Edition 41looks at mapping oil spills, the rise and rise of Middle Eastern ports, and taking terminals offshore.
Papers in this edition:
Automatic Identification System (AIS) technology was mandated by the International Maritime Organization (IMO) for carriage on SOLAS vessels weighing 300gt and up, beginning in 2004. This mandate has resulted in new technology for both tracking and communication purposes.
The economic slowdown has undoubtedly offered a big challenge to the shipping industry, but those who have the foresight to plan ahead will be better prepared for when the industry does make a recovery. This year is a time for re-evaluating and transforming the industry in which we work. In my opinion, it is essential for companies to be forward thinking in order to survive this tough time and come out on the other side stronger.
The container transpor tation industr y has witnessed a remarkable growth over the last decade. Control system wise, the programmable logic controller (PLC) was the preferred solution for motion control and general interlocking. As technology evolved over the years, so have the cranes, which are now bigger, faster and more complex electrically. Siemens as the leading supplier for container crane drive systems now introduces an innovative drive and control system solution that offers crane builders, system integrators and end-users for the first time standardised yet flexible hardware and software solutions.
As the chemicals industry continues to grow worldwide, the transport of chemicals classified as hazardous and noxious substances (HNS) in bulk, packaged and in containerised forms are also increasing. International conventions administered by the International Maritime Organisation (IMO), has responded to this growth with strict guidelines for HNS storage, segregation, packaging and transport, such as the International Maritime Dangerous Goods (IMDG) Code and the International Bulk Chemicals (IBC) Code.
The International Ship and Port Facility Security (ISPS) Code makes the adoption of security and monitoring systems mandatory for both accessing ports and transiting through boarding areas. Only passengers and vehicles with a valid boarding pass can access boarding areas, and their transit must be real-time monitored by using fast and flexible tools.
Crane modifications are often required to service larger vessels, increase productivity, allow for a different terminal operation, or reduce maintenance costs. Modifying existing cranes is quicker and often a more economical alternative than purchasing new cranes.
The time for disputing the value of quick release hooks (QRH) is long gone; decades of successful applications have proven their worth over traditional bollards. But with so many hook manufacturers and suppliers vying for market share, the debate over what makes a quality QRH is still very much in the minds of port operators.
Despite stringent precautions, accidents can happen at sea, and at times oil may be spilled. Oil has the potential to cause significant environmental damage, especially if spilled near sensitive resources. Counter-pollution response measures are used where possible to minimise any damage that may be caused.
In the present world economic scenario, characterised by high uncertainty and market instability, the port sector is holding back expansion plans. These projects provide for huge investments, which are necessary for upgrading and building the new facilities required to accommodate the ocean going vessels trading worldwide, whose cargo carrying capacity has augmented to minimise the ocean freight impact.
The Eighth Coast Guard District recently completed Operation Big Tow, a three-month long effort designed as a result of a collision between a cargo vessel and a loaded oil barge on the Mississippi River that spilled more than 282,000 gallons of #6 fuel oil into the river. Operation Big Tow was designed to ensure vessel operators were properly licensed for their respective vessel’s size, type and route.
Historically, computer hardware and software solutions have helped drive productivity in ports, airports, and rail yards. But productivity alone is not enough. Now Port Managers face issues of security, controlled access, and identity verification. With more than three decades of success in engineering computer solutions, DAP Technologies has risen to the challenge to make access control easier and data more reliable.
“Global logistics chain suffers port bottlenecks”, “Seaports struggling with increase in container vessel sizes”, “Citizen complaints over port neighbourhoods”... The above list of newspaper headlines could be prolonged endlessly, highlighting that obviously seaports have some technical and organisation problems to deal with. With this in mind, the move by the European Commission to launch a specific port research project within its 6th Framework Programme for Research and Technological Development certainly was a good one.
The opening of the new Khalifa Bin Salman Port later this year will see the Kingdom of Bahrain enhance its traditional place at the centre of transport and trade in the region, particularly for destinations in the Upper Gulf.
A modern container terminal needs an interface between the Terminal Operating System (TOS) and the crane control system onboard the cranes. If the terminal includes fully automatic cranes, it is an absolute necessity to be able to send work orders directly from the TOS to the cranes. Moreover, for cranes with semi-automation, where the automatic cycle is started and supervised by the operator onboard the crane, it is convenient with a direct interface with the TOS.
Ketchikan, Alaska is a major cruise ship port along the Inside Passage, welcoming hundreds of thousands of visitors each year. Given the decline of the timber and fishing industries in Southeast Alaska, tourism has become the mainstay of Ketchikan’s local economy. However the structural deterioration of Berths had become a critical issue for the community.
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In June 2008, ABP Marine Environmental Research (ABPmer) successfully implemented an ABP Group wide Marine Safety and Management System using research carried out in the European Project ‘Maritime Navigation and Information Services’ (MarNIS). The focus of the new system is the implementation of a ‘Port Assessment Toolkit’ with adapted services to suit the needs of the ABP Port Group.
n the world of ship assist and tanker escort operations, a myriad of challenges and endless ideas about how to address those challenges are commonplace in harbours around the globe. From escorting a large tanker carrying environmentally sensitive cargoes to assisting other vessels within the harbour, it is crucial that the company or harbour master contracted to handle these operations have a full understanding of the task at hand and the best way to successfully address the needs of the project with the proper technology.
Eyes are needed everywhere, and in an age where security threats have become more prevalent, surveillance systems can offer a reduced strain on manning at a time when regulatory compliance and general security can place an increased burden on personnel.
To protect nations against weapons of mass destruction, governments have been active in implementing programmes to increase container handling security. Efforts such as the Container Security Initiative, the Secure Freight Initiative, and the SAFE Ports Act represent the leading edge of legislation aimed at eventually screening 100 per cent of high-risk containers loaded in foreign ports for nuclear materials and other potential weapons.
Over the last 50 years simulation technology has found its way from technical applications to logistics. Due to the demands of high productivity and automation, as well as increasing vessel sizes, special computer systems for simulation and emulation have been developed for container terminals. The modern approach to the whole planning, developing and installation process is accompanied by simulation
Jebel Ali Port is DP World’s flagship port, the world’s largest manmade harbour and the largest container port between Rotterdam and Singapore. Located 35 kilometres to the southwest of Dubai, the Port is situated at the gateway between the East and the West, and strategically positioned to be a natural hub for the global shipping industry that provides access to a market of 1.5 billion people.
With Norway’s background as a major oil producer and the State Pollution Control Author ity’s very str ict regulatory framework both for preventing oil spills and respond to oil spills AllMaritim and its two manufacturers, NOFI Tromsø and NOREN Bergen, have been able to develop and test in real life conditions oil spill response equipment that is well recognised in the international market.
Nowadays, container transport is facing several challenges. To mention only a few, these include the strong growth in container transport volume, bottlenecks in hinterland connections, complex logistics chains consisting of many actors, information gaps, as well as new security regulations. These exercises have to be managed both by industry and administration.
With two port sites in Terneuzen and Vlissingen near the Belgian border, the Dutch port operator Ovet B.V. is an important regional player in bulk materials handling. Two quays with a combined length of 2,400 metres are available, and four floating cranes and a mobile quay crane provide a total handling capacity of some 5,000 tonnes per hour.
It appears that everything is coming to a standstill due to the economic panic all around. The reality of the here and now is a drop in container handling volume to levels of 2006/2007. Most terminals will end 2008 still at par with 2007 as the first nine months showed steady growth. However, the dramatic drop since October has undone this increase. Thus, today’s reality has changed, and this downward trend is likely to continue for at least the coming year or two. What shall we do?
his paper describes research and development into automatic grab ship unloaders, automatic loading machines, and automatic bucket stackers and reclaimers for bulk cargo in the Port of Shanghai, which have been integrated with a multitude of advanced technologies, such as long-range detection, computer networks, automatic control, and intelligent decision-making etc. With the above integration, efficient automatic bulk loading and unloading can be implemented in the port, along with creative management and integrating control into automated operations, and establishing a solid foundation for building fully automatic bulk cargo terminals.
The Euromax Terminal is situated at the north-westerly corner of the Maasvlakte, just around the corner from the entrance to the Rotterdam port. From the North Sea, container vessels can be moored at the new container terminal in no time at all and shipping traffic is not hampered by any restrictions whatsoever. With its depth of 16.65 metres, the Yangtzehaven can easily accommodate even the largest fully laden container vessels.
In September 2007, Port of Amsterdam went ‘live’ with the KleinPort Management Information System. The system manages both the deep sea and inland vessel traffic at this busy European port that has approximately 120,000 vessel movements per year. The Amsterdam system, named Pontis, makes extensive use of Electronic Data Interchange (EDI) to automatically create new vessel movements in the system. Dangerous Goods and other cargo details are also received using EDIFACT EDI messages
A state-of-the-art container terminal demands state-of-the-art customs handling. Bert Wiersema, member of the management team for the Rotterdam Customs, explains how his organisation ensures that its operations at the Euromax Terminal are as efficient as possible. “Every step eliminated represents a saving.”