Technical Papers - Port & Maritime Training
Over the past ten years, there has been explosive growth in the size of ships in general and containerships in particular. The ship-to-channel ratios now provide less margins of safety, and present significant challenges to port designers, pilots, tug companies, and marine operations. Full-mission ship simulation, also known as FMSS, is gaining acceptance as a cost-effective way to evaluate whether transits are safe and under what conditions. Additionally, simulations can be of great assistance in the preliminary design process to reduce dredging costs and increase port efficiencies.
Frontex was established in 2004. Before that, ad-hoc centres administered border management. The reason for establishing Frontex was an increased focus on migration, asylum seekers and security within the EU. With an increased workload on the Southern sea borders, a need for international co-operation increased. One of Frontex’s tasks is to ensure safe navigation in coastal areas and ports. Frontex arranges three or four Maritime Border Surveillance Officer-courses every year. Aboa Mare’s co-operation with Frontex on training began five years ago. Frontex training is now mainly conducted as simulator exercises, focusing on various aspects of managing sea areas. The expertise of both parties has since developed and deepened. The aim of the training was to enable controlling and safeguarding the movement of people in the maritime regions of the EU.
During the last World Maritime Day on September 25, 2016, the UN Secretary General, Ban Ki-Moon sent a message: “Maritime education holds the future of shipping in its hands”. According to the International Maritime Organization, if the global fleet increases in size by 70% between now and 2030, the number of officers needed should increase by up to 850,000.
The ultimate reason to develop ports is to stimulate exports or imports, not to satisfy shipping companies. However, most ports are very attentive to the demands of their customers – too attentive. Sure enough, not providing satisfactory services could mean that shipping companies call another port.
The perception of automation is that robots relieve human beings from repetitive tasks and that process automation brings stability and predictable performance to a container terminal, thereby increasing safety. What we often fail to mention is that even with the implementation of automation, accidents will still occur and technology can still fail.
Today’s trainee is Rory, and it's his very first time operating a ship-to-shore crane. Yet, in gusting 40mph winds in a cab 53 metres from the Liverpool quayside, he's already moved five stacks of 40ft containers from a mega-ship sitting in the River Mersey to a waiting trailer below on the new £400m Liverpool2 container terminal.
SMT's show strong willingness to change and improve, but they need to do so with little investment, and limited impact. Not only do they need pre-configured software, but they also need a provider who comes with expertise in terminal management to help spot areas for improvements, and to implement them rapidly.