Port Industry 2015 Issue 4

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Digital Superhighway logistics can’t go without digitalisation

IMPROVING THE INDUSTRY OPERATING WITHIN TIGHT MARGINS

Dangerous Waters TACKLING THE THREAT OF PIRACY

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Editor’s note

Definition of Growth

ANOESHKA MAASKANT | EDITOR ANOESHKA@YNFPUBLISHERS.COM

JUST A FEW MORE WEEKS UNTIL WE CELEBRATE THE BEGINNING OF 2016. WITH THE EXCITEMENT OF A NEW YEAR AHEAD, WE ALSO LOOK BACK ON A YEAR WHERE the port industry geared up for growth – with growing vessel sizes, the global economic and trade recovery, growing container volumes and the growing quay crane production.

Good infrastructure is one of the factors that was essential for the growth and development of ports worldwide. Recently, the Netherlands was referred to as having ‘the best port infrastructure in the world’ according to the Global Competitiveness Report 2015 - 2016 from the World Economic Forum.

Dynamar Shipping Information and Consultancy’s latest report provides an excellent snapshot of port and terminal infrastructure and equipment at Northern Europe’s leading container ports. Exclusively for Port Industry, Dynamar summarised these findings, which can be found on page 20.

Rotterdam is one of the cities that invested heavily in infrastructure with large sums being spent on expanding the railway network and increasing the capacity of the 45-kilometre long motorway corridor between Maasvlakte and the hinterland.

Logistic systems are high on the agenda when it comes to automation and innovation. In this issue of Port Industry we feature Contargo who believe there is still a great deal to be gained by optimising cooperation in the chain. In their article about the Digital Superhighway on page 10 they explain their point of view.

The Port Authority of Rotterdam has also been applying a broader definition of ‘infrastructure’ for some time. Examples include the accessibility and opening up of the port area with the use of big data. By combining various information flows, it is possible to improve and expand the service and the infrastructure even more.

Other themes we feature in this issue are Hoisting & Lifting, Forklifts, Port Safety and Environment & Sustainability. So turn the page and enjoy.

ANOESHKA MAASKANT

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contents Port Industry ISSUE 4

LOGISTIC SYSTEMS

10 Digital Superhighway – Logistics’ Digitalisation 25 Processing Abandoned Cargo – Valuable Solution 30 Upcoming Demands – Repositioning the Chain

2015

26

48

40 Driven by Practice – Real-Time Synchronic-Modal Transport HOISTING & LIFTING

44 Intelligent Prevention – New Application for Truck Lifting 52 Improving the Industry – Operating Within Tight Margins 56 Small Components, Big Impact – Efficient Electric Motors

56

FORKLIFTS

26 Lift Trucks Today and Tomorrow – A Supply Chain Superstar

PORT SAFETY

16 Dangerous Waters – Tackling the Threat of Piracy 35 Controlling Risk – It’s All About Being Informed

52

ENVIROMENT & SUSTAINABILITY

38

14 Environmentally Friendly Power

Floating Energy Plant at the Port of Rotterdam

48 Solar System – Sustainable Mooring Solution

SPECIAL FEATURE

20 Container Volumes & Terminals Capacity Reporting Leading Ports

38 The Heaviest Load – Extreme Door-to-Door Transportation REGULARS

1 Editor’s Note 4 News in Brief

60 Outfitters Pages

62 Yellow & Finch Pages 64 Word on the Sea www. p o r t - i n d u s t r y.c om

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On the Cover

DP World’s London Gateway, UK, is one of the four container terminals in North Europe purpose-built for handling ULCS. Exclusive for Port Industry, Dynamar Shipping Information and Consultancy provides a snapshot of port and terminal infrastructure and equipment at Northern Europe’s leading container ports. Read more on page 20.

Photo by Dynamar.

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PORT INDUSTRY

NEWS IN BRIEF FEATURE At the time of writing the Panama Canal Expansion was 94% complete.

Panama Canal Update

At the start of the expansion.

At the time of writing the Panama Canal Expansion was 94% complete. Earlier in June, the filling of the new locks began, marking the start of a planned and methodical phase of operational testing of the locks, including its culvert valves, maintenance bulkheads and gates. This stage of testing is meant to timely detect and correct any deficiencies in the project. The Panama Canal technical team is closely involved to ensure that all tests meet the quality standards established in the contract.

The Panama Canal Authority (ACP) is now awaiting a formal report from GUPC following detailed inspections. While this important step takes place, the ACP is encouraged by the overall progress of the programme. Parallel work presses ahead with testing in other areas; the removal of the strip of land – known as a ‘plug’– separating the new Cocolí Locks from the Pacific Ocean, and the culmination of the Pacific Access Channel work.

Likewise in September the removal of the dike or plug that separates the Atlantic ocean waters from the new Atlantic Lock was initiated and progresses at a good pace. | Read more on port-industry.com

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MERFORD INTRODUCES THE ECOCAB NEO, A SUSTAINABLE OPERATOR CABIN WITH A WELL-THOUGHT PHILOSOPHY. FIND OUT MORE IN OUTFITTERS STARTING ON PG 60.

APM Terminals Acquires Grup Maritim TCB

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APM Terminals has reached an agreement with Perez y Cia to acquire their majority stake in the Barcelona-based Grup Maritim TCB and its maritime services’ container terminal portfolio in Europe and Latin America. Grup Maritim TCB has eleven container terminals with an annual throughput capacity of 4.3 million TEUs and an estimated annual container volume of 3.5 million TEUs. The transaction is expected to close by the end of the year and is subject to certain conditions precedent, including relevant approvals.

March www. p o r t - i n d u s t r y.c om

•News in brief PSI 4-4.indd 5

April

May

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PORT INDUSTRY

NEWS IN BRIEF IJmuiden Sea Lock PPP Reaches Financial Close The IJmuiden sea lock public-private partnership (PPP) project in the Netherlands has successfully achieved financial close. After almost 100 years in operation the current northern lock is to be replaced by a new 70 metre wide, 500 metre long and 18 metre deep lock system to ensure that the Amsterdam port area remains accessible for the new generation of medium-sized vessels. The larger, tide-independent lock will also reduce waiting times for ships and provide opportunities for future capacity expansion. Construction is due to commence in early 2016, with the new lock available for shipping by the end of 2019.

A Safer Bulk Trade DNV GL has published a guideline for the design and operation of vessels with bulk cargo that may liquefy. The guideline aims to raise the awareness of the risks of liquefaction and describes mitigating actions to reduce these risks. Many common bulk cargoes, such as iron ore fines, nickel ore and various mineral concentrates, have the potential to transform into an almost fluid state, threatening the stability of the vessel.

(left) Kees Jan Tuin, (middle) Whitney Veen (right) Piet-Hein Kolff

First Operator Established at Kooypunt III The symbolic start of the development at (Port of) Den Helder industrial estate took place during Offshore Energy 2015 at the RAI Amsterdam. Total E&P Nederland is the first major operator to set up shop at Kooypunt III. Every year, Total produces 4 billion m3 of gas on the North Sea, thereby meeting 10% of all Dutch gas demand. The new location will include a high-quality building consisting of two storeys of offices, a large warehouse and a spacious outdoor site. The Kooypunt industrial estate is currently under development.

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PORT INDUSTRY

NEWS IN BRIEF New Container Transport Base at DP World London Gateway Eddie Stobart has announced a new container transport base at DP World London Gateway Port and Park. The location will allow the business to be in the best possible place to provide new and existing customers with competitive container transport solutions from the south of the UK for which they are renowned in the north. The DP World site will provide Eddie Stobart with a strategic operational base to support their growth plans in the south of the country.

IFB Launches New Rail Connection A new rail link has been created from the CCT terminal at Moerdijk, the Netherlands to Italy (Milan). The containers arrive both by ship and by truck, combining different transport modalities to create sustainable mobility in the transportation sector.

Transportation by ship to and from the United Kingdom is provided by A2B-online Container. The hub at the centre of this process is the CCT terminal, which provides logistical support. Traction from Moerdijk to Cologne is provided by Locon Benelux, from Cologne the route is continued by SBB Cargo International. Three round trips per week are offered at present. The ambition is to increase this to five round trips per week in early 2016.

Rotterdam Applauds ExxonMobil’s Investment

ExxonMobil’s investment in its refinery in the Botlek, the Netherlands, demonstrates a high level of confidence in the oil sector in Rotterdam. The Port Authority stresses the importance of the refining and petrochemical industry in the port and in the region. ExxonMobil is investing over USD 1 billion in the modernisation of its refinery in the Botlek in Rotterdam. This concerns the construction of a new hydrocracker and a modification of the existing hydrocracker.

Another component of the investment is the expansion of the tank storage facility by six new tanks. The expansions are scheduled to be operational by 2018.

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| Read more on port-industry.com

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PORT INDUSTRY

NEWS IN BRIEF Port of Rotterdam Launches Startup Accelerator

New Harbour in Rotterdam

The Port of Rotterdam Authority and partners launched the startup accelerator programme PortXL. Rotterdam further steps up its ambition to be the smartest port in the world. Paul Smits, CFO of the Port of Rotterdam mentioned: “With PortXL we further strengthen the innovation ecosystem in our port and enable ourselves to scout startups. By connecting the startups with reputable companies, we introduce them to a vast network of industry experts. With this project we draw more innovative activity into the region and show what our world-class port has to offer.”

The new Yukon harbour at the Port of Rotterdam will emerge on the north side of the Yangtze canal (port number 9845). The harbour basin will be located between the Euromax container terminal and the gate terminal of Vopak and Gasunie. The harbour will have a length of 255 metres, a width of approximately 150 metres and a depth of 7,50 metres for the time being. Next year, Gate terminal will open a new LNG Breakbulk terminal at this new harbour basin.

Significant Port Equipment Order from Colombia Kalmar, part of Cargotec, has won a significant order from its long standing customers Sociedad Portuaria Region de Cartagena and Terminal de Contenedores de Cartagena in Cartagena, Colombia. Both terminals are owned and managed by Port of Cartagena Group. The order includes a total of 23 rubber-tyred gantry cranes and 79 Kalmar Ottawa T2 terminal tractors. Kalmar will deliver five RTGs and nine terminal tractors to SPRC and eightteen RTGs and 70 terminal tractors to Contecar. The total value of the order is approximately EUR 45 million. The deliveries will take place between July and December 2016.

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PORT INDUSTRY

NEWS IN BRIEF Great Start for Environmental Discounts January this year saw the introduction of environmental discounts in the Port of Gothenburg, the aim being to incentivise vessels with high environmental performance. The environmental discounts were introduced to promote a reduction in environmental impact beyond the levels stipulated in international regulations and legislation. The market’s signals have been highly positive, to date 25 vessels have joined the system and the proportion of ships meeting the discount requirements is higher than expected.

Furthermore, this proportion is expected to rise in the future. Not least when vessels running on Liquefied Natural Gas or LNG start calling in at the Port of Gothenburg in 2016.

<<

clean energy at port

The LNG Hybrid Barge generates clean energy for cruise ships at port. Compared to using on-board diesel engines to produce energy, the barge’s power supply dramatically reduces harmful particulate emissions. Another LNG-powered concept has been developed in order to supply clean energy for other ships at port such as container, bulker or tanker vessels.

W W W. B E C K E R - M A R I N E - S Y S T E M S . C O M

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LOGISTIC SYSTEMS

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LOGISTIC SYSTEMS

LOGISTICS CAN’T GO WITHOUT DIGITALISATION

Digital Superhighway DIGITALISATION CREATES OPPORTUNITIES FOR LOGISTICS SERVICE PROVIDERS TO REDUCE COSTS AND GIVE THE MARKET the flexibility it requires. Great strides have already been made in the field of container logistics. However, there is still a great deal to be gained by optimising cooperation in the chain.

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LOGISTIC SYSTEMS

T

he fact that the German Federal Minister of Transport, Alexander Dobrindt, had ‘digital infrastructure’ added to his portfolio two years ago speaks volumes. Germany, among others, leads the market in the field of logistics, but investment in the classical transport infrastructure by itself is no longer sufficient if this leading position is to be maintained and strengthened. Logistics companies require a sound digital superhighway in addition to motorway, train and waterways infrastructure. Sea ports, inland ports and terminals must be able to view flows of goods in real time if they are to increase their working efficiency. Modern information and communication technology has become an important competitive factor.

Transparent Chains

The collection and analysis of data helps logistics service providers to control their processes better and to optimise supply chains. They adapt to the requirements of the market by doing so, according to Heinrich Kerstgens, Managing Director at Contargo. The company has its own network of terminals and it conveys trimodal

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containers between the sea ports and the European hinterland. “Without IT we would no longer be able to provide customers with the price and quality they desire,” Mr Kerstgens continues. He explains how digitalisation ensures transparency in transport. “To put it bluntly, containers used to disappear into a black hole once they had been unloaded at sea ports. They were put onto a train, ship or truck and arrived at their final destination at a certain time. The scope and accuracy of the information available today enables us to locate our containers at any moment so we can keep customers up to date about the progress of their transport.”

At present, Contargo is building a database to record all events that affect transport. It involves messages from the terminals and also traffic data from the trains, ships and trucks that the company uses. “Analysis of this data enables us to respond quickly to variations within our network and to combine the various modalities. We can use trains when the water level is extremely low for example. We always look for the most meaningful combination. Data controlled processes down to the very deepest level

make logistics chains hugely efficient. It is, however, down to people to control these processes. We note that software which is well designed and user friendly increases motivation levels. As a result employees make fewer errors and solve unexpected situations more creatively.”

From Server to Server

Communication between the cargo handling cranes and the planning workers in the offices at the Contargo terminals in Germany, France and Switzerland is largely digital. This speeds up the process. Truck drivers can use an app to book slots for loading or unloading containers, thereby reducing the processing time at the terminals. Digital tools have been developed for customers so that the best transport route can be established and the transport price can be calculated.

Mr Kerstgens states that customers wish to reduce the burden of paper communication.

Even the provision of a web interface has now been outstripped. “Our customers’ servers will be able to communicate directly with our own servers before long. The placing of orders, passing on changes in the

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LOGISTIC SYSTEMS

The placing of orders, passing on changes in the transport status and invoicing will all occur electronically. transport status and invoicing will all occur electronically.” Logistics service providers welcome every initiative to reduce the burden of paperwork. They hope that it will soon be possible to convey international container loads within the EU without transit documents. The burden of paperwork for inland waterway vessels which transport over 500 containers is huge. “It would be hard to get all the documents on board with a wheelbarrow,” Mr Kerstgens jokingly says.

Sharing Information

Digitalisation was also the central theme at Transport Logistics, one the world’s largest logistics trade fairs, in Munich a few months back. The sector showed its most innovative side with the huge amount of information and communication technology on display.

“We are in the middle of digitalisation,” said the German Federal Minister of Transport as the trade fair was opened. He also stated that there was much progress still to be made. This also applies for container logistics, for which real big data analysis is a long way off. “This requires more cooperation within the logistics chain,” Mr Kerstgens explains.

“The various links such as ports, shipowners and operators must be prepared to share information. We are not yet at that stage.

We are having discussions about this with knowledge institutes, sector representatives and IT companies.” He also refers to the role of governments within the digital economy.

They must ensure that the underlying infrastructure is available. Lots of inland German ports don’t yet have quick internet access. The Contargo terminal in Germersheim didn’t even have an internet connection for many years and had to manage with an antenna on the roof. “Ports are right at the centre of logistics. They should all have a fibre optic connection.”

this out. As a trimodal service provider, Contargo sees railway access to inland ports as the biggest problem. The railway infrastructure in many ports is too short for chartered freight trains and there are too few shunting yards. Goods trains and passenger trains often have to use the same track as well. The logistics sector has looked on with a heavy heart as more and more waterfront areas close to ports have been sold to residential property developers. The space for storing and handling containers has thus been reduced although this space is desperately required. But Kerstgens says that the margins in the field of logistics are too narrow to compete with developers.

Dedicated Cranes

Contargo will be investing about EUR 100 million in expanding its terminal capacity over the next 4 years with support from the German government. By doing so the company is following developments in sea ports. Mr Kerstgens says that sea terminals are unfortunately primarily focused on maritime shipping. After all it is the shipowners who invest in these projects.

The fact that containers also have to reach inland destinations is often not taken into account. Inland waterway vessels are the main victims of this. Any lack of dedicated cranes for inland navigation at sea terminals means that inland waterway vessels have to be handled with the Super Post Panamax cranes which are also used for seagoing vessels. This is only possible during ‘idle times’ when there are no seagoing vessels present.

The pressure at terminals often results in inland waterway vessels waiting days at a time for their turn. Developments such as slow steaming make the idle times and therefore the departure times for inland waterway vessels less predictable. Logistics companies are insisting on dedicated cargo handling for inland navigation. Quicker and clearer communication between the partners in the chain forms part of the solution. The example once again illustrates how much the digital superhighway has become a permanent part of the logistics network. i. www.contargo.net

Creating Space

The added value of modern IT solutions may be considerable but they can of course never replace the physical routes which the goods travel on – Mr Kerstgens also points

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ENVIROMENT & SUSTAINABILITY

From left to right: Ard-Jan Kooren (Kotug), Dirk Lehmann (Becker Marine Systems) and Arjan Stavast (Shell Downstream LNG).

FLOATING ENERGY PLANT AT THE PORT OF ROTTERDAM

Environmentally Friendly Power BECKER MARINE SYSTEMS AND KOTUG SIGNED A MEMORANDUM OF UNDERSTANDING TO LAUNCH A LNG HYBRID BARGE IN THE PORT OF ROTTERDAM, WITH EFFECT FROM JUNE 2017. THE LNG HYBRID BARGE, A FLOATING ENERGY PLANT, IS DESIGNED TO PROVIDE ENVIRONMENTALLY friendly power for ships in ports. The LNG Hybrid Barge will deliver clean energy to moored cruise ships and contributes to a cleaner environment. It is an alternative for producing electricity in the traditional way by either their generator sets or their main engines. During winter season the LNG Hybrid Barge will be able to deliver heat to factories or to the central city heating system in addition to electricity.

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ecker Marine Systems (BMS) is the owner of the LNG Hybrid Barge and provides services to charter out the barge. The LNG Hybrid Barge concept is patented by LNG Hybrid, a division of Becker Marine systems. Dirk Lehmann, Managing Director of Becker Marine Systems said, â&#x20AC;&#x153;The LNG Hybrid Barge is the first

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ENVIROMENT & SUSTAINABILITY

flexible solution supplying clean LNG energy to cruise ships during summer season and providing the flexibility of generating electric energy and heat into a public grid system or industrial users during winter season. We see this advanced flexible solution as an opportunity for Rotterdam and other international ports.”

Green Support

Primarily the LNG Hybrid Barge will support cruise ships moored in Rotterdam, traditionally key clients of Kotug. Kotug will move the LNG Hybrid Barge and will provide commercial, technical and operational management of the LNG Hybrid Barge.

Ard-Jan Kooren, CEO of Kotug stated, “As a leading towage company and with our strong focus on innovative technical and environmental solutions, we strive for reducing our environmental footprint and encouraging our suppliers, clients, business partners and stakeholders to reduce their environmental impact. We are proud to be working with innovative partners like Becker Marine Systems and we look forward to making together a significant step in supporting our clients in a greener, safer and more efficient operation.”

Shell. Arjan Stavast, Shell’s Downstream LNG Business Development Manager for Europe commented, “We see the LNG Hybrid Barge as a unique solution for the maritime industry. We will follow these developments closely as we do believe that the delivery of electricity through LNG is possible for (cruise) ships, factories and cities, while not having to invest heavily in additional

electricity infrastructure”.

“The LNG Hybrid barge which Kotug and Becker Marine Systems together are planning to introduce to Rotterdam will potentially reduce emissions even further. The cruise industry is known to work successfully towards a cleaner and healthier environment to which this LNG Hybrid Barge certainly substantially will contribute to. It will enable the cruise vessels to consume

energy in an even cleaner and green way. We are delighted to learn about this initiative and are looking forward to welcome the LNG Hybrid barge in Rotterdam,” says Mai Elmar, Executive Director of Cruise Port Rotterdam.

Gerrit van Tongeren, Chairman of the Dutch National LNG Platform states, “This initiative between Kotug and Becker Marine Systems is very much welcomed and supported by the Dutch National LNG Platform. It is another great and unique example of how leading maritime companies, each with their own specialty, can work together in the entire LNG chain. We share the same goal: to get LNG introduced in the market and contribute to a cleaner and greener environment. We therefore follow and support this initiative and wish all parties good luck in achieving the objectives”. i. www.becker-marine-systems.com i. www.kotug.com

Sharing the Same Goal

This new, innovative concept and unique cooperation has also drawn significant attention from key players in the LNG market, like Cruiseport Rotterdam, Dutch National LNG Platform and

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PORT SAFETY

TACKLING THE THREAT OF PIRACY

Dangerous Waters MARINE TRAVEL EXPERT PIPPA STRASSER-GANDERTON EXPLAINS HOW THE SHIPPING SECTOR IS TACKLING THE threat of piracy. Some 90% of the world’s traded goods are transported by sea. Often unbeknown, or little talked about, is the fact that piracy is a growing problem for the shipping industry.

WORDS BY PIPPA STRASSER-GANDERTON, HEAD OF GLOBAL ACCOUNT MANAGEMENT MARINE & ENERGY FOR ATPI GRIFFINSTONE.

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T If a company has not used a specialist agent before, it is likely to save around 10% in travel costs over the first year – but results can be even better.

he Security Association for the Maritime Industry (SAMI) estimates that 35 to 40% of the journeys by sea carry armed guards. The increasing need to employ security companies to protect vessels brings with it particular challenges relating to travel and logistics.

Shipping companies face tight budgets, so what can travel management companies (TMCs) do to help?

Specialist Travel Requirements

With greater need to hire security companies, shipping companies must take a closer look at how to economise on air fares – as should the security companies themselves. Routes are often complex, bookings often multiple, so involve detailed planning and sector knowledge.

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Access to specialist fares means the marine traveller can take more baggage, often required for equipment or for long stays away. Fares should also be flexible, for an environment where slots are tight for both crew and security personnel – and where logistics can change with the wind.

Getting Arms Across Borders

Local laws and restrictions often make the transition of arms and ammunition – vital to the security operation – very complex. Airline requirements vary too. A specialist TMC will have an in-depth knowledge of each carrier’s requirements and can advise and assist with the paperwork necessary for visas, passports and the transportation of arms, before travel.

Where are the Pirates?

Coalitions of navies are organising convoys – sometimes up to 25 nations strong – to protect the world’s most at risk shipping routes.

The current piracy hot spots are close to emerging countries. For example, off the West African coast, where attacks typically aim to steal oil and other cargoes for re-sale. In the Indian Ocean close to Somalia, piracy tends to focus on kidnaps for ransoms. Recent pirate attacks have been in the Gulf of Aden, Nigeria, Somalia and the Straits of Malacca, to name but a few.

Different Port, Different Law

In some countries, bringing weapons into port is considered as smuggling or in breach of an arms embargo.

In others, ships may enter port with armed guards, but the guards must hand over their weapons before leaving.

Some marine security

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Safe, Simple, Strong!

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companies have begun to store weapons on so-called ‘floating armouries’. These are located in international waters to avoid arms transiting laws when docking at ports.

Whether or not there is an emergency, shipping and security managers need an instant response and the choice of multiple itineraries to adapt travel plans at short notice.

Protecting Travellers

Strategic Partnership

Traveller safety is paramount, and both shipping and security companies have a duty of care towards their personnel. Good TMCs should provide a 24/7 service which supports travellers around the clock. Employee tracking systems can provide clear visibility of where travellers are – especially useful for organisations to understand who is in these risky destinations if problems should arise. Decisions can then be made to remove those travellers or to stop others from boarding a plane to that location.

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A strategic partnership between ATPI Griffinstone and SAMI means they can make it easier for ship owners to overcome the challenges of hiring security companies and moving guards, arms and ammunition around the world. How? They are delivering a designated team for maritime security companies that are SAMI members – the service includes advance and last minute bookings, as well as help with licences, passport and visa requirements plus negotiations with airlines.

ATPI Griffinstone provides a

global 24/7 service, proprietary employee tracking system (ETS), global purchasing power with suppliers, offices in the world’s key shipping locations and innovative technology, such as ATPI HomePort that integrates shipping company’s HR and back office systems with their own travel booking systems. This means efficient bookings, accurate invoicing and one set of management information (MI) recording all relevant travel data. i. www.atpi.com

Pippa Strasser-Gandertonis a maritime and energy sector specialist. Before her current role as Head of Global Account Management, Marine & Energy for ATPI Griffinstone, she was Director of Global Sales & Account Management for Instone International.

Previously, she worked for British Airways for 16 years. Originally based in Austria where she filled positions in operations, pricing, sales and marketing, she relocated to BA’s UK head office where she managed sales for the global marine market, before heading up the global specialist markets sales team.

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SPECIAL FEATURE

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REPORTING NORTHERN EUROPE’S LEADING CONTAINER PORTS

Container Volumes & Terminals Capacity NETHERLANDS-BASED DYNAMAR SHIPPING INFORMATION AND CONSULTANCY’S LATEST REPORT PROVIDES AN EXCELLENT SNAPSHOT of port and terminal infrastructure and equipment at Northern Europe’s leading container ports. Especially for Port Industry, Dynamar summarised the findings of these four main areas: Baltic, UK/Eire, Europe North West and Europe Atlantic.

E

urope-Far East and Transatlantic are the two major trades connecting with North Europe. The container services of the eighteen shipping lines operating in these trades call at seventeen ports in the Gothenburg-Sines range. In 2014, their total throughput was 53 million TEU, a growth of 5%. As matters are, prospects for 2015 are a bit less rosy.

Fifty-five container terminals in those seventeen ports are equipped with Ship-toShore container gantry cranes (StS). As of December 2014, these terminals had a combined handling capacity of 86 million TEU. The resulting 62% occupancy may seem to run counter to congestion having plagued so many ports since mid 2014.

Congestion

The main reason for the congestion phenomenon is that demand doesn’t come in nice regular volumes to be discharged and loaded at the container terminal every day. Even the largest ships remain prone to the elements, sometimes causing havoc to schedule integrity. Delayed ships may bunch up in their next North European port, which will work through further in their schedule.

That all said, throughout the 24/7 working week, a terminal operator has always been

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EuroMax Rotterdam, purpose-built for the largest ships, also working by night.

The number of giant ships larger than 18,000 TEU is bound to swell to well over 100 by 2019, of which some 35 larger than 20,000 TEU.

facing and handling peaks and troughs in demand as a standard fact of life. However, things have changed and ships have grown excessively within a relative short period of time.

Growing Vessel Sizes

At the start of this century, the world’s largest container ship was the 8,200 TEU Cornelius Maersk. Last April, a vessel with nearly 2.5 times that capacity was delivered: the 19,900 TEU Barzan. The number of giant ships larger than 18,000 TEU is bound to swell to well over 100 by 2019, of which some 35 larger than 20,000 TEU. All these ships will invariably be deployed in the North Europe-Far East container trade.

6,000 Moves per Day

A ship earns her money at sea and hence, shipping companies strive at limiting port stay. Because of the large number of containers to be discharged and loaded at a port, the consensus among big ship carriers is that terminals should handle 6,000 containers a day on an ULCS; stevedores rather see 3,500 moves as a more realistic maximum.

While the 347-metre 8,200 TEU ship could be stevedored with seven StS, the 400-metre long, much wider 18,000+ TEU

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vessel, can be worked with nine quay cranes at the max. The latter’s spreaders do have to travel longer, wider and deeper. Tandemspreaders, capable to hold two 40’ containers, will be used whenever possible and the cranes need to be taller, minimum 50 metres under the spreader. Thus, they are heavier, weighing some 2,000 tonnes, requiring stronger quays along 17 to 18 metres water depth.

Purpose-Built

Until 2014, just four container terminals in North Europe were purpose-built for the handling of ULCS, including the current largest afloat: EUROGATE Container Terminal Wilhelmshaven/Germany (18 metres water depth), Hutchison’s Berths 8/9 Terminal in Felixstowe/UK (16 to 18 metres), ECT’s Euromax at Maasvlakte 1 in Rotterdam (19.6 metres) and DP World’s London Gateway in London/UK (17 metres).

New 2015 Facilities

This year, three more tailor-made ULCS facilities are commissioned: In April: APM Terminal Rotterdam II at reclaimed Maasvlakte 2. Fully automated including the absolute novelty of (eight) remotely controlled StS handling 24 containers across deck (24-wide). In September: DP World-

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SPECIAL FEATURE operated Rotterdam World Gateway (RWG), same area, fully automated and remotely controlled too: all fourteen quay cranes, including the three barge gantries. In December: Liverpool2 Container Terminal, with initially five conventionally operated ship-to-shore gantries.

These three terminals alone will increase North Europe’s handling capacity by minimum 6 million TEU or 7%.

Considering all parameters, this comes down to a production of 28 moves per crane or 3,300 per 24 hours… still shy from 6,000.

The European production record is in the hands of APM Terminal Rotterdam I: 42 moves average per crane per hour on the 3,100 TEU Leto. Theoretically, this could translate into 6,000 moves per 24 hours but in this case a meaningful comparison is hard to be made

Automation, the Holy Grail

Gate Pressures and Inland Logistics Woes

Full quay crane automation is seen as the only way to achieve 6,000 quay-side moves per 24 hours. Unlike the traditional human crane-driver, a robot crane doesn’t suffer from back or neck stress, fatigue or fading concentration and can easily withstand the required faster acceleration and braking.

And above all, it can work 24/7 uninterruptedly. Both APM Terminal II and RWG Rotterdam expect a production of 6,000 moves per day working the ULCS with six automated quay cranes, once their almost excessive degree of automation has been fine tuned.

But even without crane automation, impressive throughputs are sometimes achieved: ECT Delta Terminal holds the volume palmares: on Evergreen’s 13,800 TEU Thalassa Hellas it realised 11,050 moves, equal to some 18.500 TEU.

6,000 moves or around 11,000 TEU in 24 hours: most of these containers have to be delivered to the consignee, or conveyed to the terminal by the shipper. A fast quay crane production puts tremendous pressure on the terminal’s storage capacity, but also on the inland infrastructure connecting with the port.

In fact, it is the inland logistics side of container shipping which continues to be the subject of tremendous change and development caused by the excessive growth of container ships. Over the last 10 years, container volumes with Asia more than doubled, while service frequency declined by more than 35%.

The following shows how immensely pressure on inland logistics must have increased: many more boxes on less ships

sailing at a substantially lower frequency, demanding everything from logistics planning: 2005: 272 ships of 5,700 TEU average – 32 weekly services – 6.7 million full TEU both ways.

2014: 235 ships of 12,700 TEU average – 21 weekly services – 14.1 million full TEU both ways.

At the moment, North Europe-Far East volumes are down 3 to 4% on-year, while the number of ever-larger ships has gone up to over 14,000 TEU average. To increase freight-rates in an overcapacityenvironment, carriers have further reduced the number of ships to 200 units and therewith frequency to just nineteen sailings per week. Container-shippingrelated logistic: never a dull moment! i. www.dynamar.com

APM Terminals Maasvlakte 2 with its remotely controlled StS still under construction.

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HARBOUR & TERMINAL

LOGISTIC SYSTEMS

THERE IS NOTHING I CAN’T DO!

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a trustworthy ship We take pride in building you Arnout Damen HTTG01

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LOGISTIC SYSTEMS

BROEKMAN LOGISTICS OFFERS VALUABLE SOLUTION

Processing Abandoned Cargo >>

FULL-SERVICE LOGISTICS PROVIDER BROEKMAN LOGISTICS, IN COLLABORATION WITH VAN SCHERPENZEEL, HAVE FOUND A VALUABLE SOLUTION FOR CONTAINER CARGO LEFT AT TERMINALS. THIS CONCERNS CARGO THAT ISN’T ALLOWED INTO the country and which cannot be returned to the owner. Instead of a costly trip to the incinerator, they will cover the entire logistic process and ensure confidential destruction of the goods while recovering as many new materials as possible.

Closed Reliable Chain

The collaboration creates a completely closed chain to ensure that goods do not end up back on the market. Broekman Logistics was granted the status of Authorised Economic Operator (AEO) by customs, meaning that it only operates following strict regulations and in addition offers a valuable solution for abandoned cargo. The cargo is always transported directly from the terminal to Van Scherpenzeel’s processing equipment, without any stops on the way. Van Scherpenzeel’s grounds and facilities have extensive security and all staff go through a detailed screening process first. All activities follow the strictest norms for confidential destruction (CA + NAID). The recycling process has waste paper, ISO 9001 and ISO 14001 certifications.

sustainability. Complete outsourcing, with a reduced ecological footprint, at reduced costs, which is a valuable solution for abandoned cargo.

The focus relies on recovering as much material as possible. Every product has value – even a container with spoiled fruit can still be used to make environmentally friendly biogas in a fermentation plant.

There are countless examples. The destruction process is always 100% safe and confidential. The end result is completely unrecognisable in all cases, but still valuable. Recycled materials are distributed to several industries throughout all of Europe. i. www.vanscherpenzeel.com i. www.broekmanlogistics.com

Destruction is Creation

Broekman Logistics and Van Scherpenzeel bring together the power of logistics and

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FORKLIFTS

THE ONGOING STORY OF A SUPPLY CHAIN SUPERSTAR

Lift Trucks Today and Tomorrow ANYTHING YOU ARE CURRENTLY TOUCHING, BE IT A PIECE OF PAPER, A COFFEE CUP, YOUR PHONE OR EVEN THE WONKY CLAY JUG YOUR 7-YEAR OLD MADE LAST WEEK, HAS ARRIVED IN YOUR WORLD VIA A FLEET OF millions of lift trucks. Specialist in lifting businesses, Konecranes, gives Port Industry a quick tour of the challenges, risks and opportunities of the lift truck industry and an interesting reflection on the future of materials handling in general.

F

rom the raw copper mined in Chile needed to produce your tablet’s motherboard in China, to the smart package that arrives at a doorstep in Sweden, none of it would be possible without the humble forklift completing hundreds of steps within a grander supply chain process. No wonder projections of global lift truck sales remain optimistic: The global forklift market is predicted to reach USD 55.9 billion by the end of 20211 up from USD 35.3 billion in 2014, a healthy 6.9% increase.

e-Commerce

A key element of growth is undoubtedly the rise of e-commerce. With the ‘bad bubble’ of web 1.0 long gone, consumers are shopping online more than ever before. In the US alone online retail will comprise 10% of all retail sales by 2017, up 2% from 2014 – making for a compound annual growth rate (CAGR) of 9% – from USD 231 billion in 2012 to 1 Global Forklift Truck Market to Reach USD 55.9 billon by the End of 2021: Persistence Market Research (PMR).

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USD 370 billion in 20132. This growth can be neatly attributed to a perfect union between demand and supply – mobile technology continues to offer unprecedented access to retailers and capital investments in e-commerce fulfilment and distribution systems have all but revolutionised supply strategies.

Retailers are in heated competition to continue improving supply as consumers demand quicker, more flexible fulfilment.

Amazon and other mega-retailers are already investigating same-hour delivery as well as mobile delivery (delivery wherever you happen to be). It remains to be seen what exactly the impact of ideas like delivery drones or crowd sourcing will have on the materials handling industry, but it is at least safe to conclude that the rate of change in this sector remains exponential.

Developing Economies

According to the World Bank, “Better overall logistics performance and trade facilitation are strongly associated with

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2 Modern Handling & Logistics US Roadmap, 2014.

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FORKLIFTS

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trade expansion, export diversification, attractiveness to foreign direct investment and economic growth.”3 It is no surprise then that Asia-Pacific dominated the global sales of lift trucks in 2014, accounting for approximately 41.4% volume share of the overall market. Manufacturers have rushed to supply the Asian demand. The Konecranes Lift Trucks’s Lingang factory in Shanghai was opened in 2007, but by 2010 the company had already doubled the factory’s capacity. In terms of global sales, Europe ranked second closely followed by North America.4 The demand for lift trucks is increasing at a high pace in the Asia-Pacific due to the increasing demand from countries such as China, Japan, and India.

One constraint remains cost, and many of the small-scale industries seem to prefer renting to ownership.

Information Technology

Phrases like ‘The Internet of Things’, ‘CloudBased Computing’ and ‘Big Data’ are likely 3 World Bank Report: Connecting To Compete, 2012.

4 Global Forklift Truck Market to Reach USD 55.9 billon by the End of 2021: Persistence Market Research (PMR).

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have an impact on forklifts in the same way they are impacting on the production, use and marketing of millions of other products.

In addition, new technologies implemented in supply chain systems will also need to be anticipated and adapted by forklift manufacturers. Take RFID (Radio Frequency Identification) tags for instance; Kevin Ashton – coiner of the phrase ‘Internet of Things’ – saw RFID as a mechanism by which physical things could directly communicate with the internet. He postulated that if things could connect directly to the internet, (instead of the information needing to be input by a human) then computers could essentially count and track everything, leaving humans free to do tasks that require more intuition and judgement. RFID tags have already had a debut in the world of lift trucks when Konecranes placed them in the cabs of their lift trucks for customers needing early warning of a machine nearing overhead conveyers. A directional RFID transceiver on the lift truck recognises the active RFID tag that is mounted on the conveyor. Sensor and GPS technology is likely to get more accurate, whilst also

The worker bees of the global supply chain network, the challenges they face and the innovations they adopt will impact our world and all the objects in it.

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getting smaller – and, as per Moore’s law, it will also get cheaper leading to greater uptake across markets.

Robotics & Driverless Vehicles

Arguably one of the most keenly watched trends, from a forklift manufacturer’s perspective, must be robotics, and the associated technology of driverless vehicles.

Although more than 160,000 robots were sold worldwide in 2012 alone5, and The International Federation for Robotics estimates that the global population of industrial robots was between 1.2 million and 1.5 million units, the majority of these are used in manufacturing. Automated delivery systems within warehouses are not uncommon, but the use of robots in terms of actual lifting, handling and moving is perhaps still a long way off. But undoubtedly, the prospect remains an object on the horizon of any lift truck developer.

The associated technology of autonomous control, most obviously demonstrated by 5 International Federation of Robotics, http://www. ifr.org/industrial-robots/statistics.

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Google’s SDC (Self-Driving Car), is a vehicle with enough on-board intelligence to sense its environment and make independent decisions. The prospect of driverless lift trucks is what experts might call a ‘disruptive technology’; it has the potential to reshuffle the lift truck pack, so to speak.

Driverless vehicles offer the logistics industry many benefits, and already driverless trucks are being carefully discussed in the US6. A broad-based adoption of these, and similar technologies, would result in revolutionary change in the lift truck industry.

Emissions Management

effectively creating another category of forklift trucks. The new machine produces 80 tonnes less CO2 per year – the equivalent off-set would be to plant 44 acres of trees every year.

The forklift may not have the grandeur of the Ship-to-Shore crane or the new-tech buzz of delivery drones – but as the worker bees of the global supply chain network the challenges they face and the innovations they adopt will (to a greater or lesser degree) impact our world and all the objects in it. i. www.konecranes.com

Forklift trucks, as a category, are further divided into internal combustion and electric – along with hand-powered pallets and lifts. Internal combustion-based forklift trucks are expected to meet global goals for the reduction of greenhouse gases and carbon emissions. Konecranes Lift Trucks recently achieved a world-first with the launch of its hybrid reachstacker – 6 Wikipedia, Google driverless car, http://en.wikipedia.org/wiki/Google driverless_car.

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LOGISTIC SYSTEMS

REPOSITIONING THE CHAIN

Coping with Upcoming Demands

Photo courtesy of Port Pictures.nl

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LOGISTIC SYSTEMS

NOWADAYS, TERMINALS HAVE TO COPE WITH THE CHANGING DEMANDS OF SHIPPING LINES AND POLITICS. THIS IS TRUE NOT ONLY FOR THE LARGE TERMINALS THAT SERVE mega vessels, but also for the smaller terminals in the supply chain. Exclusively for Port Industry Prof. Dr. Ing. Holger Schuett outlines changes that are impacting terminals worldwide.

WORDS BY PROF. DR.-ING. HOLGER SCHUETT

T

he increase in vessel size, as well as the increase in fleet size, has been driven by the fast increase of world trade. Within medieval Europe the Hanseatic League was one of the strongest trade cooperations. At that time, the main vessel, called Hanse Kogge, was able to load some 80 to 200 metric tonnes of cargo. All vessels from the Hanse when combined had the capacity to transport some 100,000 tonnes. Their entire fleet capacity was less than that of just one of today’s mega vessels1.

Large Capacity, New Demands

Use of container vessels began in the 1950s.

The MS Fairland (1954), for example, carried 226 35-inch containers. Since then, the container development has increased tremendously, and shipping lines are currently at the level of 20,000 TEU per vessel. As shown in the overview from Ashar and Rodrigue (figure 1), vessel dimensions have increased slightly, while stowage capacity has increased by 70%. This has impacted the size of equipment used at the terminals, as ports have to accommodate these increases. Especially the quay cranes, which have to be wide enough as well as have sufficient height to service the mega vessels.

Due to the financial crisis, orders were cancelled and order books were delayed. But soon after the crisis, shipping lines started to again order bigger vessels. This led to an overcapacity of the sea transport market, as shown in figure 2.

The main reason for shipping lines to invest in mega vessels – although there already is an overcapacity – is the efficiency of such vessels.

The International Transport Forum analysed the cost per TEU for different vessel types. As shown

Fig. 1 Ashar and Rodrigue, 2012. All dimensions are in metres.2

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1 Megavessels in this paper are classified to have a capacity of 13,300 TEU or more, comparable with ITF 2015.

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Source: Own elaborations based on data from Clarkson Research Services.

Fig. 2 Disconnection of container ship size developments and seaborne trade growth (1996-2015), ITF 2015.

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Fig. 3 Decreasing cost savings of bigger vessels, ITF 2015.

Fig. 4 Profile of the bay for avoiding collisions and optimising the trajectory, TMEIC 2014.

checked by an individual for clarification purposes.

This process decreases the truck service times at the gate by, on average, 60 seconds.

On the other hand, sensors can also deliver the information needed for a smooth operation.

Position Detection Systems (PDS) track the movement of the equipment (internal and external) and sends this information to the control system. Arrival times are then updated to optimise the transfer between different types of equipment.

Laser sensors may detect the profile of the stack (either in the yard or in the bay of the vessel) to find the optimal trajectory for the spreader to move the container.

Equipment Automation Fig. 5 Comparison of manual and automated crane processes, Cederquist/ABB 2011.

in figure 3, the cost per TEU for a 20,000 TEU is vessel is some 30% less than the cost for a 10,000 TEU vessel. Thus, shipping lines benefit by using the mega vessels, but the terminal operators have to invest into new equipment and processes to cope with the new demands.

Supporting Operators

One solution to support the terminal operators in meeting demands caused by mega vessels, is the automation of processes and equipment to guarantee a stable and predictable operation with a high level of productivity and effectiveness.

To benefit from optimal processes, there should be a total overview of the current situation at the terminal, with the main task to detect, collect and show the current state of all processes and equipment. The process is supported by identification systems used at the gate as well as on the quay crane to detect the container, read the container identification using Optical Character Recognition (OCR), as well as the truck’s license plate. Thus, fully automated gates have been developed, where the truck only needs to be

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Automation is already intergrated in the equipment at container terminals. Besides saving operational costs for the human drivers, safety is one of the benefits of automation. With automation comes less interaction between man and machine, and the result is a more steady and predictable productivity due to less human impacts.

In recent years, quay cranes have become automated. Dual trolley cranes are using automation at the landside operation (e.g.

Container Terminal Altenwerder), where the container is picked up from the internal lashing platform and dropped off at the AGV under the crane.

ABB analysed the impact of automated processes to support the crane driver. As shown in figure 5, the automated support of the driver leads to a more stable and predictable operation than with the manual approach (trajectories within the upper picture). The results were encouraging.

Crane drivers praised the improved visibility in difficult situations and a better working environment. Another bonus is the ability to have one operating office for all crane operations.

Additionally, cranes without cabins have a better maintenance utilisation ratio due to the reduced

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weight of the crane and a higher productivity due to the fact that the driver does not take part in the motion of the crane.

The automated technology provided by ABB is already being used at many terminals such as Jebel Ali 3 in Dubai and the two new terminals in Maasvlakte II in Rotterdam.

Information Technology

Terminal operators are interested in a smooth operation, a balanced utilisation of the equipment over time, operation with a steady performance under the same conditions, predictable processes and safe handling. Most handlings are turning into automated processes. Process automation and automated data gathering go hand in hand. They complement each other by working with sensors as well as position detecting systems (e.g. sending the position automatically instead of waiting for a confirmation from the driver). As shown in figure 5, automation of the control system still has to take over some new tasks, which are performed by the driver in manned operation, as collision control, routing, etc.

Fig. 6 Local intelligence has to be centralised with automating the equipment, ISL.

Changing the Architecture

The most important development, especially for automated terminals, will be the architecture of the decision making process in the software modules (figure 7). There are different levels, such as the administration level (ERP), planning level (TOS), real time scheduling level (TLS), execution level (FMS) and equipment level (EC).

Simulation and Emulation Technology As the importance of IT-systems will increase over the coming years, quality management will become more important as well. New technologies for automated tests and fine-tuning of the parameter settings of the control systems will be necessary, especially where the emulation technology supports tasks with providing Virtual Terminals. These are simulation models of the whole terminal processes, which may be directly connected with the TOS. Using Virtual Terminals allows the terminal operator to test the functionality of the control software as well as the efficiency of the parameter settings within the control system. Furthermore the control staff of the terminal may be trained in the use of this technology, similar to pilots who are trained in vessel simulators. Due to the open architecture of the emulation systems, the combination of modules with the Virtual Terminal environment, as well as equipment emulators developed by suppliers are possible.

Fig. 7 Software level architecture, ISL.

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Fig. 8 Open architecture of a Virtual Terminal system, ISL Applications.

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Investing in the Future

Terminal operators have to react on the upcoming new demands caused by the increase in mega vessels and the package size per visit. To cope with these peak demands they may not only have to invest in additional and more advanced equipment, they may also have to improve their operational processes. Equipment automation will be one of the answers to cope with the new demands. Highly sophisticated control systems using state of the art optimisation strategies and algorithms will be required in the future.

Functioning as a platform for these systems, a digital copy of the current state of the terminal has to be provided by process automation technologies. i. www.isl-applications.com

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Automated Terminal Tools These are some of the most common automated terminal tools at terminals worldwide: Automated Guided Vehicles are used in more than six terminals worldwide, their horizontal transport systems are not able to pick up a container themselves. The Automated Shuttle Carrier (AShC) is a smaller version of the automated straddle carrier, which was designed for container operation in combination with automated RMG. Compared to the straddle carrier, its height is lower, but its higher speed results in a faster container transfer on the yard. Automated Stacking Cranes (ASC) are used in many terminals worldwide and are used in combination with: for example: manned terminal trucks (in Busan, Jebel Ali); AGVs (in ECT Rotterdam, CTA Hamburg, Euromaxx and Maasvlakte II), manned shuttle carriers (in Algeciras/Spain, London Gateway) and Automated Shuttle Carriers (in Trapac).

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IT’S ALL ABOUT BEING INFORMED

Controlling Risk ACCORDING TO RISK INTELLIGENCE – PROVIDER OF MARITIME SECURITY RISK INTELLIGENCE – THERE IS LITTLE SHIPOWNERS CAN DO TO REDUCE POTENTIAL RISKS IN PORTS. WHAT THEY can do is be aware of the risks and make their security decisions accordingly. Risk Intelligence’s CEO and founder, Hans Tino Hansen, speaks from experience when he talks about the main factors affecting security in ports worldwide.

WORDS BY KEVIN GALLAGHER, SENIOR CONSULTANT, BLUE-C.

“The first factors are probably the easiest to track,” states Mr Hansen, citing port vulnerability or the port’s physical setup – both passive (barriers, configuration) and active (guards, routines, gate operations).

Once these factors are under control it gets harder to guarantee port safety.

“The port threat situation is one of the most critical aspects and also one of the most difficult to stay abreast of,” Mr Hansen admits. This is where intelligence requires more than just cut-and-paste information, but on-site contact and compiled experience from clients and other partner companies with first-hand knowledge of the ports.

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Recognising Risk Port risk can be defined by three separate but interrelated elements: threat, vulnerability and consequence. Threat is the likelihood that an attack will occur, vulnerability is the likelihood that an attack will succeed if attempted, and consequence is damage inflicted as a result of the attack. Mr Hansen identifies these four measures for ship owners to help them minimise their port risk profile: Plan: choose a strong planning tool employing intelligence-driven analysis.

Trust: use a reliable risk intelligence supplier, with a proven track record.

Act: make decisions based on real-time risk avoidance support – not just yesterday’s news.

Understand: get comprehensive insight into an increasingly complex world.

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“We have worked systematically to build up such a network, which allows us to provide unique intelligence to our clients,” he says.

A global tanker owner operating from Copenhagen confirms the need for handson, up-to-date intelligence, “Just the other day we experienced an armed robbery,” he reports. “Stowaways are common. If we are familiar with the risk profile in advance, we can take preventative measures, like putting more guards on watch. If we don’t know beforehand, we are vulnerable.”

Walk the Walk

Another factor that may fly under the port risk radar – but which can be critical for passengers or crew – is the threat situation in a city. “We send out people to drive routes to and from ports and airports, and we assess police presence, corruption, crime rates and high-risk areas. All these people moving though the city complete the risk picture at the port of call,” Mr Hansen points out.

Of course political unrest and armed conflicts are critical risk factors as well.

While developments on this level are usually common knowledge, according to Mr Hansen things can change quickly which makes daily intelligence on country threats invaluable to ship and cargo owners.

Silent Risk

As if physical threats were not enough to put grey hairs on shipowners heads, a new risk has emerged in cyber space.

Information technology has become an integral part of port- and ship operations, but ICT-systems in the shipping world are not always designed with cyber safety in mind. Hackers can alter or jam the Automatic Identification System (AIS) that tracks ships at sea, and the ISPS code that ensures physical port safety only marginally addresses the threat of cyber attack.

Matt Haworth, a cyber and information assurance specialist with cyber advice service provider Templar Executives, believes that cyber security is now one of the most complex threats faced by the maritime industry and its critical infrastructure. “Ports and terminals are under attack from cyber criminals, organised crime and terrorist groups looking to disrupt national infrastructure and hostile governments,” he says.

Add to these other non-security risks such as disease outbreaks, labour actions, and not least holidays that disrupt trade, and you are closing in on a complete risk picture.

One that used to require multiple enquiries and follow-up to compile, but are now available on demand thanks to Mr Hansen and Risk Intelligence.

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A JIP to Counter Risk

“Our clients saw an increase in complex risk profile emerging in many ports, and they began to tell us they needed a one-stop port risk advisory service,” says Mr Hansen.

“They had to access many channels to get port risk information and they often found the information they were getting to be unreliable and out-dated. “We believed we could help them, but in order to make sure we could identify all their needs, we decided to organise a joint industry project.” A substantial number of clients provided feedback to the project, with a smaller group signing on as a core reference group.

The collaboration resulted in PortRisk, providing clients with port risk intelligence they can trust, from a single source, when and where they need it.

The Oslo cruise operator was one of the participants in the project and confirms the value of the effort, “We plan our routes as much as two years in advance, so things can

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No one can guarantee safety, but knowing risks in ports is the key to making decisions.

Risk Intelligence’s CEO and founder, Hans Tino Hansen, speaks from experience when he talks about the main factors affecting security in ports worldwide.

change dramatically from planning to sailing. We basically have to monitor the situation in every port of call on a day-today basis. A comprehensive, reliable risk intelligence service makes that job a lot easier.”

Whatever their port of call is, it is up to ship- and cargo owners to decide how much risk they are willing to take. No one can guarantee safety, but knowing risks in ports is the key to making the decisions that are right for ship owners, their crew, and their cargo. i. www.riskintelligence.eu

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SPECIAL FEATURE

EXTREME DOOR-TO-DOOR TRANSPORTATION

The Heaviest Load GLOBAL OVERSIZED CARGO AND LOGISTICS SPECIALIST WWL ALS, COMMISSIONED THE TRANSPORTATION OF A 300-TONNE cable reel from the UK to the USA. This required a trailer equivalent to the length of approximately six double decker buses.

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WL ALS UK International Limited’s project team in Hull, UK, supported by their in-house chartering and ship’s agency department, recently arranged the door-to-door transportation of the heaviest load – with a combined vehicle weight of 534 tonnes – to leave steel rope manufacturer Brunton Shaw in Worksop, UK. The 300-tonne reel of Oceanmax steel wire rope, manufactured by Brunton Shaw and destined for the Gulf of Mexico, was transported from Worksop to Goole, UK by road.

Preparations for the loading included a jacking & skating operation and a trailer configuration build, which took a total of 5 days to complete.

Technical Complex Moves

The journey began in October with the combined length of one tractor unit pulling the girder set and two pushing units taking the trailer length to 90 metres with a total of 292 wheels. The load left the Brunton Shaw manufacturing plant under police escort, on its 67 kilometre overnight journey to the port – which took a little over 9 hours, travelling at an average speed of 7 miles per hour.

For such a technical complex move, it takes months of planning and preparation with route surveys being undertaken and arrangements having to be made with the Highways Agency, Police Forces and with relevant councils to remove any street

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Offloaded by a floating crane, where it was subsequently loaded to a heavy lift ocean going vessel.

A section of the journey involved the closure of the M62 motorway.

blocks on local roads to allow the cargo to make its trip. A section of the journey involved the closure of the M62 motorway, with the trailer having to be driven in contraflow to the normal traffic direction.

Final Transportation

Upon arrival at Goole Port, the reel was unloaded onto heavy duty stools to enable the use of a self-propelled modular trailer (SPMT), brought in at a later date to manoeuvre the cargo alongside the vessel to be discharged by a 1,000-tonne mobile crane.

A dedicated short sea vessel was organised by WWL ALS to ship the reel to a heavy lift terminal in Holland. The WWL ALS project team arranged for

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the reel to be offloaded by a floating crane, where it was subsequently loaded to a heavy lift ocean going vessel for transportation to the US in the Gulf of Mexico.

The WWL ALS team provided all of the loading, lashing and securing including marine and warranty survey. Force and weight spreading calculations were necessary due to the extremely high point weight loading on the deck. i. www.abnormal-loads.com At the time of writing the vessel was due to arrive in the USA late November.

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REAL-TIME SYNCHRONIC-MODAL TRANSPORT

Driven by Practice

Photo courtesy of Port Pictures.nl

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AT THE GREEN EUROPEAN TRANSPORT (GET) SERVICE PLATFORM FOR EFFICIENT TRANSPORTATION, PLANNING AND EXECUTION, THE GYRO GEARLOOSE FAMILY PRESENTED smart solutions for improvement of modal spit and reduction of empty kilometres and transportation times. The family has to face one reality: the difficulty to create ‘one size fits all’ for planners and shippers alike. So far, the best solution is offered by port community system Portbase, with their look-a-like Facebook log in Community Passport Manager.

This tool allows users to log into various websites to obtain real-time insight into occurring delays in connecting modes of transportation, handling times at terminals and administrative processes.

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t the GET-symposium, organised by Rotterdam and Amsterdam port community system Portbase, it became clear that scientists at the Eindhoven University of Technology (TU/e), knowledge centre TNO, IBM Research, Portbase, and others throughout the supply chain, have to continue to find dedicated solutions for smooth operating of door-to-door transportation. TU/e School of Industrial Engineering Information Systems’ professor Dr Paul Grefen, GET Service project leader, and his colleague at the university, GET Service project manager Dr Remco Dijkman, hosted the symposium in Rotterdam in early October. They invited several keynote speakers to present their solutions for efficient synchronised modalities for obtaining and processing real-time information.

haulage and railway transportation must be magicians to avoid idle time between modalities. Mr Delfgaauw explained, “If an airplane has to be rerouted to a different airport, trucks have to be repositioned as well. At least thirty trucks are needed for transportation of freight contained in one airplane. The planner needs to know what the capacity of trucks is at the airport, he needs to arrange where the rerouted airplane has to land, and will have to arrange further transportation in time after landing. The GET Service system appears to be an interesting tool to do that.”

Congestion Hampers

The goal of the symposium was to cut costs in optimum decision making, save time and reduce the carbon footprint throughout the transportation network in Europe.

Researchers within the GET Service project – co-funded by the 7th Framework Program of the European Union – are still busy to tackling hiccups in planning on-time departures and arrivals for all types of transportation. The assumption is that planners in the various transport businesses and those from third party logistic providers can benefit from real-time insight into the actual situation of transportation of their modes of transport. The GET Services website explains, “Better insight enables tighter planning by reducing slack and taking changed cut-off times into account. At the same time, it reduces the risk of missing connections, which encourages planners to use a better modal split.”

The question that remains to be answered is what happens if the availability of trucks needed is not sufficient, or trucks are simply caught in traffic jams. Real-time data systems may provide planners and drivers alternative routes, but practice shows that the actual driver cannot follow the instructions when caught in a traffic jam.

A real-time communication system between planner and driver is also beneficial in situations where the driver has to report a flat tire or serious engine problems. In such cases the planner can arrange assistance and alternative transportation to get the goods to their final destination.

It is equally the case with sea transportation. The ideal is to track and trace a shipment from, for example, Shanghai to the port of Rotterdam. One of the presentations at the symposium showed that various transport legs to the final destination were monitored via transponders and GPS. In the meantime, change in modality for further transportation could be done by pushing a button, prompted by the estimated time of arrival of the vessel.

Quite the Job

Real Time Varies

Cutting Costs and Saving Time

Yet, presentations of specific cases showed that it is quite a job to achieve a satisfactory result. Jan de Rijk Logistics’ commercial director, Guido Delfgaauw, made this clear while presenting the Freight Shift case. The European planners in airfreight, road

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Again, reality can prove that the real time of call at the terminal in the port can vary, due to slow steaming, weather conditions or other interfering nautical conditions.

Rhenus Logistics’ head of sales department, Gerhard Gussmagg, knows of other aspects

Photo courtesy of Port Pictures.nl

hampering real-time information. At the Rhine-Main-Danube inland waterway, which is over 2,000 kilometres long containing about fifty locks, they lack funds to invest in advanced communication technology due to the large amount of languages spoken in the Balkans. This and the various navigation problems in the different legs – with a difference of 7 metres max. – result in complexity of logistical planning.

Mr Gussmagg agrees that there is a need for multimodal integration and innovation.

Investments in anything related to navigating the Rhine-Main-Danube leg can pay off he says, “Because the route is the

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backbone to the Black Sea, Russia and the Middle East.”

Ongoing Process

Researchers and developers of already existing data interchange systems and transportation monitoring – such as PTV and Synfioo – agree that it is an ongoing process of developing algorithm planning and replanning when required. The academic study in itself lasted 10 years before the academic prototype could be presented.

Then, there is the technological reality that companies are still reluctant to share information. “The question is, how we can

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convince businesses that sharing information can pay off?” said Dr Dijkman.

This is the same view of TNO Senior business Developer Theme Urbanisation Ed van Dort, “Smaller companies may be hesitant to exchange information, when they know that large stakeholders such as Jan de Rijk and Rhenus are involved. I’ve heard many interesting things about the GET Service and access to data of various stakeholders. One of the good things about it is that the supply chain has been divided in ‘snippets’, as researchers call the various links in the chain. But this is not particularly new. Even the multi-functional login

Community Passport Manager has been invented before, as in the proven example of Facebook.”

Yet he and others involved in the supply chain, advocate ongoing research. Mr Van Dort foresees major effective changes in the foreseeable future. The project Smart Data Factory, in which TNO and other initiatives for effective data interchange are involved, is expected to present some remarkable results to the effect in the near future.

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HOISTING & LIFTING

NEW APPLICATION FOR TRUCK LIFTING

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GERMANY’S LASE INDUSTRIELLE LASERTECHNIK IS OFFERING A BRAND NEW SYSTEM FOR THE INTELLIGENT PREVENTION OF TRUCK LIFTING DURING crane hoist operations due to locked or defective twistlocks. This newly developed system is named LaseTLP – Truck Lifting Prevention and is a further expansion of LASE’s port automation solutions in order to ensure a high degree of safety in container handling.

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HOISTING & LIFTING

With LaseTLP, hoist movements will be interrupted immediately when the laser measurement system detects a lifted container chassis at even 100 mm. The measurement system can be applied for RTG, RMG, ARMG and STS cranes as well as for all truck-trailer chassis types.

At times, the crane hoist lifts truck-trailers up when one or more twistlocks are still locked or not completely loosened. In order to prevent such accidents, a system is required to detect the lifting of the trailer at the earliest stage. Incidents of lifted container chassis or trucks are not harmless and can lead to severe injuries as well as huge damage claim costs. For a terminal operator with 80 lift cases per year in his terminal, this damage claim cost could amount to approx. USD 200,000 by forwarding agents. Therefore the application of this system is beneficial from day one.

Comparing Positions

The measurement system consists of one or two laser scanners from the LASE 2000D Series which are mounted at the crane gantry with a vertical scan plan towards the truck lane. The scanner(s) track the objects (container and trailer) and compare the position of the lifted container and trailer structure. In case both objects move upwards simultaneously due to one or more locked twistlocks, the system generates an alarm signal immediately. Thus the hoist movement stops before any damage or injury can occur.

Easy Adaption

Different existing container chassis types are not a problem for the Lase TLP application

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or even changing environment conditions.

Through the vertical orientation of the laser scanner(s) a continuous system operation (even in downpour) can be performed reliably. Further advantages of the system are its high sensitivity (fast reaction in case of lifting) and its elimination of false alarms – both make it a reliable and highly accepted system by port operators.

Additional advantages include less wear and the possibility of an adaption for retrofitting purposes.

Harsh Conditions

The system is able to work under very harsh environmental conditions with a temperature range of -30 to +50°C and heavy rain and snow fall in order to ensure continuous operation. To simplify the system only digital in- and outputs in standard configuration are being used. As an option a TCP/IP, Profibus or Modbus connection between the PLC and the LaseTLP system is possible as well.

Laser-Based Sensor Systems Established in 1990 with it’s headquarter in Wesel (Germany), LASE is specialised in laser-based sensor systems in the field of industrial applications. LASE and its partners and distributors worldwide offer innovative and productive solutions by combining state-of-the-art laser hardware technology and sophisticated software applications. The broad range of precise and reliable 1D, 2D and 3D laser systems can be used for several measurement tasks in numerous kinds of industries. The product range for the port industry mainly covers several systems for collision prevention, stack profiling, container or vehicle recognition as well as automated stacking.

i. www.lase.de

New Era

The General Manager of LASE, Lars Ambrosy, is confident about entering the market at the right time with the increasing safety requirements and the degree of automation in ports worldwide. Mr Ambrosy says: “The increased need to prevent such unintentional truck lifting cases is based on the will of the port operators to have a continuous, safe, predictable and reliable operation. No acceptance for operation interruptions! Thus the use of highly precise laser scanners and dedicated application software can help to prevent such incidents by detecting the maloperation before it cause damages.”

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ENVIRONMENT & SUSTAINABILITY

SUSTAINABLE AND RELIABLE MOORING SOLUTION

Sophisticated

SOLAR SYSTEM MACHINEFABRIEK L. STRAATMAN, A DUTCH BASED PRODUCTION COMPANY WELL KNOWN FOR ITS HIGH QUALITY DREDGING AND MOORING EQUIPMENT, RECENTLY DEVELOPED A HIGH-TECH AND SUSTAINABLE MOORING SOLUTION. To power their quick release mooring hooks and integrated capstans, a sophisticated solar system has been developed. Applying solar panels is not that innovative, but in this application is particularly revolutionary.

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ack in 2013, Straatman received an informal request from a main port authority to investigate the possibility to power their capstans without the use of traditional power supply â&#x20AC;&#x201C; especially where mooring dolphins are situated in open water. For decades, power cables have been installed on the bottom of the harbour or sea in such a way that the mooring dolphins are provided with electrical power. Besides the fact that installing, securing and protecting these cables is an intensive and high-risk operation, it often occurs that these cables are damaged by anchors. This leads to situations where either the mooring equipment cannot be used or mooring operations can not be executed safely.

Moreover, the costs and risks of repairing the damages are considerably high and undesirable.

Generated by Nature

Every innovation starts with a case study, as it was in this situation as well. Of course, soon sustainable solutions were considered by meanings of energy generated by nature.

Obviously sources as sun or wind were the most common options. Straatman concluded that the sun is a more reliable and stable source than the wind. Not only organised by our nature, but simply because more data and statistics are available

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regarding sun energy. Therefore solar panels and battery packs were selected as a suitable power source â&#x20AC;&#x201C; not that innovative, but for this specific application rather revolutionary, because it has never been done before. Very special components needed to be selected to obtain the best design with an optimal balance between power supply and the power consumption of the capstans. In close cooperation with the port authority and strategic partners, Straatman were able to design characteristics.

Autonomous Energy Supply

Straatman has executed several projects, using their quick release mooring hook units with integrated capstans powered by Straatman solar systems. The first pilot project was installed just before summer in 2014 and the solar systems are operating very well. For this specific project Straatman had to supply solar systems and mooring equipment in accordance with ATEX regulations. This means that all parts are explosion proof and certified in conformance with ATEX normatives.

As the first installation operates to the satisfaction of all parties, even better than expected, Straatman had reason enough to improve and optimise their solutions even further. Especially when a new tender was

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released on the market, where autonomous energy supply was one of the requirements.

Optimisation

Straatman has a team of high skilled and motivated engineers who spend a lot of time improving upon the first design.

Several areas were identified to improve the solar system, such as optimisations for installation, reduction of the size, and

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integration of working lights and navigation lights. Fortunately all these efforts have been rewarded by the awarding of a contract for the supply of quick release mooring hook units with capstans, powered by the â&#x20AC;&#x2DC;second generationâ&#x20AC;&#x2122; of Straatman solar systems, integrated with working lights and navigation lights. For this latest project Straatman had to supply mooring equipment for both non-hazardous areas as

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that are used on these mooring dolphins they are able to supply inspection, maintenance and repair services as well.

New Market Opportunities Special components needed to be selected to obtain an optimal balance between power supply and the power consumption.

well as ATEX classified areas.

A very advanced addition to the first design is the application of a remotely reachable software system. This gives the port operators the possibility to approach each single mooring dolphin by web, aiming to have up to date and accurate information about the status of the solar system. The Straatman solar system can automatically generate reports, log files and alarms. At

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any moment they have insight in system details such as available energy, energy consumption, battery quality, use of the emergency button and exact time of capstan use. This can and will lead to reliable and safe mooring operations, reduction of corrective maintenance and a more accurate schedule for preventive maintenance.

As Straatman have designed, produced and assembled the complete mooring systems

With their new and sophisticated solutions, Machinefabriek L. Straatman have set new market opportunities. Besides the fact that this solution contributes to a better environment and fits perfectly in the vision of sustainability, the Straatman solar system will lead to convincing benefits: reduction of lead time during construction of dolphins and berths, damages to cables caused by anchors no longer an issue, expensive and risk-full cable laying on the sea or port bottom is history, reduction of maintenance costs and the reduction of energy costs. It is expected that more and more interest will occur in the near future and that many projects will be executed with Straatman solar systems. i. www.mfstraatman.nl/solar-systems

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HOISTING & LIFTING

OPERATING WITHIN TIGHT MARGINS

Improving THE INDUSTRY

WORLDWIDE COMMERCE IS HEAVILY DEPENDENT ON THE PORT INDUSTRY TO LIFT AND SHIFT EVERY KIND OF COMMODITY AND KEEP THE GLOBAL SHIPPING LANES MOVING. AS THE CRUCIAL LINK BETWEEN SEA FREIGHT AND land transport, the port industry depends on reliable and durable equipment to ensure shipping deadlines are met. Tsubaki is a supplier of power transmission components to the industry both through OE and maintenance channels. Exclusively for Port Industry, they outline how high quality components can improve overall reliability, efficiency and productivity within the industry.

Tsubaki has a long and distinguished record of designing and manufacturing freewheels under the Cam Clutch brand, which provides a long lasting service in this demanding environment.

For the most part, freight is transported in standardised steel containers, which makes the transitions between different modes of transport more efficient and minimises delays. It also enables manufacturers of both lifting and transportation equipment to deliver products that are guaranteed to fit perfectly.

Demanding Schedules

Due to the sheer volume of containers that are moved around the world every day, it is essential that the equipment involved in lifting and moving containers is reliable in order to keep the ports operating efficiently. Ships must be able to dock, swiftly unload their cargo and then reload for their onward journey.

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and many more pieces of equipment must all work reliably, 24/7 without any unscheduled downtime.

In order to meet such a demanding schedule, precision components are required to ensure precise positioning of the containers, and consequently quicker transit times for cargo. A key component in this process is the freewheel, which can be designed for overrunning or backstopping, depending on the application. Tsubaki has a long and distinguished record of designing and manufacturing freewheels under the Cam Clutch brand, which provides a long lasting service in this demanding environment. Offering purpose built models for precise engagement and excellent reliability, Tsubaki is able to increase the available operating time and reduce maintenance costs.

Environmental Considerations

Around the world, governments and legislators view ports and shipping terminals

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as critical infrastructure assets. Their ability to â&#x20AC;&#x2DC;go greenâ&#x20AC;&#x2122; by reducing their carbon footprint and by being more sensitive to environmental considerations is vital to their future success. This philosophy encourages the reduction of engine emissions, fuel consumption and highlights the importance of eliminating oil leaks from hydraulic cylinders and associated circuits that could contaminate the local environment.

Tsubaki supports this initiative with a range of products that are designed to be efficient and environmentally sensitive. Tsubaki Power Cylinders are electric linear actuators that can be installed and operated with very simple wiring, in place of a hydraulic circuit that has the potential to leak.

Rubber Tyre Gantry (RTG) cranes can be equipped with Power Cylinders for steering, allowing the wheels to be turned up to 90 degrees. At the same time, the Tsubaki actuators manage the adjustment of the length of the spreader arm to the size of the

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container. The Power Cylinders can also be used to adjust container tilting or positioning by moving the hoisting rope to alter the skew, trim and list of the container.

Flexible Support

Clearly with any lifting or hoisting application, control cables and pipes need to be carefully marshalled and protected in order to maintain the operability of the equipment.

This can be achieved effectively by using specifically designed cable and hose management systems that offer precision design, with the durable materials required for operation in the port environment.

Kabelschlepp, a member of the Tsubaki Group, manufactures the Roller Supported Chain (RSC) system that requires limited maintenance. By using rollers in the design,

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Within many pieces of lifting equipment, leaf chains are often ignored until they either fail or they need unexpected maintenance attention to keep them operational.

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the push/pull forces on lengths of 50 metres or more have been reduced by as much as 90% when compared to gliding arrangements. Designed to accommodate high speed and acceleration, the RSC system has also been rigorously tested to ensure long-term reliability in port side applications.

However, such systems need to be carefully designed for each application to ensure that the cables and hoses are properly secured and protected. In addition, the cables that are installed in the carriers need to be properly specified in order to be reliable and perform in a continuously moving application. All of this can be achieved by working closely with experienced design engineers that have access to the latest design tools and manufacturing expertise, such as those at Kabelschlepp.

Improved Performance

Within many pieces of lifting equipment, leaf chains are often ignored until they either fail or they need unexpected maintenance attention to keep them operational. In many cases OEMs specify a chain that will perform adequately for a period, but long-term reliability is not always a priority. In applications where durability and performance in a testing environment such as a port are essential, specifying a premium quality drive chain can deliver long-term cost savings.

Tsubaki drive chain uses high-quality materials and hi-tech manufacturing techniques, which minimise wear at the contact points between the rollers and bushes and reduce elongation significantly when compared to competitor products.

These properties reduce replacement frequency and maintenance costs which in turn lead to reduced Total Cost of Ownership (TCO).

Modern commerce and keen competition

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demands that a port operates in the most cost effective manner, which means transferring cargo efficiently using all the available lifting assets. Any unplanned downtime can have a significant effect on both scheduling and operating costs. Both port operators and the manufacturers of the lifting equipment can benefit from improved reliability and reduced operating costs.

Tsubaki is able to supply a range of components that have been tried and tested within port applications and have a proven track record. The modern port facility is required to operate within tight margins and must achieve high levels of performance in order to remain profitable. By paying attention to the individual components within the much larger operation, it is possible to build reliability into individual pieces of equipment, which in turn will deliver improvements in overall efficiency. i. www.tsubaki.eu

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Photo courtesy of Port Pictures.nl

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EFFICIENT ELECTRIC MOTORS ON THE RISE

Small Components, Big Impact

STS-Cranes at the Georgia Ports Authority’s Garden City Terminal run with Electric Motors from Wölfer.

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ELECTRICAL MOTORS PRODUCED IN EUROPE NEED TO FULFIL HIGH EFFICIENCY VALUES TO REDUCE ENERGY CONSUMPTION AND TO PROTECT THE ENVIRONMENT. FOR MANY CRANE MANUFACTURERS, it is a challenge to meet the strict requirements of the European Union.

Germany´s Franz Wölfer Elektromaschinenfabrik Osnabrück designs and produces special inverter-driven low-voltage-squirrel-cage-motors for cranes – especially for hoisting applications – which achieve such values. But the electric motors are doing more than that.

W

ölfer’s goal is not only to optimise the efficiency of the motor itself, but to minimise the energy consumption of the whole crane with special motors. Motors from Wölfer have a lower moment of inertia, of which the hoist-train is reduced. The lower total inertia leads to a lower energy consumption. On the other hand it is possible to accelerate the hoisttrain faster, with the same energy level as another motor. Based on the faster acceleration- and deceleration-process a higher number of containers can be handled. Therefore the end user has the possibility to increase the turnover by handling a higher number of containers or to reduce energy cost, and protect the environment.

From Downsizing to Reliability

The lower inertia leads to further advantages, such as the downsizing of other components. Depending on each crane-design, smaller gearboxes, hoist-brakes, inverters or cable diameters can be used.

Thereby the weight of the crane is lower and the investment costs are lower. Finally, not only is the motor efficiency of a high level, but also the efficiency of the whole crane is increased by the motors.

A special rotor-geometry leads to the lower inertia. This rotor-design additionally achieves a higher pullout torque of the motor. A Wölfer

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Wölfer’s Electric Motors increase the efficiency of STS-Cranes.

Photo courtesy of Georgia Ports Authority

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Garden City Terminal is North America’s busiest single-terminal container facility.

More Moves per Hour

Photo courtesy of Georgia Ports Authority / Stephen B.

motor has a pull-out torque of up to 400% – compared to approx. 250% of other motors. By this Wölfer motors can handle higher overload requirements and the motor can provide high torque also in the high range of speed. By this torque the motor can also be controlled easily, even if it is operated with 1,600 or 1,800 rpm.

Beside these technical characteristics the reliability of a motor is a critical factor. In motors which are driven by frequencyinverters, the windings need to resist partial discharges, so called voltage peaks. By using material, which is designed for inverter operation, and handmade windings Wölfer achieves a very long lifetime of the windings.

Frame-Size Reduction

“We provide inner cooled motors for all in-house-uses, especially for STS-cranes,” says Klaus Sprekelmeyer, Head of Sales at Wölfer. “Normally the cooling air is blown over the housing surface. For the inner cooled motors the cooling air is blown through the motor. By this the heat can be directly let out without ‘going’ through the housing material. And heat is one limiting factor for the available power in a certain motor-frame size. This leads to a frame-size reduction for the hoist-motors of STScranes.”

The cost and weight of the motor is reduced, when Wölfer provides a motor, which is one frame-size smaller compared to standard-surface cooled motors.

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Additionally the inertia is reduced, which leads to a further increase of the hoist-trainefficiency.

Short Retrofit Time

The modernisation of older cranes from DC-technology to AC-technology has several advantages. Beside the higher efficiency of the new motors, the downtime of the crane is lower – as there is less service demand for AC-motors compared to DC. Wölfer also developed a solution to shorten the retrofit time.

To make such a technology change as easy and efficient as possible, Wölfer provides steel-welded housings in addition to the grey-cast-iron-housing for surface-cooled motors. By this steel-welded design Wölfer provides 1:1 drop-in motors for retrofits.

“Normally the new AC-motor can be offered in a smaller frame size compared to the existing DC-motor,” says Mr Sprekelmeyer.

“Therefore the machinery house needs to be adjusted to the new dimensions. Wölfer offers a new AC-motor with minimised inertia, but with the same mounting dimensions as the DC-motor. So the motor itself can be changed within one day, without modifying the basement of the machinery house and without shaft adjustments. This leads to a shorter downtime and lower cost.” This steelwelded housing design is available for inner-cooled motors and also for surface cooled applications like RTG- or RMG-hoist motors.

Several terminals around the world upgraded their cranes with these motors, for example Port of Felixstowe and Georgia Port Authority (GPA) in the US. In an interview Paul Harkness from GPA mentioned, “We chose the Wölfer motors because they were recommended by TMEIC, recognised as one of the highest quality control system suppliers in the crane industry.”

He fully expected to see an increase in moves per hour on the motor-technology from Wölfer and new drive-technology from TMEIC. He continues, “Upgrading to AChoist and trolley and increasing the operating speeds give the crane the potential to do more moves per hour. The cranes have shown an increase, but keep in mind this only happens when we get the containers to the crane from the yard and get the containers from the crane and into the yard.

“The AC-motors greatly reduce the amount of recurring maintenance required when compared to DC. We generally expect the AC-motor not to require maintenance other than an annual inspection of motor connections and annual lubrication. DCmotors typically require monthly inspection of the commutator and brushes, as well as routine cleaning of carbon dust. Also, DCmotors require period reconditioning, which will not be the case with the AC. In addition to the reduced maintenance we expect overall motor cost to significantly go down.”

Having the first crane in service for over a year now, he noticed the advantages of the upgrade. He says, “The AC-drive and motors run much smoother than the previous DCsystem. The upgrade has resulted in better control of the hoist, which means the overall operation is safer. We’ve also installed the AC-motors on our direct drive trolley and the trolley runs so much better that we expect a significant reduction in mechanical wear and mechanical repairs.

The reduction in motor maintenance and mechanical maintenance will result in the cranes being more available for operations.

Also the reliability of the AC-motors vs.

DC-motors means we’ll have less unplanned outages due to a DC-motor failure. Wish we would have done this years ago.” i. www.woelfer-motoren.com

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EDITORIAL PROGRAMME 2016 Readership Read by European terminals and port authorities as well as ship owners, charterers & traders, Port Industry (PI) magazine is successfully developing into a mature news source for the seaborne trade sector. PI’s editorial team is based at the heart of the Hamburg to Le Havre range, focusing on the technology and innovation shaping Europe’s largest trade hubs as well as regional ports.

PI stands out for its high-quality production, accurately highlighting products and services with a clean design and sharp content. The magazine offers wider coverage via its digital edition, which is accessed via the dedicated website www.ynfpublishers.com/port-industry.

Covering: • Cargo handling • Project cargo • Transport & logistics • Port vehicles & vessels • Harbour maintenance & port development • Offshore wind ports

Editorial Programme Vol. 5

Themes*

Deadline**

Issue 1

Port Automation & Electronics Container Handling Equipment Repair & Maintenance Focus on Spanish Ports

Editorial Copy Deadline Release Date

29-01-16 22-03-16

Issue 2

Breakbulk Europe 2016 TOC Hamburg 2016 Project Cargo Focus on German Ports

Editorial Copy Deadline Release Date

25-03-16 17-05-16

Issue 3

Port Handling Equipment Focus on Belgian Ports Logistics Systems Safety & Security

Editorial Copy Deadline Release Date

29-07-16 20-09-16

Issue 4

Port Handling Equipment Port Cranes Port Development & Construction Enviroment & Sustainability Focus on Dutch Ports

Editorial Copy Deadline Release Date

21-10-16 13-12-16

* **

Events

Breakbulk Europe 2016 TOC Hamburg 2016

Subjects can be changed without prior notice.

Please note deadline dates may be subject to change.

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Dates

Bonus Distribution at Major Trade Shows

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PORT INDUSTRY

OUTFITTERS PAGES APM Terminals Izmir Prepares for Opening With the delivery of five Rubber-Tire Gantry Cranes (RTGs) and two Ship-to-Shore (STS) gantry cranes, capable of handling Ultra-Large Containerships (ULCS) of up to 16,000 TEU capacity, the new 1.3 million TEU deep-water APM Terminals Izmir facility is nearing completion in anticipation of beginning commercial operations in early 2016. One more STS crane and five additional RTGs are scheduled to arrive in December, bringing the container handling equipment complement to three ULCS-ready STS cranes and ten

ICTSI Colombia Gears for Start Sociedad Puerto Industrial de Aguadulce (SPIA), a unit of International Container Terminal Services (ICTSI) in Colombia, recently received four super post Panamax quay cranes (QC) and five RTGs as it enters the final stage of preparation for the operational launch in 2016 of the Aguadulce Multi-User Container Terminal (AMCT) at the Port of Buenaventura, Colombia.

Manufactured by Shanghai Zhenhua Heavy Industry (ZPMC), the QCs have an individual lifting capacity of 60 tonnes, and feature twin lift spreaders. They can reach up to 65 metres into the water and perform up to 40 moves per hour. With a maximum lift height of 46 metres, the QCs are capable of servicing 18,000 TEU Triple E-class vessels. i. www.ictsi.com

Full E-RTG by Conductix-Wampfler

technologically advanced RTGs. The opening of the new container terminal on Turkey’s Aegean coast, which will become Turkey’s biggest container terminal in the Aegean Region serving Istanbul and southern Turkey, respectively, will contribute significantly towards accommodating Turkish export growth.

Following implementation and testing of the cranes and other container handling equipment, APM Terminals Izmir expects to receive its first vessel call in March 2016. i. www.apmterminals.com

Conductix-Wampfler is now offering port operators and crane manufacturers the new Full E-RTG system, which enables the fully electric operation of RTGs – an E-RTG 2.0. Using new lithium-ion battery technology and optimised charging technology ConductixWampfler ensures that the diesel generator and tank will no longer be needed in the future. With Full E-RTG, cranes can now travel up to 1,500 meters on power from the energy-storage system. The new Full E-RTG system solution is already in operational use at the Port of Tanjung Pelepas. i. www.conductix.com

Cavotec Recognised with Innovation Award The MoorMaster mooring technology of Cavotec Specimas has been recognised with the ‘Busch Vacuum Innovation Award 2015’. This technology uses vacuum to allow large container ships, tankers, freighters and ferries to moor in harbours simply, safely and rapidly – and without hawsers or mooring lines. The mooring technology was developed to allow large ships to dock safely. Accidents with heavy hawsers and mooring lines continue to occur, all of which could have been avoided with the MoorMaster. In addition, the time taken to berth a vessel is drastically reduced – with MoorMaster systems casting off can be accomplished in as little as 10 seconds. Mooring can be conducted by one person by remote control, either from the ship’s bridge or by port personnel on land. i. www.cavotec.com

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OUTFITTERS PAGES Ship Cleaning Robot Ready for Trials

MICT Mobile App

Fleet Cleaner has completed the first test trials of its innovative hull cleaning robot. The tests with the prototype have proven that the robot is able to clean under and above water and to capture all removed fouling during the cleaning process. This results in the most complete ship hull cleaning method during loading and unloading in ports. The coming time Fleet Cleaner will complete full ship cleaning tests in Groningen Seaports, the Netherlands, together with launching customer Royal Oosterhof Holman and shipping company Royal Wagenborg, in order to further demonstrate the technology. i. www.fleetcleaner.com

ICTSI has launched a mobile application that allows customers of the Manila International Container Terminal (MICT) to monitor their containers in realtime while on the go. The app’s version 1.0 allows port users to use MICT’s Track and Trace system to check the status of their import and export shipment, truck entry and exit times, as well as vessel arrival and departure schedules. Another feature of the app is email support, which allows users to get real-time customer service from MICT’s customer care department. Features like billing calculator, client dashboard, MICT advisory, etc. should be integrated in the future versions of the mobile app. i. www.mictweb.com

First Sustainable Operator Cabin Merford introduced the Ecocab NEO, a sustainable operator cabin with a well-thought philosophy: wherever sustainable alternatives are feasible and reusable materials are available, this idea must be followed. Hazardous substances and harmful parts were avoided.

Therefore, no benzene, led, PVC or equivalents can be found in the operator cabin. In addition, the used components do not produce any volatile organic compounds. The cabin incorporates reused and reusable materials whenever possible and is equipped with a solar panel on the roof, so that the cabin can supply virtually all of its own power. The Ecocab NEO can be applied in multiple crane types, as knuckle-boom and overhead cranes and for the operator seat several options are available like the Basic Seat, Ergoseat S and Heavy Duty Seat. i. www.merford.com

New Block Train Service to MANP Terminal MANP Terminal near Moscow, part of the GCS Group, has begun handling a new block train service bringing chemicals/chemical products from Urumqi in northwest China. The trains, operated by Transcontainer, carry 41 x 40 ft containers of products for plastic production. The route transits through Kazakhstan and takes eight days. The terminal has a fully equipped container yard, bonded storage and warehouses for container stripping if required. It also has a trucking fleet for on-carriage to end customers. i. www.gcs-group.ru

Intermodal Search Engine The Port of Amsterdam launched the Port of Amsterdam Intermodal Planner. This digital transport planner provides current information on intermodal line connections via short sea, inland navigation, rail and road. The platform shows the range of transport possibilities available in Europe via the Amsterdam region – with more than 11,000 direct connections through 800 terminals in 45 countries. The related aim is to enable even more efficient and easy planning and to increase cargo flows through the Amsterdam port region. i. intermodalplanner.portofamsterdam.com

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YELLOW & FINCH PAGES AANDRIJF TECHNISCH BURO B.V. P.O. Box 3070 5902 RB Venlo – The Netherlands Parlevinkerweg 44 (Industry no. 5068) 5928 NV Venlo – The Netherlands T +31 (0)77 396 8781 F +31 (0)77 382 8733 E info@aandrijftechnischburo.nl I www.aandrijftechnischburo.nl Contact: Sraar van Rens Aandrijf Technisch Buro BV is a flexible partner for power transmission solutions. We combine our knowledge, skills and products to (sub)assemblies or complete solutions for complex power transmission challenges. Our customers are designing and building winches, tensioners, cranes, reels and other (deck) equipment used in extreme conditions.

We know what the Offshore Industry needs!

CENTAUREA OY PO Box 89, 60101, Seinäjoki Finland T +358 6 4212 400 F +358 6 4140 631 E info@centaurea.fi I www.centaurea.fi Contact: Tuomas Seilo Centaurea Oy provides portable, state-of-the-art lighting and power distribution solutions for demanding conditions, especially those including risk of hazardous explosion. Our product brand is universally known as CENTAURSLAM®. The main application of use is confined space entry (tank inspection and cleaning) in offshore production platforms, FPSO units and floating tankers.

CHEMETALL B.V. IJsselstraat 41 5347 KG Oss The Netherlands T +31 (0)412 681 888 E ampak@chemetall.com 6 2 | P I 2 0 1 5 | Vo l u m e 4 | Issue 4

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I www.chemetall.com Ampak cathodic protection is a product group within the surface treatment business unit of the Chemetall group, based in Oss, The Netherlands.

Ampak is specialized in the design, production and application of cathodic protection and anti-fouling systems.

Our systems are mainly supplied to the marine and offshore industry.

Ampak is a prime producer of zinc, aluminium and magnesium alloy anodes at its own foundry.

Ampak also manufactures impressed current and anti-fouling systems to customer specification and requirements.

We maintain strict quality control procedures, which has enabled us to maintain our distinct reputation as a leading and worldwide supplier of corrosion prevention systems.

AMPAK, your worldwide specialist in cathodic protection.

HYTORC NEDERLAND BV Platinawerf 8 6641 TL Beuningen The Netherlands T +31 (0)24 366 0660 F +31 (0)24 348 0090 E info@hytorc.nl I www.hytorc.nl Specialist in solving problems with industrial bolted connections. We make bolting processes safer, more accurate and faster.

– 24/7 service – Sale and rental of hydraulic and pneumatic torque wrenches – Zero-leakage – Project management – Training and education – Engineering – Measuring bolt load – Maintenance and calibration

air ventilators, hoisting equipment, cathodic protection, ultrasonic antifouling system (USAF), etc.

INNOVATIVE MANUFACTURING EUROPE BV. Dintelweg 98 3198 LB Europoort-Rotterdam The Netherlands T +31 (0)10 820 0377 F +31 (0)10 820 8018 E sales@innovative-europe.com I www.innovative-europe.com Contact: Mr Denny Flier Innovative is a Canadian manufacturer and international marketer of several protective tapes for the marine and industrial sector. In business since 1948, Innovative’s products are distributed in more than 36 countries worldwide, through either its head office in Canada or the newly opened Innovative Europe stock and distribution centre located in one of the world’s largest ports Rotterdam.

Innovative’s 5,300 m2 manufacturing plant is located in Delta, Canada, and is strategically linked to the Port of Vancouver and to Innovative’s Port of Rotterdam centre for fast export to worldwide locations.

NED MARINE SERVICES BV Tinstraat 109 2984 AN Ridderkerk The Netherlands T +31 (0)180 420 055 F +31 (0)180 499 810 E info@nedmarine.com I www.nedmarine.com www.usaf-nedmarine.com Ned Marine Services BV, worldwide leader in ship and offshore related inspections & products. With their main office in Ridderkerk, the Netherlands, and subsidiary offices in Belgium, Latvia and China has only one goal: Satisfy clients with high performance inspections and first class products.

Only when you are satisfied we are too.

Services: technical design, ultrasonic thickness measurements, hatchtightness testing, NDT examinations, pré-vetting inspections, etc.

Products: maritime equipment, dry-

NICOVERKEN MARINE SERVICES BV Algerastraat 20 3125 BS Schiedam The Netherlands T +31 (0)10 238 0999 F +31 (0)10 238 0988 E info@nicoverken.nl I www.nicoverken.nl Contact: Jacco Vermunt Distributor, 24/7 service & spare parts agent of marine equipment.

In our programme there are stainless steel marine pipes and drains, filtration, anti-fouling & cathodic protection, reverse osmosis desalinators (water makers), wastewater treatment, vacuum sanitary systems for yachts, deck equipment (doors & hatches) and watertight sliding door systems.

Our Ship Repair department is specialised in the overhaul of all types of main and auxiliary engines, including attachments i.e. governors, turbochargers, fuel equipment and the sales of spare parts and engines.

We are capable of crankshaft grinding.

Our service is 24/7 worldwide!

PTR HOLLAND B.V. Dintelweg 107 3198 LB Rotterdam The Netherlands T +31 (0)10 714 4945 F +31 (0)181 262 813 E info@ptrholland.com I www.ptrholland.com Contact: Joris J. Stuip From the early days PTR’s core business has been the manufacture of a full range of rope ladders using wooden, metal-alloy and synthetic steps. Jacobs or Monkey ladders are produced, but the main production is the manufacture of PTR Pilot Ladders to the all-important MED certification.

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YELLOW & FINCH PAGES manufacturers to be awarded MED approval for pilot ladders and lifeboat/ embarkation Ladders. Daily, MED approved ladders are shipped locally and by sea and air to users around the world, for other items please visit us at www.ptrholland.com

RHB STEVEDORING & WAREHOUSING Waalhaven N.Z. 4 3087 BL Rotterdam Port No. 2157 The Netherlands T +31 (0)10 429 9433 F +31 (0)10 429 0261 E office@rhb.nl I www.rhb.nl rhb stevedoring & warehousing is your independent partner for project cargoes, heavy lifts and assisting offshore vessels during mobilisation or demobilisation. Our private terminal with 730 metres quay length is equipped with own shore cranes up to 208 tons. Floating cranes up to 1,500 tons are available.

Next Issue TERNEUZEN PORT SERVICE Industrieweg 4, Portno. 1513 4538 AH Terneuzen P.O. Box 14 4530 AA Terneuzen The Netherlands T +31 (0)115 630 148 E info@terneuzenportservice.nl I www.terneuzenportservice.nl Your contact for ship maintenance and trouble shooting; • General ship repairs • ULD hatch cover test • Hatch cover repairs • Pressure testing of fuel tanks • Preservation of engine rooms • Anchor and chain connections • Aluminium and stainless steel welding • Dealer for Ivegor multi putty; www.puttyputty.nl • Technical support/ super int. assistance

Main Themes Port Automation & Electronics Container Handling Equipment Repair & Maintenance Focus on Spanish Ports

Deadlines Copy deadline Advertisement deadline

29 January 2016 19 February 2016

Subjects can be changed without prior notice.

Available NOW! Mediakit 2016 Photo courtesy of Port Pictures.nl

www.ynfpublishers.com/mediakit

i n d u s t r y

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ShipBuilding i n d u s t r y

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WORD ON THE SEA

Port Industry’s Anoeshka Maaskant.

The Martime Awards Gala, where five of Holland’s most prestigious national maritime awards were presented.

Going out with a sustainable bang respond very quickly to changes in manoeuvring With 2015 coming to an end, the industry requirements. The end result is a user-friendly, naturally selects its top innovations of the year. For highly responsive tug, with focus on safety. the ports it has been a year of major automatic launches and sustainable innovations. Recently I Kotug nowadays operates three hybrid had the pleasure of attending this years’ Martime Rotortugs, the so-called E-KOTUG series in their Awards Gala, where five of Holland’s most total fleet of tugboats. RT Adriaan and RT Evolution prestigious national maritime awards for shipping are operating in the Port of companies, shipyards, Rotterdam and RT Emotion students, designers and commenced her towage suppliers were presented. In activities in the German port a sold-out RDM Rotterdam of Bremerhaven recently. complex, the Dutch Minister of Infrastructure and the Their recognition for Environment, Melanie Schultz It has been a year of green port performance is an van Haegen, stated “it is the encouragement for everyone Dutch exceptional knowledge major automatic launches working towards a more that keeps them among the and sustainable innovations. sustainable industry. So let me global leaders in the industry.” close this magazine by wishing you happy holidays and an eco-friendly new year.

One of those leaders is Kotug, they were presented with the KVNR Shipping Award for its two new hybrid Rotortug tugboats, the RT Evolution and RT Emotion. Their hybrid tugnology provides economic advantages through a very efficient and eco-friendly sailing profile, optimises working conditions for the crew and minimises harmful emissions. Their optimised hull shape benefits from Anoeshka Maaskant anoeshka@ynfpublishers.com improved versatility, flexibility, and the ability to

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It’s in our character

The port is our life. Hands-on mentality, hard work and accessible people, that’s our character. Anyone who gets to know Zeeland Seaports becomes

For travel that is mission critical

acquainted with professionals who are proud of their ports. We understand that your interests are also our interests. Clients come first. Always.

We know what’s important to your company. That’s all in our character, and one of our many strengths:

Getting your travellers where they need to be, safely, on time and in budget

location on open sea draft of 16.5 metres congestion-free connections with the hinterland no nine-to-five mentality accessible ports and people

ATPI Griffinstone is the leading global provider of specialist travel management to the shipping & energy industries. Our extensive knowledge and expertise is the reason why companies rely on us for their Mission Critical Travel™.

dedicated terminals for a broad range of cargo you can reach us 24/7 at +31 115 647400

With consultants operating 24/7 in over 100 key locations, ATPI Griffinstone consistently delivers a cost effective, flexible and safety focused service.

www.zeelandseaports.com

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