Technical Papers

Telematics Update’s Thomas Hallauer talks to Thales and ZOCA about the lack of standards in the container security industry. Cargo security is a multi-billion dollar industry, with service providers who can offer efficient security and shipment visibility doing so at premium rates. Technology providers are beginning to recoup the mountains of money they poured into R&D in response to the global paranoia and consequent demand for foolproof cargo security systems that was the world’s knee-jerk reaction to 9/11. The Homeland Security Research Corporation (HSRC) forecasts that US$12 billion will be spent on maritime container fleet security between 2006 and 2012, by which time the maritime smart container industry is expected to hit US$4 billion.

Ports, important industrial centres Over the last few decades, international trade transport among EU member states and non-EU countr ies has increased considerably, converting harbours into important industrial centres. Port activities have thus, directly or indirectly, become a focus generator of much negative environmental impact. Furthermore, the number of leisure ports and their associated activities has also increased, causing an escalation in the number of boats along the coast at weekends and during summer time.

The significance of Europe’s ports Europe as a whole has more than 1,000 seaports. It is significant that the large majority of these ports are small and mediumsized: there are 700 ports which each handle less than one million tonnes per year. At the other end of the spectrum are about ten mega-ports which handle more than 50 million tonnes per year. In terms of direct employment the European port sector represents more than 350,000 jobs. The major ports of Europe have witnessed a tremendous increase in traffic over the past 20 years. This trend is expected to continue for the future, especially for container traffic where strong growth figures will remain. This development is mainly caused by the fast growth of the Asian markets and more in particular by imports from China.

Crane arrival The decision to proceed with a major terminal improvement programme at the Port of Wilmington, N.C., was based on careful analysis of market demands, especially the needs of many North Carolina businesses that have been using other ports. By seizing the opportunity before us, we at the North Carolina State Ports Authority are confident our ports will play a major role in supplying the shipping industry with much needed container capacity for generations to come.

An oil spill at sea will always get headlines, if it is big enough it will be a global news story, but today, spills at sea have declined to a low level, and the threat is now from smaller, but sometimes more toxic oil spills in port environments. In the period 1974 to 2007, ITOPF figures show 84 per cent of all spills were under seven tonnes, and 58 per cent of those spills occurred in ports, not as accidents but during operations. So what is being done to reduce the risk? With one of the longest coastlines in Europe and an economy that relies on shipping for 95 per cent of its visible trade, the UK is at particular risk from marine oil pollution. To illustrate the scope of incidents around the UK, and incidents are fortunately few and far between, recently in Felixstowe, just 200 litres leaked from a containership – the local plan went into action.

The business model is straightforward: Authority to decide and administrate matters of port management, safety and security. Local laws and regulations dictate the constraints in which the Port Authority operates. Economic reality is also straightforward: ports provide a wealth of opportunities to generate sustainable revenues, employment and taxes. The economic ‘multiplier’ is attractive at approximately 20 times revenues of the Port Authority; in fact it is sufficiently attractive to decide on long term investments and create ports where they did not exist before.

The diversity of equipment and suppliers in the market today makes for a good combination, when it comes to advanced technological development. The various equipment suppliers are competing aggressively to develop advanced equipment at a lower cost, and more importantly, to hasten the rate of return on investment. High freight increases over the last few years have opened up the opportunity for more companies to invest and improve their ship unloading efficiency. By improving their ship unloading efficiency, they lower their total operating cost, which allows them to be more competitive in their respective markets. This paper is not a comparison between systems, but instead, a summary of what can be expected from a pneumatic ship unloader as a primary conveying principle. It is important to consider the following:

Given their long term experience in crane drive systems and crane automation solutions, ABB is now taking the next step in quay crane automation – remote control. Remote control improves the working environment for drivers and provides the opportunity for increased productivity. The developmental stages of the remote driven quay crane were done in succession. One of the major items undertaken was testing a fixed cabin concept. Fixed Cabin Instead of a dr iver’s cabin attached to the trolley, ABB implemented the Fixed Cabin concept. With this concept, the driver’s cabin can be mounted anywhere on the crane structure. To aid the driver, cameras are installed on various points on the crane, and automation features such as Electronic Load Control (ELC) and Ship Profiling System (SPS) are implemented.

Cimbria Moduflex has supplied dust free loading chutes to ports throughout the world, not the least to protect and improve the general environment and working conditions, but also to offer the port operators and terminals a safe and efficient outloading solution, taking into account that in most cases today ports are an integral part of the city and the surrounding landscape.

Last year’s TranSec World Expo 2007 received an impressive 1,589 Heads, Managers and Directors of Transport Security including integrators from 49 countries. The event was hailed a huge success and in the seven months since; an unprecedented 100 per cent of the 2007 stand space has already been sold for the 2008 edition. TranSec World Expo has since moved venue within Amsterdam to accommodate demand for exhibitor space and will now run at the PTA Center.

Associated British Ports (ABP) is the UK’s largest ports group, owning and operating 21 ports around the country, and handling some 25 per cent of all seaborne trade in and out of Britain. In addition to handling shoreside operations, ABP is also the designated Statutory Harbour Authority in a number of locations, including for the nation’s busiest foreign-trading estuary, the Humber. The Humber contains no fewer than four of ABP’s busiest ports – Hull, Goole, Grimsby and Immingham – and shipping to these ports and others is controlled by Vessel Traffic Services (VTS) Humber.

Whether marking a channel or flagging an underwater hazard, solar-powered light emitting diode (LED) lanterns are an increasingly popular upgrade for illuminated aids to navigation around the world. Thanks to the impressive durability, reliability and convenience of a solar LED solution, this technology is proving itself in a range of applications, from marking channels in Portugal’s Port of Viana do Castelo, to flagging an artificial reef off Madeira Island. Wherever light is needed, solar LED technology is translating into increased reliability and reduced operating costs for those who use and maintain aids to navigation.