Our 50th edition looks at how the Maersk Triple-E vessels will affect the port industry, the integration of maritime and inland freight distribution systems, and the myriad different applications of simulation technology.
Papers in this edition:
The terror attacks of September 11 raised global awareness about terrorism and its impact on the world economy. In this article we investigate supply chain security with a focus on seaports.
How advanced sensor technology and open source communications standardis are helping Emerson Process Management’s new Raptor tank gauging systems to integrate seemlesly with control rooms to give scaleable, efficient and safe systems for monitoring liquid bulk materials.
For small and newly established terminals confronted with huge investments, finding a TOS geared to their requirements and, in particular, their budget is a struggle. Based in Rotterdam, Copas B.V. designs its software and TOS products with the needs of smaller terminals in mind. Esoware B.V. distributes Copas’ software for terminals from its office in Rotterdam, managed by Mr. Frans Jol, who has extensive experience in the terminal business. Copas is headed by former senior management of Europe’s biggest container terminal, with over 40 years experience in port and terminal operations, supported by 16 dedicated analysts and software developers.
The recently announced take-over by Italian-based Prysmian of the Dutch cable manufacturer Draka Holding N.V. changed the dynamics of the cable industry, as the new group has herewith overtaken the French company Nexans and is now the world’s largest player in the industry.
Many of those who read this article are well aware of the expense involved in training crane operators: you literally pay for each mistake of every trainee, be it damage of equipment or cargo during operations. But it’s not only about mistakes; weather also imposes restrictions on training.
While health and safety is driven mainly by legal and moral obligations, there is certainly a commercial element too. The major corporations involved in ports, harbors and shipping are very aware of the commercial fallout that will inevitably follow an accident or incident. In the ever more litigious society that we live in, planning and risk mitigation has taken on a whole new importance. Contemporary port and harbor operations demonstrate a classic case of risk and reward. In order to reap the commercial benefits, ports are catering for a higher volume of shipping with far more vessel movements than a decade ago. The associated risk is that with increased traffic, often in a restricted environment, there is a far higher chance of a ship-to-ship or a ship-to-infrastructure collision.
Founded in late 2004, the mission of the Port Equipment Manufacturers Association (PEMA) is to provide a forum and public voice for the global port equipment and technology sectors. The Association has seen strong growth in the last few years and now has more than 45 member companies, including crane, equipment and component manufacturers, systems and software providers, consultants and other experts.
A noticeable development in our modern world is that, while electronic devices are becoming smaller and more portable, many goods being shipped around the globe are increasing in size. Globalization and industrialization are driving the need for heavy cargo, and this includes the components used in renewable and sustainable energy developments, such as wind turbines
Efficiency is the key for harbor cranes in modern times. Faster, greater capacity, longer reaches, heaver loads, fuel efficiency, low emissions and many other aspects determine the applicability of the harbor crane of the future. These factors formed the basis for the design of the Lemniscate-type crane, developed for high efficiency bulk handling. The continuous development of mater ials and technology offers the opportunity for continuous improvement. In 2005 NKM Noell reentered the harbor crane market with the innovative new design of the traditional Lemniscate-type crane.
Ports and terminals are complex businesses and a key link within the overall logistics supply chain. However, some might argue that they are indeed the weakest and least transparent link in the chain. nto this complex environment we have to add the customers. Professor Robert Cochrane recently spoke at the FACT 2011 Seminar in London and suggested that “The Terminal Manager’s objective is: to satisfy the shareholders by making a profit through providing terminal facilities which attract and serve customers including shipping lines and agents, hauliers, financiers and insurance companies – the most important of which are the shipping lines.”
We’ve all heard it’s coming – that epochal sea change in demographics that will see the Baby Boomer cohort retire over the next 20 years, to be replaced by the Busters, Gen-Xers, Echoes and ultimately, Millennials. It is commonly held that the Baby Boom started in 1946 (although some demographers say 1947), so the first Boomers will hit age 65 this year. In some countries, Boomers make up over one-third of the work force. Why should you care?
World energy use is constantly increasing, and countries around the Baltic Sea are no exception. The energy issue is closely linked with major environmental issues such as climate change, acidification and over-fertilization. Today, the world is dependent on oil as an energy source. It contains many harmful components and replacing it would benefit the environment. Oil is rich in carbon, which means high carbon dioxide (CO2) emissions when combusted. Natural gas is also a fossil fuel, but is a better source of energy in terms of CO2 emissions and environmental effects. The main natural gas producers includes countries such as Russia; the United States, Canada, United Kingdom, The Netherlands, Iran, Norway, Algeria, Indonesia, and Saudi Arabia.
The world’s first remotely operated ship-to-shore crane is now in commercial operation. The crane is operated from a remote control station, similar to a control station for automatic stacking cranes (ASC). The control station is located in a control room in the terminal office area. The remote operation system has been developed in close cooperation between ABB Crane Systems and Manzanillo International Terminal (MIT) in Panama. The crane is equipped with a fixed cabin mounted on the crane leg. Aided by cameras, the operator can control the crane from a familiar environment; the fixed cabin is a replica of the trolley-mounted operator’s cabin with additional monitors for camera images. After having delivered more than 300 remotely operated stacking cranes and with a suite of automation features for the STS cranes, it was a natural step for ABB to test automatic STS operation supported by camera images.
As ship sizes increase and ships become more and more complex, the people involved in shipping have to develop their skills. FORCE Technology has more than 25 years of experience in providing advanced maritime training to the shipping industry, and their wide range of training courses targets experienced navigators and pilots as well as freshly graduated junior officers.
In January this year Coeclerici Logistics successfully launched Bulk Zambesi, a 55,000 DWT transhipper vessel of last generation. The vessel, which is the first of two units, will start operations in Beira, Mozambique in July 2011. The second transhipper named Bulk Limpopo will be operative in the first half of 2012.
Think of a container ship as long as the Empire State building and as wide as an eight-lane motorway that is able to carry more than 860 million bananas or 18 million flat-screen televisions in 18,000 containers. That will be the world’s largest vessel – the ‘Triple-E’ – the sheer scale and capacity of which will revolutionize international container shipping. Maersk Line, the world’s largest container line, signed a contract in February to buy 10 Triple-E vessels, with an option for 20 more, from Daewoo Shipbuilding and Marine Engineering of South Korea in a deal that could be worth US$5.7 billion. The ships will be delivered from 2013 to 2015 and will have 16% more capacity than Emma Maersk, the world’s largest vessel currently in operation. Moreover, 50% less carbon dioxide (CO2) will be emitted per container moved compared to the industry average on the Asia-Europe trade.
Malta Freeport, located in the heart of the Mediterranean is ranked among the top European ports and is the third largest transshipment and logistics centre in the region.
In 2000, the existing Port of Colombo, Sri Lanka, was expected to reach full capacity within 10 to 20 years, due to high levels of growth. This limit was recognized by the Government of Sri Lanka through Sri Lanka Port Authority (SLPA). They therefore appointed URS/Scott Wilson to prepare market forecasts for the port facilities, review existing operations to improve efficiency wherever possible, and to recommend a forward implementation program for improvement of existing facilities as well as any port expansion required.
On 22nd February 2011, both the Queen Mary 2 and the Queen Elizabeth were due to sail into Sydney Harbor. With two of the world’s most famous cruise liners in the same place, the sponsors of the visit seized the media opportunity and thrust the event into the limelight, putting a considerable amount of extra pressure on the pilots who would take part in the operation. The ships were to come in with a five minute separation.
At the Rugeley coal-fired power station in Staffordshire, England, the two existing coal-fired boilers 6 and 7 of 500 MW each were equipped with a flue gas cleaning plant. Plant and materials engineering firm Arthur Loibl GmbH supplied and installed the materials handling equipment for receiving limestone and the transportation of Flue Gas Desulfurization (FGD) gypsum.
Since its inception under the auspices of the Korean Government in 2007, the Intelligent Container R&D Center (ICC) is now pursuing cutting-edge research on conveyance security devices for ever-safer transport of container freight.
Marine navigation is currently experiencing its greatest reform since the introduction of radio communications and the development of radar – some argue even as big as the transition from sail to steam. The change is affecting everyone from deck officers to chart agents, fleet superintendents to inspecting officers and crewing managers to pilots.
Like in a chess match, terminal operators have to react to the moves of shipping lines and terminal equipment suppliers again and again. On the one hand, the next generation of container vessels – carrying some 18,000 TEU – is expected to arrive soon. On the other hand, new technologies are available that increase productivity at some point on the terminal. Using twin and tandem lift STS cranes can double moves per hour at the vessel, but can also build up new bottlenecks in other areas of the terminal. Therefore, current Terminal Operating Systems (TOS) are becoming more and more complex, and have to calculate some moves beforehand to receive the best result.
Today leading terminal operators aim to achieve a fully automated container handling process. Modern automated or partially automated terminals attain better levels of safety at work by replacing stevedores who work under suspended loads on the heavily trafficked lanes of the horizontal transport. The decision for automation is the next step towards simultaneously improving planning and security, and reducing human resources.
Efficient material flow is a critical element of dry-process cement manufacturing, and accumulation or blockages can take a big bite out of a plant’s profitability. Hang-ups in storage systems and accumulations in process vessels can choke material flow, while bottlenecks create costly reductions in equipment and process performance. Poor material flow raises maintenance expenses and drags profits down. If they become severe, flow problems can bring production to a complete stop. Although many plants still use manual techniques to remove build-up, the cost of labor and periodic shutdowns has led some producers to investigate more effective methods for dealing with this inevitable maintenance.
High frequency (HF) radar, which is based on surface electromagnetic wave propagation, provides a unique capability to detect targets far beyond the conventional microwave radar coverage. HF radars use the frequency band of 3-30 MHz to provide a large coverage that could extend to 200NM in range. This large range of values is of great interest, and appears as a consequence of the United Nations Convention on the Law of the Sea, which established 200NM as the Exclusive Economic Zone (EEZ).
The evolution of inland freight distribution can be seen as an ongoing development of containerization and intermodal transportation. Modal availability, capacity and reliability of regional inland access all have an important role to play in shaping this development. As maritime shipping networks and port terminal activities become better integrated, the focus shifted on inland transportation and the inland terminal as a fundamental component of this strategy. Thus, after a phase that relied on the development of port terminals and maritime shipping networks, the integration of maritime and inland freight distribution systems has favored the setting of what has often been labeled ‘dry ports’.
Part One of this series on ‘Global Networks in the Container Terminal Operating Industry’ (see edition 49 of Port Technology International) discussed the internationalization and consolidation in the container terminal industry, the nature and history of global terminal operators and the extent to which global terminal operators show a truly global presence. In Part Two we focus on strategic issues and the future direction of these terminal networks. In recent years the container terminal industry has been confronted with several challenges, including economies of scale in maritime shipping and competition from new entrants, in particular from container carriers, logistics companies and investment groups.
In 2009, Ralf Teichmann GmbH from Essen, in close coordination with the Distripool Schiphol Holding BV, a consortium of Dutch forwarding agents, completely redesigned, rebuilt and supplied a used container gantry crane to the Madagascar Port in Amsterdam. In this project, Ralf Teichmann GmbH could again successfully put into practice their corporate philosophy as a full range supplier of cranes in mint condition. The crane had originally been used by Deutsche Bahn AG (German Rail) and was dismantled by their staff, reconstructed in Essen, and finally erected at its new location at the Madagascar Port in Amsterdam.
Since the beginning of the last century Bedeschi has been involved in handling various kinds of dry bulk material for a variety of industries such as cement, brick, clinker, coal, bauxite, iron ore, among others.