore cousins. Indonesia is home to some 50 offshore floating terminals, and it is estimated that as much as 120 million tons of coal are handled annually by such terminals in the country. Improving the loading speed will therefore contribute significantly to the competitiveness of its exported coal, and lead to further efficiencies in the logistics chain.
One company active in the offshore terminal field that has been looking at how to bridge this loading speed gap, amongst other innovations, is the joint venture company PT Mitra Swire CTM (MSC). MSC commenced operating its new building offshore floating crane, the Princess Abby, at the end of 2008 under an offshore logistics contract with mining company PT Berau. The innovative design has proved its worth in the meantime, having achieved a highest NET daily loading rate of 29,000 tons, and a best daily average loading rate of 27,600 tons. There are very few single floating cranes around that can boast a similar daily rate while operating in open sea conditions. MSC aims to be a fully integrated logistics supplier of dry bulk material, from mine to end-user, including ocean transportation. The company offers clients the opportunity to deal with only one
The design of the Princess Chloe floating crane, which will be delivered later this year.
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partner, thus optimizing the flow of raw materials through cost effective solutions. Without the trouble of having to interact with many different organisations, the gap between mine and power station is bridged further still. MSC has always strived for improvement in the performance of its systems. To achieve this goal, they have established close working relationships with Logmarin Advisors; leading bulk material handling facilities designers and manufacturers Liebherr, Bedeschi, Peiner SMAG, associated marine engineering company Interprogetti, and the Italian classification society RINA (an IACS member). The aforementioned Princess Abby – designed by Logmarin Advisors, Interprogetti and equipped with a Liebherr crane – is proof of the success of MSC’s strategy, and demonstrates the company’s ability in achieving its goals.
Innovative floating crane design Building on the success of the Princess Abby, MSC has ordered a new floating crane for delivery later in 2010, to be named Princess Chloe, and has also entered into a another offshore logistics contract with PT Berau. This latest new building, using the experience gained with the Princess Abby and taking into account customer requirements, is conceived for open-water operation and equipped with combined ‘Roll Damping Systems’ for pontoon rolling motions attenuation (amplitude, period and acceleration). This innovative floating crane concept, designed by Logmarin Advisors, is less sensitive to adverse weather conditions, compared with the standard floating cranes. With a daily designed loading rate of 50,000 tons, the Princess Chloe is capable of loading over 800,000 tons of coal per month. The environmentally friendly coal transfer operation will be carried out at a daily average rate exceeding 40,000 tons. The telescopic ship-loader (conceived by Bedeschi and Logmarin), equipped with a distribution chute, means that loading operations are carried out smoothly and efficiently, even when loading coal with a high stowage factor. The efficiency of this coal handling facility will enable PT Berau to maximize the vessel’s cargo-carrying capacity (thus, for instance, avoiding broken space in the vessel’s holds), minimize the vessel loading time and thus reduce transportation costs significantly. The Princess Chloe has significant competitive advantages over existing offshore floating transfer units. Furthermore, the Princess Chloe is designed to be capable of carrying out loading operations on both sides of the Ocean Going Vessel (OGV), for better management of operations in adverse weather conditions. Last but not least, in addition to the spare parts recommended by Class, the Princess Chloe will be provided with a suitable number of additional spares to enhance operational efficiency, and has been designed with redundancy built in, so as to give further assurance of smooth operation. In summary, the main common characteristics of the system are: • Indonesian Flag
• Brand new equipment • Key components supplied by renowned suppliers such as Liebherr, Peiner Smag, Caterpillar, Bedeschi. • Capable of performing the transhipment of coal into OGVs from the coal barges off Muara Pantai, East Kalimantan, Indonesia. • Designed for offshore transhipment operation in accordance with Class requirements. The Princess Chloe (including its hull, machinery and equipment) will be constructed and registered in accordance with the rules and regulations of RINA classification society, and classed Lloyds 100A1 or equivalent. • The coal handling equipment designed under MSC and Logmarin specifications are manufactured in compliance with the highest classifications for heavy-duty work in open-water conditions. • The crane(s) incorporate specific features for open-water conditions. These design features all ensure high turnover, efficient and effortless operation, as well as smooth and wider life-cycle times. • Double independent electrical generator sets (one set on duty, one stand-by or maintenance to ensure 24-hour, non-stop operation) i.e. built-in redundancy. • Availability of automatic sampling, belt scale and metal detector in accordance to the latest standards. • Complies with Indonesian laws and regulations and specific customer requirements. • Operates in accordance with ISPS and ISM code.
Protecting the environment Protection of the environment is an integral part of the MSC’s business philosophy. MSC require that their staff at sea and ashore carry out their duties giving environmental concerns the highest possible priority. For this reason, the following devices have been built in to ensure environmentally friendly coal transhipment operations: • Water spray system to minimise dust emission • Spill plates to avoid and minimise coal spillage • Fully enclosed conveyor system and coal transfer points to avoid wind-generated dust • Sewage system to treat dirty water • The diesel engine for power supply has been designed in accordance with the latest standards to reduce emission. The floating crane Princess Chloe is under construction at Keppel Subic Shipyard, Philippines, under the supervision of Logmarin Advisors. She will be delivered from the yard later this year. Amongst other shipbuilding, conversion and repair projects, Keppel Subic yard has built the transhipment units Bulk Pioneer, FC Nicholas, Princess Abby, Zeus and Princess Rachel.
ABOUT THE COMPANIES
ENQUIRIES
PT Mitra Swire CTM (MSC) is an Indonesian joint
MBSS operates a fleet of 90 sets of tug and
venture between PT Mitra Bahtera Segarasejati and
barges ranging from 4,000 to 11,000 deadweight
Swire CTM Bulk Logistics. With an expanding fleet,
capacity, four offshore transhipment units (including
daily throughput capability is expected to exceed
the Princess Abby) with a further two under
200,000 tons in the future. MSC’s network is spread
implementation (including the Princess Chloe).
over five continents, with the Hong Kong, Singapore,
Swire CTM Bulk Logistics (SCBL) is a 50-50 joint
Jakarta and the Monte Carlo offices of the joint venture
venture between the China Navigation Company
partners co-ordinating, supervising and managing the
Limited (CNCo), part of the Swire Group (a multi-
logistics projects implementations from inception.
national, multi-disciplined commercial group with
PT Mitra Bahtera Segarasejati (MBSS) entered
over 130 years of experience in shipping), and C
the Indonesian logistics market in 1993. Today,
Transport Maritime (CTM), part of the Drylog Group.
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Web: www.mbss.co.id (PT Mitra Bahtera Segarasejati) www.swirectmbl.com (Swire CTM Bulk Logistics)
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24/08/2010 13:43:38
DRY BULK AND SPECIALIST CARGO HANDLING
Feeding global demand: a new Landmark in coal handling Pietro de Michieli, Managing Director – Projects and Sales, Bedeschi S.p.A, Limena, Italy
Bulk Logistic Landmark Bulk Logistic Landmark (BLL) is the strategic business alliance of partner companies Bedeschi, Liebherr and Logmarin. BLL aims to profit from the synergies, individual strengths and networks of each of the three partner companies to provide dependable, integrated, cost effective software and hardware, and eco-friendly solutions to the dry-bulk supply chain. Family-owned since its foundation in 1908, Bedeschi is a leader in machinery and services for the bulk materials handling and minerals sector, focusing on the handling of ‘difficult materials’ such as sticky coal or clay, from iron ore to other minerals. Liebherr is also a historic family company, reputed for its fast handling, reliability and superior technology. As the leading maritime cranes supplier, Liebherr provides tailor-made solutions for operations on any vessel, quayside, barge, transshipper; whether handling containers, bulk cargoes, pallets or heavy lifts. Last but not least, Genoese Logmarin Advisors specializes in shipping and maritime logistics, and is part of RINA (Italian Classification Society and IACS member) and leading shipbroker Banchero Costa. Logmarin provides an integrated and
comprehensive consultation and advisory service, delivering value to industry and the waterborne supply chain. What follows is a short overview of recent coal handling projects BLL and Bedeschi have undertaken.
Coal unloading at Toros terminal, Turkey The first challenge for the BLL alliance was work on the new unloading facilities at the multipurpose Toros terminal, Turkey. Two Liebherr grab cranes were installed and connected to a Bedeschi conveyor system. A 60m3 hopper, with a reversible dosing feeder and another conveyor to the storage area was also designed, and is now in operation. On one side, 900t/h of coal may be discharged to trucks by means of a hydraulically adjustable chute. On the other side, various types of fertilizers may be stored in the existing building. The Bedeschi Group specializes in the design and manufacture of machinery for handling and processing clay for the brick and roof tile industry, as well as for processing bulk solids such as clay, limestone, shale, coal, gypsum, fertilizers and others for several applications.
Liebherr cranes and Bedeschi hoppers with reversible conveyors in action at Toros terminal.
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Bedeschi coal transhipper machinery in action for Zeus Indonesia.
Even today, coal is one of the most important energy sources in the world, second only to oil as an energy resource. Since it is found throughout the world, coal satisfies nearly 45 percent of the energy requirements of Asia, and more than 50 percent of a number of other countries, including China and India. The huge surge in demand for energy in recent years has lead to an increase in coal’s share of the total energy requirement worldwide. The application of modern technology to smoke treatment has greatly reduced the environmental impact of coal power plants, which nowadays can be comparable to other types of thermo-electrical power plants. Today, the bulk materials handling market requires more efficient and economical methods of transporting and storing coal.
The two STK 31/1400 linear stackers delivered to the project.
in order to develop the operating software program. This software automatically adjusts the quantities of low-BTU coal and high-BTU coal to maintain an optimized heat value within a desired range. The ability to change the blend of low-BTU coal and high-BTU coal will allow the Dominion Energy boilers to operate at a very high efficiency level and also maintain acceptable emission levels. Dominion Energy has also made savings by eliminating the need for expensive multiple coal bunkers and the required extraction feeders that would need to be installed beneath them. Coal silos will still be utilized, however, to ‘fine tune’ the coal blend as it is conveyed directly from the storage piles.
Coal Handling at the Virginia City Hybrid Energy Center, USA Bedeschi America Inc., the US arm of the company, is providing the design, engineering and complete supply of equipment to the development of Virginia City Hybrid Energy Center, a new clean-coal power station operated by Dominion Energy. The contract includes the supply of all electrical and control systems for two STK 31/1400 linear stackers, and two PAL P 22+12 portal reclaimers for coal handling at the power station. The stackers are designed for 950stons/hour and the reclaimers are designed for 855/stons/hour. What makes this project unique is that Dominion Energy will be blending low-BTU coal with high-BTU coal on the field belt conveyor, which will be fed by the Bedeschi reclaimers. This method of blending required the engineers of Bedeschi, Dominion Energy and their consulting engineers Power Engineers, and the Shaw Group to work in close conjunction, ABOUT THE AUTHOR
One of the two PAL P 22+12 portal reclaimers Bedeschi supplied to the Dominion Energy project.
ABOUT THE COMPANY
ENQUIRIES
Pietro de Michieli is Managing Director of Projects
Bedeschi S.p.A. has been a family-owned business
Bedeschi S.p.A.
and Sales at Bedeschi SpA. Pietro graduated with a
since it was founded in 1908. The company is the
Via Praimbole 38
Ph.D in Electrical Engineering in 1992, and has wide
leading supplier of machinery and services to bulk
I-35010, Limena (PD)
experience of working with bulk handling solutions
material handling and minerals industries, and focuses
Italy
for different materials and industries.
on handling difficult materials from sticky coal or clay to dry and wearing, iron ore and minerals.
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Tel: +39 049 7663100 Email: sales@bedeschi.it
Fax: +39 049 8848006 Web: www.bedeschi.it
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· Dust free loading solutions · Clean environment and working safety in one product
Chutes for loading any dry bulk material into tanker trucks, open trucks, rail wagons, ships and for stock piling. Loading chutes both with and without integrated filter. Full ATEX-approval.
Cimbria Bulk Equipment A/S Drejervej 10 DK-7451 Sunds Denmark Tel: Fax:
+45 72 42 24 00 +45 72 42 24 99
E-mail: cbe@cimbria.com www.cimbria.com
th ry 30 ersa n iv An
17 – 19 October 2010 Amsterdam RAI Conference Centre, Amsterdam, The Netherlands 30 years on and the world’s leading coal conference continues to attract the who’s who in coal from around the globe. For the 29th conference in London last October there were more than 1400 participants from 66 countries.
b Why attend the 30th COALTRANS WORLD COAL CONFERENCE – AMSTERDAM?
• • • • •
Meet with the industry’s key decision makers under one roof Hear from a faculty of over 40 leading international experts on what the future holds for coal with a gain in marketing sites Win new business Consolidate existing relationships Visit a diverse range of companies in the exhibition COALTRANS 30TH ANNIVERSARY AWARDS DINNER – Monday 18 October - Beurs van Berlage
The Coaltrans Awards Dinner has been designed to recognize individuals and companies who have contributed to the sustainable development of the coal industry over the last 30 years. Attendance is complimentary for delegates and their partners. To guarantee your place, visit www.coaltrans.com/Amsterdam
For more information or to register please go to
www.coaltrans.com/amsterdam Amsterdam-FP-Ad.indd 1
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Coal handling at the Port of Seward improves after ship loader conveyor upgrade Andy Marti, Global Marketing Communications Supervisor, Martin Engineering; & Lee Buchsbaum, Independent Coal Industry Journalist The Port of Seward has completed a conveyor system upgrade for its coal handling operations that has increased throughput by an estimated 20 percent, allowing Alaska’s largest coal producer to better compete for international customers. By installing the new EVO™ Conveyor Load Zone from Martin Engineering, the terminal has increased the average load rate for the entire ship-loading process from 700 mt/h to 858 mt/h. The terminal has gone from an absolute maximum of 18,000 mt/d with dry coal and optimal loading conditions, to more than 20,000 mt/d on average – including operations in poor weather and less than ideal operating conditions. With throughput increased, ship-loading times are being reduced, driving down costs and making the exported coal more affordable to overseas customers. “Basically, we should be able to knock one day off our loading time for each ship,” observed Steve Denton, VP of Business Development for Usibelli Coal Mines (UCM). “Over the course of a million tons per year, that’s a major savings for our customers, as they’ll be able to enjoy better FOB prices. It also saves us tremendously on the cost of ship
demurrage, which helps us to pay for the cost of the conveyor investment,” Denton said. The Port of Seward: a critical link
Since 1985, the Port of Seward has shipped over 16 million metric tons (mmt) of coal, all of it originating at the Usibelli mine 400 miles to the north, which currently exports more than 45 percent of its annual production. UCM and its affiliate Aurora Energy Services, LLC (AES), operator of the Seward coal terminal, have no doubt that the port plays a key role in their future. As one of Alaska’s few year-round ice-free harbours, Seward is also the southern terminus of the state-owned Alaska Railroad. It offers terminal facilities – owned by the railroad and operated by AES – with the ship-loading resources to feed the expanding international export market. A major obstacle to expansion was the port facility’s aging infrastructure, which had seen few improvements prior to 1999. Upgrades began that year when Alaska Railroad purchased the terminal, but despite best efforts, by 2008 the facility had become a logistical bottleneck, and with its occasional dust clouds, also a source of complaint.
With the new conveyor Load Zone from Martin Engineering, the terminal has increased the average load rate for the entire ship-loading process from 700 mt/h to 858 mt/h.
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The issues One of the issues was the ship-loader itself. With a view to expanding Usibelli’s export market-share, AES began taking steps to increase throughput at the Port facility, but initial efforts to reach 2,000 mt/h proved almost entirely unsuccessful. “Working with what we had, we could only reach 600-700 mt/h,” said AES Terminal General Foreman Vic Stoltz. “We made some improvements and got up to a steady run rate of 750 mt/h. But as we did, there were still some major issues with coal backing up in the chute.” Even as some gains were realized, AES found that with higher-speed operation, dust became an increasing problem. Constructed in a less environmentally-sensitive era, the shiploader design was not adequate to contain fugitive material, allowing airborne coal dust to generate negative attention and threaten community relations.
Combining solutions The need to increase throughput capacity at Seward while protecting the region’s air quality and natural splendour led AES to investigate new conveyor technology from Martin Engineering. AES first sent bucket-sized samples of the typical conveyed material to Martin’s R&D centre in Illinois. After testing the coal to determine its flow properties, the company’s specialists used Discrete Element Method modelling to design a chute capable of properly handling the coal. “When we got back the computer models, we saw that we were able to pass 1500 mt/h and still control dust, all while keeping within our capital budget,” said Stoltz. A few months later, Martin Engineering followed up with an environmental audit while AES was loading a ship, suggesting improvements to the process. AES decided to implement several significant modifications, including a new EVO-equipped shiploading chute. “We knew that we had to do something about the environmental and production issues that were being caused by this one chute,” said Stoltz. “When our management realized that we could increase throughput, increase safety and reduce our environmental impact all at once, they were completely in favour of implementing the suggested upgrades.”
A new conveyor architecture The new transfer point makes use of Martin ® Inertial Flow™ Transfer Technology, and the entire chute is custom-engineered and modelled in 3-D to provide the optimum design for the material and flow rate required. The ‘hood’ controls the flow of material from the discharging conveyor, maintaining a coherent material stream and minimizing induced air. A smooth loading chute (spoon) places the stream of coal onto the ship-loader’s
boom conveyor at the proper speed and angle with minimal impact, reducing material degradation, belt abrasion and the expulsion of airborne dust. By controlling the flow of material, this engineered transfer chute helps eliminate blockages, shape the load and contain fugitive material. Martin Engineering supplied other redesigned components to contain material and improve serviceability. Belt support cradles were installed under the drop chute to absorb impact and stabilize the belt line and prevent spillage. AES also mounted EVO External Wearliner on the load zone’s existing skirtboard for improved sealing. Because it is attached from the outside, it is easier to install, inspect and adjust than conventional seals, without requiring confined space entry. Pre-engineered modular chute wall sections simplify the design and construction of the transfer point stilling zone to manage airflow and control dust. At the exit end of the load zone structure, dust curtains act as baffles to slow air movement and allow airborne dust to settle back onto the conveyor. Designed to adapt to the unique needs of this specific facility, the EVO conveyor structure has made the new transfer point easy to install. Martin shipped everything to Seward by container, with all components organized, numbered and labelled. “We were able to easily figure out where everything needed to go,” said Stoltz. Developed to connect simply and quickly to an existing structure, the EVO Load Zone took only five days to install and put into service.
Results The first thing the AES crew noticed was an improved material load rate. During the initial shakedown run, operators noted the conveyor’s weighing scale pegged at 100 percent, but the belt didn’t shut down. The old system peaked at 1000 mt/h (including ship and hatch moves), but with new components in place, the system hits peaks of 1500 mt/h. As the AES crews have grown familiar with the new equipment, they are loading even faster. “Loading at the maximum run-rate is a whole new ballgame for our operators,” Stoltz added. “We don’t have slowdowns due to the chute clogging up, which previously was a constant battle.” Immediately after the first ship was loaded, UCM went through the numbers in the vessel’s Statement-of-Fact. Excluding crew time, the company found that the loading rate with the EVO System was 21,000 mt/d, a record for the terminal and a significant accomplishment. Equally important, following the system’s initial run, the ship loading area was virtually free of fugitive material and dust buildup, allowing AES crews to reduce their cleanup time from days to just hours. “After the first boat, all we needed was a dustbin,” said Stoltz. “The clean-up time has been reduced by over 40 manhours per shipload.” The company reports that the recent chute upgrades have virtually eliminated spillage and dust issues.
Reducing risk
To improve flow and reduce the escape of dust and spillage, Aurora Energy Services authorized improvements to the ship loader’s boom conveyor.
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To AES, the environmental and worker safety benefits of Martin Engineering’s upgrades have been just as important as the production advantages. “Faster loading times help manage our risk, from both the environmental and the safety perspective,” commented Bartly Coiley, AES Manager of Environmental Affairs. “Poor weather conditions can and will conspire to generate more dust, so from an environmental standpoint, the faster you’re able to load, the less risk you have that weather conditions will impact your loading cycle,” said Coiley. “The longer it takes to load a ship, the greater the chances of creating dust.” Service is critical to a conveyor’s reliability, and therefore a key to productivity. Situated 90 feet above the waters of Resurrection Bay, the ship loading area is a very demanding environment for www.por tt echnol ogy. org
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maintenance personnel, but the EVO load zone is designed for ease of service and maintenance. With most components externally mounted, workers can remove and service most of the system from outside the conveyor structure, without having to access confined spaces. “There are fewer safety risks,” said Stoltz. “The access is really easy, and there are only a couple of occasional adjustments the operator needs to make.” “Martin Engineering has gone way beyond what they had to do, making sure we were more than satisfied,” Stoltz concluded. “When we first fired up the belts, the systems performed just as they predicted. Better, in fact. With these upgrades, we’re earning our money back every time we start the system up.”
Improved loading is key to future growth Having an outlet to the ocean is vital for Usibelli. Not only is the export market consuming virtually half of what the mine currently produces, the Port of Seward is the mine’s growth gateway to the future. “Overseas, the market is virtually limitless, and there are signs that Alaska is being recognized as an international supplier,” said Denton. Usibelli coal is sought primarily for its ultra-low sulphur content. “Alaska has a vast, virtually untapped coal resource,” he explained. “We’re stable and despite our winters, we don’t have the horrendous weather issues that some mines have faced. Our customers see that we have large reserves, that we’re a stable company and that we’re able to ship predictably.” And now they can move ships in and out of port even faster. “The work that Martin Engineering did eliminated a chronic bottleneck for us. There were many things we were doing to increase our throughput, but it was impossible to realize the full benefits until we cleaned up our loading operation with the installation of the new EVO hood and spoon transfer chute.”
Clean coal-handling technology The improved coal handling system is helping the Seward Coal Terminal prepare for further growth. The new conveyor load zone on the terminal’s ship-loader has eliminated most environmental issues, which has been good for the public image of coal in a town that sees a plethora of tourists each year. “Because our location is right next to the cruise ship dock, our facility is almost a tourist attraction in and of itself,” according to Stoltz. “We get lots of questions about coal. Folks tell us that they always thought coal handling was a big mess, but now they can see it doesn’t have to be that way. After installing the EVO System, the cruise ship passengers don’t see any dust and even the ship crews couldn’t tell coal was being loaded.” ABOUT THE COMPANY Martin Engineering is the leading global supplier of systems to make the handling of bulk materials cleaner, safer, and more productive. Since being founded in 1944, the company has grown dramatically through the development of solutions to help the solids-handling industries around the world.
ENQUIRIES Martin Engineering USA One Martin Place Neponset, IL 61345 USA Tel: +1 (309) 852 2384
Toll-free: +1 (800) 544 2947
Fax: +1 (800) 814-1553
Email: info@martin-eng.com
Web: www.martin-eng.com
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The floating solution: offshore transshipment stations for loading coal Coeclerici Logistics’ floating transfer stations are reinforcing the operations of major Indonesian coal producers Capt. Giordano Scotto d’Aniello, Head of Commercial Department, Coeclerici Logistics, Milan, Italy Indonesian coal production has increased in recent years, currently making the country the world’s largest exporter of thermal coal and the third largest exporter of steaming coal. Demand is expected to be increased further by domestic power plants. Coal for power generation accounts for more than 60 percent of Indonesia’s total coal consumption, and Indonesian major coal producers are all forecast to produce more coal this year, according to reports from Reuters. Worldwide demand for power is growing: Indonesia, India, China, South Africa, Vietnam are examples of countries whose power consumption is expected to grow rapidly. Indonesian company PT Berau Coal, the fifth largest coal exporter in the country, is planning to significantly increase its coal production. Established in 1983, PT Berau Coal has its production site in the Berau area, East Kalimantan, within the concession awarded to the company by the Government of Indonesia. The concession area covers approximately 1,200 square kilometers, and production is divided into three main areas (Lati, Binungan and Sanbarata), while exploration in the Kelai and Punan areas is still progressing.
The total coal production, apart from the portion dedicated to the internal consumption, is commercialized and exported to countries such as Chile, China, India and Japan, just to name a few. Berau plans to boost its coal production passing from the current annual volume of 15 million tons up to 30 million tons, over the course of around five years from mid-2011. In order to support and guarantee the future expansion of its annual throughput, PT Berau Coal has requested Coeclerici Logistics to design a tailor-made offshore transshipment solution for loading coal into ocean going vessels (OGV). The solution Coeclerici proposed to PT Berau is a floating transfer station (FTS). The FTS is conceptualized and designed by Coeclerici Logistics, and patented in various countries including Indonesia. The FTS solution results in better stability, therefore enabling the facility to operate in more adverse weather conditions. Coeclerici Logistics’ investment is estimated to be in the range of 20 million. The contract, signed in December 2009, has further strengthened Coeclerici Logistics’ presence in Indonesia and reconfirms the company as a key provider of offshore logistics services to the major Indonesian coal producers.
A rendering of the new FTS currently being manufactured for PT Berau.
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The contract provides for a minimum guaranteed quantity of about 40 million mt during its ten years duration. The FTS will be able to perform a loading rate in excess of 30,000mt per day.
FTS specification The FTS – presently under construction in China – is a nonpropelled barge of approximately 11,000 DWT, duly designed to smoothly perform coal transloading while in operation at its Muara Pantai anchorage. The FTS is equipped with two heavy-duty cranes and two swiveling ship-loaders, along with a combination of hoppers and conveyors. European manufacturers will supply the whole of the handling system, as well as the main equipment. Accommodation will be structural, and include the cargo control room and the crew living spaces. The FTS is designed with a minimum air draft of 18.5m at maximum draft, making it able to transship an average of 1,200t/h net in standard conditions (with a peak of 1,500t/h) from barges to OGV, up to cape-size vessels with a maximum beam of 45m and maximum DWT of 180,000. Its main provisional dimensions are as per Table 1.
TABLE 1: MAIN PROVISIONAL DIMENSIONS OF COECLERICI FLOATING TRANSFER STATION
Criteria
Value
LOA:
97.00m
Breadth (molded):
32.26m
Depth (molded):
7.50m
Draught (designed):
5.80m
Deadweight at designed draught:
Approx. 11,000 t
Main equipment Two heavy-duty cranes of 30 tons SWL will be installed on the vessel starboard side towards amidship, in order to guarantee the optimization of the barge/FTS cycle. The system is furnished with grabs for coal of between 19.7m3 and 22m3, as well as: • Two duly designed hoppers with belt-feeders • A belt conveyor system, designed to handle 2,000t/h of coal • Two ship-loaders with swiveling trimming spouts.
The grabs are equipped with dust cover plates.
The FTS is environmentally friendly and designed to meet the requirements of international classification societies such as IMO, MARPOL (SOPEP), IOPP, ISPP, IAPP; as well as local regulations and Coeclerici’s own standards.
All conveyors and the loading boom are covered to shield coal from the wind.
Hoppers designed with anti-spillage plates prevent coal falling into the sea.
Coal spillage and pollution are prevented by the following devices: 1. Duly designed hoppers: larger hoppers facilitate the operation of the crane driver. Hoppers are provided with antispillage plates so that the cargo spillage, if any, is collected inside the hoppers instead of falling into the sea. 2. Grabs equipped with dust cover plates. 3. Closed conveyor belts: all belts and the loading boom are covered to avoid windborne dust and are kept clean by means of scrapers. 4. High-efficiency diesel generators: the internal combustion engines of the auxiliary generators are of high fuel efficiency type, thus minimizing emissions. 5. Sewage system: the sewage treatment unit is in accordance with Class Rules. P o rt t e c h n o l o g y I n t e r n at I o n a l
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Operation description Coal is grabbed from Indonesian standard flat-top barges of approximately 8,000 DWT by means of deck cranes that discharge the material into two stationary hoppers strategically located starboard side on the main deck, one at fore and one at aft. The hoppers are equipped with anti-spillage plates to avoid waste of cargo into the sea and with electric vibrators, used for proper material flow and to avoid clogging of the hopper mouth. Longitudinal conveyors, one each hopper, running towards amidship, receive the material from the hoppers and distribute it onto a crossconveyor. Each longitudinal conveyor is equipped with a metal detector in order to detect metal scraps, which may damage the belts during the operations. The system is also equipped with an online sampling system, which automatically takes coal cargo samples while be transferred and pack them ready to be sent to the laboratory. The cross-conveyor is designed for 100 percent of the total capacity of the whole system, which runs amidship from starboard side to portside. Here, by means of another by-pass, the material flow is divided into two longitudinal belts running towards fore and aft respectively, along which coal can be delivered into six holds of a Panamax vessel without the need of shifting alongside. The capacity of each ship-loader is about the 60 percent of the total capacity of the whole system. In addition, the discharge ends of the ship-loaders are equipped with a rotating chute to spout trim the cargo inside the OGV holds, without the need to use dozers inside them.
The FTS Bulk Pioneer at work for Kaltim Prima Coal.
FTS Bulk Pioneer Coeclerici Logistics has been operating in Indonesia since 2002 with three transhipment facilities: two floating cranes working for Kideco Jaya Agung and the FTS Bulk Pioneer. The FTS Bulk Pioneer, operating for Kaltim Prima Coal, has been successfully loading vessels up to cape-size destined for various parts of the world. The availability of an online sampling system, guarantees the quality of the coal delivered onboard the OGVs, giving buyers quality assurance. A state-of-the-art metal detection system ensures that no metals are carried onboard. The conveyor system also has an online weighing system, which helps in accurate loading as per the agreed loading plan. Total volume transhipped by Bulk Pioneer since it began operation, in September 2005, is in excess of 22 million tons, greatly reducing bottlenecks and demurrage costs at Kaltim Prima Coal loading point.
The FTS Bulk Irony, currently operated by Lucchini SpA, at Piombino, Italy.
Further achievements Coeclerici Logistics has also strengthened its position in the Black Sea with the recent join venture with Transship Ltd for the employment of Bulk Kremi I. The FTS is operating in the Gulf of Kerch, handling mainly sulfur cargo, but also iron ore and coal, overcoming a logistics bottleneck in the area. In addition, Coeclerici Logistics has renewed the contract with Lucchini steel mill, Italy, for the employment of the Bulk Irony for a further five years. The FTS Bulk Irony is a self-propelled dedicated facility utilized since 2003 by Lucchini SpA, operating in Piombino, Italy. Its mission is to overcome draught restriction by lightening part of raw materials shipments (of both coal and iron ore) offshore, thereby reducing the overall sea freight charge. ABOUT THE COMPANY
The Bulk Kremi I, handling sulfur cargo in the Gulf of Kerch.
The success story of the Floating Transfer Station, a system that Coeclerici Logistics has designed, developed and patented is unparalleled. The FTS, which have already been in operation worldwide for many years, effectively enhance trading activities around the world and are proof of Coeclerici’s ability to develop tailor-made solutions, meeting clients’ requirements worldwide by drawing on expertise and professionalism that are the results of more than one hundred years of the Group’s presence in the maritime industry. ENQUIRIES
Since 1895, Coeclerici has been sourcing, marketing and transporting raw
Coeclerici Logistics S.p.A.
materials (primarily coal) from mines to final end-users, serving the power and steel
Piazza A. Diaz 7- 20123, Milan, Italy
industries internationally. The Logistics division has promoted and patented the use of floating terminals and transfer stations throughout the world with far smaller
Tel: +39 02 624 69 451
Fax: +39 02 624 69 444
investments, lower management and environmental impact for port terminals.
Email: newprojects@coeclerici.com
Web: www.coeclerici.com
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DSI Snakes make their mark in Spain The latest in sandwich belt high-angle conveyor technology for coal handling Dos Santos International LLC, Marietta, GA, USA
At Aceralia steel mill In August of 2000, an important find was made over the vast waters of the Atlantic Ocean. An engineering specialist for PHB Weserhutte S.A., of Gijon, Asturias, Spain was searching for the best equipment to elevate raw coal to the blast furnace pulverizing plants of a major steel producer in Northern Spain. That search led to Dos Santos International (DSI). PHB Weserhutte was offering a system expansion, including a new blast furnace pulverizing plant. This, plus the requirements of the existing pulver izing plant, required increased coal throughput. PHB’s customer Aceralia, also of Gijon, Asturias, Spain, needed to replace an existing vertical pocket belt system that served the existing pulverizing plant. The pocket belt system proved to be problematic, as it did not completely discharge the moist coal. Instead, it carried back material and created a clean-up problem. The original enquiry was for two DSI Snake Sandwich HighAngle conveyors. The first conveyor would replace the troubled pocket belt system to the existing pulverizing plant. A second Snake conveyor would elevate to the new pulverizing plant. After some analysis, PHB and DSI found they could serve both pulverizing plants with only one DSI Snake Sandwich Conveyor, instead of two. The conveying path to the new plant would pass by the existing plant, thus a single DSI Snake with a bifurcated discharge chute and flop gate could direct the raw coal flow
alternately to the new pulverizing plant or to the existing plant. Additionally, because the DSI sandwich belts utilize conventional, smooth rubber belts, they completely discharge the material using standard belt scrapers. The DSI Snake is the latest in sandwich belt high-angle conveyor technology, employing all and only conventional conveyor equipment and components. A firm yet gentle hugging pressure, imparted to the conveyed material, is induced entirely by radial pressure from the belt tension and carrying profile. The DSI Snake at Aceralia Steel Mill has been in successful operation for seven years.
At Repsol Refineries The success at Aceralia did not go unnoticed. Since then, two new DSI Snakes have been ordered for operation in Spain. The first is has been ordered by Repsol Refineries near Bilbao, northeastern Spain, and the second for operation in Cartagena, southern Spain. The new DSI Snake at the Muskiz Refinery, near Bilbao, is currently under construction. The coke elevating system delivers the hot product to an overhead stacking system within the covered storage building. Designed to operate in an enclosed, potentially explosive environment, this snake is subject to and compliant with the latest and strictest ATEX standards. The Snake at Muskiz will begin operation in 2011.
TABLE 1: THE LATEST DSI SNAKES
Company/Location
Material/ Rate (t/h)
Angle (Âş) Lift (m) Length (m) Belt Belt Drives Top/ Year width (mm) Speed (m/s) Bott (kW)
83
Blue Plains WWTP/NJ, USA
Sludge/14
90
5.0
11.3
610
0.38
1.9/1.9
1997
84
Blue Plains WWTP/NJ, USA
Sludge/14
90
5.0
11.3
610
0.38
1.9/1.9
1997
85
Foxwood Casino WWTP/CT, USA Sludge/14
90
3.4
14.8
610
0.38
1.5/1.5
1998
86
Empire Mining/MI, USA
Iron Ore/793
65
11.5
21.5
1067
2.29
30/37
2001
87
Aceralia Steel/Gijon, Spain
Coal/250
75
35.1
45.1
1200
2.29
30/30
2003
88
Weyerhaeuser/BC, Canada
Wood chips/203
45
20.4
57.3
1372
2.61
22/22
2002
89
INCO/Labrador NF, Canada
Cu-Ni Ore/102
90
13.0
23.5
762
1.02
7.5/7.5
2005
90
Dofasco Steel/ONT, Canada
Coke/32
75
16.4
24.8
762
1,41
7.5/7.5
2005
91
DeBeers/NWT, Canada
Kimberlite/550
50
18.3
39.0
914
2.20
45/45
2006
92
DeBeers/NWT, Canada
Kimberlite/500
50
18.3
70.6
914
2.20
45/45
2006
93
Dofasco Steel/ONT, Canada
Alloys/to 188
70
35.2
48.8
914
1.02
19/19
2006
94
DeBeers/ONT, Canada
Kimberlite/381
50
18.5
67.5
1067
2.00
30/30
2007
95
DeBeers/ONT, Canada
Kimberlite/185
50
18.5
66.0
1067
1.00
19/19
2007
96
DeBeers/ONT, Canada
Kimberlite/422
60
11.9
33.3
1067
2.00
30/30
2007
97
Flinders Ports/NSW, Australia
Titanium Ore/1000 50
21.8
56.7
1200
2.00
55/55
2006
98
Repsol/Bilbao, Spain
Pet Coke/475
90
21.1
32.3
1400
3.50
45/45
2011
99
Repsol/Cartagena, Spain
Sulfur/40
90
10.5
20.6
600
2.00
7.5/7.5
2011
Filter Cake/77
64
7.2
14.8
762
1.30
7.5/7.5
2010
100 SCMET/Chile
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DRY BULK AND SPECIALIST CARGO HANDLING
DSI Snake Sandwich Conveyor for PHB Weserhutte S.A. at Aceralia.
Material • Density • Size
Coal 0.8 t/cu-m (50 PCF) 50 mm (2") minus
Conveying Rate
250 t/h (276 STPH)
Conveying Angle
75 degrees
Belt Width
1200 mm (47")
Belt Speed
2.29 m/s (450 FPM)
Lift
35,100 mm (115")
Length
45,065 mm (148")
Snake Drives • Top Belt • Bottom Belt
30 kW (40.2 HP) 30 kW (40.2 HP)
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DSI Snake Sandwich Conveyor for Duro Felguera at Repsol Refinery, Bilbao, Spain.
Material • Density • Size • Temperature
Green Petroleum Coke 0.721 t/cu-m (45 PCF) 80 mm (3.1") minus to 93ºC
Belt Speed
3.5 m/s (689 FPM)
Lift
21,155 mm (69.4")
Length
32,266 mm (105.2")
Conveying Rate
475 t/h (524 STPH)
Conveying Angle
90 degrees
Belt Width
1400 mm (55")
Snake Drives • Top Belt • Bottom Belt
45 kW (60 HP) 45 kW (60 HP)
The new DSI Snake, presently under construction at Repsol’s new Muskiz Refinery near Bilbao. DSI Snake Sandwich Conveyor for TAIM WESER at Repsol Refinery, Cartagena, Spain.
Material • Density • Size
Sulfur 1.04 t/cu-m (63 PCF) 3 mm (0.12") minus
Conveying Rate
40 t/h (44 STPH)
Conveying Angle
90 degrees
Belt Width
600 mm (23.6")
Belt Speed
2.0 m/s (394 FPM)
Lift
10,509 mm (34.5")
Length
20,648 mm (67.7")
Snake Drives • Inner Belt • Outer Belt
7.5 kW (10 HP) 7.5 kW (10 HP)
A second DSI Snake for Repsol is depicted and summarized below. This ‘C-snake’ will elevate sulfur at the refinery near Cartagena, on the Mediterranean Sea. The C-Snake has just commenced construction and is scheduled for start-up in April 2011.
DSI Snakes worldwide The list of DSI Snakes continues to grow with widely varying applications throughout the world. DSI offers many varied ABOUT THE COMPANY
systems, from stationary units in all sizes, to a fully mobile highangle shiploader, designed to accommodate wharfs with limited space. The wide versatility is demonstrated with each application, but the full capability is far from realized. This bodes for a bright future at Dos Santos International. ENQUIRIES
Dos Santos International, LLC specializes in high-angle conveyor applications
Dos Santos International, LLC
and the design of sandwich belt-type high-angle conveyors. DSI’s technological
531 Roselane Street NW, Ste 810
expertise spans a wide range of materials handling systems and equipment, which
Marietta, GA 30060, USA
also includes high powered, high capacity, high lift slope conveyors and long
Tel: +1 (770) 423 9895
Fax: +1 (866) 473 2252
overland conveyors, utilizing the very latest technology.
Email: info@dossantosintl.com
Web: www.dossantosintl.com
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Tried and tested systems to control fugitive dust Sometimes the most efficient and economical way to control dust is to mimic Mother Nature David Gilroy, Dust Solutions Inc., Vancouver, WA, USA
Today’s port operators are under ever increasing pressure to comply with pollution and safety regulations when handling bulk materials such as coal, pet coke and other bulk materials. Fugitive dust escaping from material handling points can also be an expensive nuisance to neighbors or neighboring commodities that can be contaminated by these operations. In the United States, many major ports have discovered that using technology that mimics nature’s ability to clean the air can be the most cost effective means to control fugitive dust. Dust Solutions Incorporated (DSI) provides two of these nature-based technologies for dust control. The first is called the Dry Fog™ system, which utilizes compressed air and plain tap water to create micron-sized fog droplets that attach to airborne dust particles, making the particles more cohesive so that they stick together. This increases their mass to the point where the agglomerated particles fall back into the process.
Using Dry Fog™ does not wet the material Unlike conventional water spray or chemical spray systems, Dry Fog is not designed to wet the process material, it only wets the airborne dust. This makes it an ideal solution for dust from moisture sensitive materials such as coal, coke for fuel, copper concentrate, clinker and cement. Moisture addition to the material is typically less than 0.05 percent by weight and many times is undetectable. Dry Fog systems do not require any chemicals to break up surface tension, as its unique nozzle design creates 1-10 micronsize droplets that are of like size to the airborne dust particle, as
Figure 1. How droplet size effects agglomeration.
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demonstrated in Figure 1 (slipstream effect). Making the droplet the same size as the airborne dust particles overcomes surface tension as well as the slipstream effect that larger droplets (mist) create, making them ineffective in removing particles from the air. The flow rates of DSI nozzles are measured in gallons or liters per hour not minute, ranging from 3.5 gallons/13.25 liters per hour, up to 13 gallons/60 liters per hour. It has been estimated that a DSI nozzle can cover the surface area of half a football field with fog with only 1 gallon/3.78 liters of water. This allows DSI nozzles to create large volumes of fog in dump pockets or hoppers. The fog system is activated just prior to the discharge of material into the hopper. When the dust-laden air inside the hopper is displaced by the material being dumped, the fog essentially ‘scrubs’ the displaced dust-laden air. Dust reductions from hoppers have been measured to remove 96 percent or more of these particles vs. uncontrolled dumps.
Misting systems are not fog systems Don’t be fooled by high-pressure misting systems that claim to be fogging systems. Mist droplets typically are above 20 and up to 100 microns in diameter and use very high water pressures over 1000psi to squeeze the water through an orifice around 0.006 of an inch. This combination of high pressure and small orifice makes these systems subject to a high rate of plugging.
Figure 2. Fogging ‘scrubs’ the dusty air as material is discharged, as with this limestone hopper.
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DRY BULK AND SPECIALIST CARGO HANDLING
Less expensive than dust collection systems Dust collection systems are commonly used at ports. Designing collection systems for large dump hoppers means huge volumes of air must be collected, requiring large fan motors that consume large amounts of electricity. Maintaining dust collectors is a chore, and having to change or clean bags blinded from material is hazardous, requiring confined entry procedures. Dry fog systems require much less power and require little maintenance, usually amounting to water filter changes and occasional nozzle change-outs.
No explosive waste stream
Figure 3. Installing dry fog systems, rather than dust collectors, requires less power and little maintenance.
The DSI Dry Fog system uses water pressures of 7 to 15psi, with a standing shockwave external to the nozzle orifices creating the fine atomization. This design utilizes multiple water injection ports that are much larger than high-pressure nozzles. This design along with system filtration virtually eliminates the nozzle plugging issues associated with high-pressure sprays.
Collection systems create a secondary waste stream that must re-enter the material flow or be treated as waste. When collected dust re-enters the process flow, often it creates another fugitive dust source. If the collected dust has explosive characteristics, such as coal, the dust collector can be a potential source of violent and deadly explosions. The U.S. Chemical Safety and Hazard Investigation Board (CSB) reported on the hazards of combustible coal dust in 2006. Their investigation of dust explosions in general industry between 1980 and 2005 found that 281 combustible dust incidents killed 119 and injured 718 workers, and ‘extensively damaged industrial facilities’ in 44 states.
Best Demonstrated Technology for handling sub-bituminous coal Fogging Systems were recently declared as a Best Demonstrated Technology (BDT) for coal handing equipment used on subbituminous and lignite coals by the U.S. Environmental
Figure 4. Fogging systems such as the Dry Fog system have been designated a Best Demonstrated Technology by the U.S. Environmental Protection Agency (EPA).
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Figure 5. Using fogging systems on infrastructure such as coal conveyors also reduces the fugitive dust's explosive potential.
Protection Agency (EPA). BDT, as defined by the EPA, is the most effective commercially available means of treating specific wastes, in this case fugitive dust emissions. Public testimony given to the EPA on fogging systems has confirmed that Dry Fog can be the most cost effective dust control system available. The BDT designation was due in part to the supportive testimony of representatives from Powder River Basin, Wyoming coalmines, PRB coal-fired plants, mining associations, the Air Utility Group, and various state air regulators. Representatives from PRB coalmines and power plants testified that fogging systems have dramatically reduced capital and operating cost, while simultaneously increasing the efficiency of dust control. One PRB coalmine presented a detailed cost analysis of competing dust control technologies. The study concluded that, over a 30-year life cycle, the total ownership cost of dust scrubbers was 50 percent more expensive, and replacement baghouses were 400 percent more expensive than using atomizing fog for dust control.
DustTamer™ wind screen systems The second technology by DSI is a porous fabric wind screen material called DustTamer™, which can be used in several ways to slow the movement of air. As an example, DSI uses DustTamer to reduce the ambient airflow across dump hoppers, and to contain the dust-fog mixture inside the hopper by surrounding the hopper on three or four sides with the screen. ABOUT THE AUTHOR
Figure 6. DustTamer can also be used as a stand-alone wind fence system, as shown here, to reduce air movement across a material stockpile.
Wind screen systems work better than a solid structure in these applications, because of the fabric’s specially designed porosity. Approximately 30 percent of the ambient air will bleed though the fabric, helping to equalize the pressure differential from one side of the fabric to the other. Solid structures generally have openings for equipment access, dumping or stacking activities. These open areas can be great sources of dust creation by allowing air to move from a high to low pressure area, increasing velocities and the amount of airborne particulate. DustTamer can also be used as a stand-alone wind fence system to reduce air movement across a material stockpile, or to reduce air movement along an open conveyor or transfer point. The fabric is knitted from an industrial-grade woven polyester, resistant to UV rays, in-climate weather and temperature extremes. Its unique ability to be stretched and tensioned to over 500lbs of pull prevents ‘flagging’ of the material, and consequential damage due to abrasion. The standard fabric width is 90cm (35.5 inches) wide and is available in a forest green color. The fabric is generally installed horizontally, spanning support columns as wide as 20 feet apart.
ABOUT THE COMPANY
ENQUIRIES
David Gilroy has over 20 years of
Dust Solutions Incorporated (DSI) manufactures
Dust Solutions Incorporated (DSI)
experience utilizing Dry Fog and
Dry Fog and DustTamer systems for marine terminals;
East Coast Office (Headquarters):
DustTamer wind screen systems.
and power plants including coal, pet coke, and
Glen Warrington, President
As Sales Manager, he coordinates
biomass, mines, mineral processing facilities, pulp
P.O. Box 4397, Beaufort, South Carolina 29903
domestic and international sales
and paper, wood products, hazardous waste, and
USA
activity, conducts site surveys, designs systems,
bulk handling industries. They offer their products
supervises installation and provides system start-ups
and services worldwide. DSI maintains two offices in
Tel: +1 (843) 846 3700
and training. DSI President Glen Warrington first
the United States: Beaufort, South Carolina (HQ) and
Fax: +1 (843) 846 3701
presented much of the information in this article in
Vancouver, Washington, U.S.A. (Sales & Service).
Email: g.warrington@nodust.com
1979, in a white paper entitled Using Agglomerative
Web: www.nodust.com
Dust Suppression for Dust Control.
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DRY BULK AND SPECIALIST CARGO HANDLING
Controlling coal dust in ports Coal dust can be potentially hazardous to both the environment and human health – but controlling it can be surprisingly simple Robin Travis, Renby Ltd., Chester, UK
Introduction The import and export of minerals through ports is a major undertaking for any authority. Most minerals are inherently dusty. Unless materials are transported in sealed containers, fugitive dust will be the inevitable consequence. Environmental authorities are becoming much more strict on emissions and have the ultimate sanction of closure notices – a risk not worth taking. Furthermore, neighbouring storage areas can be easily polluted by dust, leading to unnecessary clean-up expenditure and – worse still – lost business. This article explores the solutions available to prevent dust arising when handling coal in a port. The techniques described can be equally applied to other minerals.
Why is coal dust a problem? Coal is generally transported in loose lumps of varying sizes. Sometimes, this includes dust but at other times, the coal is pre-screened to a certain size. The volumes of material being handled when offloading ranges between hundreds and thousands of tonnes per hour. Even minute percentages of dust at these levels become a problem. When the coal is then stockpiled it generally entails dropping it from a height; any entrained dust will be separated out by crosswinds. Every time a transfer occurs, there is potential to break the lumps and dust will be produced at this point. Once the coal is stockpiled, it can still be a problem. Even if it arrives wet, movement of wind across the stockpile can evaporate the moisture and dust will be lifted. Any vehicles driving over crushed coal will also raise dust. All of these sources of dust require special consideration in the design of the coal handling scheme and have different solutions. Once airborne, fine dust can be carried hundreds of metres, if not kilometres, which has an adverse impact on neighbours’ buildings, processes and, most importantly, human health. Any fine dust, less than 10 microns in diameter can penetrate deep into the lungs. Prolonged exposure will result in Chronic Obstructive Pulmonary Disease (COPD), which is similar to asbestosis, and it is a matter of historical record as to how companies have been wiped out by huge retrospective asbestosis claims. It is essential to protect your operation from such litigation in the future.
7.Vehicle movements around stockpile 8. Transfer to onward transport. Shiploading operations would be the reverse of the above list.
Methods of dust control Clearly, there is not going to be one ‘silver bullet’ that is going to solve all of these problems. There are, however, different techniques available that, when combined, form a powerful armoury for eliminating the problems. Fog
Uses: wharf side reception hoppers; conveyor transfer points, stockpile building, wagon loading. A new, proven and cost effective technique to control dust is to use a Renby MicronFog™ fogging system to remove dust from the air. The name fog is just what it implies – small droplets of water injected into the air. Fogging works by releasing very small droplets of water into the air. Airborne dust particles adhere to the water droplet and agglomerate. Once several have agglomerated together they become heavy enough to fall out of the air. The water droplet size is very important. If the droplet is too large, say 50 microns plus, the dust particle will bounce off the water droplet surface tension and remain airborne. To achieve a useful dust suppression effect, the droplets need to have a mean diameter in the region of 10 to 15 microns, i.e a similar size and mass to the respirable dust particles.
Dust sources When handling coal, there are a number of sources of dust, and all need to be addressed to arrive at an evironmentally sensitive and professional operation. For an unloading operation these sources are: 1. Unloading at the ship 2. Reception at the wharf side 3. Conveying transfer points 4. Open belt conveying at height 5. Drop from conveyor to stockpile 6. Time spent as a stockpile 122 P o rt t e c h n o l o g y I n t e r n at I o n a l
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Typical fogging nozzle.
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however, as the volume of water required can be significant, causing drainage and run-off treatment problems. Irrigation systems can be used to control dust on outdoor stockpiles, but when the stockpiles are excavated, dust will arise as the drier material in the pile is exposed and moved around. The sprinkler droplet sizes are often in excess of 100 microns, which is too large to suppress airborne dust, and it is quite common to observe dust rising from the ground where the sprinkler water lands, thus exacerbating the problem! An irrigation system uses a lot more water than a fogging system – typically 10 times the amount – and is much less effective when materials are being moved around. Sprinklers should be used as a last line of defence and with considerable planning and forethought. Surfactants
Fogging a tripper conveyor discharge.
If the fog is generated in the right way, by using pressurised water, the energy required can be very low – between 2 to 3kW for a system requiring hundreds of nozzles, e.g. a large stockpiler tripper conveyor – giving considerable operating cost savings when compared to other techniques. Stockpile design
If a stockpile is to remain in position for some time, it is important to pay attention to the shape of the pile. Some shapes, whilst being easier to build, leave an edge that can be dried quickly by the wind. This edge then allows the wind to lift dust and all of the benefits arising from the other techniques used are instantly lost. Conveyor covers
Uses: all transfer conveyors When material is being conveyed from one point to another, cross-winds over the conveyor can cause dust to be lifted. It is therefore essential to ensure that all conveyors are covered. This can be done simply with covers fitted over the conveyor belt, such as the Traffield Conveyor covers available from Renby. For a tripper conveyor, as the belt is lifted at the moving discharge point, the top of the conveyor cannot be covered as easily, so wind boards should be fitted to keep wind off the belt. Sprinklers
Uses: stockpiles and haulways Once stockpiled, water can be sprayed on the stockpiles to keep them damped down. Sprinklers should be used with caution,
Uses: haulways and stockpiles To reduce the amount of water used with sprinklers, it is possible to add chemicals that improve the penetration and wetting effect of the water. This can be especially useful on haulways, where regular vehicle movements stir up dust regularly. The proper use and application of surfactants can halve the number of times that a surface has to be treated. There are a number of ways they can be applied: 1. As an additive to a sprinkler system 2. Application from a pumped hose and mobile bowser 3. Sprinkling as dry granules. The third option uses granules that are hygroscopic. These draw in moisture from the air to create the damping effect and can eliminate the need for a network of sprinklers. The RDB range of surfactant materials available from Renby are biodegradeable and do not contaminate soils, streams, vegetation etc. Covers
Uses: static stockpiles If a stockpile is to remain in one place outdoors for any length of time, its surface will inevitably dry out. One option to protect against this is to locate it in a building, when fog can be used to keep the dust under control. However, when thousands of tonnes of material are being handled in a shipment, this is rarely an option. An alternative to this is to create a protective layer over the stockpile. This is achieved through using a water additive that forms a skin over the stockpile, keeping dust in. By tailoring the rate of dilution of the additive, protection times can be adjusted to range from days to months, up to a year. As long as the surface is not disturbed by, for example, vehicle movements, no further action is necessary and will save vast amounts of water and money that would have been wasted by sprinkling in this time. Perimeter fogging
Uses: at sensitive perimeters Fog can also be used to prevent dust crossing a boundary. An option is to cover the site by enclosing everything in a large shed. However, the cost of this would be prohibitively expensive. As an alternative, Renby MicronFog can be supplied as a perimeter fogging system, which is installed around the perimeter boundaries of the site.
Conclusion
Covers fitted directly onto a conveyor.
As dust pollution legislation becomes more onerous, the Renby MicronFog fogging system is becoming a vital and cost effective tool to combat dust problems. When used in conjunction with Traffield conveyor covers and the RDB range of surfactants, dust pollution need no longer be an issue for a busy port authority.
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Perimeter fog to protect neighbours.
ABOUT THE COMPANY
ENQUIRIES
Renby Limited is a family-owned and managed company dedicated to working
Renby Ltd.
for a sustainable, cleaner and safer world. The company’s extensive experience
Tarvin Mill, Barrow Lane, Tarvin
has led to a product range that focuses on environmental solutions. These
Chester, Cheshire, CH3 8JF
products are selected on the basis of proven technologies that will save money
UK
for customers. At the same time, by eliminating wastage and reducing power
Tel: +44 (0)1829 740913
consumption in the workplace, they help to improve the environment.
Web: www.renby.co.uk www.micronfog.co.uk
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“The ICNCP project will enable the sharing of data across Brazil’s logistics chain, streamline operations and stimulate economic activity and development.” Creating a blueprint for enhancing the port logistics chain in Brazil, page 130. P o rt t e c h n o l o g y I n t e r n at I o n a l
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CUSTOMS AND SECURITY
Emerging standards in cargo screening New technical and performance standards in X-ray cargo screening systems enable users to make parametric comparisons between competing products and systems Dr. William A. Reed, Varian Medical Systems, Las Vegas, NV, USA X-ray cargo screening has emerged quickly in the marketplace to become the dominant technology for inspecting trucks and large containers in a cost efficient and non-intrusive manner. Because these are complex systems containing numerous interdependent sub-systems, officials have increasingly called for objective metrics and benchmarks to identify, assess, and compare the available offerings. To that end, this article discusses emerging standards that are developing in the industry to satisfy this need.
Cargo and vehicle screening standards Recently the Institute of Electrical and Electronics Engineers (IEEE), under accreditation from the American National Standards Institute, published the first generally accepted standard for determining imaging performance of X-ray cargo screening systems. Known as ANSI N42.46-2008, this standard was created through the sponsorship of the National Committee on Radiation Instrumentation and intended to be used to determine imaging performance of both X-ray and gamma-ray inspection systems. This standard is applicable to all types of vehicles, whether empty or loaded, including marine containers, air cargo containers, railroad cars, and palletized and unpalletized cargo larger than one square meter in cross-section. It also applies to systems with X-ray sources that operate at single and multiple energies, as well as those systems intended for backscatter operation. The standard is intended to define the process and equipment required to accurately measure the performance of imaging systems that are covered within its scope. Meeting the standard requires users to complete a set of tests that characterize the imaging performance of a screening system. In addition to the specific tests, the standard specifies that the radiation field around the equipment be measured as part of the characterization of system performance. This provides a contour map of radiation related to the 100mrem per year value that is considered safe for workers who may be present for 2,000 hours per year. It also specifies the measurement of other related radiation exposure levels for the purpose of comparing systems. The primary intent of the standard is to allow manufacturers, potential users, and other parties to have a consistent indicator of screening system performance when using a system for the inspection of actual cargo and vehicles. To achieve this, the standard specifies that a test fixture be utilized with the capacity to detect a specified test object located behind steel plates of varying thicknesses (see Figure 1). With such a fixture, standard measurements are obtainable for a number of imaging test requirements, generally consisting of penetration, spatial resolution, wire detection, and contrast sensitivity.
Figure 1. A test fixture with movable steel plates.
directions (cardinal orientations only), and proper identification of the arrow direction during the scan is evidence of successfully passing the test (see Figure 2). Additional carbon steel plates are placed in front of the test object to measure penetration. Spatial resolution
The spatial resolution test is intended to measure the minimum separation between the features of a test object that can be detected in an X-ray scanning system. It is conducted in air without blocking plates and must be performed in both horizontal and vertical orientations, at specified points within the container. For this test, the test object is a steel line pair gauge with three slots in a steel plate, or with three square steel rods in a base. In both cases, the width (‘d’) of the material shall be equal
Penetration
During the test process, specified test objects are placed in various locations in the container being tested. The test objects are defined in the standard and consist of carbon steel in the shape of a ‘kite-like’ arrow. A test fixture holds the test object at random
Figure 2. A test arrow located behind steel plates.
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Taken together, these standards define a common methodology and language but do not establish fixed performance criteria for cargo screening systems. While this makes interpretation more difficult, it makes sense considering that cargo screening systems are designed with different missions in mind and sometimes to meet the local requirements of their customers. It also allows direct comparison between systems that report data from these tests, and can serve to establish relative performance between competing systems. Note that these tests (except for the radiation field measurement) produce system-level metrics and provide imaging measurements that are a function of both the source and the detection equipment. In other words, more sensitive detectors in one system may compensate for a weaker source in another system, producing essentially the same imaging results, albeit with different radiation field patterns. Therefore, test data cannot generally be established solely for an X-ray source, or for a detector array, but only for a combined system.
Figure 3. Wire test behind steel plates.
Digital data standardization to the distance between the plates or rods. To complete the test, incremental values of ‘d’ are used, including a value that results in an indiscernible difference between the material and adjacent spaces. Wire detection
The wire detection test is to determine the smallest diameter of wire that can be observed in an X-ray scan. The test can be performed in air or with steel blocking plates as determined by the manufacturer (see Figure 3). More specifically, the standard specifies the use of bare copper wires of varying diameters (typically 10 to 24 AWG) formed in a sinusoidal pattern. Again, the test object is to be placed at specified locations in the container and oriented in vertical and horizontal directions. Wires are considered to be detected when the majority of their length is observable on the X-ray scan. Contrast sensitivity
This test is to measure the minimum incremental thickness of steel that can be seen on an X-ray image. It utilizes a thin, arrowshaped steel test object located behind steel blocking plates of a specified thickness. The ability to determine the orientation of the arrow on the X-ray is evidence of contrast sensitivity for the thickness used. The complete test requires three thicknesses of steel blocking plates, which correspond to 10 percent, 50 percent and 80 percent of the maximum penetration thickness determined in the penetration test. The contrast sensitivity metric is expressed as a percentage, and equates to the ratio of the minimum thickness of the test object to the total thickness of the combined test object and blocking plates. ABOUT THE AUTHOR
Another emerging standard in cargo security is the data formatting of X-ray images. This follows the path of medical imaging, where X-ray data formats have long been standardized and are transportable among various devices and systems. For cargo security, the resulting images frequently become forensic and evidentiary tools, requiring high-integrity standards for compatibility, transmission, and storage. Within the U.S., the Department of Homeland Security, working in conjunction with the National Electr ical Manufacturers Association (NEMA), is in the process of creating such a standard. This work is based on the latest version of the original NEMA DICOM imaging standard published in 1985 (ACR-NEMA Standards Publication No. 300-1985), which is used in the medical field for X-ray images of patients. However, the new standard will be specifically tailored for industrial images, especially those relating to security applications such as baggage scanning and cargo screening. Like the medical version, its intent is to achieve a manufacturer-independent digital file that can be accessed with third party computer software. Eventually, this potential for standardized raw data storage will provide opportunities for the development of more software tools and data handling capabilities. Cargo screening systems are now available from a wide variety of manufacturers and serve the needs of a diverse marketplace. While technical and performance standards are just emerging, they will increasingly offer a systematic approach to parametric comparisons between competing products and systems. Over time, these and other standards will provide the basis for best-in-class operational metrics and system performance for each application.
ABOUT THE COMPANY
ENQUIRIES
Dr. William A. Reed is the Commercial Manager
Varian’s Security and Inspection Products Group
for Varian Medical Systems’ Security and Inspection
addresses many types of threats by providing cargo
Products Group. He holds a master certification in
screening system manufacturers and others with
Tel: +1 (702) 938 4863
contract management, and has extensive experience
products for high-energy X-ray imaging. Varian’s
Email: bill.reed@varian.com
in both engineering and program management for
specialized linear accelerators are at the heart of
Web: www.varian.com/sip
security equipment manufacturers along with both
cargo screening operations in some of the world’s
U.S. and international patents for the design of
major ports.
William A. Reed, PhD, CCM
security products.
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Creating a blueprint for enhancing the port logistics chain in Brazil Brazil is working towards an Intelligent Cargo Logistics program, and Unisys has stepped in to undertake the groundwork Nishant Pillai, Director of Cargo and Port Security Practice, Unisys Corp., Reston, VA, USA In September 2007, Brazil enacted legislation to create the Secretaria Especial de Portos (SEP) to develop policies and projects to jump-start the modernization of the maritime port sector, which is responsible for handling more than 90 percent of Brazilian trade. Brazil recognized the need to promote the modernization of its infrastructure and streamlining its operational procedures in order to facilitate the free flow of trade. At the same time, the Brazilian government recognized that it must also give consideration to the requirements of international trade facilitation and cargo security, in order to protect the world’s economic lifelines from illegal actions such as human smuggling, theft and terrorist activities. To achieve these goals, the SEP and the U.S. Trade and Development Agency (USTDA) proposed the development of new procedural measures and state-of-the-art management technologies to assure the continued and responsible growth of US-Brazil trade. Last year, the SEP selected Unisys Corp. to execute the Intelligent Cargo and Intelligent Network Port Logistics Chain Project (ICNCP). Funded by the USTDA, this project will define and evaluate procedures and cargo monitoring technologies to facilitate Brazil’s movement toward an Intelligent Cargo Logistics program. Furthermore, the project will assess how enhanced business processes, technologies and best practices can be used to improve the security and efficiency of the Brazil’s maritime logistics operations.
Phase 1 The first phase of the project, concluded in April 2010, was focused on establishing a baseline for representative end-to-end export, import and cabotage logistics chains related to some of Brazil’s leading logistics operations. During this phase, the Unisys team collaborated with the SEP to conduct interviews with key logistics chain stakeholders, and to perform rapid analysis and site surveys of operations, information and documentation exchange within the representative logistics chains. By way of this step-by-step approach, the Unisys team was able to gain a more complete understanding of how logistics chains work in Brazil’s ports; which documents are generated and processed for moving cargo; and how the many disparate entities of the logistics chain interact with each other to achieve a common objective.
Identifying issues and trends As part of this first baseline phase, the Unisys team identified the following issues and trends: 1. Due to current Brazilian import requirements, the import license process has to be initiated at least two months in advance. This requirement has an adverse impact on planning, denying importers the flexibility to meet the demands of customers.
How Brazil’s ICNCP project will be organized.
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CUSTOMS AND SECURITY
Diagram of the logistics chains studied by Unisys, and their stakeholders.
2. In some instances, multiple agencies are required to inspect containers. There is often very little coordination between agencies to accomplish these inspections, resulting in delays in the cargo clearance. 3. Inspection of in-transit containers can only be performed by customs officials, an added workload for an organization that is already thin on resources. As a result, container trucks may be required to remain in the terminal overnight, severely impacting the available capacity and security posture of the container discharge terminal. 4. The lack of information-sharing protocols results in the same data being submitted multiple times to multiple agencies. Such repetitive data entry creates delays in the logistics chain operations, adds business costs to all entities involved, and raises the probability of data discrepancies, further delaying logistics chain operations. 5. Significant progress has been made in optimizing existing manual and semi-automatic processes and procedures. A logical next step would be to establish sound policies and procedures for the declaration and clearance of cargo, while using technology as an enabler. 6. Logistics chain partners need to utilize many concurrent systems to move containerized cargo through the logistics chain. These systems are neither integrated nor synchronized on a single platform, which serves as a barrier to a dynamic logistics chain. 7. Brazil Customs (Receita Federal do Brasil) requires that shippers and their representatives utilize the customs clearance system called SISCOMEX to declare and clear cargo. As all four SISCOMEX systems are based on different technology platforms, the lack of a single platform not only creates confusion and inefficiency but also increases costs by requiring additional investment by the industry to ensure their personnel are trained to use and support these systems. 8. Although efforts are being made to reduce or eliminate the generation of paper documents, many examples of redundant practices remain. For example, the process for clearing cargo from
the discharge terminal currently requires that six hard copies of documentation be submitted in person at different locations. 9. The impending adoption of Sistema Porto sem Papel, a Single Window System where all logistics chain data will be shared across logistics chain partners and government agencies, is being viewed with some apprehension as to whether it will constitute a step forward or simply be yet another system adding to the already crowded field. 10. REDEX, a streamlined method for cargo export declaration when physically present at a customs bonded facility, is widely regarded as a positive development. This process extends the jurisdictional borders of Receita Federal do Brasil beyond the maritime terminal facilities and assists in the capacitybuilding efforts of Brazilian ports like Santos that are running out of space. There appears to be no plans for provisions such as ‘REDIMP’ for streamlining cargo imports in the same way.
Phase 2 The second phase of the project, concluded in June 2010, focused on developing a high-level ICNCP design to enhance the current Sistema Porto Sem Papel, via a solution comprised of business process enhancements based on international best practices, current state-of-the-art cargo monitoring technologies and the integration of disparate logistics chain data sources. In developing the ICNCP design, international best practices and mandates such as the WCO SAFE Framework of Standards, the International Trade System, and the Electronic Freight Management Initiative were reviewed, analyzed and incorporated. Information technologies such as RFID, electronic seals and container security devices were analyzed. And currently available logistics data sources such as Brazil’s Nota Fiscal Electronica; Conhecimento de Transporte Eletrônico; vessel and cargo declaration information, data entry solutions like electronic forms, bar codes, and cargo and terminal EDI messages were mapped into a standards-based integration platform. During this phase, the Unisys team identified and documented the benefits of the ICNCP design for the supply chain stakeholders as well as the possible barriers to implementing an intelligent port logistics chain in Brazil. P o rt t e c h n o l o g y I n t e r n at I o n a l
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Diagram showing the different phases of the ICNCP design.
Phase 3 During the third phase, which is still in progress, Unisys is analyzing the impacts of the ICNCP design on the current export logistics chain in the areas of infrastructure, environment, security and capacity building. The Unisys team will also be analyzing port and logistics related laws and regulations as well as potential sources of funding available to Brazil to deploy the ICNCP design nationwide. In addition to the impact analysis, the Unisys team will be collaborating with key logistics chain stakeholders and SEP to execute a high-level cost or benefit analysis. It is anticipated that an implementation strategy for the ICNCP deployment will be included in the final report of this project, scheduled for December 2010. The ICNCP project represents a first step towards creating a single window for the sharing of data across Brazil’s logistics chain operations and will streamline operations and stimulate economic activity and development in the country’s interior and northern states.
Summary In summary, the introduction of an intelligent cargo network into Brazil’s logistics operations would materially improve the country’s commerce by reducing transportation costs; decreasing inventory costs by providing more accurate and timely information to the shipper; and providing visibility to government agencies via near real-time information exchange. The SEP has taken a decisive first step toward obtaining these goals. ABOUT THE AUTHOR AND COMPANY
The factors that the company takes into account when making an impact assessment.
ENQUIRIES
Nishant Pillai is a Director of the Cargo and Port Security practice at Unisys,
Unisys
a worldwide company providing IT services, software and technology. He has
11720 Plaza America Drive, Reston, VA 20190, USA
extensive experience in the delivery of projects focused on global standards, trade facilitation, maritime systems and end-to-end supply chain, cargo and port security.
Tel: +1 (916) 802 8950 Email: nishant.pillai@unisys.com
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Drive-Thru Portal Cargo Inspection Systems Relocatable & Mobile Super low-dose state-of-the-art high-energy X-ray scanner for Cargo and Vehicle inspection designed especially to fulfill requirements of high throughput and cost-effective screening at critical facilities, seaports and border crossings. Thanks to drive-thru operation mode allowing the vehicle to be driven through portal configuration directly, the traffic flow will not be impeded by the inspection process
Adani offers a wide range of effective personal, baggage and cargo screening systems. Visit us at the Transport Security Expo & Conference (stand E19, Olympia, London).
2260 Kettering Parkway | Kettering Venture Park | Northamptonshire NN15 6XR | UK | Tel 044(0) 333 577 9813 | info@adaniuk.com
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23/08/2010 16:13:33
CUSTOMS AND SECURITY
To go IP or not go IP? That is the question… Is an IP-based surveillance system right for your facility? The answer lies in how to make the right assessment of your needs Simon Shawley, General Manager UK & Ireland, Samsung Techwin Europe Ltd., Surrey, UK
This article addresses a question which port and terminal managers are likely to ask themselves at the beginning of the process of specifying a surveillance system: Should the system architecture be based on a pure video over an IP network-based system, or is conventional analogue technology still able to deliver all that a port or terminal is likely to need from its surveillance system? Understandably, you are likely to have an inclination to want to buy a solution that is based on the very latest technology. A major investment in a surveillance system is not something you would wish to repeat on a regular basis. You would therefore want to purchase a solution that is not just fit for today’s purposes, but also is future-proof in terms of its expandability and its ability to integrate with new technology that may become available in the future.
More questions than answers The most common question that I and my colleagues are regularly asked is, “What is the break-even point where the number of cameras to be installed makes it cost effective to consider an IP network solution, instead of a system connected by a conventional analogue infrastructure?” Some people quote this as 20 cameras, some at 30, but there is in fact no simple answer to this question as there are so many factors that have to be taken into consideration, many of which will be affected by your operational requirements. This article is therefore intended to suggest a wide ranging number of questions that your system designer needs to address before a decision can be made as to whether or not to go for an IP network-based system. These are: • Do you intend to have one or more operators watching the live video around the clock, and if so, will all the operators be located in a single control room? • Other than security personnel located in your control room, do you have other colleagues who, if authorised to do so, would wish to have remote access to the live or recorded video? • Will the surveillance system be used for purposes other than security, e.g. health & safety compliance or management information, footfall management, parking control, etc? • Will the surveillance system be expected to interact with other security systems, e.g. access control?
The SRD-1670 is a 16 channel H.264 digital video recorder.
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• Except when there is an incident that needs to be more closely observed, do you wish to be able to capture very highresolution recognition or even identification-grade images of all activity in the field-of-view of the cameras? Alternatively, will image quality, which enables an operator to just verify that an incident is taking place, be sufficient? • Do you need every second of video from all the cameras to be recorded 24/7? • Will you want to store recorded video for one week, one month, or even longer? • What is the bandwidth capacity of your existing network? • Will your network manager allow the surveillance system to share the available bandwidth with whatever else is being transmitted around the network? When you have the answers to these questions, and perhaps some others that are specific to your port or terminal, your system designer should be able to make some recommendations on how your system should be structured to match your requirements. He or she should, of course, take on board the advice of your chosen installer or system integrator. There are also manufacturers like Samsung who offer a free system design service and, while these manufacturers will quite rightly want to promote their own products, in the main you should be able to expect a high degree of objectivity when it comes to providing advice on the design of the system’s architecture.
Solutions The key advantages of an IP-based surveillance system are: • Substantial savings can be made on cabling installation costs because an existing network can be used, instead of installing totally new cables. A single network cable is also able to carry video, audio and data, as well as provide telemetry and PoE (Power over Ethernet). • The opportunity to control and monitor the system from anywhere on the network. • Resilience – Mission-critical video recordings can be stored at any location on the network and retrieved from any PC by an authorised user. A high level of redundancy can therefore be introduced by choosing to simultaneously record and store video at multiple locations. • IP-based surveillance systems allow users to gain maximum benefit from the latest generation of high-definition cameras. These cameras can deliver so much more than conventional analogue CCTV cameras, which typically generate images comprising of just 0.4m pixels. A 1.3-megapixel camera, depending on the field of view, can do the job of several analogue cameras as it can cover a wide area and then zoom in very close when required to a distant object without ‘pixilation’ appearing in the image. www.por tt echnol ogy. org
23/08/2010 15:31:40
Discover
the unexpected . . .
SRD series H.264 Digital Video Recorders from Samsung The SRD series from Samsung contains everything that you might expect from a digital video recorder, so we thought we’d tell you about some of the things you may not be expecting. Features like: • The use of Samsung’s own high level H.264 compression method to save disk space whilst increasing image quality • HDMI output providing up-scaled images to 1080P • Fully removable back panel so hard drives can be swapped and upgraded without having to unplug all the cables • Built-in Virtual Progressive Scan (VPS) which eliminates the problem of blurred edges on moving objects to provide picture-perfect still frames. A built in web-server allows live and playback viewing options with the ability to back up incidents via a web browser, whilst full compatibility with Samsung’s licence-free SVM-S1 Centralised Management Software (CMS) provides advanced networking functionality as part of a complete integrated system. What’s more, all sixteen units within the range share the same intuitive Graphical User Interface (GUI) menu structure making set-up and use unexpectedly simple.
SRD Range
SRD-1670(D) SRD-1650(D) SRD-1630(D) SRD-1610(D) SRD-870(D) SRD-850(D) SRD-830(D) SRD-470(D)
H.264 H.264 H.264 H.264 H.264 H.264 H.264 H.264
16 16 16 16 8 8 8 4
No(Yes) No(Yes) No(Yes) No(Yes) No(Yes) No(Yes) No(Yes) No(Yes)
6(5) 6(5) 6(5) 6(5) 6(5) 6(5) 6(5) 2(1)
Recording rate
Internal HDD bays (“D” suffix)
DVD drive (“D” suffix)
Channels
Compression
Part number
Total security solutions beyond your imagination.
4-CIF = 4-CIF = 4-CIF = 4-CIF = 4-CIF = 4-CIF = 4-CIF = 4-CIF =
400ips 100ips 50ips 25ips 200ips 50ips 25ips 100ips
2-CIF = 200ips CIF = 400ips 2-CIF = 100ips CIF = 200ips 2-CIF = 50ips CIF = 100ips 2-CIF = 100ips CIF = 200ips 2-CIF = 50ips CIF = 100ips
T +44 (0)1932 455 308 E STEsecurity@samsung.com W www.samsungsecurity.com Samsung Techwin Europe Ltd. Samsung House. 1000 Hillswood Drive. Chertsey. Surrey. KT16 0PS. UK
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CUSTOMS AND SECURITY
The SNB-5000 is a 1.3Megapixel HD network camera.
The recent availability of multi-megapixel cameras offers the possibility of even higher definition images. While analogue cabling can connect these high definition cameras, the full benefits of the technology built-into the cameras are best achieved within an IP-based system. The much higher recording requirements of these impressive cameras needs, however, to be taken into consideration at the system design stage. More often than not, the most cost effective and fit for purpose solution for port or terminal projects is likely to be a ‘hybrid’ system, where the best of both technologies are deployed. A hybrid system allows both IP and analogue cameras to be controlled from the same device, and additional cameras can be added at any time without the need for new long cable runs. The recent advances in both cameras and digital video recording technology favour a hybrid approach. The WiseNet1 DSP chipset, for example, which has been incorporated into a large number of widely available analogue cameras and domes, provides technology that is ideal for a ‘hybrid’ surveillance system. This includes a practical time and cost-saving feature, such as BNC and Ethernet outputs, so that video can be transmitted via coaxial cabling as well as over a network. Coaxial control offers convenience as well as cost savings, allowing both video and telemetry control to be transmitted via conventional analogue coaxial cabling. This gives users full control of camera functions, as well as access to set-up menus via a digital video recorder from the convenience of a control room. As well as a reduction in cabling costs, there is also the opportunity for existing equipment to be upgraded quickly and easily. The H.264, MPEG4, MJPEG and JPEG compression methods incorporated into the WiseNet1 DSP provides users with the ability to simultaneously transmit images to multiple locations at various frame rates and at different resolutions including 1.3-megapixel (1,280 x 1,024), 16.9 HD (1,280 x 720), QVGA (320 x 240), SVGA (800 x 600) and VGA (640 x 480). With such a wide range of compression methods and resolutions to choose from, a number of different users, if authorized, will be able to simultaneously monitor live images at one location, record video evidence at another or view live and recorded images on a Smartphone. At the same time, JPEG images of an incident can be attached to an alarm email notification with the additional facility of storing pre- and postalarm images on a camera’s internal SD memory card. One of the most impressive features of the WiseNet1 DSP is its Intelligent Video Analytics capability, which includes ABOUT THE AUTHOR
The SND-5080 is a 1.3 Megapixel HD network dome camera.
Disappearing, Appearing, Cross-Line and Enter/Exit detection. It also has a Scene Change tampering function, which creates an alert if, for example, paint is sprayed on a camera lens or there is an unauthorized manual change of a camera angle. The cameras and domes that incorporate the WiseNet1 DSP chipset are also likely to utilise a 1/3" Progressive Scan Mega CMOS. Progressive Scan prevents motion artefacts spoiling the quality of video of fast-moving objects, which can occur with standard CCTV cameras using the traditional ‘interlacing’ method of processing video frames. Full duplex bi-directional audio provides the option of interactive communication between a camera’s location and a control room.
Hybrid network friendly digital recording The latest generation of DVR and NVRs, both of which can sit very effectively within a hybrid surveillance solution, capitalise on high-level H.264 compression to ensure superb picture quality, whilst minimising hard drive space and bandwidth requirements. A wide choice of four, eight and sixteen channel models are available, each offering a long list of installer and operator-friendly features, making it possible to pick the perfect unit for the application at hand. For example, data from ATM, POS or access control devices can be captured with the text data saved, along with associated images to be played back if required at a later date. Dual codec operation delivers different streams for both highperformance recording and optimised transmission, whilst a builtin web server allows live and playback viewing options, with the ability to back up incidents via a web browser.
ABOUT THE COMPANY
ENQUIRIES
Simon Shawley is General Manager
brands.
Samsung Techwin Europe Ltd.
of the UK and Ireland for Samsung
Samsung’s massive commitment to research
Samsung House, 1000 Hillswood Drive
Techwin Europe Ltd. He has worked
and development has resulted in the company
Chertsey, Surrey KT16 OPS
within the security industry for
establishing an enviable reputation as a technology
UK
over 17 years and is the driving
leader. During 2010 Samsung will be launching over
force behind a team of seasoned
170 new products including over 40 IP network-
Tel: +44 (0) 1932 455308
based devices.
Fax: +44 (0) 1932 455325
professionals who have been instrumental in Samsung becoming Europe’s fastest growing security
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23/08/2010 15:32:01
ADS sec 210x148.indd 1
12/08/10 12:18
„ When Security matters, you need perfect images for fast reactions.“
QUALITY AND PERFECTION DOWN TO THE SMALLEST DETAIL Your competent partner for large screen systems. Complete solutions made in Germany ) Modular LC Displays: Especially designed for modular video walls. ) NEW: Ultra-narrow bezel versions: gap screen-to-screen 7.3 mm, special ventilation concept, simple installation. ) DLP® Rear Projection Cubes from 50“ to 100“, with resolutions from: XGA to SXGA+, full HD and WUXGA. ) NEW: Cubes with LED illumination technology. ) Graphics Controllers: netpix controller series for large screen systems. Hardware decoding of IP streaming video with special input boards. ) Wall Management: Perfect wall control with the eyecon software ) eyevis GmbH, Hundsschleestrasse 23, 72766 Reutlingen/Germany Tel.: +49 (0) 7121 43303-0, Fax: +49 (0) 7121 43303-22, www.eyevis.de, info@eyevis.de
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LIQUID, CHEMICAL & GAS HANDLING
“Cryogenic recovery of volatile compounds is almost 100% efficient, with little emission to the atmosphere.” Cryogenic recovery of volatile compounds, page 139. 138 P o rt t e c h n o l o g y I n t e r n at I o n a l
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Cryogenic recovery of volatile organic compounds Introducing an efficient and versatile method of liquid gas recovery Bård Norberg, Gas Recovery Systems, Oslo, Norway
The method
The gas recovery unit
The cryogenic recovery of volatile compounds was developed to efficiently and simultaneously purge liquid gas storage tanks with nitrogen, and recover the remaining gas heel on specification, without emission to the atmosphere. The process is based upon a supply of liquid nitrogen, where the liquid nitrogen is heat-exchanged with the outgoing gas vapors in such a way that the gas is efficiently recovered at cryogenic temperatures, on specification, ready for further processing. Therefore, the vaporized nitrogen is used as a purging gas.
The gas recovery unit is a compact unit built into a standard 10-foot container frame. It consists of a series of configured copper brazed heat exchangers containing heat transfer fluid, and pneumatic and electronic control systems. The GRS unit is remotely controlled from a control station during operations, where the GRS unit is positioned in hazardous zone 1 area, hooked up by hoses to the tank being gas freed, and to the tank into which the recovered product is being pumped. The same technology can be used during the recovery of petrochemical gases such as: • Ethylene • Ethane • Propylene • Propane • Butadiene • Butane • Halons • VCM • Chlorofluorocarbons • Isporenemonomer • Freons • Isobutane
The process development The process was developed in close co-operation with Sintef Research Institute in Norway, and with the funding of I.M. Skaugen Norway, Statoil Norway and by governmental programs. The development led to various patents within the cryogenic field of technology.
Recovery operation of VCM at Vopak Middlesborough, England.
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Facilities at which the technology is already in use
Measuring emission of VCM on GRS unit Vopak Middlesborough, England.
VOC emissions during operation. The heat exchange circuit of GRS enables the recovery of each product close to its freezing point. Typically, in a VCM operation the recovery temperature is at -153.8°C, at which temperature the product has no vapor pressure and thus the emission is reduced to a couple of ppm only. A typical VCM recovery operation was conducted at Vopak Terminal in Immingham, in which a 6,647m 3 sphere was decontaminated. The results were as follows: 1. VCM liquid recovered from system: 13.020 kg 2. VCM recovered during purging operation: 89.130 kg 3. VCM emissions to atmosphere total: 5 kg 4. Total liquid nitrogen consumption: 120.172 kg 5. Recovery efficiency: 99.98 % ABOUT THE AUTHOR
Aga Norway
recovery of propane
Zebrügge
recovery of propylene
Simon Storage UK
recovery of P12
Simon Storage UK
recovery of P114
Vopak Finland
recovery of IPM
AVC Australia
recovery of VCM
Maersk Sussex
recovery of VCM
Vintron Germany
recovery of VCM
Vopak UK
recovery of VCM
GlaxoSmithKline
recovery of P11
GlaxoSmithKline
recovery of P12
Norsk Hydro
recovery of VCM
Chemgas 16
recovery of VCM
AVC Australia
recovery of VCM
Immingham Stor.UK
recovery of P12
EVC Barry
recovery of VCM
GlaxoSmithKline
recovery of P11
Norsk Hydro
recovery of VCM
Inneos
recovery of VCM
As we can see, using this method of cryogenic recovery for volatile compounds is almost 100 percent efficient, with little emission to the atmosphere. In short, the system can be said to be one of the most effective available today. ENQUIRIES
Bård Norberg is a Master Mariner with 20 years of seagoing experience on gas
I.M. Skaugen SE
and chemical carriers, specializing in gas operations. Over the past two decades,
Karenslust Allè 8B
he has worked closely with the Sintef Research Institute of Norway, developing
Skøyen
cryogenic processes such as vapor recovery technology and small-scale LNG boil-
0212 Oslo
off re-liquefaction systems, which are now being installed on ships. He also works
Norway
on processes and design responsibility for a series of small LNG carriers. Tel: +47 23120300
Mobile: +47 91318441
Email: bard.norberg@norgas.org
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24/08/2010 12:09:34
Triple eccentric Butterfly Valves Check Valves Double Block and Bleed ESD Valves
www. zwick-valves.com Zwick Armaturen GmbH - Egerstr. 1 - D-58256 Ennepetal - Germany Fon: +49-(0)-2333/9856-5 Email: m.zwick@zwick-gmbh.de
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LIQUID, CHEMICAL AND GAS HANDLING
Valves for maximum performance and zero leakage Introducing triple eccentric valves for a range of applications and conditions Zwick Armaturen GmbH, Ennepetal, Germany At the main Zwick Armaturen GmbH facility at Ennepetal, Germany, you can find the huge 4,000m2 warehouse with over 5,000 valves and ready-to-mount parts, making it one of the biggest stocks of triple eccentric valves in the world. Zwick assures short-term delivery times and flexibility in material selection, even when it comes to materials like duplex, super duplex or bronze. Unusual requests are handled with the highest priority and together with the client. “The basis for success is and always will be the mixture of know-how, high quality and the flat hierarchical structure within the company,” says Sales Manager Marcel Zwick. This is also the key to success for Johann Zwick, who as founder, owner and general manager of Zwick, is always paying attention even to the smallest detail to ensure optimal service to the customer. For more than 30 years, the company has manufactured valves for different industry applications. Today, Zwick is focused on producing the TriCon Series triple offset metal-seated butterfly valve. TriCon valves are used everywhere where reliable function and absolute tightness are essential for the user or operator. This is guaranteed with many high-tech features of the valve, such as the unique conical seating which eliminates friction during the
Hand-operated double-flanged valve, gate valve face-to-face.
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seating and unseating of the valve, resulting in extremely long performance life and zero leakage past the valve. These valves are found mainly in applications of waste gases, liquids, hot water or steam at low and high temperatures of up to 815°C. Other important markets include the chemical and petrochemical industry, especially in critical applications. The standard portfolio of products starts with sizes from DN 50 to DN 1800 and pressure classes from PN 10 to PN 160 and corresponding inch diameters (2"-72") and ANSI pressure classes 150 to Class 900. The TriCon Series offers the full range of popular face-to-face dimensions and body styles like short and long pattern doubleflange valves, lug-type or valves with buttweld ends – all in accordance to DIN, ANSI and API Standards. Especially in the North American market, the model B1 is very popular as it combines all advantages of a triple eccentric valve with the ANSI B16.10 face-to-face dimension of a gate valve. Now users and operators are able to replace their old gate valves with Zwick Series TriCon valves without changing the existing pipes and flanges. The Zwick family is committed to offering environmentally friendly products, such as our stem packing design that is certified as a low emission device, as per TA Luft II. All Zwick parts and manufacturing processes are conducted at their Ennepetal facilities, with no third party participation. With the newly developed Double Block and Bleed valve, users are now able to have two separate discs within one valve body, and a bleed port in order to verify zero leakage past the two discs. Zwick also provides ESD valves of different kinds with closing times up to 0.2 seconds (optional with SIL 3).
Different body styles.
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LIQUID, CHEMICAL AND GAS HANDLING
Cut-away model of double-flanged type valve with hydraulic actuator.
Valve with pneumatic actuator modulating or fast closing.
Another highlight of the special Zwick features is the patented Sealed Bearing. Developed together with major chemical companies like DOW, the Sealed Bearing design prevents any medium from getting into the shaft or bearing areas. This eliminates seized shaft and bearings problems with applications such as cracking or ‘popcorning’ chemicals like butadiene, styrene, sulfur or tar. In areas where everyone else has already given up, Zwick is able to find solutions to meet customer needs.
Triple offset valve for oxygen applications.
ABOUT THE COMPANY
ENQUIRIES
Zwick is known today as one of the most innovative and flexible manufacturer of
Zwick Armaturen GmbH
metal-seated valves. After Zwick GmbH was founded in 1977, Zwick Armaturen
Egerstraße 1
GmbH was founded in 1997 as a sales organization. Today, the company employs
D-58256 Ennepetal
more than 80 employees at its main facility in Ennepetal, Germany.
Germany Tel: +49 (0) 23 33 / 98 56 5 Fax: +49 (0) 23 33 / 98 56 6 Email: info@zwick-gmbh.de
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