Terminal Operator - June 2015

Quarterly

Edition 2 — JUNE 2015

Providing customers with green transport solutions • Proud to operate the world’s most eco-efficient ultra-large container vessel • Our 18,800 TEU container vessels deliver the industry’s lowest CO2 levels per-container • Our cutting edge E-solutions, wide geographical reach with over 240 ports spanning every continent and 185 offices worldwide ensure we meet our customer’s needs

www.uasc.net

JADE MASTER TERMINAL

DPS

GULFTAINER

CentrePort Wellington -41.278307, 174.786198

Smart software makes your job easier. Jade Master Logistics solves challenges faced by mixed cargo ports and carriers around the globe.

Ambitious, competitive ports from Ghana to Mexico have chosen Jade Master Terminal as their terminal operating system. A single integrated view of your entire operation lets you work faster and make better decisions day-to-day and in the future.

Our enhanced implementation methodology makes the move to Master Terminal, including user support, as smooth as possible.

The leading TERMINAL OPERATING SYSTEM for container and mixed cargo ports.

DPS

GULFTAINER

jademasterlogistics.com Asia Pacific North America Middle East Europe

Publisher & CEO Liam Williams liam@flipflopmedia.ae SALES Sales Director Sam Khan skhan@flipflopmedia.ae +971 4 369 9061 Sales Manager Adam Walker adam@flipflopmedia.ae +971 4 369 9063 Editorial Editor Sunil Thakur sunil@flipflopmedia.ae +971 4 369 9063 Staff Writer Rachel Stracey info@flipflopmedia.ae Marketing Head of Marketing Harry Norman harry@flipflopmedia.ae +971 4 369 9062 Design Head of Design Marlou Delaben design@flipflopmedia.ae circulation & Production Circulation and Distribution Manager Antonio de Marco circulationdm@flipflopmedia.ae +971 4 369 9063 Database and Circulation Manager Aaliya Khan databaseandcm@flipflopmedia.ae +971 4 369 9063 Production Manager Juan Vasquez productionmanager@flipflopmedia.ae +971 4 369 9063 Digital webmaster@flipflopmedia.ae Published by

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editor’s note elcome to the much-anticipated second edition of Terminal Operator. In the transport industry robotics and automation have long waited for their ship to come in.

And in the second decade of the 21st century their time has finally arrived. As mega ships begin to push the load bearing limits of steel itself, the challenges they pose to ports and terminal operators come sharply into focus. Greater volumes and greater profits demand faster speeds and more streamlined operations.

This requires innovations of the highest caliber and in our Terminal Efficiencies section we discuss practical and tactical ways in which peak efficiency can indeed be achieved by new crane technologies and operating methodologies. One of the keys to success is automation.

We take a look at how APM Terminals’ Maasvlakte II is using state-of-the-art hardware and big data information technology to increase throughputs and serve its customers better.

Another big issue on everybody’s minds is environmental sustainability. In our Mega Vessels section we examine how UASC is pushing the sustainability envelope with the induction of the LNG-ready 18,800 TEUs container ship, MV Barzan. In other developments CMA CGM’s ultra large carrier demonstrates some nifty maneuvering capabilities, while Maersk orders 11 more Triple-Es to expand its fleet.

In the Terminal Planning Design and Construction section TBA explains how careful planning with the use of simulation and automation technologies can enhance operational efficiency while significantly lowering overall costs. Safety is paramount in any terminal and Abu Dhabi Terminals shows us how to achieve its highest levels. We then take a look at Gulftainer’s Saudi operations and in a brief tete-a-tete with its Director of Operations, find out how it is deploying the latest in technology to enhance efficiency in its operations.

In our exclusive Mega 20 feature of this issue we highlight Terminal Operators who are leading the way in the industry and their suppliers who have helped them achieve their performance par excellence.

In the Container Handling section Kalmar demonstrates how to get more bang for your buck from existing cranes using their innovative enhancement technologies. Upgrade or Replace? Use this in-depth analysis to make an informed decision. ZPMC has become a name to reckon with in the cranes industry and IPS Dammam has reaped rich rewards deploying their latest products.

In our TOS section Jade helps you choose the right operating systems to perfectly suit your requirements. The other industry heavyweight, Navis has just unveiled its Business Intelligence portal and we take a detailed look at its benefits.

In the Security section we have featured Gulftainer’s latest wireless networking system that is streamlining convenient movement while enhancing security.

In this edition we have laid out a special section for those unsung heroes of terminal operations – Port Tyres. As they roll on tirelessly and silently day in, day out, not many give a thought to the amount of research and technology that goes into producing a quality tyre.

Three major global tyre companies talk about their experiences with ports and terminals and their latest offering for the industry.

Terminal Operator is a journey that is only just beginning and we hope you will enjoy reading these pages as much as we have enjoyed putting them together.

Anchors Aweigh! And Bon Voyage!!

Sunil Thakur Editor

Edition 2 - June 2015

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As world trades moves full steam ahead, a smooth supply chain is critical. With over 38 years of managing the world’s most productive ports, Gulftainer has the expertise you need. Our constant innovation and award-winning performance are always on call to partner your global ambitions.

Gulftainer operates in Khorfakkan, Sharjah in the UAE, Iraq, Brazil, Lebanon, Saudi Arabia and the USA with logistics offices in Turkey, Pakistan and throughout the region. gulftainer.com

Partnering progress

partners with growing demand

When strong infrastructure

Official Distribution Partners

Contents international news --------------------------------------

mega vessels

18

mega

20

28

industry leaders

52 His Excellency Sultan Ahmed Bin Sulayem

Abu Dhabi Ports and IDB sign MoU to attract investments

in the spotlight --------------------------------------

54

20

Mohammed Sharaf

Kalmar and Navis team up for “OneTerminal”

UASC increasingly serving environmentally aware customers across the globe

terminal efficiences

58 CAPTAIN mohamed juma al shamisi

32

56 Peter Richards

60 Martijn Van de Linde

22 22

34 Ultra Large Container Vessel Shows Maneuverability in Towing Exercise

Maersk Line orders 11 ultralarge container vessels

Terminal Planning, Design & Construction

38

62

jay new

Peder Sondergaard

42

Meeting the Mega Vessel Challenge requires greater efficiencies

64 24

ALBERT PANG

Lean and mean terminal design benefits from advanced modelling

63

Khalifa Port Container Terminal Sets New Milestone in Safety

65 Khalifa bin ali al-hetmi

46

44 Sensors, big data, automation create customer excellence for terminal operators

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Edition 2 - June 2015

Major port investment in Ghana shows APM Terminals’ strong commitment to Africa

Gulftainer’s Saudi Terminals to drive maritime trade growth

CMA CGM

a leading worldwide shipping group

CMA CGM, founded and led by Jacques R. SaadĂŠ is today a leading worldwide shipping group.

With Its 445 vessels, CMA CGM serves 400 commercial ports out of 521 in the world.

CMA CGM Group employs nearly 20,000 people worldwide, through a network of 650 agencies in more than 160 countries.

The Group is, also, partner with numerous logistics and port projects all around the world.

For more information, please visit www.cma-cgm.com

www.cma-cgm.com

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Contents container handling & Crane technology

mega

20

terminal operating systems 84 22

96

premium SUPPLIERS 68

complete and optimised Cargo handling solutions

69

A longer life for your port cranes

The Navis N4 Terminal Operating System Leads the Way for efficient Operations

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70

The Future of Container Handling arrives in Dammam

JADE MASTER TERMINAL

76

90

Select a TOS suitable to your Business Needs and Come out a Winner

100 MICHELIN XZM2+: Your Productivity Deserves Michelin

77

Standard Modular RTG Crane: a game changing production concept

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Navis Unveils Terminal Business Intelligence Portal

HIGH INTEGRITY technologies and SECUriTY solutions

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Bringing you Container Terminal 3 at Jebel Ali Port, Dubai • World’s largest semi-automated facility • Capacity of 4 million TEU, taking total capacity at Jebel Ali Port to 19 million TEU DP World, UAE Region P.O.Box 17000 Dubai Tel. +971 4 881 5555 marketing@dpworld.com www.dpworld.ae

• 19 automated quay cranes and 50 automated rail-mounted gantry cranes • Quay length of 1860 metres, 70 hectare storage yard and 17 metres depth

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Contents vts, navigation, mooring & Berthing

environment & sustainability

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106 97,500 successful moorings and this is just the beginning!

NAVTOR AS and Nautic AB join forces to launch new business offering complete navigation solution

custom security & surveillance

128 Eco-RTGs: Lifting Sustainability for Terminals

130

110

Gulftainer upgrades to seamless Secure Wireless Network for new headquarters Designing a Sustainable Future

port tyres

116

EU plans AUGGMED to secure Supply Chains from physical and cyber attacks

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Rajiv PODDAR JT Managing Director BKT

120 michelin tyre solutions for ports & terminals

124 Howard Malcolmson CEO Alterever Tyres Limited

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A GLOBAL NETWORK A LOCAL, PERSONAL APPROACH MSC is a world leader in global container shipping and a company that prides itself on offering global service with local knowledge. The company has access to an integrated network of road, rail and sea transport resources which stretches across the globe. Excellent and flexible customer service is at the heart of the company’s ethos - which means having total confidence in the quality of service you will receive.

To find out more, contact your local MSC office.

msc.com

Industry NEWS APM Terminals Yokohama tops terminal productivity list; Jebel Ali tops list of world’s most productive ports

A

new report based on JOC Productivity and IHS Maritime Trade data has ranked APM Terminals’ Yokohoma Terminal in Japan is the most productive container terminal in the world with the highest average of 186 container moves per ship per hour (cmpsph). Next comes Tianjin Port Pacific International Container Terminal, China with 142 cmpsph. DP World-Jebel Ali comes in at No. 5 in the worldwide rankings with 131 cmpsph.

Jebel Ali also tops the rankings of the most productive ports in the world with berth productivity for 2014 being 131 cmpsph.

Chinese ports occupied all other slots save one until position number 9 (Yokohama was number five). Khor Al Fakkan Port, Sharjah, was ranked at 10th position with 100 container moves per ship per hour. It may be noted that in general, in 2014, Asian and Middle Eastern ports provided far better productivity for vessels at berth than any other ports in the world.

Among the terminal operators in the Middle East, Europe and Africa region, DP World Jebel Ali topped the list at 131 cmpsph. APM Terminals Rotterdam came in second with 101 cmpsph. Khorfakkan Container Terminal was ranked fourth with 100 cmpsph. Red Sea Gateway Terminal, KSA at fifth position with 97 and Khalifa Port Container Terminal also at 97 cmpsph .

Among the ports in the Middle East, Europe and Africa region, in a remarkable achievement for the UAE, Jebel Ali, Khor al Fakkan and Mina Khalifa/Abu Dhabi held the positions of first, second and third, respectively.

These JOC-HIS productivity numbers are considered reliable as they are provided not by the terminals but by the shipping lines. The data is based on over 125,000 ship calls at approximately 500 marine terminals across the globe. (JOC)

ARL shipping launches real time crane activity app

Iran building major port near Hormuz Strait

A

I

RL Shipping has developed an app for Android phones and phablets that provides stakeholders with a real-time online crane activity dashboard for greater visibility of port operation and productivity.

The app works together with arl-shipping.com’s cloud Crane Logger to display real-time loggings.

The app makes crane stoppages visible in real-time as well as providing real time data on waiting times for yard handling gear and trucks, weather breaks, break bulk handling times, hatch covers and gear boxes, breaks for shift changes, meals and more.

The crane activities’ loggings are synced from the quayside Android phones to the cloud Crane Logger within seconds. The app can be downloaded from Google Play. (Google)

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ran is building a multi-purpose port near the Strait of Hormuz with 700 million euros of foreign investment, the Iranian news agency IRNA has reported.

The new port is on the shores of Suza on the Qeshm island in the Persian Gulf. The island lies along the North-South Transport Corridor which provides a rail, road and sea route for moving freight across Iran, Pakistan, India, Russia, the Central Asia, the Arabian Peninsula and Europe.

The 50-meter draught in the coastal city of Suza is such that it can naturally accommodate very large bulk and crude carriers, which is a huge advantage in international shipping, he said.

T

he Strait of Hormuz is the world’s most important oil route, providing passage to over 33% of all seaborne traded oil. More than 17 million barrels of oil and oil products are shipped through the passage daily. The narrow strip of water in the Iranian territories links big oil producers such as Saudi Arabia to the Gulf of Oman and the Arabian Sea. (IRNA)

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Dubai launches Maritime Advisory Council maasvlakte ii Wins CI’s

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ubai has launched an ambitious initiative to engage more closely with maritime businesses as it looks to consolidate its position as one of the world’s foremost shipping centres. The newly created Maritime Advisory Council (MAC), led by the Dubai Maritime City Authority (DMCA), will now foster collaboration and coordination between industry stakeholders from both the private and public sectors.

The MAC push supports both the Dubai Strategic Plan 2021, which aims to build a truly integrated and sustainable maritime economy, and Dubai Maritime Vision 2030, a plan conceived to strengthen the emirate’s unique competitive advantages. A ‘who’s who’ of major private businesses operating out of Dubai have already signed up as members.

2015 Innovation Award

With its business friendly environment, tax-free advantages, supportive regulations and world-class infrastructure, Dubai is proving a major pull for international maritime firms. Over the last two years alone some 75,000 new job opportunities have been created in the sector, while maritime now contributes some 4.6% of Dubai’s total GDP (equivalent to 14.4 billion AED).

The Maritime Advisory Council is composed of key figures from prominent businesses operating in the sector. The members include DP World, Dry Docks World, Emirates Classification Society ‘TASNEEF,’ DIFC Courts, Clarksons, Tufton Oceanic, Gulf Energy Maritime (GEM), United Arab Shipping Company (UASC), Maersk Line, Emarat Maritime, Fichte and Co, Partner Ince and Co, Global Marketing Systems (GMS), among others. (AMEinfo)

Abu Dhabi Ports and IDB sign MoU to attract investments

T

he Industrial Development Bureau of the Department of Economic Development (IDB) has signed a Memorandum of Understanding (MoU) with Abu Dhabi Ports to establish a joint-program that will help attract investment and further develop and enhance the fast-evolving industrial sector of Abu Dhabi.

The MoU, signed at the Abu Dhabi Department of Economic Development

by Eng. Ayman Al-Makkawy, Director General of the Industrial Development Bureau, and Captain Mohamed Juma Al Shamisi, CEO Abu Dhabi Ports, is built on the foundation of knowledge-exchange. The agreement establishes a framework for mutual cooperation and collaboration, strengthening dialogue between the two organisations and deepening technical know-how on how best to facilitate industrial growth for the Emirate of Abu Dhabi.

“Khalifa Industrial Zone [Kizad] offers outstanding access to markets, worldclass infrastructure and dedicated investor support – combined with services and facilitations offered by the IDB, we are bound to position the Emirate as the ideal choice for industrial investments”, stated Captain Al Shamisi.

As part of the collaborative efforts, Abu Dhabi Ports and the IDB will hold regular senior management meetings to keep up-to-date on industry news and identify possible investment potentials. The MoU will also establish specialised teams, including Investor Relations, Utilities Management and Facilitation, Industrial Sector Development as well as Marketing and Promotions, dedicated to discussing and assigning solutions to improve and develop services, and to address and resolve any constraints on the further development of Abu Dhabi’s industrial sector.

Finally, Abu Dhabi Ports’ Kizad and the IDB will also look to host joint employee training programmes and industry workshops to keep competencies upto-date with global best-practices. (Abu Dhabi Ports)

terminaloperator.com

A

PM Terminals’ new Maasvlakte II facility was named the winner of the “Innovation of the Year” award at the 4th Annual Containerisation International Awards ceremony held in London, in recognition of the industry-changing technological advances represented by the world’s first fullyautomated and emissions-free, sustainably-powered container terminal. The advanced terminal design and operating concept incorporated landside operations as an integral component with seaside operations, providing for efficient, seamless movement across all modalities to improve efficiency, maximize productivity, enhance safety and reduce CO2 and other harmful emissions. The advanced automation systems further help to greatly increase productivity and safety. (APM)

PSA International win AFLAS award; Singapore on track for 50 million TEUs capacity by 2017

P

SA International Pte Ltd (PSA) won the “Best Global Container Terminal Company” award at the 2015 Asian Freight, Logistics & Supply Chain (AFLAS) awards held in Hong Kong. PSA Singapore Terminals was also presented with the “Best Container Terminal – Asia (over 4 million TEUs)” award at the same ceremony organised by Asia Cargo News.

On winning these awards, Mr Fock Siew Wah, Group Chairman of PSA International, said “As an organisation, PSA has always endeavoured to listen and be responsive to our customers. It is this relationship based on trust and open communication which has made PSA’s success possible and I thank our customers and partners for continuing to trust and support us. I would also like to thank our management, unions and staff for working alongside our customers and partners to tirelessly provide high standards of service, efficiency and reliability that has become the hallmark of PSA.” Meanwhile, Singapore opened the newest addition to its container port on Tuesday, aiming to handle more of the increasing number of mega-ships plying the oceans.

A few of the planned 15 berths in Phases 3 and 4 of the Pasir Panjang Terminal are operational.

The rest of the $2.6 billion project is scheduled to be completed by the end of 2017, pushing Singapore’s annual container handling capacity to 50 million Twentyfoot Equivalent Units (TEUs), said a spokesperson for Singapore’s main container terminal operator PSA. (PSA)

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In the SPOTLIGHT Kalmar and Navis team up for “OneTerminal” neTerminal offers three integrated automation solutions combining Kalmar and Navis Technology.

Kalmar and Navis, both part of Cargotec have introduced Kalmar OneTerminal at TOC Europe in Rotterdam. “Kalmar OneTerminal is an integrated automation solution for the container terminal industry consisting of Kalmar and Navis software, equipment and services.

Developed out of years of experience, Kalmar OneTerminal is the industry’s first integrated offering under one roof, combining software systems, equipment and services both during project implementation and after the go-live. With one key contact, one core team, Kalmar OneTerminal makes automation accessible, mitigates the risks involved and helps customers realise the full potential of their terminal operations” Kalmar stated.

The companies believe the industry is entering “the next big wave of automation”, where established terminals will look to retrofit automation systems to existing facilities.

With the introduction of OneTerminal, Navis customers now have an additional choice.

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Edition 2 - June 2015

They can continue to use Navis N4 with the equipment of their choice or now, they can buy a pre-integrated equipment-TOS solution with OneTerminal.

Kalmar OneTerminal is based on three “initial concepts” for automatic stacking crane (ASCs), automated straddle carriers (AutoStrads) and automated RTGs. For each system OneTerminal offers an integrated combination of equipment, the Navis N4 TOS, and the Kalmar terminal logistic system (TLS). OneTerminal also covers the project services that will support the terminal through the design and implementation phases.

Frank Kho, Vice President, Offering Development at Kalmar, said “OneTerminal is not intended to meet the needs of every automated terminal project out of the box. The scale of automation projects varies significantly, and with OneTerminal. Kalmar and Navis are focusing on three base automation systems the companies believe are mature enough to be delivered within an agreed budget and timeframe. Terminals are looking for more certainty in this area and Kalmar believes this

can be achieved with a more defined terminal automation product offering.”

“OneTerminal is an integrated offering and an approach by which Kalmar and Navis experience and expertise are applied in partnership with the terminal to help reach its potential. Whether building a Greenfield terminal from the ground up, or converting an existing facility to a state-ofthe-art operation, OneTerminal ensures that all automation systems work together optimally,” continues Andy Barrons, Senior Vice President and Chief Marketing Officer at Navis.

OneTerminal leverages Kalmar’s Technology and Competence Centre in Tampere, Finland, where a combination of products can be tested in both virtual environments as well as real-world scenarios using live equipment and containers, including the next generation ASCs and AutoShuttles alongside process automation, TLS and N4. “The Kalmar pre-integration program ensures that Kalmar tests the interoperability of all the major system components in various combinations to cover the specific OneTerminal scenarios” Kalmar concluded.

terminaloperator.com

in the spotlight

Three terminal concepts

ASC terminal End-to-end automation from water- to landside is possible through the combination of Kalmar ASCs, AutoShuttles and automated truck handling. The solutions improve the efficiency of operations, space and energy consumption by ensuring a predictable and sustainable performance.

The combination of ASCs and AutoShuttles is easily scalable, helping you maintain high waterside productivity and ensuring the capacity can be increased in phases.

For brownfield terminals, the space freed up could be used for an expansion of the stacking area that enables you to increase operational income.

The solution helps you avoid unexpected interruptions that impact productivity and profitability.

terminaloperator.com

AutoRTG terminal Rubber-tyred gantry cranes (RTGs) are the most popular equipment for container stacking at terminals around the world, especially where highcapacity stacking and good manoeuvrability are key requirements.

To drive greater operator safety and efficiency your existing RTGs can now be automated, allowing them to be safely managed remotely and at an operator ratio of 1:3 for exception handling.

The AutoRTG is a great solution for both mediumsized and larger terminals. In addition to automating the RTG you can make operations even safer by removing the need for people to be in the handling lane under the crane by introducing automated shuttle carriers.

AutoStrad terminal AutoStrad operations are typically suitable for small and midsize terminals. Its realisation can be simple, low-risk and achieved within a relatively short time frame. Only a single piece of equipment is required for the automation of your quay, stack and landside operations. You can convert from a manual to an automated straddle carrier terminal without any temporary drop in capacity and throughput. The AutoStrad navigates based on virtual routes within 2 cm accuracy, providing unmatched reliability and flexibility. In combination with the ability to simply deposit the box on the pavement, decoupling the duty cycles of quay and yard cranes, and allowing building of buffer stacks behind the crane, the flexibility of the technology moves you ahead.

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Terminal Efficiencies

Meeting the Mega Vessel Challenge requires greater efficiencies ontainer ships have grown bigger at a rapid pace over the last decades, faster than any other ship type. The average size of a newly built containership has soared to approximately 8,000 TEUs in 2015. The largest container ship at this moment can carry 19,200 20’ containers, but ships with capacities of more than 21,000 20’ containers have been ordered and will be operational by mid-2017. Presently we are looking at the deployment of 72 19,000+ TEU ships (20 already in operation, and 52 currently in the order books).

With container ship sizes getting bigger every year it is now imperative for ports and terminal operators to maximize productivity in a sustainable and financially feasible manner.

Shipping lines expect that as their carrying capacities rise, cargo handling speeds will increase to keep ship turnaround times at a minimum. Up until now, container-handling STS cranes have managed to adapt to the height and length of larger vessels and to increase numbers of moves per call. This has been achieved through increased capital investment.

Cranes have become bigger and faster over time. They have grown considerably in size and height. The largest ones now have an outreach up to 70 meters with enables them to grab containers up to 25

rows across. Their height can reach 80 meters with a lifting height capacity above quay up to over 50 meters and 20 meters below. They have also gone from single hoists able to handle one 40 feet container or two 20 feet containers to tandem arrangements (single hoist tandem or double hoist tandem) that enables them to double this capacity. The largest container quayside crane on the market, developed

by Zhenhua Port Machinery Corporation has recorded a productivity of up to 123.16 moves per hour.

Although ship capacities have increased dramatically over the last few years, ship lengths have not. The increased capacities are attributed to larger ship beams and higher stacking heights. Longer ships would have enabled the positioning of more cranes to handle them. But increased width and height are major challenges that present day cranes technologies have to meet with longer outreach and greater height. As the total number of moves per ship increase with capacity, there is pressure to speed up loading and unloading operations.

Berth productivity is constrained by two primary issues. Firstly, ships are worked from only one side and secondly extra long quay cranes will block access to the bays on either side preventing them from being worked on by other cranes.

Although ship capacities have increased dramatically over the last few years, ship lengths have not.

The increased capacities are largely attributed to larger ship beams and higher stacking heights 22

Edition 2 - June 2015

To resolve the first issue the ship can be worked from both sides by using indented berths. One such example is the Ceres Terminal in Amsterdam. This terminal has a slit enabling ships calling there to be unloaded and loaded by cranes from both sides, thus drastically increasing berth productivity. Nine cranes can operate the ship at the same time, resulting in a berth productivity of an unprecedented 300 moves per hour.

Resolving the adjacent bay problem requires new and innovative concepts.

The Fastnet crane, developed by APM Terminals consists of individual cranes mounted on a single elevated girder supported by very large automated pillars moveable on rail. This eliminates the constraints imposed by the width of today’s cranes. They are controlled by a system that will ensure that each crane will always be able to reach all the bays of the ship. Extensive computer simulations have shown that berth productivity could be doubled using such a system for large call sizes.

Presently, the push for port terminal productivity on land is being driven by a number of equipment manufacturers.

Especially cranes, if the number of patent applications related to port terminal productivity filed by them are anything to go by.

Offshore terminals are another solution to efficiently load and unload ships using waterways. Barges equipped with cranes can operate as a shuttle between port terminals and ships. Researchers are looking at ways to make floating structures as an alternative to land based terminals. Other advantages of offshore terminals are zero costs of reclaiming land and building new quay walls.

terminaloperator.com

Terminal Efficiencies

Yard Productivity Thanks to the peaks mega ships generate, yard productivity and container dwell times have become important to ship turn around times as there is a clear link between dwell time in container yards with ship size.

Again there are two possibilities to solve peaks in yards related to mega-ships: Increasing yard density and reducing dwell time. Yard density can be increased by stacking higher. This is dependent on choice of equipment (straddle carriers or rail mounted gantry cranes) and panning. Dwell time depends on administrative procedures, controls, and also on locations of warehouses, inland container depots and dry ports.

Hinterland Mega-ships create certain capacity requirements for hinterland connections. The road hinterland connections should be able to handle the high cargo volumes therefore certain road access improvements would usually be necessary in relation to those peaks.

terminaloperator.com

Offshore terminals are another solution to efficiently load and unload ships using ship-to-shore waterways. Barges equipped with cranes can operate as a shuttle between port terminals and ships Infrastructure improvements could be needed also for the rail and barge connections. Better gate planning will also become critical during peak hours.

Labour Labour is an important production factor for port terminals, since labour costs in container terminals could account for more than half of their operating costs. Mega ship peaks means more labour and round-the-clock operating hours.

The challenges created by mega-sized vessels on ports and terminals are many and sometimes imposing. But they are not insurmountable. By increasing operational efficiencies terminal operators can reap the benefits of the higher volumes these ships bring in and at the same time lower overall shipping costs for shippers and consignees across the world. l

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Terminal Efficiencies

Sensors, big data, automation create customer excellence for terminal operators “Sensors everywhere” call to action - to catch data, teach operators how to improve service

he annual Terminal Operators Conference (TOC) in Europe was held from June 9-11 in Rotterdam with over 4000 people attending the conference Supply Chain Sessions, Tech TOC, Bulk TOC venues and exhibit halls.

At one of the sessions Alex Duca, head of design and automation for APM Terminals called for a sensor revolution.

“We make our customers stronger, our companies better and our jobs more important each of us has a role to play” 24

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“We want to have sensors everywhere - on all moving equipment, on all operational interfaces and transfer points. Sensors give us data power and metrics - so we can make things better and improve services. A whole new world of equipment intelligence opens to us all. When you extend this capability across the port ecosystem we make quantum leaps in the business and the supply chain. We make our customers stronger, our companies better and our jobs more important - each of us has a role to play”.

Using the iPhone as an example, Duca highlighted how sharing data with Apple enables faster improvements to iPhone performance and new developments for web apps. “Let’s bring this technology ecosystem into the port ecosystem. Think of how we could bring that feedback loop into the port business. Let’s get the power of data through sensors – to work much better in our industry. We can save more lives. We can design and engineer safer ports. We can make world trade move better. We can all make decisions that have higher impact for our companies and customers. Sensors deliver data and data shows us trends, safety performance, costs and ways to improve thanks to better diagnostics.

Kicking off the event, keynote speaker Frank Tazelaar, the Managing Director of APM Terminals Maasvlakte II – the world’s first fully-automated container terminal, designed to be safer and more sustainable with zero emissions - told the story of a recent trip to the San Francisco, California Bay area and a visit to a nearby national park where the San Andreas fault lies – considered one of the most active seismic areas in the world due to the tectonic plates that come together. The national park there

features peaceful valleys which mask the intense seismic activity.

Using this metaphor, Mr. Tazelaar challenged the audience to be aware of the seismic shifts taking place now in the industry and to not be lulled into thinking the port industry is in a peaceful valley. “As a part of global trade, we need to drive change instead of reacting. The introduction of remote control crane operations in our MVII terminal is such a change: we need vendors that develop products with the user in mind, enabling fast learning, ease of use and intuitive understanding. The execution of more complex, more automated terminal projects is a similar wake-up call. To support complex automation, we need partners that look beyond their own product and can contribute to world-class interface management. In the container supply chain, we need to move from attrition to collaboration. As port operators in the supply chain, we do not merely exchange boxes, we trade high value information.”

An example highlighted of the latter was the cooperation required for successful hinterland interfaces. APM Terminals Maasvlakte II entered into agreements with truckers, barge and rail operators and forwarders to create value together by collaborating on information needs. The terminal relies on a truck appointment system which took 1.5 years of talking to the trucking industry to build confidence and mutual trust. Today, all truckers arrive at the terminal preannounced. In return, APM Terminals converts this information into faster, more consistent truck turnaround times for the supply chain and the truck driver. l

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Terminal Design Alternative Terminal Studies Business Process Modeling Business Case Comparison Terminal Systems and Solutions SPS InnoQon provides consultancy services to help you designing the terminal in the most optimum way. We are able to make comparison of available solutions and new terminal concepts; showing you the initial investment cost, operational cost and the Total Cost of Ownership over a period of time. This will help you making the right decision for improving the efficiency and lower the cost for your terminal.

SPS InnoQon……………..Connecting people and solutions

How to contact SPS InnoQon: Elmar Hendriks Managing Director SPS InnoQon

Level 14, Boulevard Plaza Tower 1 Sheikh Mohammed Bin Rashid Boulevard Downtown Dubai PO Box 334036 Dubai, United Arab Emirates M: +31 6 546 978 01 T: + 971 4 278 0995 Email: info@spsinnoqon.com Skype: elmar.hendriks Website: www.spsinnoqon.com

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mega vessels

Mega Vessels

UASC increasingly serving environmentally aware customers across the globe The carrier receives the world’s most environmentally friendly ultra-large container vessel

nited Arab Shipping Company (UASC), a leading container shipping line and emerging global carrier, confirmed that there is a constant increase in the number of environmentally committed customers and increasing demand on environmentally sustainable transport solutions.

Jørn Hinge, President and Chief Executive Officer of UASC said, “We are increasingly servicing environmentally aware customers across the globe. We push the boundaries of ecoefficiency standards to ultimately ensure that our customers can achieve higher levels of environmental sustainability”.

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“We have noticed that the increased demand on green shipping comes mainly from key accounts that ship thousands of TEUs with us annually, however, even smaller shippers are becoming more and more aware and interested in this topic and the emerging technologies in this regard”, Hinge added.

He explains, “If we deliver to a key account 60% less CO2 output per TEU, which is the case in our newly delivered 18,800 TEU vessel compared to the industry’s 13,500 TEU vessels, this means that their carbon footprint will be drastically reduced annually, helping them to achieve their sustainability strategy”.

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Mega Vessels

Jorn Hinge, CEO

Hinge confirmed that, “many large multinational organizations have already included strict environmental requirements in their tenders and evaluation criteria; and we expect the environmental issue to be more important to many shippers in the future”.

“We are ready to provide our customers with such solutions, especially now that our environmental initiatives go beyond our newbuild vessels, to include investments in our existing A13 fleet to make it more environmentally friendly”.

“UASC became an official member of the Clean Cargo Working Group (CCWG) in 2012, a global business-to-business initiative dedicated to improving the environmental performance of marine transport. The membership provides UASC direct access to environmental performance surveys and performance metrics, as well as intermodal emissions calculators and best practice sharing”.

“We have already received 5 new LNG-ready vessels that are amongst the largest and most environmentally friendly in the world; they are in service now. Our new vessel fleet’s environmental credentials and ability to undergo a fast, cost-efficient conversion to LNG will derive further environmental benefits for our customers”, he added.

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M.V. Barzan UASC announced the delivery of the industry’s most eco-efficient ultra-large container vessel MV “Barzan”. The vessel was delivered in April this year, following the delivery of three A15 class vessels since December 2014.

With a loading capacity of 18,800 TEU, the MV ‘Barzan’ is first in a new class of leading ultra-large container vessels. The 18,800 TEU vessels are the largest in UASC’s fleet to date.

MV ‘Barzan’ is a part of the industry’s first LNG-ready ultra-large container vessel fleet and will set new standards for fuel and energy efficiency, due to optimized vessel design and an array of efficiency technologies. Preliminary calculations indicate an EEDI (Energy Efficiency Design Index) value that is close to 50% below the 2025 limit set by IMO. The MV ‘Barzan’ has a CO2 output per TEU that is more than 60% below a 13,500 TEU vessels delivered just three

years ago. MV ‘Barzan’ and the 18,800 TEU fleet will complement the A15 fleet, being gradually delivered since November 2014 and operating on the Asia-Europe trades as part of the Ocean 3 services. There, Barzan will deliver the industry’s lowest percontainer levels of CO2 output.

UASC’s eleven new build A15s and six 18,800 TEUs are scheduled to be fully delivered by 2016. This year, UASC will receive a total of 10 new vessels.

Technologies previously used by UASC that proved extremely effective in reducing fuel consumption and CO2 emissions have been applied as best in class standard operating procedures across the board.

Technologies and solutions deployed on the MV ‘Barzan’ and all newbuild vessels include shore-to-ship power supply solution for zero emissions at berth and energy efficient integrated system to monitor and optimize propulsion systems, machinery operations and navigation decision-making amongst others.

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Mega Vessels

Providing customers with reliable transport solutions UASC is constantly striving to provide customers with the most efficient and reliable transport solutions possible.

In an addition to the modern and expanding fleet of dry cargo container units, and its experience in out-of-gauge cargo, UASC has one of the youngest reefer fleets in the industry, with an average age of three years. 80% of UASC’s reefer fleet is AV+ units that have the ability to measure CO2 levels in the reefer container and automatically ventilate in accordance with cargo requirements – enhancing product quality, while being more environmentally friendly. UASC’s combined order of 5,500 reefer containers marks the second milestone in the expansion of UASC’s reefer services and reiterates the company’s ongoing investment in the most cutting-edge, energy-efficient solutions for the carriage of frozen and chilled cargoes.

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UASC’s new services operating on the Transatlantic North trade and South America trades mark an important step in the expansion of UASC’s global network. Earlier this year, UASC also announced plans to expand its presence in South America, following the long-term general cooperation agreement with The Hamburg Süd Group.

UASC provides its customers with broad access to the East Coast of South America, serving all major ports along the Brazilian East Coast and the River Plate.

UASC’s E-commerce portal, “UASC Online”, allows customers to manage their shipments through a web portal, including online booking, shipping instructions, bill of lading printing and enhanced track and trace functionality.

UASC is a member of the Ocean 3 alliance, and currently has 185 offices and serves 240 ports and destinations around the world. l

In an addition to the modern and expanding fleet of dry cargo container units, and its experience in out-of-gauge cargo, UASC has one of the youngest reefer fleets in the industry, with an average age of three years terminaloperator.com

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Mega Vessels

Ultra Large Container Vessel Shows Maneuverability in Towing Exercise

s the world’s container shipping lines build ever larger vessels, so comes the problems of maneuvering these behemoths whether they are on the high seas or in a restricted anchorage. Now CMA CGM and the German Central Command for Maritime Emergencies (CCME) have tested the Command’s capability to tow this new wave of ultra-large cargo ships that currently ply the world’s trade lanes, during an exercise held earlier this month. Using CMA CGM’s 16,000 TEU container ship the CMA CGM Jules Verne, and the CCME’s multi-purpose vessels, the Neuwark, the Mullen, and the Nordic the operation was hailed a success by all the parties involved.

Wolfgang Knopf, On-Scene Coordinator, said: “The collaboration between the crew of CMA CGM

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Jules Verne and our operative forces was excellent. The advantages of the Emergency Towing system on board CMA CGM Jules Verne, which is not yet compulsory for large container vessels, nevertheless providing enormous benefits for the towing operation in terms of safety and strength.”

The CMA CGM’s flagship was ordered to undertake various tasks during the exercise including altering its geographical position, taking over the role of a ‘vessel in distress’ in an emergency towing situation and allowing and assisting representatives of the CCME to board.

The task of CCMEs operation forces, on the other hand, was to board the ship via helicopter; to evaluate the situation with the master of the CMA CGM Jules Verne; to train for efficient communications between the on-scene-

“The collaboration between the crew of CMA CGM Jules Verne and our operative forces was excellent” coordinator, the boarding team, the emergency towing vessels and the CMA CGM Jules Verne; to assemble towing connections and to tow the giant vessel on different courses.

This exercise was intended as a learning experience and was undertaken in the Deep Water Road off Heligoland, a small German archipelago in the North Sea, to enhance preparedness for emergency towing operations and succeeded in demonstrating both the CCMEs, and CMA CGMs, responsible attitude toward safety and environment. l

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Mega Vessels

The CMA CGM inducts 2nd 18,000 TEU vessel GEORG FORSTER A state-of-the-art vessel equipped with the latest environmental technologies

With impressive dimensions of 1,305 ft. (398m) length and 177 ft.

(54m) width, the CMA CGM GEORG FORSTER is the Group’s 2nd 18,000 TEUs capacity vessel to be delivered

The CMA CGM Group has announced the induction of CMA CGM GEORG FORSTER, the second 18,000 TEU vessel in its fleet.

With impressive dimensions of 1,305 ft. (398m) length and 177 ft.

(54m) width, the CMA CGM GEORG FORSTER is the Group’s 2nd 18,000 TEUs capacity vessel to be delivered. 6 vessels will compose this series of vessels named after Great Explorers, that will have the CMA CGM Group’s largest containership capacity.

This gigantic vessel has a 18,000 TEU (twenty feet equivalent) capacity.

All containers placed together would totalize around the distance between Hamburg and Hanover. Its size is above the height of the Empire State Building, wider than an Olympic pool, and its thrust is equivalent to the one of 10 Airbus A380 altogether.

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A vessel serving the world’s global economy Calling 11 different countries, the CMA CGM GEORG FORSTER will join the vessels sailing the French Asia Line (FAL), one of the most emblematic lines of the CMA CGM Group. The Group’s largest vessels sail this line. In a globalized economy, gigantic vessels have the capacity to transport almost 200,000 tons of goods between the world’s leading markets: Europe, Middle East and Asia.

A vessel with the latest innovations serving the environment The CMA CGM GEORG FORSTER is equipped with the latest environmental technologies: An engine of the latest generation, a twisted leading edge rudder with bulb,

and an optimized hull design. Those innovations decrease the CMA CGM GEORG FORSTER CO2 emissions by 10% compared to vessels from the previous generation. With an estimated emission of 37g of CO2/km for each container, the CMA CGM GEORG FORSTER is one of the greenest goods transport means in the world.

Furthermore, in accordance with the CMA CGM Group’s commitment, the CMA CGM GEORG FORSTER environmental footprint responds to the 2025 energy efficiency regulations.

The vessel is named after the famous 18th century German travel writer, who was part of the James Cook’s expedition in Southern Seas. He is also considered to be one of the founders of ethnology and anthropology.

Sailing under the UK flag, the CMA CGM GEORG FORSTER will start her first rotation on June 2nd. She will sail and call the different ports of the FAL rotation in China, Malaysia, Egypt, the Mediterranean and the Atlantic coast up to Germany. The vessel will be christened in Hamburg on July 9th, during a ceremony in line with the great seafaring tradition. l

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Maersk Line orders 11 ultralarge container vessels Maersk Line has signed a new building contract with Daewoo Shipbuilding & Marine Engineering (DSME) for 11 second-generation Triple-E container vessels with a capacity of 19,630 TEU each. Six more new builds have been kept optional

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Mega Vessels — MAERSK

he vessels will have a length of approximately 400 meters (m), width of 58.6m, and a 16.5m draft.

The contract has a value of USD 1.8 billion. It was signed by Mr Sung-Leep Jung, President and CEO of DSME, and Mr Søren Skou, CEO of Maersk Line, at a ceremony at Maersk Line’s headquarters in Copenhagen.

This is the second new-building order in Maersk Line’s investment programme, following the seven 3,600 TEU feeder vessels announced earlier this year. Over the coming five years, Maersk Line is planning to invest USD 15 billion in new-buildings, retrofitting, containers and other equipment. Maersk Line will thus be able to maintain the necessary capacity to grow with global demand as well as replace less efficient tonnage.

“I am very happy with this order. These vessels will help us stay competitive in the Asia – Europe trade and will be key in our strategy to grow with the market. It is the second order this year and we expect to order more vessels, which we can add to our fleet from 2017 and onwards,” says Søren Toft, Chief Operating Officer (COO) in Maersk Line.

The new vessels will be the largest in Maersk Line’s fleet and are intended for the Asia - Europe service.

The vessels will replace smaller, less efficient vessels.

Maersk Line has a long and close relationship with DSME. Most recently, DSME built the pioneering Triple-E vessels. The last (out of 20) will be delivered in June 2015.

The 11 new vessels will join Maersk Line’s fleet between April 2017 and May 2018. They will sail under Danish flag. “I am very confident placing this order with DSME. The company has a very good track record. Together we can leverage our Triple-E experiences to further improve performance, not least energy efficiency,” says Søren Toft.

DSME and Maersk Line are working on amplifying the features of the Triple-E vessels (efficiency, economy of scale and environmentally improved) in the new vessels. l

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“I am very happy with this order.

These vessels will help us stay competitive in the Asia – Europe trade and will be key in our strategy to grow with the market. It is the second order this year and we expect to order more vessels, which we can add to our fleet from 2017 and onwards” says Soren Toft

Maersk mega ship calls at Jeddah’s Red Sea Gateway Terminal The Jeddah Islamic Port (JIP) has announced the welcomed arrival of the MV Mayview Maesrk mega vessel, which called at its Red Sea Gateway Terminal (RSGT).

The Mayview Maersk is one of the largest container vessels in the world and marked the second arrival of a mega vessel in two months at RSGT, bolstering the facility’s ambition of attracting larger ships.

Nabeel AlAmoudi, president of Saudi Ports Authority (SPA), said: “We consider ourselves as the home of Mega Vessels in the Red Sea, and we are proud to see Maersk Line use the terminal. RSGT continues to invest in qualified manpower and advanced equipment to ensure a smooth and reliable operation while maintaining the highest standard of quality and customer service.”

The Mayview Maersk is part of the Maersk Line’s Triple E vessel class, and designed to transport 18,000 teu. The vessel features an overall length of 399 m, width of 60 m beam, and a maximum speed of 23 knots. The mega vessel is designed to reduce fuel consumption by 37% and CO2 emissions per container by 50%, with twin 32MW, 43,000hp diesel engines.

The vessel is currently serving the Asia – Europe route, covering ports from Far East, Asia, Mediterranean and Europe. For this call, RSGT is expected to handle around 2,000 container moves on the vessel.

RSGT serves vessels calling from the Far East, Asia, the Gulf, Europe, Americas and the Red Sea. The terminal has management technology, and skilled manpower along with a 300 m wide dedicated navigation channel, 16.5 m deep water draught, 650 m wide turning basin and 10 super postPanamax quay cranes.

Since June 2011, RSGT has handled more than 400 mega vessel calls, with an average of four mega vessels calling regularly per week in 2015.

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Terminal Planning, Design & Construction

Terminal Planning, Design & Construction

Dr. Yvo A. Saanen, Managing Director

Lean and mean terminal design benefits from advanced modelling

With this article we intend to show, how the cost, risk and performance of a new terminal design, terminal extension, or an existing terminal can be improved in an efficient way s container volumes keep growing, as vessels and their call sizes are rapidly increasing, as land is getting scarce, and as wages are rising, terminals are confronted with more challenging questions on how to keep up with their competitors. In order to accommodate this growth, there are many terminal extensions and new terminals on the drawing board or under construction.

Terminal design triggers questions concerning the layout, the attainable quay crane productivity, the yard operating strategy, the terminal operating system, and the equipment. One of the main questions is how to reduce the operating cost. In this article, we shall enlighten the potential of a simulation approach, and answer many more questions pertaining to terminal design, extension and improvement.

With this article we intend to show, how the cost, risk and performance of a new terminal design, terminal extension, or an existing terminal can be improved in an efficient way. We will illustrate our approach with a couple of real-life examples. But first, we will introduce simulation.

Simulation Although simulation is increasingly used at container terminals, it is not as common as for example, in the automotive industry, where no investment above hundred fifty thousand euro is made without thorough proof obtained from simulation exercises.

This is not strange at all considering that for every euro spent on simulation, ten are saved.

But what exactly is simulation? The essence of simulation is to make a model of the (future) reality within the scope of the objectives. With this model all kinds of experiments can be performed. Usually,

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Terminal Planning, Design & Construction

WHAT YOU NEED TO KNOW ABOUT SIMULATION • As with every project, DEFINE THE OBJECTIVES and measure against these objectives.

• VALIDATION is key to achieve valuable results.

• Simulation is not reality so always use COMMON SENSE when assessing the results.

• Animation helps you and other people to understand the simulation model and to validate the working of it. Although animation costs time and money we have seen it is an essential part of the simulation project so USE ANIMATION. • As in reality, the results of an individual simulation run differ depending on the random events. So DO NOT BASE CONCLUSIONS ON ONE SINGLE REPLICATION.

simulation is used to assess the effect of different alternatives, for instance an operation with straddle carriers versus an operation with RTGs and trucks. However, as we will discuss further on, simulation can be applied for many more uses.

In general, a simulation project consists of four steps: 1. Specification and development of the model 2. Validation of the model 3. Experimentation with the model 4. Analysis of the results By means of animation, which visualizes the behaviour of the system, people involved are able to validate the working of the system.

For the development of a new container terminal and the redesign of existing ones many factors need to be considered.

Which lay-out, what kind of equipment and how many pieces of that equipment do I have to purchase in order to have lower costs per move, an acceptable investment level, and competitive performance? These are the main questions for the development team of a new container terminal.

In the decision making process around these questions, simulation can play a supportive role with regard to the following aspects: • Determine the dimensions of the terminal (e.g. quay length, stack size).

• Determine the type of handling system (equipment + operation + layout).

• Design of the terminal operating system (TOS).

The first step is to determine the main dimensions of the terminal. Here we apply an outside-in approach, taking the container flows that go through the terminal (vessel arrival pattern, rail pattern, truck pattern, dwell time) as starting point. Under these external conditions, the main

These peaks are important to determine how much equipment is required to supply the quay cranes with enough boxes during these peak circumstances dimensions are varied. This means that we analyze the service level (vessel service time, gross berth productivities, and crane density on vessels) under varying terminal configurations (quay length, number of quay cranes, gross quay crane productivity). Typically, per configuration, one year of operation is simulated, creating a picture of the service over the year. During the year, the variation in the stack (seasonal effects, peaks during the peak and even hourly peaks due to large discharge calls), the variation in berth occupancy (due to vessel delays, and variation in the call size), and the occupation of quay cranes can be observed, giving a rich picture of the services the terminal provides. As important input for the next step (determination of the handling system), the model creates a picture of the peaks in handling (waterside, but also rail side and truck side). These peaks are important to determine how much equipment is required to supply the quay cranes with enough boxes during these peak circumstances. Based on the outcome, decisions can be made concerning the quay length, the number of quay cranes,

Figure 1: Screenshot from the simulation model to determine the key terminal parameters

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the gross productivity that quays have to achieve to accommodate a certain terminal throughput, the requirements for storage capacity, and the peak handling conditions.

The second step is more comprehensive, in the sense that there are many more variables involved. The design of the handling system determines layout, type of equipment for the various operations – think of the number of trucks and RTGs, the number of rail cranes, the number of gate lanes, and so forth, and the logistical concepts (including for instance yard operating strategies). The latter is gaining importance in the case of automated terminals, since many tasks are taken over by computers or robots. But even at manually operated terminals, the emphasis is put on efficient operations – for instance the implementation of truck or straddle carrier pooling. In close relation (as mentioned in step three), the TOS should be considered, as only a TOS that has been configured for a specific operation and will create a performing operation.

An example of this is a recent comparison we carried out between manually driven shuttle carriers (SHC), automated shuttle carriers (ALV) and Lift-AGV’s (as currently running at the 2 new terminals at Maasvlakte II, Rotterdam). All in combination with an automated high-density yard, operated by ARMGs. In terms of productivity, all three systems achieved the same performance level (40 net bx/h), but with different equipment numbers.

In a peak operation the ratio between SHC, ALV, and L-AGV was 2.5 – 3.5 – 4 (per QC). The automated equipment is more sensitive to the density of the operation in terms of operating speed. Subsequently, one needs to compare the CAPEX required for each system, as well as the OPEX. These questions are relevant not only with the development of a new terminal, but also when extending an existing terminal or changing the handling system or layout. Many terminals, for instance, are reconsidering their yard handling system to increase the stack density and therefore increase the throughput capacity of the terminal.

As shipping lines are requesting higher service levels, terminal systems need to be designed keeping in mind various – and mostly contradictory – objectives. Quay crane productivity has to go up, stack density has to increase, operating costs have to go down, and the landside service has to be improved. In order to create handling systems that comply with those requirements, the use of a simulation approach can be beneficial to separate good from bad solutions, to prioritise improvement measures as not all features can always be implemented, and last - but not least – create a relatively inexpensive and safe trial and error environment

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for both prototyping and testing new solutions for hardware and software.

But simulation is useful not only for test purposes; it also separates feasible solutions from non-feasible ones; it assesses the contribution of solutions to the overall goals, always putting the entire system performance – rather than the individual performance of components – as a key indicator. Moreover, it provides an environment where one can make evaluations under varying, but manageable, conditions, e.g. busy and quiet operations, break-downs, and so forth. In the end, this will result in less start-up problems, solutions that are better thought through, increased software robustness, all leading to a reduction of risk.

The key to supporting these decisions by means of simulation is to model the equipment and operational procedures at a rather detailed level. Many attempts fail to link with reality, because the details that make an operation complicated – for instance the container loading sequence, the grounding rules, and the equipment assignment rules – are left out. We adopt an approach where those aspects are considered, so that the results from the simulation are close to the operational data. Essential here is a close cooperation between the modelling team and the terminal operator to arrive at a valid model.

Figure 2: Simulation model of new facility at Maasvlakte 2

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Terminal Planning, Design & Construction

The output of these kinds of models typically consists of: • Productivity numbers of all the equipment (QC, RTG, and so on).

• Service times (e.g. of hauliers and trains).

• Occupancy rates of equipment, but also from the stack.

• Operating hours of equipment.

OPTIMISE THE DAY-TO-DAY OPERATION Every day’s operation is different from that of the day before.

Still, it is worthwhile to explore the possibility of using models to improve day-to-day operations.

With the models getting more comprehensive, with the abilities to capture real operational procedures, handle real operational data, to depict processes at the level of individual container moves around the terminal, and to represent decision-making around grounding containers based on the container’s profile, we see a great opportunity to apply these models in the analysis and replay of past operations and in the pre-planning of upcoming operations.

Questions around the manning and equipment usage given a certain operation at quay, rail and gate could be answered.

• Decisions concerning the in-advance preparation of the yard – so-called housekeeping – could be assessed on cost and contribution to productivity.

• Changes regarding operational procedures, such as equipment pooling, sharing part of the equipment, real-time reallocation of equipment, and sizing the gangs could be quantified.

• iStrategies and patterns of strategies for yard operations can be defined, assessed, and tweaked, in order to increase yard density, and reduce travel distance and false moves (shuffles).

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The outcome of these analyses can be fed back into the TOS, and reported to the managers, planners, dispatchers, and operators, running the terminal. It can overcome the, often contradictory, perceptions about bottlenecks in the current operation, and prioritize improvement measures. By using real data, and using real, past, operations, the value of these exercises heavily increases, because it becomes much easier to translate the result back into the consequences for upcoming operations.

Examples of recent findings comprise the effect of equipment pooling (15% increase of equipment productivity and therefore a potential of reducing operating cost), and the effect of an improved RTG assignment and yard grounding strategy (20% less equipment required on average with a productivity level remaining at the same level).

The essence of arriving at models that can accomplish this added value is to have a good understanding of the operation, including an understanding the rules in the terminal operating system. An alternative to overcome cumbersome modelling of TOS functionality is to link the simulation environment directly to the TOS. In this set-up, the simulation represents all the physical processes, the TOS uses the real container data to control the operation. By doing so, the TOS can be configured much faster to accomplish a smooth and optimized operation under various conditions.

CONCLUDING REMARKS Operations at container terminals are highly complex. Automation makes them even more complex. Optimisation tools treating the

The outcome of these analyses can be fed back into the TOS, and reported to the managers, planners, dispatchers, and operators, running the terminal

operation as a deterministic process are difficult to apply because in real-time the operation differs highly from the planned situation. Therefore, tools that explicitly consider the dynamics of a live operation should be favoured over others. Simulation is such a tool, able to represent and visualise container terminal operations – both the physical processes and the rules in the terminal operating system.

Applying simulation makes the decisions concerning the investment in quay and quay cranes, the choice of handling system, and the configuration of a terminal’s control system better founded, better to understand, and more transparent to follow. In summary, simulation enables a terminal operator to reduce risk during the development of a new terminal or planning the improvement of an existing one. l

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Khalifa Port Container Terminal Sets New Milestone in Safety Michael Anderson joined Abu Dhabi Terminals in 2013 as HSE Manager, overseeing all health, safety and environment issues at Khalifa Port Container Terminal. Prior to this he worked at Murray & Roberts in Abu Dhabi and was part of the British Armed Forces for a considerable time.

Michael is a Chartered Member of IOSH.

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Abu Dhabi Terminals celebrates 4 million hours without Lost Time Injury

bu Dhabi Terminals (ADT), manager and operator of Khalifa Port Container Terminal (KPCT), celebrated a new record in health & safety by completing 4 million man-hours without LTI (lost time injury) which equals 603 days since the last LTI. The 4 million man-hour achievement is rare across the industry and reflects ADT’s commitment to maintaining a zero-accident work environment by setting a stringent HSE policy, audits and regular safety briefings. A large contribution has been down to the proactive involvement of the whole team in reporting unsafe acts / conditions and taking action before they become serious.

“A large part of this success is due to having employees from ADT involved at the project phase and involved during the design phase of the project and lot of the real-time risks were designed out. For example the terminal has been designed to minimize the amount of machine-people interface e.g. truck drivers stand on pressure pad to activate crane and if they move the crane cuts out, no people working under the quay cranes as platform provided to remove twist locks, both examples are major risks in any terminal as it involves a lot of heavy machinery. So reducing direct machine-people interfacing is a key reason of why we have achieved this level of safety in our operations,” says Michael Anderson, HSE Manager, Abu Dhabi Terminals.

Another contributor to ADT’s outstanding safety systems is training. All operators and drivers are given and internal competence license to operate the machines in the terminal with continuous refresher trainings.

Michael further elaborates by talking about the “accident triangle”.

Which is a system of capturing all minor issues before they escalate to serious accidents. “We have introduced a monitoring program and increased the number of inspections which involves not just the HSE department but also members of the operations team. During the inspections even the most minor faults are captured, recorded and acted upon before they become major issues”.

Neil Watson, Chief Operating Officer, ADT said: “ADT does not compromise on safety; as a world class global container terminal, safety governs every aspect of how we do business. This remarkable safety milestone could not have been achieved without the exceptional teamwork and attention to detail by all ADT employees, its contractors, and subcontractors; but most of all, it could not have been achieved without everyone following the correct safety procedures. Everyone has worked hard as a single team for this recognition.”

Khalifa Port Container Terminal has been designed for safety and ADT’s safety mindset starts at the top where the senior management team is a key part of the HSE efforts and is completely dedicated to

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Terminal Planning, Design & Construction

creating a safe workplace. Part of ADT’s safety culture comprises emergency drills, regular safety talks and in-house training programs that arm employees with the latest HSE skills and knowledge needed in the port. All these mechanisms together, assist to work safely to the benefit and satisfaction of ADT’s clients.

ADT’s diversification of supply chain services offers a full suite of logistics solutions to benefit trade partners and shipping lines.

The port operator, which is jointly owned by Abu Dhabi Ports, Mubadala and Mubadala

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Infrastructure Partners, garnered a number of achievements in 2014 and its more than 20% year-on-year growth over the past five years can be attributed to its professional team and the strong relationships with the shipping industry and trade community.

As further testament to the efficiency and safety of its operations, the Khalifa Port Container Terminal has seen a 35% increase in volumes handled in the first quarter of this year.

The number of TEUs has increased year-on-year from 224,080 in 2014 to 302,151 in 2015. l

“During the inspections even the most minor faults are captured, recorded and acted upon before they become major issues”

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Major port investment in Ghana shows APM Terminals’ strong commitment to Africa Meridian Port Services, a joint venture between APM Terminals, Bolloré Africa Logistics, and the Ghana Ports and Harbour Authority, will invest USD 1.5 billion in new deep-water 3.5 million TEU port and logistics hub in Tema APM Terminals in partnership with Bolloré Africa Logistics and the Ghana Ports and Harbour Authority – will invest USD 1.5 billion in a massive upgrade of Tema, Ghana’s most important port. The new project consists of both a new greenfield port outside the present facility and a needed upgrade of the adjacent road network.

The Tema project - set into motion Friday with a formal signing ceremony held by His Excellency John Dramani Mahama, the President of the Republic of Ghana, and attended by APM Terminals CEO Kim Fejfer - will result in four deep-water berths, a new breakwater and an access channel able to accommodate the world’s largest container ships, providing a world-class port infrastructure to support the country’s economic growth. This will

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add 3.5 million TEUs in annual throughput capacity. More than 5000 jobs will be created as a result of this project.

“We are excited about how this port will contribute to Ghana’s future economy and emphasize APM Terminals’ strong commitment to Africa’s growth and development. Increased access to global markets is a key component of Africa’s ongoing economic growth, and the new, world-class port development which begins here today will help to put Ghana, and all of West Africa at the forefront of African global trade,” stated APM Terminals CEO Kim Fejfer, also highlighting Meridian Port Services (MPS) as an outstanding example of a successful public-private venture between two European partners and the government of Ghana.

In a separate project, APM Terminals and Bolloré Africa Logistics will upgrade the current highway between Accra and Tema to a six-lane modern highway along with improved connecting roads and access point to enhance the movement of cargoes into and out of the port of Tema and the hinterland.

In November 2014, an initial Memorandum of Understanding was signed by MPS and the GPHA for the expansion plans. During the past five months, MPS and the Ghanaian government representatives completed contractual details, and finalized preparations for the project’s required design and engineering studies. The joint venture share is comprised of APM Terminals 35%; Bolloré 35%; and Ghana Ports & Harbours Authority 30%.

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“We are excited about how this port will contribute to Ghana’s future economy and emphasize APM Terminals’ strong commitment to Africa’s growth and development” “This massive investment highlights the confidence of investors into the country. It is a sign that Ghana is moving in the right direction and the journey will not end there. Expanding the port using superior infrastructure and modern, advanced technology will allow Ghanaian companies to compete for business in the most cost effective way,” said Kim Fejfer.

The International Monetary Fund has projected an annual economic growth rate of 4.5% for Sub-Saharan Africa in 2015, and 5.1% in 2016, following a 5% GDP expansion in 2014. The IMF has projected Ghana’s economy to expand by 3.5% in 2015 and by 6.4% in 2016. Container ship industry analysts have estimated overall African containerized cargo handling to have increased by 7.2% in 2014, as compared with an overall global growth rate of 5.4%. African port container volumes are forecast to continue to increase well above the global market.

Container throughput at MPS was 651,000 TEUs in 2014,

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and the existing container facility – operated by APM Terminals in partnership with Bollore since 2004 – is close to maximum utilization. Ghana – with a population of 21 million – has a market-based economy with few policy barriers to trade and investment.

Agriculture accounts for nearly one-quarter of GDP and employs more than half of the workforce, mainly small landholders. The country is seen as politically stable and attractive for business. Growth has been high, and future growth is expected to be around 5-7% per year.

Like several other African countries, Ghana has recently experienced some challenges to its economy. The situation is being managed by the government with the support of the IMF. Part of the economic programme to secure sustainability is to encourage private investment in infrastructure such as power production, roads and ports.

“Despite recent challenges, Ghana is a success story as a country. Welleducated, skilled people, stable and business-oriented government – and therefore an obvious choice for APM Terminals to create a new, stronger gateway,” says Kim Fejfer, CEO of APM Terminals. l

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Terminal Planning, Design & Construction

Gulftainer’s Saudi Terminals to drive maritime trade growth With Saudi Arabia’s foreign trade estimated to grow 5.5 per cent this year and container traffic recording an average growth of 9 per cent in recent years, the shipping and logistics sector of the Kingdom offers strong growth prospects

Northern Container Terminal Jeddah, KSA

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ulftainer, a privately owned, independent terminal operating and logistics company, plays a key role in the container traffic sector, having established its clear imprint in Saudi Arabia with three strategic projects.

The flagship Northern Container Terminal (NCT) is the largest container terminal at the Jeddah Islamic Port and the largest container handling terminal within the entire Red Sea region. Commissioned in 2001, today it is fully equipped to handle significant volumes of container traffic with a container handling capacity of 3 million TEU. It is ideally placed to serve the local market of the Kingdom of Saudi Arabia and is also the best transhipment hub on the Red Sea.

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Spread over an area of over 1.1 million sq metres, NCT has seven operating berths on a quay length of 1,700 m with maximum operating alongside draft of 15.2 m. With 11 quay cranes, the terminal is also equipped with an advanced IT system and support infrastructure which have assisted in continuously improving its productivity levels. The terminal also follows several innovative operational techniques which include the twin lift, tandem lift and dual cycle operations, which are aimed to improve the average crane, berth and yard productivity levels.

Another key part of Gulftainer’s portfolio in the Kingdom lies at Jubail Commercial Port. With a total footprint of 34 hectares, the multipurpose port is capable of handling container, bulk and general cargo. Gulftainer manages and operates the container handling terminal at the port with handling capacity of 1 million TEU per annum. With five berths over a quay length of 1,300 metres and maximum operating alongside draft of 15 m, the terminal is located at the heart of Jubail industrial facilities providing direct linkage for its customers to global maritime trade.

Its location is also just 80 km north of Dammam and with direct inland connections to the Riyadh, providing an alternate gateway to the ever growing Saudi Arabian market.

NCT and Jubail Commercial Port use Navis terminal operating systems, and are equipped with an Optical Character Recognition (OCR) gate system, highlighting Gulftainer’s investment in advanced technology support to drive operational efficiency.

“The OCR gate system is designed to relieve potential bottlenecks which may occur at the entry and exit gates of container terminals,” says Steve Ogden, Group Director of Operations at Gulftainer.

“Its benefits are six-fold and include the ability to register character recognition and process automation solutions apart from damage inspection imaging, driver interaction kiosks and gate operating systems.”

Gulftainer also operates an important project in the King Fahd Industrial Port at Jubail which is

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Terminal Planning, Design & Construction

one of the largest industrial ports in the world. Its contract is for the operation, maintenance and refurbishment of 22 commercial berths including the open sea tanker terminal. This includes docking facilities, fire-fighting equipment and infrastructure, mooring and breasting dolphins, telescopic gangways and all the other facilities required for the berthing and handling of cargo vessels and tankers.

The port currently handles in excess of 35 million tonnes of cargo annually which is anticipated to grow substantially in the future. To meet this growth there are already two additional petrochemical berths under construction.

Focused on strengthening its presence in the Kingdom, Gulftainer is equally committed to investing in its people. Internal training programmes are held relating to equipment as well as health, safety and environment best practices.

As part of its commitment to Saudisation, Gulftainer has also announced a new programme to train 10 Saudi nationals every year in accredited Port and Terminal Management Courses run by external maritime colleges.

In Saudi Arabia, Gulftainer’s ‘targeted’ moves per hour meet the expectations of its customers and the varying physical attributes of the ship and the cargo. The company has achieved tremendous productivity improvements following its acquisition of the 51 per cent stake in Saudi Arabia’s Gulf Stevedoring Contracting Company (GSCCO), and assuming the full management of the three Saudi terminals in Jeddah and Jubail.

Gulftainer has also achieved strong internal productivity and utilisation improvements in the use of manpower and machinery.

The company is also focused on liaising closely with its clients and adapting to their needs and requirements. This could cover anything from applying extra

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“Its benefits are six-fold and include the ability to register character recognition and process automation solutions apart from damage inspection imaging, driver interaction kiosks and gate operating systems”

resources for a ship that is late or running tight for a Suez transit or being innovative with hot vessel-to-vessel transhipments or accommodating where a ship requires a longer port stay for bunkers, repairs or crew changes.

Gulftainer is confident of the strong growth potential of its operations. “The improvements in ports and logistics infrastructure in the Kingdom will further strengthen the Kingdom’s trade, benefiting all stakeholders,” says Ogden.

“We are further investing in our infrastructure in the Kingdom.

In Jubail, volumes are growing at double digit rates and we plan to invest in extra equipment as and when required. This will include the acquisition of three additional Rail Mounted Gantry cranes within the next two years,” he adds. “Our customers include all major global container shipping lines and alliances which actively utilise our facility, which is supported by a team of dedicated professionals.”

Apart from its operations in the Kingdom, Gulftainer, a subsidiary of Crescent Enterprises, also operates the Khorfakkan Container Terminal on the Indian Ocean, and the Sharjah Container Terminal at Port Khalid – in the United Arab Emirates.

Sharjah Container Terminal was the first dedicated container terminal in the Arab world. Gulftainer’s current portfolio covers operations at Umm Qasr in Iraq, Recife in Brazil and Tripoli Port in Lebanon. The company has also expanded to the US by signing a long-term agreement to operate the container and multi-cargo terminal at Port Canaveral in Florida.

Gulftainer has set an ambitious target to triple its volume over the next decade through organic growth across existing businesses, exploring green field opportunities and potential M&A activities.

In this expansion, Saudi Arabia plays a central role.

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Terminal Planning, Design & Construction

“The yard capacity of the (khorfakkan) terminal has also been enhanced significantly by 55,000 sq m of additional container stacking area. The expansion has increased the capacity by over 50,000 TEUs, taking the total to over 5 million TEUs” reach a capacity of 6 million TEUs by 2018.

Among other improvements, the layout has been revised for more efficient space utilisation. A new container freight station (CFS) has also been created for additional container packing and unpacking services, with additional handling equipment to support these activities.

Led by continuous upgrades and new technology introduction, KCT today serves as a cost-effective option for mega-containerships that can save valuable transit time by calling at Khorfakkan as well as benefit from quick turnaround time.

In other investment in technology upgrade, five Rubber Tyred Gantries (RTGs) and three Mobile Harbour Cranes (MHCs) located at Sharjah’s Mina Khalid were also retro-fitted with the necessary high voltage hardware to enable the machines to connect to the high tension power supply from the port’s new, main substation for E-drive capability.

We will continue to invest in capacity and efficiency expansion, further underlining our industry leadership credentials.

Steve Ogden Group Director of Operations at Gulftainer

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What technologies if any is Gulftainer planning to obtain to optimise operations? Are you planning to invest in new cranes or other upgrades at any of your terminals?

As the pioneer in container terminal operations in the region, Gulftainer is at the forefront in investing in new technologies that further optimise operations and strengthen efficiency. We recently made a US$60 million investment in four state-of-the-art Ship to Shore (STS) and twelve Rubber Tyred Gantries (RTG) cranes, reach-stackers, empty container handlers and tugmaster & trailer combinations at Khorfakkan Container Terminal (KCT).

The yard capacity of the terminal has also been enhanced significantly by 55,000 sq m of additional container stacking area.

The expansion has increased the capacity by over 50,000 TEUs, taking the total to over 5 million TEUs. Gulftainer plans to develop additional quay facilities and create further yard area, to

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Any acquisition plans in the near future?

Expansion plans are ongoing and we are in discussions with a number of port operators globally, in line with our projected goal to handle over 18 million TEUs by 2020, with more than 10,000 vessel calls each year. We expect to achieve this through our international network with a presence today in Iraq, Pakistan, Brazil, Lebanon, Turkey, Saudi Arabia and the United States. Last year, we signed a 35-year concession with the Canaveral Port Authority in Florida, marking Gulftainer’s first venture in the United States. In 2014, we also recorded an impressive eight per cent growth in container volume, achieving a total of 6.4 million twenty-foot-equivalent units (TEUs) across our global portfolio. We will announce any expansion plans as and when they are finalised. l

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Industry Leaders

MEGA 20 — Industry Leaders

His Excellency Sultan Ahmed Bin Sulayem

Chairman, DP World and Chairman of Ports, Customs & Free Zone Corporation

“DP World is a vital component of Dubai’s economy, supporting its continuing success. Together with our partners we are contributing greatly to the development of our country both now and for future generations” “Our recent acquisition of one of the world’s largest free zones, Jafza, adjacent to our Jebel Ali port and within 45 minutes driving distance from Dubai World Central airport, will further enhance Dubai’s position and integrate our services for business” His Excellency Sultan Ahmed Bin Sulayem

H

is Excellency Sultan Ahmed Bin Sulayem, Chairman of DP World and Chairman of Ports, Customs & Free Zone Corporation, is one of Dubai’s leading businessmen.

HE Bin Sulayem’s expertise and visionary leadership spearheaded the rapid expansion of Dubai’s infrastructure, including ports and free zones, contributing significantly to the stellar growth trajectory of the United Arab Emirates.

He was also a leader in developing the infrastructure supporting Dubai’s successful tourism industry, among various other sectors. Highlights of his three-decade business career include: • Leading marine terminal operator DP World’s expansion internationally, including the purchase of the P&O group for US$6.8 billion in March 2006, which propelled it to among the largest global port operators in the world. DP World today is the fourth largest port operator globally, with more than 65 marine terminals across six continents, including new

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developments underway in India, Africa, Europe and the Middle East.

Overseeing the rapid development of Jafza (Jebel Ali Free Zone) into an unrivalled business park of more than 7300 companies • Establishing and leading Nakheel, a real estate and tourism property development firm that has created many iconic Dubai projects including The Palm, the world’s largest man-made islands • Establishing and leading Istithmar World, a major investment house focusing on private equity with a portfolio of investments in diverse sectors across North America, Europe, Asia and the Middle East including retail, financial services, industry, tourism and hospitality, and healthcare • Pioneering the Dubai Multi Commodities Centre (DMCC), a market for gold and precious metals, diamonds and coloured stones, energy and other commodities HE Bin Sulayem is a BS graduate in Economics from Temple University, Philadelphia, USA. l •

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Be part of the next big transformation But you set the pace With the Kalmar AutoRTG technology you can start the transformation of your existing RTG fleet today, knowing that we have the knowledge and experience in both equipment and process automation to take you through the automation process at your pace. Automating your RTG fleet will give you a safer workplace with higher productivity and better work flow predictability.

MEGA 20 — Industry Leaders

Mohammed Sharaf

GROUP Chief Executive Officer, DP WORLD

“The ports industry is a vital economic pillar supporting economic growth and prosperity for all. With its modern and efficient ports, Dubai has established an unrivalled position as a maritime hub for the region and our flagship Jebel Ali terminal provides gateway access to a market of more than 2 billion people” “Our geographical advantage is reinforced by a culture of innovation to meet present and future needs of our customers. As Dubai prepares to handle the cargo required for Expo 2020, we are favourably positioned to impact world trade”

mohammed sharaf

M

ohammed Sharaf was appointed Group CEO of DP World when the global port operator was formed in 2005 with the integration of the domestic and international arms of the Dubai Ports organisation.

Mr Sharaf has more than two decades of experience in the transport and logistics business. He began his shipping career working at Holland Hook terminal in the Port of New York/New Jersey.

He joined Dubai Ports Authority (DPA) in 1992 and rose rapidly through the organisation holding a number of senior positions at the Port of Dubai including Commercial Director and Managing Director, playing a central role in the extraordinary development of Dubai’s container terminals at Jebel Ali and Port Rashid, which combined have become a top ten global terminal facility.

In 2001, he became the Managing Director of the newly established Dubai Ports International (DPI), the international ports management arm of

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Dubai Ports. In this position he oversaw the successful application of Dubai’s port management model to its first international operations at the terminals of Jeddah (Saudi Arabia), Constanta (Romania) and Vizag (India).

Mr Sharaf managed a major international growth strategy that included the successful acquisition of CSX WT in 2004 and of the P&O Group in 2006. Today, DP World is the fourth largest port operator in the world, with a portfolio of more than 65 marine terminals across six continents, including new developments underway in India, Africa, Europe and the Middle East, and Mr Sharaf leads a multinational team of 36,000 people.

He is also Chairman of Tejari World FZ LLC. He is Joint Vice Chairman of the US-UAE Business Council and a member of the UAECanada Business Council Board.

Mr Sharaf holds a Degree in Business Administration from the University of Arizona, Tucson, USA. l

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SIBRE Monitoring, Analysis & Remote Technology Gulftainer

Remote monitoring of all your SIBRE Brake Systems from anywhere in the world

Support your efficiency, productivity, safety and control

Features/Benefits √ Supervise brake equipment with less staff √ Preventive action √ Reduce unplanned downtime √ Optimize the deployment of maintenance teams √ User brake friendly √ Clearly presented maintenance manuals √ Shorten your response time in case of dysfunction

SIBRE SMART brake. The smarter solution For more information: www.sibre.de — email: info@sibre.es — Tel no.: +34 952 20 39 12

MEGA 20 — Industry Leaders

Peter Richards

MANAGING DIRECTOR, Gulftainer

peter richards

P

eter Richards is a qualified Master Mariner with a Diploma in Nautical Science. Since joining Gulftainer in March 1987 and prior to his current position of Managing Director, Peter held the positions of General Manager, Operations Manager, Terminal Manager and Operations Superintendent within the Company.

Peter is also the Board Member and Director of Gulftainer and a number of associate and subsidiary companies of the Group. He has twelve years of seagoing experience and twenty-nine years of expertise in the operation and management of Ports and Container Terminals.

During the twenty-eight years he has been employed by Gulftainer, Peter has been initially part of, and later in charge of, a diversified team which has steered the company from an unknown position of local, UAE, private terminal operator to the present position of an International Port Operator with an annual throughput of over 6 million TEUs. Operating ports which

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produce the highest productivity achieved on various major shipping line vessels, (CMA-CGM, Hanjin and UASC). He has gained the reputation of being able to operate a very tight ship with excellent productivity, whilst maintaining a loyal, long-term staff. Gulftainer’s Management Team, under his command, are now the most successful privately owned port operators in the Middle East, North Africa and South Asia Region.

Under Peter’s leadership Gulftainer has diversified from simply a port operator to a fully comprehensive logistics supplier. During his tenure, Peter has expanded Gulftainer’s global footprint into Europe, and North and South America. The reputation earned in its homeports has enabled Gulftainer to export its capabilities, experience and productivity world-wide. This commenced as soon as Peter took the reins in 2006 when he was able to win an on-going consultancy contract with the Kuwait Port Authority to shadow manage their port facilities. l

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SOLID PORT SOLUTIONS provides consultancy services to deliver your port project on time. Our team of experts will assist you in all project phases from the Initial Project Study until the Final Acceptance. Our knowledge of the latest technologies and operational processes will help you to improve the efficiency at your terminal and to be ready for the future.

SOLID PORT SOLUTIONS THE PRACTICAL AND PROFESSIONAL APPROACH How to contact Solid Port Solutions: Address Level 14, Boulevard Plaza Tower 1

Sheikh Mohammed bin Rashid Boulevard, Downtown Dubai PO Box 334155, Dubai, UAE Email info@solidportsolutions.com Tel +971 4 368 0885 Mobile +971 50 621 4686 Fax +971 4 455 8556 Website www.solidportsolutions.com

MEGA 20 — Industry Leaders

CAPTAIN mohamed juma al shamisi Chief executive officer, abu dhabi ports

CAPTAIN Mohamed Juma Al Shamisi

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ohamed Juma Al Shamisi is the CEO of Abu Dhabi Ports, the owner, operator, developer and regulator of Abu Dhabi’s maritime infrastructure and industrial zones.

As CEO, he develops and directs the strategy and operations of Abu Dhabi Ports’ portfolio of assets and activities, and has successfully driven the transition from a project-focused organization to fully operational, customer focused ports and industrial zones business (Kizad).

A strong, determined and entrepreneurial leader, he leads Abu Dhabi Ports’ role in the government objective of diversifying the non-oil and gas economy while fulfilling the national goal of empowering Emirati talent.

Al Shamisi is an experienced maritime executive with more than 18 years’ industry experience, used to demonstrating industry leadership across the region and internationally. He joined Abu Dhabi Ports in 2008 and has held key leadership positions including Executive Vice President for the company’s Ports Unit, where he was instrumental in restructuring this unit and rationalizing its assets.

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He oversaw the completion and commissioning of the first phase of Abu Dhabi Ports’ flagship port, Khalifa Port and of its adjacent Khalifa Industrial Zone. He served as a Board Member and Chairman of Abu Dhabi Terminals, resigning on his appointment to the role of CEO, Abu Dhabi Ports. He is currently a Board Member of Etihad Airways and an Advisory Board Member of Wollongong University, Australia in Dubai.

Al Shamisi holds an MBA and Graduate Certificate of Management from the University of Tasmania, Australia and was awarded Young Personality of the Year at the Seatrade Middle East and Indian Subcontinent Awards 2012. He is currently Chairman of the Abu Dhabi Cruise Development Committee.

He also holds an advanced Diploma of Applied Science (shipmaster) and was awarded the Australian Maritime College’s Baird Publication Prize for Best Performance in Navigation studies and the Sheikh Rashid Award for Academic Excellence.

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No lines. No problem.

Cavotec MoorMaster™.

Cavotec MoorMaster™ is a vacuum-based automated mooring technology that eliminates the need for conventional mooring lines. Remote controlled vacuum pads recessed in, or mounted on, the quayside, moor and release vessels in seconds.

Cavotec is a global engineering group that enables industries worldwide to improve productivity, safety and sustainability.

Cavotec delivers power transmission,

MoorMaster™ dramatically improves safety and operational efficiency, and enables ports to make infrastructure savings.

distribution and control technologies that form the link between fixed and mobile equipment in the Ports & Maritime,

Operated by a single person either on board ship, or on land, the technology also reduces the use of tugs thereby improving operational efficiency and reducing environmental impact.

Constant system monitoring ensures that MoorMaster™ automatically holds vessels at a pre-determined distance from the quayside.

The technology is used by a growing number of operators worldwide, and has performed more than 115,000 mooring operations at ferry, bulk handling, Ro-Ro, container and lock applications around the world.

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Airports, Mining & Tunnelling and General Industry sectors.

In addition to MoorMaster™, Cavotec’s technologies for ports and terminals also include Alternative Maritime Power systems, motorised and spring driven cable reels, radio remote controls, Panzerbelt cable protection systems and crane controllers.

Inspired Engineering

MEGA 20 — Industry Leaders

Martijn Van de Linde

Chief Executive Officer, ABU DHABI TERMINALS

“KPCT’s excellent and ready-made infrastructure is built to the highest possible standards and offers very transparent terms with regard to services and ease of doing business. As our network and volumes continue to grow KPCT also offers very attractive transshipment services to other countries in the Gulf Region”

MARTIJN VAN DE LINDE

M

artijn Van de Linde was appointed Chief Executive Officer of Abu Dhabi Terminals (ADT) in 2010. Some of his key developments since then include developing and opening Khalifa Port Container terminal; the region’s first semi-automated container terminal. He has been instrumental in transforming Abu Dhabi from a feeder port destination to now having 20 direct main line service calling and serving 50 international destinations, and in the process quadrupling the container terminal volumes in Abu Dhabi.

Mr. Van de Linde has over 17 years of international port management experience. Before joining ADT, he was Chief Executive Officer of the Port of Salalah, Oman; held the post of Vice President of Global Operations, APM Terminals; and was Terminal Manager for the Port of Tanjung Pelepas, Malaysia. Under his leadership, Abu Dhabi Terminals (ADT) cemented its position as an innovative and ambitious terminal operator.

“Our focus is to grow business at the high rates as seen in the past two years and establish Khalifa Port Container Terminal (KPCT) as a regional hub. KPCT was included in the list of top 10 growing ports in the world and we are determined to remain on that list in the coming years. The Journal of Commerce ranked KPCT fifth in the EMEA port productivity report based on average 2013 container moves per-ship, per-hour on all vessel sizes, which is impressive for a terminal that started operating at the end of 2012. Currently

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ADT is preparing for further automation of its operations.”

ADT handled 1.14 million TEUs in 2014 at Khalifa Port Container Terminals (KPCT) which represents a 26% growth over 2013, beating even the regional growth rates and the 5th straight year that ADT’s compound year-onyear growth has risen more than 20%.

“As part of the Abu Dhabi 2030 vision, KPCT will service the nonoil related industries that will set up in KIZAD. We increase our network with more shipping lines every year, and we continue to cover more direct destinations from Abu Dhabi. You can ship directly to more than 50 destinations internationally from Abu Dhabi today. This adds competitiveness to KIZAD as an industrial zone, not only supporting trade in Abu Dhabi, but also as a regional base for industrial and international trade.”

Khalifa Port’s connectivity to sea, road, air and future rail will enable KIZAD to be competitive by having direct access to many destinations around the world.

ADT’s most recent achievement was the commissioning of their packing facility for polymers and increasing onsite warehouse capacity to almost 2.5 million sqft. All these port-centric solutions reduce supply chain costs and reduce lead times which will provide tremendous benefit to ADT’s customers. l

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MEGA 20 — Industry Leaders

Peder Sondergaard

HEAD OF AFRICA AND MIDDLE EAST REGION, APM TERMINALS

peder sondergaard

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eder Sondergaard is Head of the company’s Africa-Middle East region with responsibility for operations in 13 port and terminal facilities in 12 nations spanning in Western Africa, the Persian Gulf and Sri Lanka. The AME Regional office is located in Dubai.

Mr. Sondergaard has been with the A.P. Moller-Maersk Group for more than 25 years. Previously holding the position of APM Terminals’ Senior Vice President and Head of New Terminals, Peder Sondergaard was named A.P. Moller-Maersk Group Senior Vice President in May 2007. Initially serving at sea, Mr. Sondergaard subsequently gained extensive experience from a variety of shore-based managerial positions within the Group in the USA, Taiwan, China and Denmark.

Mr. Sondergaard has completed a Master’s Certificate, as well as several Management Courses at the London Business School, Cornell University, in Ithaca, New York, IMD in Switzerland and the Harvard Business School in Cambridge, Massachusetts. l

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terminaloperator.com

MEGA 20 — Industry Leaders

jay new

CEO AND GENERAL MANAGER, IPS, DAMMAM, KSA

“As for the future, well we remain positive. The region is growing strongly and there is room for 2 container terminals.

We’d like to think of course that IPS will remain the terminal of choice, and we know that we have to be at the top of our game to maintain this reputation. Having seen this team in action now over the last year, I’m confident that the company, and the plans we’ve been consistently pursuing will allow us to win the support of shipping lines and cargo owners alike” “We’ve also just designed and released our own mobile phone app, with a full track and trace function allowing customers to monitor vessel sailing, cut off times and to locate their own cargo.

We’ve also just released an on line payment module, allowing customers to essentially complete IPS documentation and payment from their office” jay new

J

ay New is the CEO and General Manager for International Ports Services (IPS), Dammam, Saudi Arabia, a multi-purpose deep-water facility situated at the King Abdulaziz Port of Dammam, Eastern Province Kingdom of Saudi Arabia. It operates and manages the 2.5m TEU container terminal and offers stevedoring of RO-RO and Reefer vessels.

IPS is a subsidiary of Hutchison Port Holdings (HPH), and is part of a joint venture with one of the largest maritime companies in the Kingdom - MACNA. Jay arrived in the Kingdom a year ago and now shares his views on the part IPS has played in the growth of this region: “This is a fascinating environment. Business here has more than doubled in the last 10 years and although we experienced a brief slow down early on in 2014, growth recently has been impressive. The oil price concerns expressed globally do not appear to have slowed down growth in Dammam in 2015 and we reached a record of 180,000 TEUs in May, more than 10% higher than the previous record set in 2014. In fact, the last year has seen many records broken in Dammam Port “The team here at IPS has done a great job in bringing this port from the modest 300,000 TEU facility it was when we started working in 1997 to the 2.5m facility it is now. In 2014 alone, we surpassed 17m TEUs since the

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start of the concession, saw record numbers for monthly throughput, annual throughput, and vessel calls in both our container and RoRo business. We set productivity records in 2014 and at 170 mph, broke them again in 2015.

“So I can honestly say that the last year has been full of reasons to celebrate, but let us not forget the hard work the IPS team has had to do in order to handle this volume and reach these levels of productivity”.

On competition: “Well, equal competition we are told is always good, so I guess we are more on our toes now than ever. We’ve always done our best to provide the highest levels of service to our customers and this remains our goal. The region is growing strongly and there is room for 2 container terminals. We’d like to think of course that IPS will remain the terminal of choice. We are conscious of the fact that we do have 2 types of customer; the shipping lines and the cargo owners. Of course it is the shipping lines that bring the cargo to the port and as a global terminal operator, we know these shipping lines well and serve them all across the world.

However the work we do here for the cargo owners in the port is also of vital importance in this local environment. That is why we have a dedicated team to manage this process. We know how important it is for customers to be able to receive their cargo as quickly as possible. l

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MEGA 20 — Industry Leaders

ALBERT PANG

Chief Executive Officer, OICT

ALBERT PANG

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man International Container Terminal (OICT) is a joint-venture between Hutchison Port Holdings Limited (HPH), the Government of the Sultanate of Oman, Steinweg of the Netherlands and a number of other well-established Omani investors.

OICT is a modern container-handling facility with capabilities of accommodating the latest generation of mega-vessels. OICT is situated in the Port of Sohar, outside the Straits of Hormuz in the Gulf of Oman, approximately 200 km from Muscat and 160 km from Dubai.

OICT is a member of the HPH Group.

HPH, a subsidiary of the multinational conglomerate Hutchison Whampoa Limited (HWL), is the world’s leading port investor, developer and operator.

The HPH network of port operations comprises 319 berths in 52 ports, spanning 26 countries throughout Asia, the Middle East, Africa, Europe,

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the Americas and Australasia. Over the years, HPH has expanded internationally into other logistics and transportation-related businesses. These include cruise ship terminals, airport operations, distribution centres, rail services, and ship repair facilities.

Over the last two years, HPH has invested more than US$100 million upgrading OICT’s terminal facilities and equipment, including the additional purchase of 3 post-Panamax quay cranes, 14 rubber-tyred gantry cranes (RTGC) and 24 terminal tractors. It has ordered an additional 4 super post-Panamax quay cranes, 10 RTGCs and 25 terminal tractors. OICT increased its yard size from 28 hectares in terminal B to 44 hectares in the first phase of terminal C and plans to increase Terminal C by an additional 24 hectares by 2016.

Albert Pang, Chief Executive Officer of OICT says: ‘OICT is the gateway to Oman and a facilitator of trade. We are building for the future and constantly improving our manpower capabilities, our Capex and our IT solutions such as the auto-gate, truck appointment and nGen (next generation) terminal operating systems.’

HPH investment in OICT over the past two years has doubled its handling capacity to 1 million TEU and increased the number of cranes and tractors in the yard. HPH plans to increase OICT’s 44 hectare container yard by an additional 24 hectares by 2016 which will allow it to increase total capacity to 1.5 million TEU. Albert Pang concludes: ‘We are one of the important player in the logistics industry and OICT is elevating to new heights to facilitate the trade in the Sultanate of Oman.’ l

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MEGA 20 — Industry Leaders

Khalifa bin ali al-hetmi

president and chief executive officer, milaha

Khalifa bin ali al-hetmi

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r. Khalifa bin Ali Al-Hetmi has been the President and CEO of Milaha (formerly known as Qatar Navigation) since 2008. He started his career with Milaha more than 15 years ago and now leads all business areas of the Milaha group including both business and corporate functions. Milaha is one of the Middle East’s leading providers of supply chain solutions with an accumulated experience of more than half a century.

Since 1957, the company has been setting remarkable benchmarks in the industry. At the turn of the century, the company founded Halul Offshore Services Company as a joint venture between Qatar Shipping and Qatar Navigation. In 2005, the company further entrenched its integral position in Qatar’s LNG supply chain by becoming the largest shareholder in Qatar Gas Transport Company (Nakilat), which owns the biggest LNG fleet in the world.

By virtue of his position, Mr. Al-Hetmi has overseen one of the largest transactions in the regional maritime industry, which is the integration of the business activities of Qatar Navigation, Qatar Shipping, and Halul Offshore Services Company into the major holding company that it is today.

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Further, the company was rebranded to Milaha, a brand name that unites all these various business units under a system of shared values and goals.

In 2013, Mr. Al-Hetmi received the Seatrade Outstanding Achievement Award, a special award presented to individuals who have made exceptional contributions to the maritime industry in the region. He have also received the “Construction Week Qatar 2012 Lifetime Achievement Award” for services rendered to the State of Qatar. More recently, Mr. Al-Hetmi was named in the latest Top CEO Awards, which recognizes the best leaders who have delivered solid results and kept businesses in the Gulf Cooperation Council (GCC) region growing.

Mr. Al-Hetmi holds a degree in Public Administration from North Carolina, United States of America, and a diploma in Port and Shipping Management from Cardiff, Wales.

In addition to his role at Milaha, Mr. Al-Hetmi is currently the chairman of Qatar Quarries & Building Materials Co., and serves as a member of the board of directors at Qatar Electricity & Water Co. and the UAE’s United Arab Chemical Carriers. l

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MEGA 20 — Premium Suppliers

Olli Isotalo, President

complete and optimised Cargo handling solutions

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r Olli Isotalo, M. Sc. (Eng), has worked as President of Kalmar, part of Cargotec, since 2012 and he has been Member of the Cargotec Executive Board since 2006. Previously, Olli Isotalo was President at MacGregor in 2006–2012 and Bromma in 2003–2006, both part of Cargotec. He was Managing Director at Velsa in 1999–2002 and VP Technology and Production Development at Kalmar Industries in 1997–1999.

In addition, he holds key positions of trust as a Member of the Board of Directors in Componenta Corporation and GSHydro Ltd. Kalmar, part of Cargotec, offers the widest range of cargo handling solutions and services to ports, terminals, distribution centres and to heavy industry. Kalmar is the industry forerunner in terminal automation and in energy efficient container handling, with one in four container movements around the globe being handled by a Kalmar solution. Through an extensive product portfolio, global service network and ability to enable a seamless integration of different terminal processes, Kalmar improves the efficiency of your every move.

Driving our industry forward Kalmar provides cargo handling equipment, automation, software and services. The Kalmar equipment portfolio includes straddle and shuttle carriers, terminal tractors, yard cranes, ship-to-shore cranes, reachstackers, empty container handlers and forklift trucks. We offer service and support for all brands worldwide, including proactive and on-call technical support, crane upgrades, parts and training. Navis terminal operating systems (TOS), Bromma spreaders and Siwertell bulk handling systems are independent brands that are provided as part of Cargotec’s Kalmar business area.

A long heritage of innovation makes Kalmar a global forerunner and the benchmark for the industry. Kalmar has shown the way in automated container handling and took its first steps in port automation some 25 years ago. So far, they have delivered seven large-scale terminal automation projects around the world with more in the pipeline.

Kalmar continues to drive the industry forward by focusing on customers’ ultimate business need: How to move cargo in the most efficient way.

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Improving the productivity of our customers’ business Kalmar has a single focus in regard to customers and that is helping them to improve productivity. This is Kalmar’s reason d’etre and what they strive for in everything they do. Kalmar’s vision is to be the preferred business partner of all its customers by working in close collaboration with them even when they operate a different brand of equipment or terminal operating system.

Presently, Kalmar has about 5,400 employees in 30 countries, with assembly units in Sweden, Poland, China, Malaysia, India and the United States.

Cargotec’s sales totalled approximately EUR 3.4 billion in 2014 and it employs approximately 11,000 people. Cargotec’s class B shares are quoted on NASDAQ OMX Helsinki Ltd under symbol CGCBV. l for more information: kalmar.communications@kalmarglobal.com www.kalmarglobal.com

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Andy Barrons, Senior Vice President & Chief Marketing Officer

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The Navis N4 Terminal Operating System Leads the Way for efficient Operations

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or the past 27 years, Navis has been the leading innovator and supplier of terminal operating systems (TOS) for marine container terminals around the world. Introduced in the late 1980s, Navis’ SPARCS system was the first-ever technology solution to computerize and automate vessel planning and stowage. In the years that followed, Navis further refined and evolved the technology into a complete TOS, built to manage critical operations at the quay, in the yard and at the gate.

In 2006, Navis unveiled its next-generation TOS, N4. As more and more terminals chose N4, it evolved into a terminal operating system platform that supports the demand for leaner operations within the terminal sector by automating processes and equipment. Navis has invested in a new IT infrastructure and automation framework to manage different optimization capabilities, equipment types and areas of the terminal with the goal of bringing everything together with integrated and holistic optimization capabilities.

Today, Navis N4 is the TOS of choice for more than 165 terminals worldwide which includes the most advanced automated terminal projects in the world. Navis’ deep domain expertise, combined with its unrelenting commitment to innovation, has and will continue to fuel the evolution of N4, and with it, the transformation of ocean shipping and global trade.

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Helping to alleviate the current strain on terminals, Navis is bringing the benefits of modern technology to its customers. Over the last few years, Navis has significantly increased the research and development of new technology, including automation and optimization services. Being close to Silicon Valley, Navis follows technology trends and is able to pick the best of what is available to solve problems.

In particular, Navis is working on solutions that support greater berth productivity, operation monitoring, business intelligence, process excellence, carrier–terminal collaboration and information sharing.

By using more software intelligence and taking a holistic approach to align quay crane operations, horizontal transportation and yard production, operational productivity can rise above current numbers. Crane drivers, hatch clerks and foremen can have real-time visibility and interaction about stowage plans, bay-views and container lists to effectively manage sequencing and exception handling in real-time, optimizing gang utilization.

Operation monitoring and process excellence projects (PEX) implemented by container terminal operators have been proven to increase operational performance by up to 25%. With this approach, areas where users applied traditional ‘experienced-based practices’, or manual interventions, are replacing existing infrastructure with system frameworks that are able to analyze a bigger amount of operational data, including action dependencies and operational impact, before making a decision. This approach represents a new way of managing terminal operations.

Going beyond automation, Navis is also spearheading an effort to help the industry overcome another critical hurdle: improving carrier-terminal collaboration. Due to siloed systems, inefficient data exchanges as well as limited visibility and communication between the two, further improvements on productivity at the terminal— particularly around vessel stowage and planning—remain stagnant.

Recognizing this need in the market, Navis launched XVELA, a cloud-based vessel stowage and collaboration platform, in 2014.

With its roots in Navis PowerStow, Navis’ container stowage coordination solution for global carriers, XVELA will help drive industry transformation through new applications, tools and analytics—enabling carriers and terminals to share data in real-time to gain critical efficiencies, reduce waste and increase productivity and revenue. l

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David Lindsay, Managing Director

JADE MASTER TERMINAL

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aster Terminal from Jade Software is a comprehensive Terminal Operating System (TOS). It solves the complex problem of managing a variety of mixed cargo within one system, providing the agility needed to compete.

Master Terminal is a single integrated application designed to cater for all cargo types, making it the TOS of choice for mixed cargo terminals. While flexible, Master Terminal is an extremely stable solution that sits at the core of a port’s operation, providing the critical business information to effectively manage terminal operations.

Master Terminal is a powerful, highly configurable TOS accessible via Windows thin clients, the Internet, and mobile devices. It provides a real-time view of all operations and data, resulting in faster decision making, improved productivity, and increased business agility.

Managing harbor requirements is easy with Master Terminal’s Harbor Management System. The highly intuitive graphical user interface allows operators to easily manage the complex problem of scheduling vessel visits, resources and personnel in busy ports.

With its multi-terminal capability, visits can be scheduled across multiple terminals, harbors and berths.

Dynamic tidal modeling provides intelligence to safely manage arrival and departure movements in harbors with significant tidal movement.

With on-site support throughout the project, and an implementation record second to none in the industry, Master Terminal will be implemented with minimal disruption to operations. Master Terminal is backed by the Master Care support service, a comprehensive managed service that combines continuous live monitoring and active management of your installation, 24x7 technical support, lifetime product maintenance, change implementation on demand, security monitoring, and resource usage analysis and capacity planning. l jademasterterminal.com

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Michael Busby,Kaustubh Dalvi (Jade) and Graeme Pont (Port Otago)

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Martin Palmer, General Manager

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AOS ANTI-COLLISION SYSTEMS FROM SICK MAKE PORTS MORE EFFICIENT

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he AOS Prime (Advanced Object Detection System) is an anti-collision monitoring system used for reliable protection of yard and gantry cranes with other equipment/objects crossing their path. The measuring principle is based on infra-red laser technology, the leader in its field. It is a self-testing system with high performance reliability and excellent selfdiagnostic capability thanks to preconfigured logic blocks included in the system functionality.

AT A GLANCE • Laser-based anti-collision monitoring system • Enhanced system diagnostics • Automatic self-test cycles for the entire system • Safe monitoring of the correct switching behavior and connection cable of the laser scanner • Easy implementation of additional logic functions • Easily expandable due to modular concept • Tried and tested in high temperature and adverse climate conditions YOUR BENEFITS • Detection and thus prevention of collisions BEFORE they occur • The independent self-testing system ensures secure operation due to excellent diagnostic capabilities • Reliable, industry proven laser scanner with enhanced diagnostics for outdoor applications • Variable monitoring fields make the AOS ideal for a wide range of applications • Modular concept makes expanding the system simple • Optional gateways ensure connection to bus systems or remote diagnostics • Built-in control functions for peripheral devices, even for safety-related signals like emergency stop • Supports and simplifies individual operating licenses for machinery AOS APPLICATIONS • The AOS502 STS system prevents crane-to-crane collisions and ship-to-crane collisions effectively and reliably. The laser field shapes can be individually configured with ease to allow flexible options for the customer • The AOS104 RTG system allows highly effective pathway and cross-travel collision prevention. The unique ability of the Laser Measurement Scanner (LMS) to automatically switch fields depending on the direction of travel increases the range and operability of the detection system

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high performance products for the most demanding applications

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uxema Stemmann is a leading company focused on the electrical feeding and data transmission of the industrial mobile equipment, for more than 40 years.

All the efforts, reflected in the product range, are focused on improving the efficiency of the mobile equipment using electricity and creating the eco-friendliest industrial environment.

Auxema Stemmann cable reels are specially designed for this purpose, offering greater results in terms of durability and prolonging the life of the cables, thanks to their fine regulations.

Cable reels can be supplied in motorized, manual, counter weight and spring-system units; from the smallest reels (around 4-5 kg) to the largest ones (1000-1500 meters of cable) at voltages up to 30 KV, according to the requirements of the international markets.

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As a means of prolonging the cable lifetime Auxema Stemmann has designed and patented the BELTFLEX system which consists of a cover composed of multiple layers of neoprene and a double metallic frame.

When the trench of a channel is totally covered by BELTFLEX, the system protects the cable and the cable channel even against heavy road traffic, avoiding dangerous tailings of the cable and possible injuries to staff.

Specially recommended for shipyards, container terminals and general industries, it is used by several main ports and terminal operators worldwide. l For more information: www.auxema-stemmann.com E-mail: commercial@auxema-stemmann.com

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Ed Ramsay, Sales and Marketing Director

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INTRODUCING THE KRANESIM-60 FLITE ® — THE MOST INNOVATIVE PORT CRANE TRAINING SIMULATOR

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he KraneSIM-60 Flite is an ultra-portable crane operator training simulator used in developing and assessing crane operators in a range of different crane types within ports and container terminals. The system can be setup and operational in under 15 minutes.

Originally launched in back in 2012, the new improved KraneSIM-60 Flite incorporates a custom designed lightweight carbon fibre chair and a short throw projector running at full HD (1920x1080) that provides even greater visual clarity and has the capability of displaying an enhanced 3D environment, with the option of true stereo vision.

The simulator is designed with the user in mind, via its graphical user interface it allows customization of exercises and can handle various cranes types and port equipment which include: • Ship-to-Shore (STS) / Quayside Crane (QC) • Rubber-Tyred-Gantry cranes (RTG) • Rail Mounted Gantry cranes (RMG) • Mobile Harbour Cranes (MHC) • Straddle Carriers • Dock & Ship Pedestals • Animated Berth Operators • Choice of tugs • Single, Twin and Tandem Spreaders Why use Simulators?

There are many obvious reasons for using simulators, primarily around safety and they are common place in high-reliability organisations, such as military and civil aviation, but why use them in a port or container terminal?

Financial / Cost Reduction With ports and container terminals operating under narrow margins, delivering cost-effective training to equipment operators is imperative.

Simulators never completely replace the need for on-the-job training, but they significantly contribute

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to reducing the demands on live operational equipment. Even if a crane is being used to load or discharge a live vessel, the lifts per hour during training/assessment will be considerably less than under normal operating conditions. Trainees or even experienced crane operators will make mistakes, creating high risk to personnel, equipment and the environment, so making mistakes in the simulator will eliminate these risks. In addition, wear and tear and therefore maintenance costs on the live cranes will also be reduced.

Operational Excellence Through simulation learning and assessments, crane operators can repeatedly practice lifting operations and procedures acquiring the skills needed to deliver perfect operations, thus improving the worksite efficiency and productivity. A bi-product for targeting perfect operations is an

improved safety record, which can also lead to reduced insurance premiums.

Availability Simulation technology is available 24/7 and does not rely on having a vessel alongside. Bad weather, such as high winds also do not stop operations in the simulator, but better still, operating in higher winds or a sand storm can be practiced on the simulator.

Through the exercise snapshot management module, trainees can build up extra “seat hours” with little supervision from an instructor, but their activity can be reviewed in an After Action Review (AAR) through the integrated log files.

Key Features • Collapsible light weight chair with foamed travel case • Industrial joysticks • Integrated tablets for operating discrete controls • HD, 3000 lumens projector and high quality graphics • Exercise configuration and snapshot management • A range of cranes, spreaders and multiple load types • Generic or custom terminal layouts • Instructor initiated “malfunctions” for contingency training • Student Performance Records About Drilling Systems Drilling Systems has been developing innovative simulation and learning technologies for over 25 years and has delivered over 900 systems in over 40 countries.

For more information, visit www.drillingsystems. com or email info@drillingsystems.com

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Robert Estes, Global Sales, Marketing & Technical Communications

Globe Tracker’s Powerful Terminal Solution

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hen GT-enabled smart assets arrive in a terminal equipped with GT Infrastructure, the strategically placed Infrastructure Units, with blanket coverage of the yard or terminal, can enhance yard and terminal operational efficiencies and provide a real-time communications link between the terminal and its customers to facilitate valueadded services. These I-Networks continuously communicate with GT Communications Units and Long Life Asset Trackers on assets like containers, trucks, chassis, mobile generators and other assets that enter into their Sub GHz field of coverage.

This provides the I-Network owners, the terminal and yard operators and owners with the ability to know what assets are within their operational areas and exactly where they are.

I-Networks also relay event alert messages - for door-open, temperature changes, cargo changes, and more - from GT Communications Units and Long Life Asset Trackers installed on the customer asset. Real-time alert messages provide value-added service opportunities for the terminal and yard operators.

GT’s smart reefer system features two-way communications with GT partner reefer controller interface devices, providing reefer owners with data and full remote command and control of their assets. GT smart reefer owners can continuously

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monitor and set each reefer’s operating parameters anywhere in the world from anywhere in the world; safely and securely.

Cargo area sensors might include multiple temperature humidity sensors strategically positioned to reflect the temperature and humidity gradient across the entire cargo area, light vibration and motion sensors to assist in tamper detection, tilt and G-Force sensors to monitor the reefer’s handling throughout its journey, and a long list of others from GT and GT partners all built around GT’s open sub gigahertz wireless communications protocol. GT smart reefer owners consent real time push alert parameters for any of the integrated reefer sensors.

The sub gigahertz antennas mounted on the outside of the GT smart reefer on the front reefer controller side and on the rear door communicate with terminal I-networks that the reefer encounters as it travels through supply chain journey. I-Networks also use these antennas to pinpoint reefer locations of the order terminal.

These outside antennas also communicate with eSeals installed on the container’s cargo area access door and on the door of the reefer controller to monitor their open status.

Further, these outside antennas can communicate with long life asset trackers located

on the outside of the chassis carrying the GT smart reefer and the truck pulling the chassis. Note that the eSeals and long life asset trackers can provide additional data from their own integrated sensors like temperature, humidity, tire pressure, etc. The sub gigahertz antennas on the outside of the GT smart reefer can also communicate with long life asset trackers on terminal equipment servicing the reefer while in a terminal or yard such as cranes, spreaders, mobile generators and power lines or any other support equipment that the yard or terminal operator and reefer owner want to monitor and manage.

GT smart reefer owners can receive reefer data like operating mode, set-point temperature, supply and return air temperature, USDA probe temperatures and other data on whatever time interval they program the system to send this data, hourly, for example. They could remotely set the reefer operating settings like Set-Point Temperature, Air Flow, Start PTI, Start Defrost and any other setting supported by the installed reefer interface device.

Tracking cargo from one end of the global supply chain to the other is important…

Making sure that cargo arrives at its intended destination, on time and in the condition intended is Invaluable! l

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RTT: a revolutionary explosive detection technology

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very day, Rapiscan Systems upholds its commitment to keeping global air travel safe. Their technology has been the first line of defense since the 1960s, when airports began to use their systems.

Today, aviation customers worldwide turn to Rapiscan’s fully integrated, all-inclusive solutions to screen passengers, baggage, and cargo— quickly and reliably.

Rapiscan’s RTT is a revolutionary explosive detection technology, with the detection capability of Computerised Tomography (CT) and is capable of screening baggage at speeds of up to 1,800 bags an hour. Furthermore the RTT system’s resolution and reconstruction process not only delivers optimal performance for the detection of prohibited materials but it also generates fewer false alarms, which improves baggage handling efficiency and throughput, whilst simultaneously lowering operational costs for the airport.

The Rapiscan RTT® represents a generational leap over historical CT designs that are currently deployed in HBS (Hold Baggage Screening) applications. In place of the historical approach of a mechanically-rotated gantry, the RTT® employs a proprietary and unprecedented solid-state approach, producing ultra-high speed imaging and requiring lower maintenance.

The RTT’s unique design allows the

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RTT to match the speed of existing airport baggage handling systems, allowing RTT to be installed “inline” in airports without the need to slow down the baggage handling systems, or to operate multiple parallel inspection systems.

By passing ECAC Standard 3, Rapiscan’s RTT is positioned to change the aviation security screening industry and sets a new bar for HBS products worldwide. All industries and businesses

that process baggage, not just airports, now have access to superior threat detection technology that dramatically improves operational efficiency, offers a clear and concise return on investment and does not sacrifice any measure of security.

Rapiscan Systems are now be able to offer customers this state-of-the art security screening technology that meets one of the world’s most demanding standards for threat detection. l

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Dominique Bleu, Commercial Director Earthmover and Manutention Tyres, Michelin Africa, India & Middle East

MICHELIN XZM2+: Your Productivity Deserves Michelin

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he MICHELIN XZM2+ is the latest addition to Michelin’s tyre offer for new generation reach stackers that operate in various ports, land container depots, logistic yards and factories.

These machines carry containers of up to 40 feet in size and a load capacity up to 40 tons, and run over aggressive and abrasive surfaces with speeds not exceeding 25 km/h.

Built with Michelin’s patented B2 Technology, the radial MICHELIN XZM2+ tyre makes mounting and demounting easier and offers a better bead endurance.

Thanks to its massive tread pattern, very thick crown and sidewalls protected by internal reinforcements, the MICHELIN XZM2+ is highly resistant to impact and punctures, and has an extensive lateral stability, offering a longer service life (at least 25% more than a bias tyre).

In addition, Michelin’s radial technology allows the MICHELIN XZM2+ tyre structure to absorb ground irregularities and to offer greater manoeuvrability when loading and unloading merchandise, leading to a more comfortable ride, as well as a better protection of the equipment and carried goods.

Besides improving your productivity, the steel belted MICHELIN XZM2+ tyre is also environmentally friendly as it does not contain any aromatic oils, and is manufactured in a plant with ISO 14001 certification. l

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Paul Baker, Managing Director, Smiths Detection Middle East

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HIGH INTEGRITY technologies and SECUriTY solutions

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miths Detection is a world-leading provider of advanced technologies to identify constantly evolving chemical, biological, radiological, nuclear and explosive (CBRNE) threats, plus weapons, contraband and narcotics. We equip our customers with high integrity solutions to safeguard society, protect life and support the free flow of trade. Our technologies help customers in the global transportation, ports and borders, critical infrastructure, military and emergency responder markets.

Countries in the Middle East are heavily investing towards creating pioneering infrastructure that will help achieve the positioning of being global trade hubs. It is estimated that there are almost US$30 billion (Dh110.19bn) worth ports projects under way or about to be awarded in the region. With container traffic on the rise, local ports will have to invest heavily in upgrading their infrastructure, especially on the security front, to safeguard country’s borders against CBRNE threats.

Automation, collaboration, data and intelligence sharing will be significant in the future; to support effective cross-border monitoring and control. Our networking capabilities and automatic threat detection software can be integrated into our x-ray cargo inspection systems, with the objective to facilitate the screening of ever-increasing numbers of containers without increasing manpower.

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Security solutions for ports can essentially be categorized under vehicle/container inspection systems; cargo screening; explosive/narcotic/ radiation identification and people screening. We offer a complete range of cargo inspection systems for varying customer requirements; helping to prevent the transportation of explosives, arms and other threats, alleviate bottlenecks at checkpoints and deter tax evasion activities. Some key examples include: CIP-300 and HCVL: These stationary screening systems deliver fast and detailed inspection of cars, light commercial vehicles and mini buses to reveal hidden explosive threats, as well as smuggled goods and stowaways. The CIP-300 is designed for use at access points to public buildings, public and

private utilities and military sites. HCVL is designed to withstand the harsh environmental factors at seaports, including strong winds and salt.

HCVM e35: Our ultra-compact mobile inspection system, ideal for use in space confined areas. HCVM e35 can be driven or towed from location to location, for on the spot inspections.

HCVP: The HCVP is a drive-through inspection solution for screening high volumes of vehicles and containers. The automatic free-flow scanning procedure will guarantee a constant vehicle flow of traffic on site.

We see a trend towards solutions and integration rather than the traditional ‘stand-alone’ equipment sales, which places a company like Smiths Detection at the forefront with its broad range of offerings, covering the complete CBRNE portfolio.

Countries in the MENA region have a clear understanding of the threats which they currently face, legislation that they must adhere to, and a drive to have equipment which can be updated during its life cycle, to detect new threats and incorporate technology advances.

This makes Smiths Detection an ideal partner, sharing their drive and determination to have security solutions which deliver now, and for the full lifecycle of the equipment. l

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Katherine Albert, CEO, KAT LOGICS

VIRTUAL TERMINALS: SIMULATION TO OPTIMIZE REAL TIME PERFORMANCE

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at Logics is a German business process consultancy specializing in simulation technology and based in Dubai since 2011. They are the local partners of ISL Applications GmbH of Bremerhaven, Germany.

ISL has more than 25 years of experience supporting container terminals with means of simulation and emulation. The CHESSCON product family (formerly known as SCUSY, CAPS, ViTO), is used worldwide on all five continents by terminal operators and planning teams.

Emulation technology supports terminal operators with virtual terminals. These react to the Terminal Operating System’s commands exactly as the physical ones do. A complete model including seaside operation, horizontal transport, stacking yard, gate operation and all equipment used at the terminal is built on the computer. The TOS, which is connected to the virtual terminal, does not know whether it controls the virtual or the physical one.

In this way, the TOS may be tested without disturbing the real operation. Neither operating costs nor wear of the equipment will

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occur during the test. Running these tests with the TOS guarantees the correct functionality, as well as it may be used to fine-tune the parameters controlling the strategies. The tests may be repeated as many times as needed (e.g. with different parameter settings) under exactly the same conditions – while the real-life weather conditions and workers’ behavior will change for each test.

Using the virtual terminal in the start-up phase of new terminals, or during the reorganization of existing terminals, will lead to less time needed for tests with the physical environment and thus will result in earlier start of operation.

Virtual terminals not only enable terminal operators to optimize the parameter settings of their TOS, but also help with training of their control staff to find the best moves for the demands of day-to-day operation. They can also be used for creating strategic management games. As IT technology has improved, small and medium-sized terminals are in the position to use virtual terminals in an economical way, and thus survive in competition and win the match.

Another important method of using a virtual terminal for optimizing operations is to enable the terminal operator themselves to update it according to changes in the layout, the equipment (quantity as well as technical data).

Kat Logics is your local partner to implement the simulation approach that is right for you. They advise which module is the right one to address your questions. Kat sells simulation software, assists in model building, and provides data analysis and scenario design. Kat Logics offers full-fledged terminal simulation studies, including gate operations and traffic management. They also conduct staff trainings, management workshops with business strategy games and cooperate with academic institutions in the region. l

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TOTAL EFFICIENCY for PORT LOGISTICS

with modular variable speed drives, high-efďŹ ciency Emerson motors and a dedicated Crane Management System...

Gain energy and fuel savings for port cranes with fault tolerant modular solutions from Emerson The Emerson logo is a trademark and service mark of Emerson Electric Co. Š 2014

Supported by

Container Handling & Crane Technology

Container Handling & Crane Technology

A longer life for your port cranes Crane upgrades are becoming an increasingly viable and attractive option for terminals of all sizes and operating all kinds of equipment. But what’s really involved, and when is upgrading older equipment the right choice?

Gearing up for the demands of a rapidly changing industry When it comes to the drivers behind the decision to upgrade, a whole host of factors come into play. Equipment may be suffering reliability problems due to age or poor maintenance. Wear and tear is a natural process that any terminal operator has to deal with throughout the equipment lifetime, with specific components requiring one-off replacement to maintain safe and efficient operation.

Alternatively, technical advancements may have enabled desirable new features that can be installed on existing cranes, or existing componentry, especially electrical drives and control units may have become obsolete as spare parts.

Crane may require thorough repair or refurbishment after a severe damage, such as vessel collision. Furthermore, operators are more than likely looking at ways to reduce their fuel costs and comply with tightening environmental regulations by improving energy efficiency.

As container throughput continues to grow and vessels become ever larger, and as the demand to reduce the cost per container move increases, operators need to be ready to

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go faster and higher. However, this all has to be done while keeping costs under control if they are to be capable of serving their customers longterm and stay afloat in an increasingly competitive market. Serving larger vessels may mean heightening ship-to-shore (STS) cranes and extending the boom reach, while addressing rising fuel costs and stricter environmental regulations means seeking out alternative ways to power rubber-tyred gantry (RTG) cranes. Coping with increased container throughput may also require heightening of RTGs and/or other yard equipment to enable vertical expansion through higher stacking.

Keeping the terminal moving is critical Improved reliability is by far and away the biggest benefit of upgrading, because a terminal that isn’t moving isn’t making money. When serving vessels and moving containers, the implications of a breakdown can be significant and costly. For a terminal serving a large vessel with three STS cranes, a breakdown of just one crane may only mean a few hours’ delay in ship turnaround time, but this can have a huge knock-on effect. The vessel may miss the tide and be unable to sail for the following 12 or even 20 hours, meaning it is unlikely to be able to fulfil its tight schedule and may have to skip a planned port of call entirely. These delays may also result in financial penalties for the operator.

Upgrade or replace?

Because of the highly variable nature of terminal operations and requirements, there is no one-size-fits all solution, this a tricky 150427_kalmar_crane_upgrades_infographs-updated-2.pdf 2 27/04/15 making 14:17

Value for terminal operator

egardless of the type of upgrade project, there are several steps to consider before any kind of work can begin. The starting point is scoping of the work involved and the technical implications, which will help to develop a clear idea of the costs in collaboration with potential providers. The timescales can vary immensely between projects and terminals. Based on the scope of work, a terminal may decide to use its own maintenance staff, but the most common approach is to put the project out to tender and select a preferred supplier to handle the whole project.

For terminal operators, the key factors to look for in a potential supplier are transparency, trustworthiness including financial stability and a strong track record. Working with a supplier who can provide comprehensive support right from the early stages of the decision-making process will save a great deal of time and stress, and ensure the best possible outcome. Operators should be looking for proactive support during the scoping stage, a deep understanding of their needs and requirements, and a shared vision of the goals they want to achieve.

Upgraded

Time

Refurbished Normally maintained Refurbishments and upgrades can extend the crane lifetime

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Container Handling & Crane Technology

question to answer. Structurally, a crane may be in good shape and not require any significant attention, but other components may be old or poorly maintained, with spare parts being hard to source. For example, the drives and electric motors may be suffering from poor or irregular maintenance procedures and not performing at full capacity, while an out-dated, uncomfortable operator cab can mean that productivity suffers.

If the condition of a crane is such that it requires major refurbishment, perhaps involving structural upgrades, the decision can be a close call, with the total cost of upgrading perhaps being significant compared to that of purchasing new equipment. However, even in these cases, upgrading does offer a big advantage over replacement in terms of speed of response. Aside from the significant capital investment of acquiring new equipment, depending on the equipment in question the lead time can be anything in the region of 12 to 24 months. With upgrades on the other hand, operators can start addressing the issue within a much shorter timeframe.

An expanding market The global market for crane upgrades is expanding rapidly, driven by some of the factors we’ve already discussed. With some large terminals located within or close to cities, there may be little or no possibility for expansion. In this case, the only way to meet the new operational demands is to increase productivity by boosting the efficiency of terminal equipment.

Upgrading is very much a case of smart asset management – solid upgrade planning is seen as an opportunity by forward-thinking terminals that are looking to get the most from their equipment and take every opportunity 150427_kalmar_crane_upgrades_infographs-updated-3.pdf 3 27/04/15 14:17

to maximize their return on investment. Often even a relatively modest investment can pay huge dividends in terms of productivity and, therefore, profitability.

Future-proofing STS cranes With STS crane heightening and boom extension being inextricably linked to the maximum size of vessel that can be served, the investment decision is very much a question of strategy – a terminal can either serve these increasingly large vessels or it can’t. It’s not simply a case of weighing up the return on investment; rather, a decision to upgrade STS cranes in this way immediately sets the course for the future of the terminal and the customers it can attract.

Some terminal operators have taken an early gamble and undertaken heightening and extension without first securing customers with vessels to serve. If the gamble pays off, it gives them a competitive edge over neighbouring terminals because they are already set up to handle these larger vessels. Alternatively, they may be looking to serve a different customer segment altogether, meaning that heightening and extensions are unnecessary.

For heightening, a critical consideration from an engineering point of view is the load tolerance of the quay below the crane. This will determine what kind of jacking system can be used to lift the crane during heightening – a choice that also has cost and time implications.

The options open to the terminal will be covered during the detailed engineering study undertaken by the chosen partner.

During heightening, the portal structure is also strengthened to maintain stiffness and reinforce the structure for increased

With upgrades on the other hand, operators can start addressing the issue within a much shorter timeframe loads. Cables, drums and hoists are also modified according to the new height. The boom may also be lengthened to allow the crane to serve wider vessels.

Benefits for both new and old equipment Older cranes are not automatically the prime candidates for upgrading. Even relatively new STS cranes may already be too small to handle the new larger types of vessels that some shipping lines are now operating.

Heightened cranes are typically between five and 15 years old, with the average lifetime of an STS crane being about 25 years, depending on the number of moves.

For newer equipment this kind of upgrade essentially means changing the physical dimensions; for older equipment other upgrades will probably need to be undertaken at the same time. These can include the addition of modern crane monitoring systems and a new operator cabin, for example.

RTG heightening, 2-4 weeks

STS crane heightening, 6-10 weeks

STS boom extension, 6-10 weeks

New crane delivery, average 56 weeks weeks

months Old crane in operation

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Crane out of operation

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Cost and downtime The cost of heightening an STS crane varies greatly depending on the equipment in question and the chosen heavy-lifting solution, but as a rule of thumb it can be somewhere in the region of 1.2 million euros per crane.

In terms of crane downtime, the timescale can vary from six to 10 weeks, but before this a longer period of extensive engineering calculations and detailed planning has to be undertaken. A jacking system that lifts the crane from the ground can take longer to set up, but once ready the heightening work can be repeated and executed much more quickly in multi-crane projects than if the crane were to be lifted from the sillbeams with the weight on the railspan.

The latter is a safe choice when the limits for maximum ground pressure would otherwise be exceeded, or are not known for certain.

Relocating STS cranes Colossal machines though they are, STS cranes do sometimes have to be moved – and it’s no walk in the park. There are three reasons why a port operator might relocate a crane: major repairs, the crane no longer being in use, or transferral of port operations. For global terminal operators, the last of these is a common driver behind relocation, i.e. transferring equipment between their own terminals to address changing needs.

The complex, risky process can easily result in economic loss or human injury if undertaken without expert knowledge of crane stability and the

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abnormal stresses that transportation places on crane structures.

Water transport is generally more complicated than short-distance moves on land. With numerous environmental parameters to take into account – including seawater depth, tides, swell and wind – engineering a water transport can easily take a number of weeks.

RTG electrification and heightening With most RTGs still running on increasingly expensive diesel fuel and with emissions and noise regulations becoming ever stricter, electrification is fast becoming a question of when rather than if.

In addition to the fuel savings and reduced environmental impact, electrified cranes also experience less downtime and are simpler and cheaper to maintain.

The two common ways to electrify RTGs are the bus bar and cable-reel systems. When it comes to selecting the right approach for the terminal in question, the layout, operation type and number of cranes all need to be considered. A preliminary site inspection by the supplier will help to prevent any potential problems and achieve the best possible outcome. With the bus bar system, a conductor bar assembly is installed along the stacking area and power is fed to the RTGs via a collector trolley on the bus bar or arm-collector assembly attached to the crane.

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Container Handling & Crane Technology

Just like STS cranes, RTGs can also be heightened, with the cost being close to that of electrification. This involves adding leg inserts to extend the height and the main hoist, and modifying the cables and ropes to enable longer lifts. New braces are also installed to maintain structural stiffness. Increasing the stacking height, for example from four to five containers high, enables a 25% increase in terminal capacity that can deliver a rapid return on investment.

These kinds of upgrade operations are much like fixing a plane while flying. With most terminals running at full capacity year round, mitigating the impact on operations requires careful planning up front.

Smarter asset management With container volumes and vessel sizes both on the rise, and terminal operators looking for cost-efficient ways to go higher, faster, and greener, crane upgrades open up a world of possibilities to get more value out of existing assets. With a careful choice of supplier and a solid strategy in place for the future needs and direction of the terminal, operators can take a giant leap forward by enhancing their existing assets instead of purchasing new ones. Long live the port crane! l

For more info: www.kalmarglobal.com

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With a fuel price of €1.25 per litre, we get an annual fuel cost of €67,000 per crane Diesel electric RTG 54,000 litres/year

70

67,500 €/year

50

3,000 h/yr, 18 l/h 1.25 €/l

Electrified RTG 120 MWh/year 3,000 h/yr, 40 kW/h

6,000 €/year 0.05 €/kWh

67,500

61,500

40 30 20 10 k€

Diesel electric RTG

Approximate annual saving per RTG

€61,500 = $66,000

60 Annual cost of power

Cable-reel vs. bus bar A cable-reel system involves the installation of a power transformer onto the crane to reduce mains power to the RTG motor supply voltage, with the power feed point either at the end or centre of the container block. As automation technology advances and terminals look to take advantage of the cost and efficiency benefits it offers, the cable-reel system may become the most popular choice in the future. With this system, fitting the optical data link required for data transfer between the automated cranes and a monitoring station is relatively simple.

The potential financial benefits are quite easy to calculate. As an example, an RTG may consume 18 litres of fuel per hour and have a typical operation time of 3,000 hours per year. With a fuel price of €1.25 per litre, we get an annual fuel cost of €67,000 per crane. After electrification, factoring in the cost of power at about 10% of the cost of diesel the saving can be something in the region of €60,000 per year per crane. For a medium-size terminal operating 20 RTGs, this adds up to a significant saving. In terms of payback time, if we take the average cost of the upgrade to be €150,000 to €200,000 per crane, the payback time is approximately three years.

6,000 Electrified RTG

Annual saving

Annual saving for a terminal with 20 RTGs

€1,230,000 = $1,300,000

Currency rate 4/2015

ROI expectation:

2–4 years depending on project scope and local fuel price

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The Future of Container Handling arrives in Dammam IPS has been the terminal operator at KingAbdulaziz Port in Dammam, Saudi Arabia since 1997 and has seen container throughput grow from 300,000 TEUs to exceed 1.7m TEUs by the end of 2014

n fact IPS has handled more than 17m TEUs during this time. It is their vision to continue driving productivity to new levels bringing the very latest and the very best in equipment and practices to its activities in order to maximize benefits for their partners.

The Future is Here: 3 new ZPMC ZP-13/2060 cranes, arrived aboard the MV Zhenghua in December last year, having sailed from the ZPMC factory in China.

These are the first tailor-built remote control cranes in the HPH group and one of only 4 ports in the world to operate such equipment. The cranes are capable of lifting 65 mt of cargo and have a lift height of 44m above the deck and can extend out to lift at 60 m reaching the 23rd row. They are also capable of being operated either in the traditional way by an operator in a mobile cabin, located on the top of the crane or by an operator located in the operations building in the terminal, a distance of 1km from the vessel.

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These new cranes operate in only a few terminals around the world and are an indication of the level of planning for the future by IPS, who together with Dammam Port Authority see the continuing need for Dammam Port to handle the largest vessels in the world to the highest of standards. “The new cranes are a quantum leap forward for port services in the Kingdom and confirm our continuing ability to offer shipping lines the fastest service possible in Dammam Port.� said Mr. Jay New, CEO of IPS Dammam.

Dammam Port is therefore counted amongst a small group of elite ports around the world delivering the very latest in terminal equipment.

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The new cranes are designed to achieve higher levels of productivity. Operators from IPS spent several months at the ZPMC training factory in Shanghai, China being trained and developing the design of the cranes, they confirm that the cranes are a significant technological leap ahead for port operations.

The cranes are capable of handling vessels that exceed even the largest ships to have called at Dammam port to date.

Discussions with shipping lines have indicated that a new class of 14,000TEU vessel will call in the port in 2016 and IPS has ensured that the cranes are operational here, ahead of these new vessels.

In the early days of containerization that ships only had a capacity of 1,000 TEUs. Crane operators might only have to travel out to 10 rows at most; a distance of 30m. Over time, this distance grew and operators would have to travel 40m, then 50m and now 60m. The expectation is also that this happens in the same, if not a shorter period of time in order to maintain the crane productivity.

This meant that operators had to accelerate quickly by travelling out from the crane as fast as possible then break hard, once the outreach position has been reached and then do this again in reverse. All of this whilst performing a delicate, lifting and loading operation.

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Remote control operations allow operators to achieve a level of consistency previously unattainable

the move, a visual confirmation of the location of the container and assistance through automation in performing the task in the fastest and most consistent manner.

Remote control operations allow operators to achieve a level of consistency previously unattainable.

IPS’ vision is to expand these activities. Today, they have 3 cranes, but the opportunity exists to extend this to an even higher number.

The future has arrived in Dammam, and this is just the start. l

Not only this, but the crane height has also increased. Again, in the early days of containers, the height from which a crane operator might have to look down was only 20-25m. This meant the operator had a good chance of seeing the container and twist locks in some clarity from this height. As the crane heights grew, the operator must now look down 40m – 50m.

The cranes are also fitted with an automation feature. Automation is of great benefit for those tasks that have a predictable pattern and regularity about them. Whilst the operator still needs to lock onto and release

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containers, the lifting, trolleying and lowering from the quay to the bay and back, can be performed in a more reliable manner by a computer algorithm. Each crane is equipped with cameras that scan the profile of the containers on deck to provide the optimal arc for the container being lifted to take, and also guarantees a higher level of safety and a lower risk for all concerned.

Operators, who are still connected via voice-to-ship side controllers, receive a system instruction for

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Container Handling & Crane Technology

Standard Modular RTG Crane: a game changing production concept hanghai ZHENHUA HEAVY INDUSTRIES CO. LTD. (ZPMC) was founded in the 1990s and since 1999 has occupied first position by market share in the global port business. The rubber-tyred container gantry crane (RTG) is one of its traditional products and they have over 4000 RTGs and across more than 80 countries all over the world.

Traditional RTG business has been done in a complex bidding process. The end user engages experts who invite proposals which get evaluated across many criteria and then finalized. This takes up all kinds of valuable resources (time, manpower and financial resources) and to overall cost of the crane for end users.

Traditional RTG factors as below going against the client’s benefit: 1. Too heavy: This results in more energy consumption and tyre damage.

2. Asymmetric dynamic tyre load: Results in gantry deviation and tyre damage.

3. Unnecessary and complicated technical data: Resulting in more training cost and energy consumption.

4. Complex component configurations: Bringing higher purchase and operation cost along with longer spare parts waiting time.

Resources are limited. The rational use of resources is our common responsibility. Based on this idea, ZPMC has been soliciting feedback and opinions from end users. Based on this data and ZPMC\s own design and manufacturing experience, industry experts have put forward the standard modular RTG concept.

The standard modular RTG is designed to meet all kinds of port requirements. Compared with the traditional RTG, standard modular RTG has obvious economic efficiencies. The rated load under spreader, the dead weight, has reduced 15% compared with comparable RTG

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products. The standard modular RTG has lower energy consumption, and is built using modular assembly technology. This feature makes it highly adaptable to meet clients’ individual necessities. The standard modular RTG also implements the “Production first, sale after” marketing model.

The average delivery cycle for the RTG is now shortened to just 2 months. Saving a lot of time, and financing cost to end users.

The Standard RTG Advantage ZPMC Standard RTG delivers optimized design, high cost performance, low weight, short delivery cycle, more economical operation, easier maintenance, low energy consumption and high reliability. Furthermore, clients could select from a range of optional functionalities. Production can be assembled to meet customer requirements of a customized RTG. The reason of “Standard” RTG 1. Applicability: The main technical data (speed, span, hoist height) could cover most clients’ requirements. The low tyre load (max.31.5t without wind) means more yards could bear. The less outreach (not over 1000mm, diesel/stair side) reduce possibility of interference with neighbor RTG.

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Trendsetter in container handling

The Stinis Split-Headblock® is a highly flexible system that replaces the conventional headblock. It can be connected to a single or to two separate spreaders handling various combinations of 20', 40' and 45' containers simultaneously. Switching from single to dual spreader operation (and vice versa) takes approximately 2.5 minutes and is achieved without the intervention of ground staff. With the Stinis Split-Headblock® you will increase the flexibility and productivity of your operations. Call us.

Stinis Split-Headblock ®

Stinis Holland B.V. The Netherlands t +31 180 514 655 f +31 180 516 190 e sales@stinis.com w www.stinis.com

Stinis Singapore Pte Ltd Singapore t +65 6862 4855 f +65 6862 4655 e sales@stinis.com.sg w www.stinis.com

Container Handling & Crane Technology

8.

2.

3.

4.

5.

Reliability: Enough design redundancies (structure & mechanism) mean less maintenance. The full-stairs design provide safer and easier boarding. Long-tested parts and components reduce machine halt time.

Wheel turning is operated by hydraulic systems which lowers down times.

Rationality: Full stairs design shows more humanistic concern. E-house & Engine house locate at same side provide more balanced operational tire load and easier maintenance. Dual-Speed Engine reduce energy consumption and noise (idle). Short outreach save more yard resource and reduce collision chance.

Innovation: “Standard modular RTG” concept is first proposed basing on ZPMC RTG production experience for many years, which would change the market style from traditional “custom-made” to “standard + modular option”. “Spot goods” subverted the traditional RTG markets, which means shorter delivery cycle, higher fund efficient and lower price.

Standardization: All the parts and components (Spreader, motor, coupling, brake, sheave, gearbox, tyre and genset … ) are easily got and frequently used standard parts. All the design standard are higher than FEM, EN, GB demand.

Modular implant Since ZPMC standard modular RTG has been released design quality and performance

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have improved constantly. Now in it’s the third generation of standard modular RTG design and manufacturing. The first generation are still being used by at in China and abroad. In 2014, the second generation of standard RTGs were purchased by India, Tanzania, and users in Lianyungang. They have been well received by customers everywhere.

With the advancement of the optimization design in 2015 the new standard modular RTG adopts the modular design. All welding work and assembling are finished in the workshop, which will allows effective paint and coating protection during production and transit to site.

Shipment can be done in bulk shipment. ZPMC make heavy use of automation equipment and templates to enhance the quality and efficiency of all its products. The energy systems are also modular allowing the customer to select their desired energy saving system configuration.

Optional parameters: 1. Span: 6+1 (23.47m) or 7+1 (26.5m) 2. Lifting height: 1+5 (18.1m) or 1+6 (21m) 3. Gantry drive: 8 wheels or 16 wheels 4. Electric control system is integrated by ZPMC: EZ I (EZ SIEMENS) or EZ II (EZ FUJI) 5. Use ZPMC all-electric spreader, stable and reliable, slewing +/- 5 ° 6. Trolley drive: ZPMC gear motor type, four wheels drive 7. Anti-sway mechanism system: mechanical or electronic. Use mechanical anti-sway system

model can realize spreader fully functional (active anti-sway, twoway translation, skew, trim) Delivery form optional: machine delivery, move the leg, or bulk delivery

The power supply system has options for big diesel generating set, lithium battery hybrid, and mains reel, such as the utility sliding contact line form. The configuration of lithium battery power supply system achieves energy savings up to 60%. ZPMC, has also launched an LNG gas dynamic system in 2015.

This greatly reduces mechanical noise and overall energy consumption.

This helps customers in implementing their sustainable development and operational strategies without affecting productivity.

ZPMC stands committed to innovation with each new batch of its standard modular RTG products combining experience with the latest state of the art technologies. ZPMC standard modular RTGS are set to change the RTG market model and is already creating waves in the international RTG market by realize a win-win situation for itself and its clients. l

ZPMC stands committed to innovation with each new batch of its standard modular RTG products combining experience with the latest state of the art technologies terminaloperator.com

Drive-In L

the new standard

for RTG Electrification

E-RTGTM with Plug-In Solution

E-RTGTM with Drive-In P Solution

We add the “E” to your RTG Electrification of Rubber Tyred Gantries Converting a conventional RTG into an electrical one (E-RTGTM) means to shut down the diesel generator and to power the RTG with electrical power only.This conversion is now possible with the complete RTG electric power solutions developed by Conductix-Wampfler: Plug-In Solution, Drive-In P & L Solution and Motorized Cable Reel Solution.

We move your business! www.conductix.com

E-RTGTM with Motorized Cable Reel Solution

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terminal operating systemS

TERMINAL OPERATING SYSTEMS

Select a TOS suitable to your Business Needs and Come out a Winner Putting your organization under the microscope is the key to choosing the right terminal operating system

orts of all sizes are faced with the familiar challenge - how best to address the complex task of handling cargo throughout their operation. A Terminal Operating System (TOS) is at the core of a port’s operation. It allows cargo movements to be handled and controlled more efficiently, resulting in increased productivity across your entire organization.

Your decision to purchase a TOS may be influenced by a number of drivers: • You may be under increasing pressure to stay competitive as shipping lines push for higher productivity • You may have ambitious plans for expansion in order to grow your business • You may handle, or be planning to handle, a variety of mixed cargo types

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Whatever the reason, there will be a time when your business systems and processes will need to scale in accordance with your organizational goals.

Before making the decision to purchase or replace a TOS there are some important steps to work through to ensure you get the greatest value from your investment. In this article we provide information to help simplify the process and discuss some key elements to take into consideration prior to selection.

Do I need a Terminal Operating System?

It’s no secret that vessels are getting larger, cargo is becoming more varied, and throughput at ports and terminals is increasing. Your customers are demanding more and more evidence that you are an efficient and effective terminal that is able

to keep pace with these industry changes.

All of this suggests that non-automated systems are fast becoming a thing of the past and automated procedures will be required to handle cargo more efficiently in the future.

In-house or commercial solution?

Developing an in-house solution may appear cost effective in the short term, but should not be considered in isolation of the potential long-term outlays.

An in-house developed system can expose inherent risks to your organization. Often they are developed by one or two individuals within an organization, representing a single point of failure. Should one or more of these key people leave your organization, a wealth of knowledge about your systems is lost. Can your in-house system be modified to interface with other internal software systems, or systems within the wider supply chain? Can it be easily adapted to accommodate changes in technology, including the integration of mobile devices?

In contrast, commercial TOS vendors reinvest a considerable amount of revenue and resources back into research and development each year.

They continually develop their products to ensure they keep pace with changes in technology, legislation and the industry in general.

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terminal operating systemS

Ultimately the decision is yours, but current industry evidence suggests the majority of terminals, including those that have traditionally employed in-house systems in the past, are now opting to invest in a commercial TOS as their solution of choice.

Things to consider There are a variety of aspects to consider when choosing a TOS. Each terminal is different so the areas you give precedence to will depend on your individual situation. Experience tells us there are six key elements to consider: While all of these play an important part in the consideration and selection process for a new TOS, the primary focus should be on understanding your current landscape, in particular your organization’s business model, your people and processes, as well as the part you play in the wider supply chain community.

By addressing these elements upfront you run a better chance of selecting a vendor and solution that will best match your organization.

Understand your Business Model: You need to think strategically - selecting a TOS is a long-term investment. Remember, what

Remember, what you are trying to achieve is terminal transformation.

You want a more efficient port and a TOS is key to achieving that, so find one that really fits your business and not only that, select one that will fit your business for longer. It is the difference between ‘making do’ with a generic TOS and ‘excelling’ with a TOS capable of really moving your business forward terminaloperator.com

Table 1. Where do you fit within the market landscape, both now and into the future?

you are trying to achieve is terminal transformation. You want a more efficient port and a TOS is key to achieving that, so find one that really fits your business and not only that, select one that will fit your business for longer. It is the difference between ‘making do’ with a generic TOS and ‘excelling’ with a TOS capable of really moving your business forward.

Key considerations may include, the type and volume of cargo you currently handle, the type and size of ships your port can accommodate and your vision and plans for future growth.

While you may be comfortable with your current situation, market and industry changes may force you to re-evaluate your goals and objectives, causing your business model to adjust accordingly.

For example, non-containerized cargo now accounts for approximately 30% of the world cargo

Graeme Pont, Performance Improvement Manager, Port Otago

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market, with cargo as a whole increasing at around 4% per annum.

Adding to this is the speed of change in information technology. What does this mean for your business in the future and the systems you will need to employ?

Once you have addressed your macro level business needs, it is important to dig a little deeper and consider the more functional aspects of your operation.

For example, what other areas would benefit from the functionality provided by a TOS? Do you operate a depot or warehouse area within your terminal? What gate system do you use? What are your future plans for mobile applications and other technologies such as OCR and RFID? Understanding your business model allows to you to build a clearer picture of your organization’s current landscape, your vision for the future, and the tools and processes required for success.

and will further extend your customer service and value into the wider supply chain.

People and Processes: When selecting a TOS you need to be very clear about your future processes and how they may differ from your current situation. This is particularly important when moving from a manual based system to an automated solution.

The TOS vendor should be able to assist you with moving from your current state to your future state, as well as provide guidance on the flexibility of the TOS with

The TOS vendor should be able to assist you with moving from your current state to your future state, as well as provide guidance on the flexibility of the TOS with respect to meeting your requirements

Supply Chain: A TOS is not just about the needs of your own organization – it is your entry ticket for involvement in the wider supply chain. There are a variety of stakeholders and areas of interaction where your TOS needs to be the hub of activity and co-ordination. Shipping lines, transport hauliers and customs are just a few examples of the different agencies and organizations reliant on clear communications and interactions with your terminal.

While there are global standards for many things, there are also many variations. So whatever it is you need to connect to, you need to be sure the TOS is capable of making the appropriate data available to the relevant systems and decisionmakers within the supply chain.

Choosing the right TOS will ensure it becomes a competitive advantage, not just a commodity,

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respect to meeting your requirements. It is about striking the right balance between making changes to the process itself, or customization of the product, whichever makes the most sense to your organization.

Processes are necessary to drive the business, but the people in charge of, or involved in the process, are the keys to your success. Any form of change can be unsettling for staff. They need to adapt to new ways of working and deal with uncertainty and disruption to ‘business as they know it’. Involving users as early as possible can help to mitigate any resistance. Provide clear communication around any changes that will occur, and the expected benefits. Keeping your people in the loop will increase the likelihood of successful adoption.

Managing the change process is constant, and the earlier it starts the better the chance of success. Your leadership will be key to this, so when choosing a TOS make sure you are ready to work closely with your staff and help them to adapt to the new system and processes.

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Managing the change process is constant, and the earlier it starts the better the chance of success Conclusion Addressing these three key elements up front allows you to build a picture of how you are positioned today, where you would like to be in the future, and the changes to prepare for in order to be successful. This knowledge makes your decision on an appropriate vendor and TOS solution much easier, and will result in a system that is scalable enough to grow with your business and the wider supply chain community.

About Master Terminal from Jade Software Master Terminal is a terminal operating system (TOS) which solves the complex problem of managing containers and mixed cargo.

Ports use our software to gain a single view of their operations, enabling them to make smarter decisions faster, maximize operational efficiency and improve their competitiveness.

Built for the agile port, it is stable and comprehensive and forms the core of your port's information systems. It’s flexible enough to handle multiple cargo types, and can be modified to reflect your port's specific challenges. Master Terminal is backed by a dedicated team of industry experts.

Our proven implementation methodology, second to none in the industry, gets you up and running quickly, minimizing disruption to your business.

For the growing, ambitious port, Master Terminal helps you compete hard for a shipper’s business, no matter who you are up against. l

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Navis Unveils Terminal Business Intelligence Portal Data Analytics Solution Provides 360-Degree Operations View; Improves Visibility & Decision-Making for Terminal Management avis, a part of Cargotec Corporation, and provider of operational technologies that unlock greater performance and efficiency for the world’s leading terminal operators, announced at Navis World 2015 the launch of its new Terminal Business

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Intelligence (BI) Portal. The new BI Portal is a comprehensive and agile analytics solution that provides outof-the-box integration with Navis N4 while delivering advanced operational analysis and data discovery capabilities.

The BI Portal will enable marine container terminal management to

make key operations and management decisions faster, easier and more accurately than ever before.

“For the past 25 years, Navis has consistently led the charge for technology innovation in the container shipping industry. That mission continues today as we proudly launch our new BI Portal at Navis World 2015,” said Manoj Bhardwaj, Director, BI Solutions, Navis. “As the competition among terminals increases, so too will the pressure to meet evolving customer expectations, while improving efficiency and the ability to operate profitably.

To meet these challenges and stay competitive, terminal operators will need visibility into every aspect of operations enabling them to utilize their resources in the most efficient manner. This will also mean having the ability to get answers to both routine and unique operational questions with unprecedented speed. That’s where the Navis BI Portal comes in.”

The Navis BI Portal delivers a comprehensive, 360-degree view of terminal performance through current (hourly, daily) and historical data analysis in near real-time. The solution also provides the following: • Easily configurable dashboards, reports and KPIs • User-friendly and intuitive report designer and visualizer for ad-hoc reporting and data discovery • Mobile compatibility to stay connected on the go • Data reliability due to tight outof-the-box N4 terminal operating system (TOS) integration • Automated data sourcing, staging and ETL for TOS data analyses with multi-facility support and built-in user security models.

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Additionally, pre-built dashboards in BI Portal provide insights into overall terminal, waterside, yard and gate operations. By providing users with the right information at the right-time, terminal operations can be more efficiently managed to improve gate productivity, increase visibility into yard operations and speed up vessel work time. The Navis BI Portal’s real-time insights enable shift managers, supervisors and terminal/regional managers to identify bottlenecks, analyze root cause issues and help determine what corrective actions are needed.

The BI Portal will be delivered to Navis customers in two phases. The initial release, available now, is offered as a stand-alone application with built-in integration for data extraction from the Navis N4 TOS. The second release, expected in Dec 2015, will provide embedded BI access from within N4, enabling TOS users seamless access to BI portal dashboards via a single sign-on. Navis’ Quick Deployment Methodology ensures that the BI Portal delivers operational benefits in just weeks, delivering rapid time-to-value for its customers.

terminaloperator.com

“Data analytics and the access to timely, relevant information are transforming industries around us,” continued Bhardwaj. “It’s now time for the ocean shipping sector to experience the benefits, and we are excited to serve as the strategic partner that can make this possible for container terminals worldwide.”

Navis World 2015 participants attended several sessions on the topic of BI and terminal operations improvements, including “The Drive to an Analytics Driven Organization with the Navis BI Portal” and “Using Business Intelligence to Improve Operational Efficiency & Decision Making”.

Navis, a part of Cargotec Corporation, is the global technology standard for managing the movement of cargo through terminals, standing the test of time. Navis combines industry best practices with innovative technology and worldclass services to enable customers to maximize performance and reduce risk. Whether tracking cargo through a port, automating equipment operations, or managing multiple terminals through an integrated, centralized solution, Navis provides a holistic approach to operational optimization, providing customers with improved visibility, velocity and measurable business results. l

“It’s now time for the ocean shipping sector to experience the benefits, and we are excited to serve as the strategic partner that can make this possible for container terminals worldwide”

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VTS, Navigation, Mooring & BerthinG

97,500 successful moorings and this is just the beginning!

Cavotec MoorMaster™

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VTS, Navigation,Mooring & Berthing

MoorMaster has completed close to 100,000 mooring operations to date at Ro/Ro, container and bulk handling and lock applications worldwide.

Safe and efficient mooring The previous edition of Terminal Operator, (January – March 2015), featured an article entitled “Hazards and measures to deal with additional mooring lines”. The article ends with the following sentences: “The shipping industry has always been concerned with safe mooring practices. These include the facilitation of safe and efficient mooring, unmooring and line-tending operations with minimum demand on manpower”. This is a great starting point for this feature on Cavotec’s MoorMaster™ automated mooring technology which addresses these issues by enabling the mooring and unmooring of vessels at the touch of a button, thereby maximising efficiency and greatly improving safety.

What is your problem and how can Moormastvr solve it?

Benefits experienced by terminals using MoorMaster™ are many and varied. And while these benefits are greatly influenced by the type of terminal the equipment is installed in, there are two key advantages that are common to all MoorMaster™ applications: faster vessel-turnaround enabling a larger number of ship calls; and improved personnel safety by removing people from the dangerous tasks involved in conventional mooring with lines. More specific benefits include reduced infrastructure investment. For example, at a bulk terminal in Western Australia, MoorMaster™ units enable an iron ore terminal to handle 295m-long vessels at a berth that was originally designed for vessels of up to 200m.

This was achieved without the need for costly infrastructure investment. MoorMaster™ also helped solve critical personnel and vessel safety concerns. Closer to home, MoorMaster™ is helping the Port of Salalah maintain efficient operations during the annual Khareef season.

Khareef weather patterns are notorious for creating difficult wave conditions resulting in major reductions in operational output and creating safety concerns by straining traditional mooring lines to breaking point.

MoorMaster™ mitigates such conditions, allowing for improvements in operational capacity even during the Kharref season.

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Innovation with focus on reliability MoorMaster™ is a vacuum-based automated mooring technology that safely moors even the largest 450,000 dwt bulk vessels and 18,000 TEU container vessels, and eliminates the need for conventional mooring lines. Remote controlled vacuum pads, recessed in, or mounted on the quayside and attached to hydraulic actuated arms, extend, attach and moor ships in seconds.

The technologies used in the machines are tried and tested in demanding industries and adopted for this specific application, resulting in an innovative solution firmly based on established expertise.

How smarter mooring is solving problems and improving profitability.

At a Mediterranean port, the project team in charge of a new expansion determined that it would be economically unviable to extend the existing breakwater to protect the new 500m-quay extension.

The port needed a solution to mitigate wave induced vessel motion at the new unprotected berth, without building a breakwater. After studying how MoorMaster™ provides the necessary motion mitigation, and realising the additional benefits of faster vessel turnaround times and increased safety levels at the terminal, the port opted to implement MoorMaster™. The units cover the entire 500m extension of the 1,100m long quay. A total of 42 MoorMaster™ MM200C17 units have been installed, and were commissioned in early 2014. The introduction of MoorMaster™ reduced the overall project cost, provided benefits to operations and improved safety. l

Daniel Lexander, General Manger Cavotec Abu Dhabi

“Continued innovation and a solutiondriven approach to business is what makes Cavotec MoorMastertm the future of modern mooring practices” OPERATIONAL EFFICIENCY & SAFETY One-man operation with either a port officer or the captain

INFRASTRUCTURE COST SAVINGS

of the ship using a Cavotec radio remote control unit ensures

MoorMaster™ units can be designed to hold vessels at

safe and efficient mooring operations. Automatic adaptation

set distances from uncompressed fenders. Furthermore,

to tidal and draft changes enables improved utilisation of=

MoorMaster™ units only attach to the parallel body of the

personnel who are no longer required in high-risk areas.

ship, giving possibility of berth overhang. The need for berth

Time is money Save up to 1.5 hours for mooringyour vessel as

extensions or mooring dolphins may therefore be eliminated

MoorMaster™ normally requires only 30 seconds for mooring,

in some cases. Hydrodynamic studies suggest that at

and just 10 seconds to detach. Conventional mooring

some applications, even breakwater arrangements may be

normally takes between 20 and 45 minutes involving mooring

unnecessary with a MoorMaster™ system in place.

gangs, ships’ crews, pilots and tugs.

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VTS, Navigation,Mooring & Berthing

NAVTOR AS and Nautic AB join forces to launch new business offering complete navigation solution

-navigation specialist NAVTOR has joined forces with Nautic AB, the leading provider of navigational equipment, charts and publications to the Swedish market, to launch NAVTOR NAUTIC AB. This jointly owned operation, based in Gothenburg, Sweden, will now leverage the expertise of the two businesses to offer a fully comprehensive navigational data package to the international shipping industry.

Both NAVTOR and Nautic are established market leaders in their own right.

Nautic is the dominant force in the Swedish market for maritime chart and publication supply, while NAVTOR, which only formed in 2011, has quickly risen to become a leading name in e-navigation, with over 50% of the Norwegian fleet subscribing to its simple to use, update and manage ENC service.

This, NAVTOR Managing Director and CEO Tor A. Svanes says, created an obvious synergy and the potential for real customer benefits.

He comments: “NAVTOR is focused on providing navigators with user-

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friendly digital solutions that reduce their administrative burden and enhance safety, while increasing efficiency for ship managers, owners and operators worldwide.

“However, paper charts are still a vital piece of the navigational jigsaw and, to provide a ‘one stop shop’ for our customers, delivering all the data they require, we saw a strategic need to team up with a leading supplier. Nautic, with its 100-year track record of success in this segment, was the perfect partner. Our new joint business, NAVTOR NAUTIC AB, will put us in a position to serve the maritime industry in the most comprehensive, efficient and quality-focused way. It’s exactly what our customers want.”

Nautic AB, which began trading in 1915, is a family owned business, currently run by the founder’s grandson Lars-Olof Traung. However, his son Johan Traung is stepping into the new position of Managing Director of Nautic Holding AB, which will co-own NAVTOR NAUTIC AB. Commenting on the motivation behind the development, Johan Traung explains: “With the transition from paper to digital,

conventional paper chart suppliers face obvious challenges, but the demand is still there.

“In addition, the globalisation of shipping and economic activity creates pressure for local suppliers, but also opportunities for international expansion. We believe that, by joining with NAVTOR, we can play a role in offering the professional industry a ‘total’ concept and open up new markets for future business development.

“Our extensive track record within the industry, combined with NAVTOR’s innovative digital solutions, creates the ideal foundation to build NAVTOR NAUTIC AB, a new breed of navigational data supplier.”

The newly formed business will be based in Gothenburg, Sweden, and managed by Henrik Bergius, formerly the Sales Manager for charts and publications at Nautic AB, where he has been a member of staff for the past 14 years.

NAVTOR will continue to operate separately from the new entity, marketing its industry leading e-navigation solutions, including its Pay As You Sail (PAYS) ENC service, and the recently launched NavStation, the world’s first digital chart table.

NAVTOR is a market leader in the provision of innovative e-navigation solutions, services and technology for the maritime sector. All of NAVTOR’s products and services are developed in line with the company philosophy of simplifying tasks, increasing efficiency and improving operations. Through the application of cutting edge digital technology, NAVTOR’s team makes life easier for navigators, and safer, clearer and more efficient for shipowners and operators.

NAVTOR AS was established in 2011 and is headquartered in Egersund, Norway, with subsidiaries in St. Petersburg, Tokyo and Singapore, and NAVTOR NAUTIC AB in Gothenburg, Sweden.

Nautic was founded in 1915 by Captain Olof Traung. Over the past 100 years the company has built a reputation as a leading supplier of navigational equipment and nautical charts and publications to support the maritime industry. Today the business, based in Gothenburg, Sweden, supplies a broad range of products to international shipping companies, vessels and marine agents.

As an International Admiralty Chart Agent, Nautic carries an extensive array of Maritime products. Alongside worldwide charts and marine publications, it also supplies publications from IMO, ITU, and other United Nations organisations. To help vessels and ship managers comply with §11 of the ISM Code, Nautic offers a subscription service to ensure that charts and publications are always kept up to date. l

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Y G O L O N H C LEADING TE S T N E M G E S Y E K L L A N I D & R S S A L C N I T S E B D N A VICE R E S R E M O T S U C E C N A TO ENH WHAT LINKS GLOBAL EXPERTISE TO THE WHEELS OF INDUSTRY?

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As the world leader in cabling, we draw on global expertise and local presence to work in close proximity with our customers, delivering products

and service platforms, built on easy contact, customised solutions and exective supply chains, meeting their specialised requirements, to help them drive the wheels of industry and achieve sustainable growth and profitability.

For more information please contact: Prysmian Cables & Systems Middle East Branch, PO Box 643990, Dubai, UAE +971 4 3688682

Customs, Security & Surveillance

Customs, Security & Surveillance

Mr. Vinay Sharma, Group IT Manager at Gulftainer

Gulftainer upgrades to seamless Secure Wireless Network for new headquarters

Gulftainer has installed a new, state of the art wireless network at its new headquarters in Sharjah, UAE using Access Points (APs), a mobility controller and the latest in Access Management Systems from Aruba Networks owards the end of 2014, Gulftainer moved its headquarters to the Sarh Al Emarat office tower in Sharjah. The management of secure guest access to the wireless network was concern for Mr. Sharma, IT Manager Gulftainer, Sharjah, and his team. Each day over fifty guests visit the Gulftainer headquarters, these are a mix of one-time and returning visitors. In each instance, an IT resource was needed to grant wireless access to the user. The new system has now automated this function thereby freeing up valuable manpower.

The adaptability and flexibility of the Aruba ClearPass Access Management System – a single foundational platform with the ability to manage network policies, deploy AAA services, configure and secure personal devices, connect guest users and assess device health made it an easy choice for the Company.

Prior to its installation the Gulftainer team conducted over two months of extensive Proof of Concept (POC) testing, in a controlled environment, on the ClearPass secure access system.

The results of the testing met their expectations and over a two-month period Gulftainer, in partnership with Alpha Data Company, completed the implementation of the Aruba Enterprise Wireless LAN solution and Aruba ClearPass Access Management solution at their new headquarters.

With the help of an Aruba 7030 Cloud Services Controller and 45+ Access Points. Using ClearPass, Gulftainer was able to securely

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“Thanks to the Aruba solution, we have seen a 15% reduction in our IT Service Desk ticket volume and are also closer to our goal of achieving ISO 27000 security certification” implement the self-service portal for Guest Wi-Fi management. Guest access can now be granted by authorized employees without the intervention of the IT team. The Gulftainer team can now easily set security policies that define how various end-points can access the network. Furthermore, the advanced end-point posture assessments and health checks ensure that all mobile devices are fully compliant prior to connection. Finally, the Gulftainer IT team now has better visibility and more control over all network users, thereby enhancing overall network security “Thanks to the Aruba solution, we have seen a 15% reduction in our IT Service

Desk ticket volume and are also closer to our goal of achieving ISO 27000 security certification,” said Mr. Sharma.

With a centralized, secure, low maintenance, high-bandwidth wireless network in place at the Gulftainer headquarters, Mr. Sharma is eager to duplicate this success across Gulftainer’s three UAE operational sites. The challenges associated with such an implementation are many (size of the site, outdoor location, RF interference, etc.), however, Mr. Sharma is confident that with Aruba as a partner, it is only a matter of time before Gulftainer has a seamless wireless network across all its UAE facilities. l

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iCmore

™

stop guessing and start seeing

More and more vehicles to screen, but which ones contain suspicious cargo?

Our new iCmore cargo inspection software can automatically show you. iCmore automatically focusses and highlights areas of concern; removing the guess work and speeding up the whole analysis process.

Reduce illicit trafficking and revenue risks from commercial fraud activities with iCmore.

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For further information on the product or sales, please visit www.smithsdetection.com or contact globalsales@smithsdetection.com iCmore is a trademark of Smiths Detection Group Ltd. iCmore is only available on our HCV cargo inspection systems http://www.smithsdetection.com /index.php/en/products-solutions/cargo-vehicle-inspection.html

Customs, Security & Surveillance

EU plans AUGGMED to secure Supply Chains from physical and cyber attacks AUGGMED (AUtomated serious Game scenario Generator for MixED reality training) is part of the European Commission’s Horizon 2020 program and plans to conduct research and to develop improved training tools and techniques to aid and equip security personnel to respond to physical threats and cyber-attacks he aim is to create a multimodal virtual reality and mixed reality platform that can be used anywhere by various devices and technologies, from smartphones and tablets to high-end PCs with multiple monitors and HMDs (Head Mounted Displays). The project has secured funding of approximately €5.53 million and will run for three years.

Under the coordination of the BMT Group, AUGGMED aims to develop an innovative, collaborative training platform which will enable police, security forces and counter-terrorist units, as well as first responders, to train their staff in different virtual reality environments within a wide range of scenarios and apply this training in the real infrastructure environment using mixed reality techniques.

The platform will also offer tools to allow the trainers to set learning objectives for individuals or teams of trainees and to define scenarios, monitor the progress of the training session, alter parameters during the training session, provide real time feedback and assess the trainee’s performance.

As well as bespoke scenarios, which can be automatically generated to suit the needs of the individual, the platform will be easily accessible whereby a trainee can initiate a training session at a

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The project has secured funding of approximately €5.53 million and will run for three years time convenient to them. Training can take place as often as required and trainers will be able to initiate a remote, unplanned session to test the readiness levels of individual members of staff.

Other groups involved in the project include: SERCO; University of Greenwich;

Piraeus Port Authority; Ferrocarrils de la Generalitat de Catalunya; University of Birmingham; GEOMOBILE; Sistema D’Emergencies Mediques; Sheffield Hallam University; Israteam; Konstantinos Kardaras (Integration Power) and Unversidad Politécnica de Madrid. l

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G4S is a leading ports security solutions provider in the Middle East with operations in Saudi Arabia, Qatar, UAE, Kuwait, Bahrain, Oman, Jordan, Lebanon and Yemen, ensuring secure transportation through customer-focused solutions.

Protects more than 170 maritime terminals around the world

G4S is active in more than 120 countries, and is the largest employer quoted on the London Stock Exchange with more than 618,000 employees.

Member of Global Institute of Logistics

Works to International Ship and Por t Facility Security (ISPS) Code standards Member of Security Association for the Maritime Industry

Container, ferry and cruise exper tise

For more information:

G4S Middle East

Tel: +971 4 434 2130

Regional@uae.g4s.com

Port tyres exclusive interviews

PORT TYRES

Rajiv PODDAR

JT Managing Director BKT

“The Middle East features predominantly in our growth plan as BKT is introducing new products specifically for this market. Also, with the increase in construction related activity in many countries the overall demand is set to get a further boost.”

Briefly describe your highest sellers and best performers related to port applications.

BKT has a vast range of product offering for various materials handling equipment at the port.

Our tires offer excellent cost per hour performance in their respective applications. Along with the above characteristics, prolonged durability and dependability makes BKT the 1st choice for the critical port operations worldwide.

Some of best performers are: Reach Stacker segment – Container King (IND4), Port King (IND4) and Rock Grip.

Empty Container Handlers –PTHD and EM937 Rubber Tire Gantry – XL Grip (IND3) Straddle Carrier – XL Grip (IND3), Port King (IND 4) How does the quality of the processed rubber affect overall tyre performance?

A tire is an assembly of various rubber components. Each component is required to perform a specific function in the tyre therefore the rubber processing is very critical in the overall tire performance hence every stage of the proceeding is monitored thoroughly by our more than 300 nos. of technical and quality control staff, round the clock, in all the 4 manufacturing plants. Overall tire quality and it’s performance is maintained and enhanced with the use of in-process checks and various quality control tools.

What percentage of your production is exported? And what are your key global markets?

BKT exports more than 90% of its total production. It is the largest exporter of tires from India. The key global markets include Europe, Americas, Africa, Asia and Middle East.

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PORT TYRES

What countries and regions do you see as your key growth areas in the future?

The Middle East features predominantly in our growth plan as BKT is introducing new products specifically for this market. Also, with the increase in construction related activity in many countries the overall demand is set to get a further boost. BKT has introduced the OTR radial range which gives it the unique distinction of being the first and only OTR radial manufacturer from India. New products are being rolled out in this segment and therefore the Middle East markets with highest consumption of OTR radial tires will give the maximum growth in coming years.

BKT lays great emphasis on environmental conservation

Describe your testing procedures and standards? For both raw materials and finished goods.

All final products comply with T&RA or ETRTO or JATMA standards. All the incoming raw materials and in process material is checked and followed as per ISO 9001—2008 (Quality Management System). We are an ISO 9001— 2008 (Quality Management System) company.

Describe BKT’s environmental policies.

As a global company how do you design your products to fit in the relevant frameworks of different countries?

BKT is ISO 14001 – 2008 (Environmental Management System) company. BKT lays great emphasis on environmental conservation. The new BKT logo has progressive shades of green which signify the company’s commitment towards a greener environment. BKT was amongst the first companies in India to be 100% REACH complaint for supplies to European Union. BKT also received the National Energy Conservation award from Ministry of Energy in 2013 & 2014.

Speaking of environment, do you have any special products to meet extreme weather conditions like the intense heat of the Middle East and extreme cold of Scandinavian ports?

BKT’s premium range of All Steel Radial tires ‘Earthmax’ are offered in different compound options. These cater to the extreme heat of Middle East region. BKT is offering special tires (e.g.

SR22 for Wheel Loaders) which can operate on the snowy terrain of Scandinavia. BKT tires can withstand from -30deg. To +45 deg.

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With regard to your R & D efforts any interesting new product developments in the offing?

This year BKT will introduce many new size for port related application which will reassert its strong presence in this segment. The 18.00R25 for Reach Stackers is currently under field test and will be released shortly. Further, BKT is also coming out with the 16.00R25 for the Shuttle Carriers, full range of radial forklift sizes and Terminal Tractor sizes.

BKT is now developing the Ultra Large OTR radial tires which include sizes like 27.00R49, 35/65R33, 45/65R45, etc. These are very premium products and require the most sophisticated technology for production. BKT is poised to join the elite group of companies worldwide which are producing these critical tires successfully.

With the volumes you export are there any changes in your country’s foreign trade policies on your wish list?

As the largest tire exporter from India, BKT is bound to face the challenges offered by competing brands across the world. In order to maintain the product competitiveness more emphasis on FTAs are required (especially in Latin America, Central Asia and Far East).

Are there any tips on how to choose the right tyre that you would like to share with terminal operators?

The correct tire selection is based on the operational requirements, which include Load carrying capacity, speed of operation, nature of strata, machine utilization, terminal congestion, etc.

The tire selection process should involve proper tire evaluation therefore the terminal operators should maintain proper tire records. They should take the support of tire manufacturers / suppliers to ensure all relevant data is captured during the tire life. BKT technical service team offers assistance to all customers in proper record maintenance. l

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DPS BKT

PORT TYRES

Dominique Bleu

michelin tyre solutions for ports & terminals

TERMINAL OPERATOR SPEAKS TO DOMINIQUE BLEU, COMMERCIAL DIRECTOR EARTHMOVER AND MANUTENTION TYRES, MICHELIN AFRICA, INDIA & MIDDLE EAST

Briefly describe your highest sellers and best performers related to port applications.

To meet the special requirements of port activities, Michelin has developed adapted tyres for travel over relatively short distances in the port environment, travelling back and forth hundreds of times to facilitate loading and unloading of ships as quickly as possible, safely stacking and transporting containers and making hundreds of circular return trips over abrasive and paved surfaces.

In a rapidly growing worldwide market, Michelin stands out by virtue of our offer designed for both the most complex and utilized

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machines in port work requiring ever-increasing productivity, with the highest hourly usage.

The quality of MICHELIN tyres gives our customers an excellent return on their investment because of the longevity they offer. Tyres such as the MICHELIN XZM, MICHELIN X-Terminal T, MICHELIN XZM2+ and MICHELIN X-STRADDLE 2 have increased the productivity of numerous port handling companies after fitting them onto their fleets.

capacity mechanical handling trucks (less than 7 tons) that travel short distances (up to 15 km in an hour) at speeds that don’t exceed 35 km/h, and that run over aggressive and abrasive surfaces. It is very robust and has an excellent wear resistance, thanks to the massive tread pattern, a very thick crown and sidewalls protected by internal reinforcements. In addition, its radial casing cushions vibrations, offering a better driving comfort and protection of merchandise and equipment.

MICHELIN XZM The MICHELIN XZM steel belted tyre is designed for small to medium

MICHELIN XZM 2+ The MICHELIN XZM 2+ is the latest steel belted addition to Michelin’s

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PORT TYRES

tyre offer for reach stackers. Its crown and construction have been entirely redesigned in order to increase productivity and increase wear life, thanks to an improved rigidity as well as a more robust crown, leading to less down-time due to punctures.

MICHELIN X TERMINAL T The MICHELIN X TERMINAL T is the first versatile steel belted industrial tyre solution for trailers and terminal tractors fitted on a 22.5 drop centre rim. Its extremely wear resistant tread gives the tyre an exceptionally long service life that is far better than any truck tyre. In addition, it offers an excellent grip, a low rolling resistance and a reduced puncture rate.

How does the quality of raw and finished rubber affect overall tyre performance?

Tyres are the only contact between a vehicle and the ground. And although all tyres may look the same to the average driver, a tyre is in fact a highly technological product that requires more than 200 components to develop.

Researchers draw on this extensive array to combine tyre components in a specific way, depending on the type of tyre produced.

The rubber compounds are made up of elastomers, reinforcing fillers, plasticizers and several other chemicals elements.

The quality of raw and finished rubber has a direct impact on the fundamental performances of longevity, durability and robustness, and it also impacts the industrial process on productivity and reliability.

indicators. Today, the port activity in Africa, India and the Middle East zone is the second fastest growing in the world, after China.

Briefly summarize your testing procedures and standards for both raw materials and finished goods With more than 6000 researchers working in 25 facilities across the globe, and an annual R&D investment of 600 million euros, Michelin dedicates a tremendous amount of time and resources to develop tyres that guarantee an outstanding quality and safety on all levels.

Safety is Michelin’s primary requirement when it comes to developing tyres. Throughout Michelin’s entire manufacturing process, an intricate series of methods and tests is put in place to ensure that each Michelin tyre meets that requirement.

Michelin runs tests in different ways: with machines, on computers or together with end-users in real life conditions.

Each year, a total distance of 1.8 billion kilometres is covered through all these tests – the equivalent of a vehicle covering the world’s circumference every 30 minutes.

In addition to these rigorous test procedures, each Michelin Earthmover tyre is checked manually by a technician to ensure that the end-user receives the high quality product that is expected from Michelin.

Please highlight Michelin’s environmental policies. As a global company how do you design your products to fit in the relevant frameworks of different countries?

The impact of a tyre manufacturing on the environment is limited compared to its impact whilst in use, accounting for only 6% to 10% of a tyre’s total footprint, including extraction of raw materials and distribution.

Nevertheless, Michelin endeavours to reduce this further on by organizing strict raw materials management processes.

By optimising and reducing the amount of raw materials in a tyre, Michelin has managed to design the lightest Earthmover and Industrial Truck tyres on the market.

Because these tyres are lighter, they consume less energy to get in motion.

Moreover, Michelin has also drastically reduced the use of solvents in production processes, in order to reduce emissions of Volatile Organic Compounds (VOC).

Michelin has also chosen to apply a European directive on the elimination of aromatic oils worldwide, thus becoming the first tyre manufacturer entirely “free of aromatic oil”, which represents a major technological challenge and an important ecological advance.

All our Earthmover tyre factories are ISO 14001 certified. These standards confirm the presence and application of

What percentage of your production is exported? And what are your key global markets?

The Michelin Group offers its entire range of products and services wherever its customers operate, including for port activities. It has a commercial presence in more than 170 countries and operates 67 production sites in 17 countries What countries and regions do you see as your key growth areas in the future?

The port market is linked to the global commercial exchange and this activity is still growing fast when looking at the macro

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PORT TYRES

Michelin has always been a leader in innovative and sustainable mobility.

Throughout its more than 125 years of existence, the Michelin Group invented several game-changing tyre technologies such as the radial tyre in 1946, the Near Zero Growth (NZG) technology for the aviation industry and the Ultraflex technology for the agricultural industry, to name a few.

an environmental management policy. Michelin also carries out internal audits on its suppliers to guarantee that they comply with the environmental and social regulations in their countries. 80% of the raw materials Michelin uses, comes from ISO 14001 certified sites.

In addition, Michelin is developing the use of renewable energy: wind energy, biomass and solar energy. These new methods of energy production directly and indirectly reduce CO2 emissions by 30000 tons a year.

At Le Puy-en-Velay, the Earthmover tyre site in France, Michelin has installed more than 17000 solar panels, covering the area of 3 football pitches and catering for the electricity requirements of 1200 homes. This is one of the largest solar energy areas on an industrial site in France.

Speaking of environment, do you have any special products to meet extreme weather conditions like the intense heat of the Middle East and extreme cold of northern ports?

Michelin is a global player. Hence we can gather information from all our markets and in different usage conditions. That allows Michelin to develop tyres that can cope with the most extreme usage and weather conditions, no matter where they are used in the world.

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With regard to your R&D efforts any interesting new product developments in the offing?

Michelin has always been a leader in innovative and sustainable mobility.

Throughout its more than 125 years of existence, the Michelin Group invented several game-changing tyre technologies such as the radial tyre in 1946, the Near Zero Growth (NZG) technology for the aviation industry and the Ultraflex technology for the agricultural industry, to name a few. Today, Michelin is the leader in radial Earthmover tyres and is constantly developing new innovations to guarantee a tyre offer that meets its customers’ needs all across the world. l

terminaloperator.com

PORT TYRES

Howard Malcolmson CEO Alterever Tyres Limited

The essence of our strategy is choosing to perform our activities differently than our rivals do

Briefly describe Alterever’s highest sellers and best performers related to port applications.

Our best seller is our Pro Terminal tyre used in both Terminal and RoRo operations making it possibly one of the most affordable tyre solutions on the market. Our tyres offer a load index rating of 175A8 only rivalled by a big brand tyre, however we supply a full range of tyres and services to the port sector making us a genuine “one stop shop”.

What countries and regions do you see as your key growth areas in the future?

We currently supply 16 ports throughout various UK, EEC and World port locations, we also have many test sets working hard for our prospective clients and we feel that we can offer port operators both locally and globally a truly unrivalled product and service.

Briefly summarize your company’s testing procedures and standards? For both raw materials and finished goods.

We are ISO: 9001: 2008 UKAS compliant and all our analytical testing is undertaken by TARRC Research and Testing Units and are certified to ISO 9001: 2008 by SGS (UK) Ltd. The Materials Characterization Unit (Analytical laboratories) the Tyre Testing Laboratory is accredited to ISO 17025: 2005 by UKAS, and our supply chain for raw goods is sourced both here in the UK and Italy by reputable suppliers only.

As a global company how do you design your products to fit in the relevant frameworks of different countries? Do you have any special products to meet extreme weather conditions of ports like the intense heat of the Middle East and extreme cold of northern ports?

Our products and associated services were designed to fit in the established frameworks of all different countries. We do not mass-produce tyres at Alterever

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we manufacture tyres that are for a specific operational use and location.

We have taken into consideration there will be extreme heat in the Middle East and there will be cold conditions in the Northern climates - we have also taken in to consideration the varied abrasive surfaces i.e. concrete, brick sets, asphalt and steel link spans that also may have adverse effects on terminal tyres - our compounds are developed to offer specific location reliability, optimising safety whilst ensuring maximum comfort and the longest possible tyre life.

The essence of our strategy is choosing to perform our activities differently than our rivals do, we like to think that it makes economic sense to produce products and services that will greatly assist our clients needs whilst remaining highly competitive in today’s turbulent market.

With regard to your R & D efforts any interesting new product developments in the offing?

Here at Alterever R&D is paramount for us to stay technology fresh and abreast of the competition. At this moment in time we are very proud of our of “sidewall technology” of which brings improved machine operator safety, whilst reducing the possibility of unnecessary downtime. We always strive to have a better understanding of how the port operates and pass our expertise on via our products and management services. l

terminaloperator.com

Environment & Sustainability

Environment & Sustainability

Eco-RTGs: Lifting Sustainability for Terminals lobal container traffic moves more than 135 million twentyfoot equivalent units (TEU) of cargo a year between the world’s ports. When container ships with a volume of up to 15,000 TEU are loaded and unloaded, their containers need to be moved between the stacking area and the dockside.

More often than not – in around 55 percent of cases – this is a task handled by rubbertired gantry cranes (RTG).

Today, electricity and diesel account for around 98% of a terminal’s carbon emissions.

Rubber Tyred Gantry (RTG) cranes, powered largely by diesel and refrigerated containers, known as reefers, are the two largest contributors to emissions amongst all the equipment used in terminals worldwide.

Because energy consumption is a key operating cost for container terminal operators, RTG cranes today are often fitted with fuelsaving hybrid diesel-electric drives. These are commonly known as Eco-RTGs. Eco-RTGs employ a variable speed drive and a diesel engine energy hybrid management system to increase efficiency and reduce diesel fuel consumption by as much as 40%. The reduction in diesel fuel consumed produces commensurately reduced levels of CO2 as well as particulate and other harmful emissions.

Diesel engines on conventional RTGs generate electrical power that is used to raise and lower containers weighing up to 20 tons.

Though more energy is required to lift a container than to lower it, energy production on standard RTG generators remains constant, with

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the excess energy lost as it is converted into heat as containers are lifted and moved in the yard.

The key technology deployed by these Eco-RTGs is Ultracapicitors. The special type of capacitors store energy generated during load-lowering and braking and use this to power other operations.

Furthermore, flexibly controlling the amount of energy supplied by the individual components enables the system’s efficiency to be optimized.

If, for example, a crane is idling and only its auxiliary systems need power, the ultracapacitors can provide all of it, allowing the motor to be shut down. The ECO-RTG system’s new control functions and its ability to save braking energy in the ultracapacitors mean it can reduce its fuel requirements by more than 70 percent.

Many terminals like DP World have achieved 50% energy savings by ensuring all new crane deployments are Eco-RTGs and by suitably retrofitting existing ones. ACT in Hong Kong, for example, has switched to a hybrid battery system for some of its RTGs and achieved more than 50% energy savings, with a consequent reduction in carbon emissions.

The ECO-RTG employs technology which enables the diesel generator to operate at variable speeds, matching its power output to the energy required by the RTG at any given time during the raising and lowering cycle. Modifying existing technology used on other vehicles, hybrid power industry-leading Siemens was able to produce a new drive design for use on RTGs. Many leading crane manufacturers today like Siemens, Terex and Kalmar now routinely build these hybrid Eco-RTGs. l

terminaloperator.com

Environment & Sustainability

The key technology deployed by these Eco-RTGs is Ultracapicitors. The special type of capacitors store energy generated during loadlowering and braking and use this to power other operations

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Edition 2 - June 2015

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Environment & Sustainability

Designing a Sustainable Future he Maasvlakte II site was created by moving 310 million cubic meters of sand, and constructing 12 km of sea dikes, to reclaim 2,000 hectares (4,940 acres) of land from the North Sea. Net usable land of 1,000 hectares (2,470 acres) includes APM Terminals Maasvlakte II as well as an additional container terminal, and area for other cargo storage and distribution. The land reclamation project began in September 2008, and became available for construction in May of 2013, with 13 km (8 miles) of double-lane highway and 15 km (9.3 miles) of dual railway track. Access to the Maasvlakte II site is via the Port of Rotterdam’s Yangtze Dock. The land reclamation project represents an investment by the Port of Rotterdam of €2.9 billion.

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In December 2014 APM Terminals signed a two-year, €5 million (USD $6.23 million at the time) contract with Amsterdam-based NV Nuon Energy for the supply of environmentallysustainable wind-generated electricity to power all of APM Terminals Maasvlakte II Rotterdam’s cranes and container handling equipment. APM Terminals Maasvlakte II Rotterdam will be the world’s first container terminal with zero emissions generated on-site and off-site. The contract term began January 1st 2015.

NV Nuon Energy is one of the Netherlands’ three largest energy

companies, and is part of Sweden’s Vattenfall A.B., an energy producer which is wholly-owned by the Swedish government. Vattenfall produces electricity from nuclear power, natural gas, biomass, coal power and hydro power as well as wind power, which accounted for 3.7 terawatt hours (TWh) of electricity for the company in 2013.

In 2010 APM Terminals Rotterdam’s Maasvlakte I facility became the world’s first container terminal to be fully powered by sustainable windgenerated electricity, pioneering the electrification and use of wind power for the APM Terminals Maasvlakte II Rotterdam terminal.

APM Terminals has also leased 35 e-NV200 electric vehicles from Nissan for the transportation of personnel and staff at the Maasvlakte II terminal. The battery charged range of these vehicles is more than sufficient for operational use at the terminal, at 140 km (90 miles) under normal road conditions.

The reduction of road congestion and highway truck traffic is part of APM Terminals’ global commitment to environmental sustainability, and meets the Port of Rotterdam’s local requirements to expand non-road intermodal container transportation.

The terminal has been designed specifically to support a modal split ratio of at least 55% of freight moved by low-carbon modalities barge and rail, as part of APM Terminals’ commitment to environmentally sustainable operations in the Port of Rotterdam, and throughout the APM Terminals Global Terminal Network. l

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Edition 2 — June 2015