How to improve quayside KPIs

While each terminal may have site specific requirements to improve those KPIs (and there are more specificities if we look at loading vs discharging operations), the VAG function is to automatically identify assets, reference the TOS, and confirm workorders or create an exception handling event. The quay-gate module is uniquely suited to improve these KPIs because of features found only in the VAG platform such as the Visy Deep Neural Network (DNN), TopView (spreader OCR), and automatic damage detection as described next

Visy LaneView & TopView for Process Automation

Identifying cargo and CHE is critical in quayside operations. In process automation, this function is performed with vision technology and OCR Visy uses a subset of Artificial Intelligence (AI) called “Deep Learning” for all vision technology, including OCR As a pioneer in OCR for logistics applications, the Visy DNN meets all operational data collection requirements with guaranteed results Additionally, the DNN collects and shares relevant event data faster and more accurately than a human, resulting in improved KPIs

The Visy DNN functionality includes:

- Container codes

- Verification of check digit

- ISO codes

- IMO labels

- IMDG/ADR labels

- Dangerous goods labels presence/classification

- Seal presence and type (bolt, zip)

- Door orientation

- Container weight (max, tare , payload)

- Container volume

- Automatic damage detection (structure , dents, bulges, extreme rust, large holes)

- Open doors

- OOG

- Flats

- Hatches

- Bundles

- Terminal Tractor ID

- Twistlock detection

- Lifting type

To achieve reliable process automation for such an extensive list of attributes, 3 - 5 side imaging is required The Visy Crane OCR system includes LaneView, a series of pan-tilt-zoom

(PTZ) cameras mounted on the sill beams and portal beams, and TopView spreader OCR system PTZ cameras are utilised because the system interfaces with the crane ’ s PLC to track the spreader’s flight path in live operations, therefore the system always has “ eyes on the cargo ” and takes images at the right time. This smart-system approach allows the crane operator to work how they believe is the best, and the system conforms to their style. The other advantage of smart PTZ cameras is that if a camera breaks or malfunctions, another camera can take over and therefore avoid disruptions in the operation

Multiple camera views coupled with a smar t-camera system offers multiple levels of redundancy in the OCR process, and therefore maximises uptime Visy TopView (spreader OCR) also interfaces with the crane ’ s PLC and extends the notion of “smart devices ” As the spreader is the common denominator in container movements, giving it “ eyes ” has clear benefits:

- Automatically links box ID to a specific spreader on each move

- Boosts OCR read rates with 5th side image(s)

- Automatic twin-20 detection

- Early aler t if wrong box is being moved

- Roof picture for damage inspection/claim management

- The roof pictures may also be used for automatic damage detection

- Spreader OCR is the only way to bring mobile harbor cranes into the quayside automation system

- TopView is applicable on all CHE (RTGs, RMGs, reach stackers, etc ), in any par t of the operation, without additional cabling

Fur thermore , since the cameras are on the spreader, the type of operation or the flight path are immaterial Hooking boxes on the vessel, between the legs, on a platform, in the back reach area, or during shuffling, makes no difference to TopView. The system takes images of the boxes at the right time , digitises the relevant data, and shares the data with 3rd par ty systems as required for site-specific process automation

Linking the workorder to the horizontal transportation is an important part of quayside process automation VAG operates with OCR or RFID to identify terminal tractors (TTs) on the quay and automatically make the association with the cargo ID When OCR is used, TTs have numbers painted on the roof of the driver cabin. Cameras placed on the STS cabin point down and automatically identify the roof-top TT number This asset ID is verified for the workorder, and the TOS receives an update. When RFID is integrated into the system, long range readers are placed on the crane frame and each TT is equipped with an RFID tag

When the tag is excited, the system knows that the TT associated with that tag is executing a workorder VAG receives the RFID information, associates it with the box ID and updates the TOS Clerks and operators automatically receive workorder information and don’t need to manually input data thus saving time and possible errors on every transaction

Digitising Damaged Cargo

The Visy Automatic Damage Detection System (ADDS) is the latest feature that can be utilised in any par t of the VAG ecosystem With ADDS, the Visy DNN assess the condition of containers, digitises the assessment, and creates aler ts for containers that are in an unsafe or unacceptable condition Imagine that during a discharge operation, a box is coming off the ship and it has severe structural damage Visy ADDS “ sees ” the damage, digitises the information, and creates an exception handling event for that box so that it doesn’t go into the stacks Similarly, if boxes are coming off the ship and have bulges, dents, extreme rust or holes, the system logs the damage before the box touches the quay and therefore exonerates the terminal of liability

The proactive nature of ADDS allows operators to take control of incoming damaged cargo and share that information with their customers before the problem escalates. ADDS is a software add-on that does not require any additional system hardware It provides operators with the ability to supply value added ser vices to their customers with minimal investment.

Limitations

While VAG for quayside operations is the most advanced system of its kind due to the single-platform ecosystem coupled with unique tools such as TopView, ADDS and the Visy DNN, this type of system is not without limitations The first limitation is regarding seal numbers Unfor tunately, there is no vision technolog y system available today that can read seal numbers while boxes are in flight to a level that is acceptable for process automation. If the seal is dir ty or turned in such a way that the numbers are not visible , it simply cannot be read with a camera system

The second limitation is that in twin, tandem or quad lifts, some sides of the boxes will be obscured by the other boxes in the lift For example, in a twin-20 lift, one of the doors will be blocked and therefore any data on the blocked doors will be impossible for the system (or any operator) to read. In this case the box ID will be read from TopView and other cameras, but seal presence cannot be confirmed during the lift. While these limitations are certainly an inconvenience in quayside automation, they are not enough to suppress the return on investment

Conclusion

The VAG platform identifies ever ything that goes in or out of a terminal by road, rail or quay, digitises that information, and shares it with 3rd par ty systems such as the TOS to provide process automation and thus improve KPIs. In quayside operations, the VAG platform provides unique features such as TopView (spreader OCR), LaneView PTZ smar t cameras that image ever y visible side during a lift, terminal tractor identification, and the Visy DNN which guarantees the best OCR read rates in the industr y and even incorporates ADDS. While there are limitations to any quayside vision technolog y system, the ability of the technolog y to collect and share data faster and more accurately than a human make it a prudent investment for any operator seeking to improve their processes and provide their customers with enhanced ser vice

STS Crane OCR for Baltic Hub

Visy’s par tner Autepra has signed a contract to supply crane OCR and quayside automation to the Baltic Hub terminal (DCT Gdansk, member of PSA Group) Phase 1 of the project scope is design, deliver y, implementation, integration with Navis TOS and 5 years suppor t and maintenance of 14 STS cranes With the planned Baltic Hub (DCT Gdansk) expansion, the system has the potential to be extended to new quays in the future The system uses Visy’s LaneView crane OCR solution with fixed PTZ cameras. The quayside automation is an extension of the gate and rail OCR automation that Visy and Autepra have already delivered More on that project can be found at: https://youtu be/iOJAcO2A2Ow

About the Author

John Lund has more than 15 year s of exper ience helping mar ine and intermodal terminals ac hieve their operational objectives with tec hnology He has worked on a wide range of projects in Europe , Afr ica and the Amer icas involving OCR, RFID, DGPS , and other process automation tools His career motivation is rooted in knowing that the systems he provides improve safety, efficienc y, and profitability for his customer s John holds an MB A and a law degree

In conversations with terminal operators about Straddle Carriers the word electrification pops up constantly along with reduction of their carbon frootprint.

Thomas Francis reports…

Early last year Finland-based Cargotec announced that its por t equipment brand Kalmar would exit the heavy crane business (including rubber-tyred gantr y cranes, rail-mounted gantr y cranes, automated stacking cranes and ship-to-shore cranes) in order to focus on mobile solutions instead

True to their word, Kalmar has been concentrating on the mobile solutions range when it comes down to straddle carriers, and has invested heavily in, for example, their AutoStrad (Automatic Straddle Carrier) automation system to ensure that the system is providing good productivity with high reliability Scalability has been addressed as well to be able to deploy AutoStrads in the biggest container terminals around the world The AutoStrad system has been expanded to be able to operate within all interfaces of a container terminal, including interchange of containers under the quay crane portal area, automatically interchanging containers with road trucks - without super vision and operating within rail interface and warehouse doors

In addition, the company has also been investing in safety improvements in manned straddle carriers, where stability alarm and monitoring functions have been fur ther developed. Also a collision warning system will be available for manned straddle carrier operations

But is not only automation and improvements under scutiny, electrification is another hot topic in container terminals, and customers are looking for fully electric products to be able to reduce their carbon footprint.

According to Kalmar the number of fully electric straddle carriers will rapidly increase in 2023, as well as the number of their hybrid straddle carriers - capable of reducing fuel consumption by up to 40% compared to equivalent diesel-powered machines. Kalmar has sold more than 500 hybrid straddle carriers by now and around 60% of total sales in 2022 came from the sale of hybrid straddle carrier.

Similar repor ts come from Konecranes about their Noell Hybrid Straddle Carrier, albeit without the mention of sales figures. Although the company reports some interesting orders, more recently they have seen that those opting for the low-emission hybrid straddle carrier might need to increase their effor ts in the near future in decarbonising their container handling operations even fur ther in order to meet their company ’ s own set targets on operations As a consequence , Konecranes expect that these customers will implement electric drive technology on straddle carriers as soon as they are convinced that it is sufficiently mature With their tried-and-tested design and components on the batter y straddle carrier and well-adaptable charging concept, Konecranes feel prepared to serve the needs of the operators already

A similar commitment comes from Kalmar as they use the same batter y technology in their hybrid straddle carriers, as on their electrically powered zero-emission straddle carrier, with FastCharge charging technolog y, which has been in their por tfolio for several years This technolog y has been piloted in a terminal environment and it is available globally

Mid-last year, Konecranes also launched their new full batter y Noell straddle carrier with the first units now (Januar y 2023) going into live terminal operations in the coming weeks According to Konecranes, last year saw a surprisingly robust market demand, eventually exceeding previous expectations Despite the still existing disruptions in global supply chain, the company has delivered orders on time , allowing customers to benefit from new container handling capacity as planned

One such contract came from long-standing customer Eurogate in Hamburg, Germany Since 1970, a total of 530 Konecranes Noell straddle carriers have been delivered to the Eurogate Group, which has grown steadily over the years, and with terminals around Europe has become indispensable to European container traffic

Last year, Konecranes delivered numerous Noell hybrid type NSC 644 EHY straddle carriers to Eurogate’s German container terminals alone . This type of straddle carrier can stack 1-over-3 with a Noell twin-lift spreader NTS 62 F and carries on the tradition of the diesel-electric straddle carrier with a downsized power train/genset. The hybrid Noell straddle carrier NSC 644 EHY uses a batter y pack instead of brake resistors, giving uncompromised performance in comparison with diesel-driven machines

According to Eurogate , the decision to go with the hybrid Noell NSC 644 EHY machine was easy as it offers a reduction of emissions by up to 30% or approximately 80 tonnes of carbondioxide per year compared to the emissions of the existing straddle carrier fleet

Konecranes repor ts a good order backlog into 2023 and has received some interesting recurring contracts, including 5 hybrid Konecranes Noell straddle carriers for Flinders Adelaide Container Terminal in Adelaide, Australia and 8 hybrid straddle carriers for CSP Zeebrugge, Belgium In 2022, Port of Cork Company (POCC) in Ireland, placed an order for 2 hybrid Konecranes Noell straddle carriers, with another order for 2 fur ther machines in Januar y 2023

In Februar y 2023, Kalmar secured a significant order from their long-term customer DP World for nine hybrid straddle carriers for their operations at the Antwerp Gateway terminal in Belgium The terminal is a joint venture between DP World Antwerp Holding, Cosco, Terminal Link and Duispor t group The new machines will have a lifting capacity of 60 tonnes, which is a new offering from Kalmar designed to improve productivity by enabling twin-lifting of heavier container combinations. When they are being delivered in the last quar ter of this year the new straddle carriers will replace older machines from the existing fleet at Antwerp

Electrification is high on Kalmar’s agenda, but it admits that there is also a growing interest in hydrogen powered solutions, but - according to the company - the time for this is not yet there for full fleet size implementations due to availability and cost of green hydrogen.

Similar reports come from Konecranes for those that are testing or using low/zero emission solutions with some of their customers changing to 100% HVO use instead of fossil diesel, with the transition going easy and trouble-free

Another development that is evolving rapidly is the creation of a standardised data exchange interface for straddle carriers. To do this, manufacturers have been active in the TIC4 0 initiative and many of them can already deliver their straddle carriers TIC4.0-ready.

Currently, the world might be an unfamiliar place but the ‘show’ must go on, hence manufacturers have not seen a noticeable uncer tainty or even hesitation from their (future) customers with regards to new investments in straddle and sprinter carriers.

C R : m u c h m o r e t h a n d a t a a l o n e

Certus Automation gives WPD an update on the OCR industry, its future and what it is doing to remain one of the leaders in the field.

Optical character recognition (OCR) technologies are constantly evolving with new innovations. Today, OCR systems are no longer just innovative solutions, but rather essential pieces of technolog y for any container terminal that wants to be highly productive .

That’s the view of OCR provider CERTUS Automation which believes that in the near future , most container terminals will identify street trucks, terminal tractors, containers and wagons by means of sensor technolog y. Moreover, by 2050, the company is sure that ever y cargo transaction will be identified in a digital fashion With this in mind, its future developments will not just focus on the container or the crane moving the box, but the whole journey of the container from the gate through the terminal.

“In the shor t term we see ever y greenfield adopting OCR technolog y and AutoGate solutions, and for most new STS Cranes, OCR technolog y is becoming a default,” states a company representative

“To suppor t this movement, CERTUS is able to deliver its solutions on a global scale , provide 24/7 suppor t globally and has exper ts available to advise on the process automation.”

OCR is so much more than data alone - it enables process automation within the terminal operations It is impor tant terminal operators consider the goals they want to achieve and select a supplier that can advise , deliver and suppor t the full solution.

“Our advice is to choose an OCR supplier that can deliver Process Automation. OCR alone is nice , but what you do with the OCR data and how you streamline your operations with OCR is what counts. That’s why CERTUS delivers a complete AutoGate solution ”

When asked fur ther advice on what to do and not to do, CERTUS stated: “Never split the hardware and software responsibility and prevent finger pointing if the end result is not to your satisfaction. Overall, terminal operators should select a provider that takes responsibility over the complete solution OCR will become a crucial par t of the terminal’s daily operations so choose a supplier that offers 24/7 maintenance and suppor t ser vices ”

Innovation and design

In order to maintain its position as one of the leading providers in the field of OCR, image processing and software development, CERTUS is continuously striving to enhance its offerings with innovative design Some of the company ’ s recent additions include the newly developed Vehicle Booking System (VBS) and Damage Detection

The former allows container terminals to schedule in- and outbound visit flows to balance peaks, improve capacity utilisation and reduce vehicle turnaround times VBS easily connects different supply chain partners which reduces the administrative work for all parties, thus saving costs The pre-announcement of visits will optimise the (Auto)Gate throughput, prevent operational interruptions and makes your yard more secure through registration and validation of booking details of visits

As for Damage Detection, in addition to the 5-side damage images the OCR systems captures and stores in the Gate Operating System, the exception handling desk can receive a signal when a container with damage is detected by the system. The system verifies the integrity and ‘stackability’ of the container and an alarm is generated for manual review when necessar y

Triggers can be created on severity percentage or damage class This feature is available for both STS crane OCR and the gate OCR por tals. Moreover, the organisation recently added Stacker OCR to its offering In addition to the OCR systems for STS cranes, yard cranes, gate and rail, CERTUS has now developed an OCR system that can be deployed on empty handlers The system uses a dual camera setup and suppor ts up to eight tiers. Data is transmitted directly to the Terminal Operating System and/or the Position Detection System

Recent installations and contracts

When asked for an update on how business has been in recent months CERTUS gave World Por t Development a round-up of its latest contracts and projects:

- Lekki Freeport Terminal

An agreement was signed with Lekki Freeport Terminal (LFT) to deliver an automated gate solution combined with fleet telematics and position detection to suppor t the gate and yard processes for LFT in Lekki Por t, Nigeria

The solution deliver y includes an automated gate which consists of 5 gate OCR por tals, weigh in motion scales, 15 gate lanes equipped with kiosks, RFID readers and traffic control equipment, the GOS software suite together with a Vehicle Booking System (VBS), combined with truck RFID equipment and fleet telematics devices for 35 terminal tractors, 15 RTGs and 9 reachstackers/empty handlers

- Evergreen Marine Corporation

For Evergreen Marine Corporation (Taiwan) Ltd (EMC) CERTUS will deliver its automation solutions to both the gate and the STS and ARMG cranes of the Kaohsiung Por t Seventh Container Terminal (KC7) in Kaohsiung City, Taiwan As par t of the terminals road to full automation, CERTUS will deploy Optical Character Recognition (OCR) systems to both their yard and ship-to-shore (STS) cranes in combination with an automated gate solution that includes gate OCR systems, truck-driver kiosks, license plate recognition (LPR) cameras and traffic control equipment

All solutions will be integrated via the provider’s middleware software called PASS (Por t Automation & Security System)

- Euromax Terminal Rotterdam

Hutchison Por ts ECT Euromax is one of the most advanced container terminals in the world. The facility has been especially designed for the fast, safe and efficient handling of the biggest container ships

Automation plays an impor tant role in the terminal operations Fifteen years after deploying the current automated gate, CERTUS Automation has signed an agreement for the replacement of all OCR lanes, LPR cameras and over 75 gate pedestals. Apar t from the hardware upgrade , all suppor ting software will also be upgraded

- APM Terminals Salalah

Strategically located on the major East-West shipping lane , the Por t of Salalah is a major Arab Gulf regional gateway por t and trans-shipment hub on the Arabian Sea APM Terminals signed a 30-year concession agreement with the government of Oman to build and manage this world-class container facility until 2028 Since then, the por t has made significant strides towards achieving world-class operational standards. CERTUS has signed an agreement with APM Terminals Salalah for the deployment of crane OCR on 17 existing STS cranes and 10 new STS cranes With these OCR systems installed, the terminal will benefit from increased productivity of crane operations.

- Georgia Port Authority

The Georgia Ports Authority (GPA) continues to move forward with a plan to enhance its terminal operations As par t of this plan to expand its container-handling capabilities, GPA has signed several agreements with CERTUS concerning gate automation. In 2023 the company will be deploying another 8 gate OCR por tals and 11 gate IN lanes with kiosk at Westgate , 6 gate OCR por tals and 8 gate IN lanes with kiosk at Gate 9, and 4 gate IN lanes with kiosk at the Steamship terminal

- Maher Container Terminal LLC

With over 10,000 crane moves per day, Maher Container Terminal LLC is one of the busiest terminals in Nor th America. After the deployment of an automated gate and crane OCR on 17 STS cranes, CERTUS has now been awarded the deliver y of OCR for 37 empty handlers as well as OCR for the rail operations, which includes a double stack OCR portal with remote inspection software

- Eimskip

CERTUS has signed an agreement with Eimskip Iceland EHF to deliver its automation solutions to both the gate and the STS crane at Eimskip’s Sundahofn Por t in Reykjavik

Eimskip is a leading transpor tation company in the Nor th Atlantic providing container and reefer liner ser vices with connections to international markets and is specialised in worldwide freight forwarding ser vices with focus on frozen and chilled commodities

Bedeschi has been a global player in the bulk material industr y for many years and can offer any type of tailor-made solution to transpor t and store any type of material such as coal, iron ore , limestone , fer tiliser, clinker and many others, covering any capacity from 100 up to 10 000 tph The company has proven experience with all kinds of raw materials and provides the design, engineering and manufacturing of integrated solutions covering ever y company ’ s needs.

Thanks to its wide team of engineers, Bedeschi can study, develop and constantly offer different solutions and innovations from the technical and design point of view, always keeping an eye on the latest environmental requirements.

Outlook for the industr y for 2023

According to Bedeschi, following the trends of 2022, the cement industr y is showing promising improvements worldwide Reducing emissions across the cement industr y will play a pivotal role in addressing climate change and for this reason, by 2050, a global goal to lower CO2 emissions has been set, limiting the global temperature increase to 1 5°C above pre-industrial levels. Bedeschi is committed to helping reach this goal; its R&D department is constantly working to improve the capability of their systems, focusing on environmental protection, energ y efficiency, investments in eco-friendly and innovative equipment and pollution prevention.

For many years, Bedeschi has been involved in safeguarding the environment and is committed to manufacturing machines to the highest environmental standard in order to deliver the most efficient equipment possible to its clients

In terms of other industries beyond cement, Bedeschi is cer tain that the aftermath of the situation in Ukraine will probably change the declining forecasts for coal power plants, at least in the shor t term, as the world copes with the exceptional price fluctuation relevant to energ y production. As for the food handling business, this has faced a slight increase despite the war : the forced change of main cereal and oilseed supply routes has favoured the refurbishment and construction of new terminals in alternative areas Bedeschi acknowledges these are uncer tain times and looks to suppor t companies in order to i dentify the best path forward via innovation, eco-friendly equipment, and modern technology.

With regards to stacker and reclaimer manufacturing and development Bedeschi see diversification as the company ’ s major asset to ensure continuous innovation in products and ser vices to tailor fit customers’ needs Operating in different industries and with different materials they are able to think out of the box, using technically consolidated concepts for a totally customised solution.

As metioned, in the R&D Depar tment, the company is focusing on environmental protection, energ y efficiency and pollution prevention which will become even more impor tant as time goes on As such, this is where Bedeschi is focusing its effor ts with regards its upcoming technology development

As well as the traditional stackers and reclaimers designed for sticky and difficult materials, Bedeschi also offers special applications such as the combined stackerreclaimer bucket wheel, which has been the most supplied equipment of late The company offers a wide variety of tailor-made machines as the following case studies of the past year show.

Longitudinal Storage

At the beginning of 2020, Bedeschi was awarded a bauxite storage facility for Guinea Alumina Corporation The plant is located in Kamsar (Nor th of Guinea, Boke Region), and the scope of supply includes a stacker with a capacity of 3000 t/h and a 420 meters long storage belt conveyor It is a stacker for handling bauxite both in dr y and wet conditions, when the material becomes sticky due to the humidity. The material is stored in two stockpiles of 160 000 tons each with chevron method

The machine has a capacity of 3000 tph and a 42 meters-long boom

In another order Bedeschi manufactured one stacker STK33/1000 for a Peruvian mining company active in the extraction, processing and commercialisation of iron ore The supply includes a new stacker and yard conveyor which are par t of the new expansion project of Shougang and are installed in the San Nicolas area, where the mineral is processed and stocked before dispatching The new conveyor and the stacker have a design capacity of 1,800 tph of iron ore and are currently in the commissioning phase ready to be handed-over to the mine operator

Ver tical Walls Blending Storage

The company also supplied 2 BEL C and 3 STKP for a typical cement plant for the processing of wet and sticky materials. Bedeschi has a long experience in the treatment of this kind of material The mixed clay and coal terminal has a capacity of 470 t/h for storage and a capacity of 200 t/h in reclaiming Based on the creation of rectangular section piles, the BEL C system, is composed of an interconnected system with a tripper, two bridge stackers and one overhead bucket reclaimer, to provide a complete remote automatic material stacking and reclaiming process. Thanks to the BEL C system it is possible to achieve a very high blending effect, comparable to or higher than a pre-blending bridge reclaimer.

More recently, Bedeschi was awarded two different projects supplying dry bulk stockyard equipment. For one client, the company will supply 5 bucket wheel stacker-reclaimers to handle coal with a 4,000/4,500 t/h capacity For another client, to whom Bedeschi already supplied 4 reclaimers to implement the capacity of their existing plant, the company will supply 3 reclaimers, one for sulphur with a reclaiming capacity of 500 t/h and two 1,500 t/h reclaimers for fer tiliser These projects are currently under the commissioning phase

Revamping Circular Storage

The long cooperation between Colacem and Bedeschi also continues with a new contract for the complete revamping project for the limestone reclaiming system for their plant in San Cristobal, Dominican Republic , and managed by Domicem (part of Colacem Group)

The original stacking and reclaiming equipment, installed by Bedeschi in 2004, allows clay and limestone handling at the plant The revamping of the machine will improve the limestone reclaiming system, increasing its capacity from 200 t/h to 360 t/h The capacity needed in order to feed the new production line will be installed at the plant. The system will be renewed from the mechanical and electrical point of view, in order to guarantee the upgrade of all the components and deliver to their client a completely new system

New storage under construction

Saipem has awarded Bedeschi the pet coke and sulphur handling package for Duqm Refiner y in Oman The system will feature truck unloading on surface feeders, stackers, mobile hoppers for product reclaiming, complete conveyor system from storages to wharf and a loading system by mobile link conveyors to a radial shuttle type shiploader The stacking capacity for both pet coke and sulphur is 1.500 t/h. The equipment has been designed to operate in hazardous areas

One way to increase aport’s throughput and functionality is to create a complementary offshore - very large container vessel(VLCV) capable - floating terminal. This, and in some locations, given the heightened need to site provisional offshore wind (OSW) turbine fabrication and assembly facilities within some landconstrainedports, creates a unique business opportunity and an engineering challenge. This article, by Reece Shaw ofBurns &McDonnell, describes the Floating Automated Ship-to-Ship Terminal (FASST®) which meets these challenges.

Introduction

It is well known that many por ts around the world cannot accommodate VLCVs due to draught and ship-to-shore crane height and reach restrictions. The deepening of access channels and harbours, and the retrofitting of quays and the topside cranes, is often prohibitive - if not impossible - both in terms of high costs and environmental impacts Additionally, to create greener and more efficient facilities, often por ts are maximising the deliver y of containers to and from ships by train because this is the most sustainable and efficient way to move such cargo Separately, but in some cases, these same por ts would avail their facilities to the OSW industr y if they could

With this in mind, a floating terminal which is configurable to a client’s specific requirements has been developed that utilises a port’s existing infrastructure and facilities, leverages its offshore protected deeper water, has a limited environmental impact, is imper vious to sea-level rise , and is rapidly implementable .

Fur ther, when used for container transfer to-and-from VLCVs it significantly increases the potential deliver y of containers to-and-from ships by train and reduces container double handling by container bundling and direct to rail loading. When used for OSW turbine fabrication and assembly it can be configured to suppor t the building of the various floating foundations including barge , semi-submersible (Figure 1), spar buoy, and tension-leg types, and can be repurposed as a container transfer facility upon decommissioning

Ocean FASST

Stationed offshore in deep-water, the container transfer Ocean FASST shown in Figure 2 is tethered to a single-point mooring which is

Over view

There are two versions of the floating terminal, one designed for open water (Ocean FASST) and the other for sheltered water (Harbor FASST). Both versions can be configured to suppor t OSW turbine manufacturing and assembly This ar ticle is focused mainly on the container handling configuration

The FASST is designed to ber th up to a single 24,000 TEU VLCV, a Chinamax bulk carrier, or alternatively, two Panamax vessels simultaneously The cargo handled at the terminals will be containerised including containerised bulk The containers will be transpor ted to-and-from offshore via the purpose-built barges.

However, oversized cargo that cannot fit inside a 40-foot container due to being either too long, too high, or too wide can be delivered directly to the FASST via conventional marine vessels also a weather vaning link between it and requisite geostatic subsea shore-connections It self-orients, facing the sum of the combined wind, wave, and current forces, which maximises its operation functionality Various mooring configurations can be utilized depending on the water depth.

Harbor FASST

The main difference between the Harbor FASST and the Ocean FASST is the mooring protocol (spud vs SPM) Located in a por t’s sheltered water adjacent to its main shipping channel, the Harbor FASST as shown in Figure 3 is held in the horizontal plane by retractable spuds while allowing it to float

Elements of the FASST System

The FASST systems can be comprised of various combinations of the following eight elements, (1) a catamaran vessel, (2) ship-to-ship gantry cranes, (3) a floating platform, (4) a Single Point Mooring (SPM) system, (5) a Vacuum Mooring System, (6) a Container Block

Transpor ters (CBT) system, (7) purpose-built yard engines, and (8), purpose-built barges Each of these elements are described below.

1 Catamaran Vessel

Depending on the geo-economics and metocean conditions of where a FASST is to be located, a catamaran vessel is an impor tant option Built in a shipyard, the catamaran vessel (Figure 4) will be self-propelled or towable . It is comprised of two bridged together pontoons which suppor t three straddling ship-to-ship (STS) gantr y cranes. Depending on the client requirements, the catamaran vessel could have onboard generation capabilities powered by LNG, green ammonia or hydrogen which is stored in exchangeable ISO tank containers A sufficient distance between the pontoons will allow for tug assisted manoeuvring of visiting vessels and bunkering ser vices

2. STS Gantry Cranes

The three symmetrical widespan STS rail mounted gantr y cranes, which are based on the Konecranes Cofatrans STS or a similar design, will straddle the catamaran, and translate along the top of the pontoons Each crane will have four spreaders resulting in a system capable of moving twelve boxes simultaneously which readily suppor ts the annual throughput capacity of over two million TEUs.

3 Floating Platform

The FASST platform is comprised of a series of modular precast prestress post-tensioned components which are built remotely, towed to the site , and incrementally assembled There are three basic types of precast components, platform units, docking basin units and transfer table units as shown in Figure 5. Additionally, in the case of the Ocean FASST, there are bow units which when assembled function as both a breakwater / windscreen and the pivoting connection with the SPM anchorage system

4 Single Point Mooring System

The SPM tower mooring system consists of either a tower structure that is permanently fixed to the seabed by means of piles or in a deep-water environment, a spread mooring systems using multiple mooring lines The SPM contains a bearing system that allows the platform to rotate around the fixed geostatic par t.

5 Vacuum Mooring System

The interface connectivity and the dampened relative motion between the visiting vessel, the catamaran vessel, and the platform will be accomplished by Cavotec’s NxG mooring system or a similar solution This vacuum system will allow mooring and releasing of vessels in seconds and which drastically reduces vessel motion, provides for more efficient cargo transfer, increases loading and offloading productivity, and enhances safety The mooring system will also be able to marginally “fleet” the visiting vessel to assist STS crane positioning over the containers

6. Container Block Transporter System

Container Block Transpor ters (CBTs) are designed to reduce container rehandling by holding up to eighteen for ty-foot containers each (Figure 6) They are 15 m (50-ft) long x 12 m (40-ft) wide and are fitted with couplers and brakes. The transpor ters ride on twelve railcar trucks distributed over four sets of standard gage railroad tracks Ergo, the purpose-built barges and the platform itself are also outfitted with sets of four parallel tracks These tracks allow for direct container-to-rail loading and unload when railcars are placed on the barges and brought to the offshore platform

7. Purpose-Built Yard Engines

The CBTs are moved as unit trains or individually by battery electric wireless charging yard engines (Figure 7) which travel on the platform’s lower deck In this way, the yard engines can freely move about and position the CBTs under the STS cranes or on the barges. The yard engines are fitted with a telescoping (retractable) coupler mechanism When the coupler arm is retracted, the yard engine can travel beneath the CBTs. Hence , when a yard engine arrives at a CBT that needs to be moved, the telescoping coupler can be extended through a slot in the main deck tracks and couple to the CBT Multiple yard engines can work in tandem to jointly move a barge load of ten CBTs (180 containers).

8 Purpose-Built Transport Barges for Railcars and CBTS

Towable harbour or oceangoing barges shuttle CBTs or railcars loaded with containers to and from the FASST and the shoreside hub These transpor t barges - which are designed to move 180 forty-foot containers on 10 CBTs or 48 for ty-foot containers on 24 railcars (Figure 8) - are brought to the platform and ber thed as shown in Figure 9.

Once a barge is inside a docking basin, its gates are closed, and water is pumped out so that the barge sits down on the basin floor. This berthing method both stabilises the barge and automatically aligns the barge’s and the platform’s railroad tracks

Offshore Operations

Once the floating platform has been fully assembled, the catamaran vessel is adjoined therewith. The FASST is designed so that in the event of a foreseen typhoon or hurricane, the catamaran can be moved out of harm’s way - by detaching from the platform and relocating to a secure site - while the platform remains in place and ride out the storm facing into the weather event

Figures 9 and 10 illustrate the movement of CBTs or railcars both longitudinally and laterally. Bulk material will be expor ted using a container bulk handling system such as the one developed by the Intermodal Solutions Group or by a similar system

Purpose-built containers with removable lids will be lifted from a CBT and using a specifically designed “rotainer” spreader, will be tipped into the ship’s hull

Additionally, a fully automated twistlock removal system will be utilised to reduce the risk of injuries, lower costs, and improve productivity

Conclusion

An investment decision to site and build a floating container transfer / OSW turbine manufacturing and assembly terminal is based on a combination of, (1) the availability of labour and the requisite suppor ting ser vices, (2) the projected freight or turbine volumes traversing the facility, (3) an objective assessment of the hosting por t’s unmet logistics needs, and (4) a determination of whether containers or completed turbines can efficiently and cost effectively be processed from it into the supply chain. The FASST, with its various configurations can be used as a technological basis to aid in rationally assessing these business decision indicators

Claire Instone reports…

After the disruption of recent years, shipping lines and cargo owners are looking for capacity, reliability and growth opportunities and that’s what operators and por t authorities are striving to provide We take a look at the projects underway to expand and improve infrastructure and create brand new best-in-class facilities as por ts around the globe kick off 2023 with a bang.

DP World invests in India and UK

DP World has secured a huge concession to develop, operate and maintain the mega container terminal at Deendayal por t in Gujarat in India The project involves the construction of a mega-container terminal at Tuna-Tekra through a Public-Private Par tnership (PPP) The facility will include a 1,100-meter ber th and be capable of handling vessels in excess of 18,000 TEUs Its total capacity will be 2 19m TEUs The contract was awarded under on a Build-Operate-Transfer

Expectations for the new terminal are that it will unlock future container traffic growth in India, catering to expor ts and impor ts from Northern, Western and Central India, reducing logistics cost and enhancing efficiencies across supply chains DP World’s strategic investments in por ts and terminals in the countr y is aligned with the Indian Government’s Vision 2047, which aims to quadruple the country’s port handling capacity

“India represents a significant landscape for opportunity As the value chain becomes more integrated, significant growth oppor tunities exist across the entire Indian por ts and logistics space With the development of Tuna Tekra terminal in Gujarat, DP World will be well placed to capture these oppor tunities. This is yet another step in our collective effor ts with the National Investment and Infrastructure Fund to leverage our exper tise in logistics infrastructure and local knowledge to fur ther strengthen India’s supply chain,” confirmed Sultan Ahmed Bin Sulayem, CEO

The new terminal will be constructed and equipped with most modern facilities and equipment over an area of approximately 63 hectares It will be well connected to the hinterland through the network of roads, highways, railways and the Dedicated Freight Corridors

The global terminal operator is also set to invest £12 million in two new Rail Mounted Gantr y (RMG) cranes at the London Gateway facility over in the United Kingdom in order to meet fast growing demand for rail connections from customers at the smart logistics hub, which will increase its capacity by a third when a new four th ber th opens next year

The investment in the cranes - which are used for the quick, safe and automated handling of containers and will be operational in time for the new ber th’s opening - will lift rail capacity at London Gateway by a pretty whopping fifty percent

Andrew Bowen, Por t Operations Director at London Gateway, said: “We are delighted to be making a fur ther investment in our rail capability and rail capacity with two new RMG cranes which will arrive in the same year that we open a new four th ber th ”

DP World runs the UK’s most advanced logistics hubs at London Gateway and Southampton: two deep water por ts with access to freight rail terminals, and a rapidly expanding logistics park on the doorstep of the capital Between them they moved a record volume of cargo in the first half of last year, with a combined total of 1.93 million TEUs

The operator has now star ted construction at London Gateway’s new £350 million four th ber th, which will lift capacity by a third when it opens in 2024 The construction project is suppor ting 1,000 jobs and the por t-centric logistics park will employ a fur ther 12,000 people when it is completed in four years ’ time . The company has also earmarked a fur ther hefty £1 billion of investment in the United Kingdom over the next 10 years

Por ts go deeper and higher in the United States

In the US, Georgia officials have agreed on a plan to raise Savannah’s towering suspension bridge to make room for larger cargo ships to reach the city’s seapor t A contractor will be hired later this year to consult on the project while it’s still in the design phase

The Eugene Talmadge Memorial Bridge spans the Savannah River at the Georgia-Florida line. Cargo ships passing Savannah’s downtown riverfront must sail under the bridge to reach the Por t of Savannah. The plan is to raise the bridge while also replacing its decades-old suspension cables - the construction costs of which would be between around USD150 million and USD 175 million.

In addition to the raising of the bridge , the Georgia Por ts Authority is also increasing chilled cargo capacity to stay ahead of anticipated growth in demand “Expansion among our cold storage par tners in the Savannah market will drive greater volumes of chilled cargo crossing our docks,” said GPA Executive Director Griff Lynch “While the Por t of Savannah already accommodates the most refrigerated containers on the South Atlantic and Gulf coasts, enhancing our on-terminal capacity will better suppor t oppor tunity sparked by private investment ”

Private chilled and frozen warehouse space in Savannah is set to grow by 11 percent in 2023 to more than 2 2 million square feet The GPA board has approved construction of seven additional refrigerated container racks at Savannah The USD6 2 million project will grow the number of slots for cold cargo to 3,506 at Garden City Terminal, counting chassis plug-ins Savannah’s Ocean Terminal has another 368 refrigerated container plugs

In other news, over in Virginia lawmakers are proposing funds for the state’s second inland por t State budget amendments totalling USD65 million have been filed in order to establish a facility in the Southwest region To be owned by the Por t of Virginia the hub is expected to be a USD50m initial investment and create 1,370 permanent new jobs

As for the por t of New York and New Jersey, it’s maintenance dredging that’s on the agenda at present The New York District of the US Army Corps of Engineers (USACE) proposes to perform maintenance dredging of the NYNJ harbour to a depth of -50 feet Mean Lower Low Water (MLLW) plus 1 foot of allowable over-depth The work would remove around 125,000 cubic yards of material Based on past projects, the proposed project will have to be performed by a mechanical clamshell dredge with environmental bucket Additionally, tugboats, sealed hull barges and sur vey vessels will be required to perform the work during the dredging, transpor t, processing and placement activities The work is set to take place later this year at a cost of between USD10 and USD25 million

Also working alongside the USACE is the Por t of Houston with regards funds for expansion Project 11 A federal omnibus bill signed by President Joe Biden at the end of last year allocated funding to the Army Corps of Engineers As such, the Por t of Houston is seeking consideration for USD80 million in funding from the Corps for the expansion of the Houston Ship Channel from 530 feet to 700 feet This will be the 11th major expansion of the channel (hence , the name Project 11) and will allow for easier and safer two-way transit of vessels At present the overall USD1 billion project is around 82% funded. If the por t receives USD80 million from the Corps, it could put Project 11 about USD98m away from being fully funded The project star ted construction back in May and will be on track for completion by 2025 if remaining funding is received in a timely manner

Not to be outdone , the Por t of Long Beach is also working on increasing its channel and just recently received federal authorisation for its long-planned project - the aim of which is to improve the movement of large vessels in and out of the por t by reducing the need for lightering. The initiative , which should be completed by 2030, has both operational and environmental benefits and was one of only five navigational projects nationwide that received Army Corp of Engineers endorsements for construction authorisation under the Water Resources Development Act of 2022 The Corps will now proceed with the Por t of Long Beach project with the Corp and the Por t of Long Beach sharing the USD200 million cost.

“This project will widen and deepen the harbour ser ving one of the world’s top ten busiest container por t complexes,” said Por t Executive Director Mario Cordero “Increasing the safety and efficiency of vessels transiting our waterways suppor ts our mission to remain competitive while reducing pollution from por t-related operations ”

Key elements include deepening the Long Beach Approach Channel from 76 to 80 feet, easing turning bends in the Main Channel to deepen a wider area to 76 feet, deepening par ts of the West Basin from 50 to 55 feet, constructing an approach channel and turning basin to Pier J South with a depth of 55 feet, improving the breakwaters at the entrance to Pier J, and depositing dredged material in nearshore sites for reuse or in federally approved ocean disposal sites Authorisation of the project enables the port and Corps to proceed with engineering agreements, detailed planning and budgets, bidding and awarding construction contracts, and procuring funding In the coming year, the por t and Corps are expected to execute a design agreement and initiate design work Construction is projected to star t in 2027 and take around three years

And the funding doesn’t stop there In January of this year it was confirmed that the Por t of Corpus Christi Ship Channel Improvement Project (CIP) has received USD157 3m in federal funding The money will advance the last phase of the CIP, a national critical infrastructure project that will render the Corpus Christi Ship Channel the most improved in the entire US Gulf Coast from Texas to Florida. “The Project, over 30 years in the making, will significantly increase the ability of our customers and port stakeholders to move greater volumes safely and efficiently,” said

Sean Strawbridge

CEO of the Por t

,

The CIP will increase the depth of the channel from -47 feet Mean Lower Low Water (MLLW) to -54 feet MLLW, while also widening it to 530 feet An additional 400 feet of barge shelves will also be constructed, allowing for two-way traffic of both vessels and barges in tandem The project is due for completion in 2024

New facilities in the Middle East

Head of the Suez Canal Economic Zone (SCZone) Waleid Gamal El-Dein recently confirmed that the work plan for the development of the Por t of Arish will be completed during the first quar ter of 2024

Estimated at EGP 830 million, the plan includes the implementation of sea docks, breakwaters, container handling yards, and internal roads. The por t is being developed in cooperation with the Armed Forces’ Engineering Authority, the Suez Canal Authority, and national contracting companies. The facility consists of one dr y bulk terminal, one ber th of 242 meters for dr y bulk and general cargo, and a ber th for ser vice boats

As for container terminal development in the Middle East, it is King Abdulaziz Por t which is in line for development. The Saudi Por ts Authority (MAWANI) recently announced the laying of the foundation stone for upgrading and developing two container terminals at the por t in Dammam The project comes under the Build-Operate-Transfer (BOT) concession signed with Saudi Global Por ts (SGP) valued at over USD1.86 billion.

The concession will work on refurbishing ber ths and facilities across the por t’s first container terminal alongside expanding ber ths and overhauling the container yard within the second container terminal to enable the Arabian Gulf hub to handle giant containerships Works will also add a custom-built sandbox to test cutting-edge technologies and conceptualise new processes before going online The project is cited to up the por t’s overall capacity by 120% to 7 5 million TEUs.

Approvals and finance granted for por ts in Europe

In the United Kingdom, Freepor t East has received final Government approvals allowing it to move forward into the deliver y phase The development of the Freepor t will be boosted by £25 million in Government funding to suppor t infrastructure enhancement

“This is a major milestone and the result of a great deal of hard work from all our par tner organisations. Freepor t East is a locally led initiative but has global connections and ambition,” said Steve Beel, Chief Executive “Bringing together key stakeholders including local government, the private sector, and educational institutions we will attract new investment to create a hotbed for trade , innovation and green energ y driving growth in both the regional and national economies We will look to par tner and collaborate with all organisations interested in the economic success of the region and encourage par ties to get in touch with us directly ”

Freepor t East covers an area within roughly 45 kilometres of the por ts of Felixstowe and Harwich and has three main development sites at the Por t of Felixstowe , Harwich International Por t and Gateway 14 near Stowmarket Work has already commenced on the Gateway 14 development and there are ambitious plans to create a green energ y hub in Harwich to ser ve sectors including offshore wind

Also on the receiving end of good news at the beginning of this year was Lithuania’s largest seapor t. European Union officials have announced plans to suppor t the development of an expanded por t in Lithuania as par t of an effor t to suppor t a green transition and enhance maritime capabilities in the Baltic and Eastern Europe The European Investment Bank (EIB) and Klaipeda State Seaport Authority recently signed a €65 million (approx. USD69m) loan agreement for the development of Klaipeda seapor t The project suppor ts an impor tant European maritime transpor t hub and is of strategic importance for the Lithuanian economy The financing will be for rehabilitation, extension and deepening of the por t’s quay walls to facilitate access for larger vessels

Spain and Greece facilities get a makeover

The Por t Authority of Bilbao has approved the call for tenders for the construction and operation of a container terminal on the central quay - the last large area of the port of Bilbao for which a concession can be awarded The first phase (already complete) has given rise to an operational surface area of more than 30 hectares Meanwhile , construction of the second phase will begin this year and will also have an operational surface area in excess of 30 hectares Improving the connectivity and intermodality of the por t of Bilbao and attracting new traffic and shipping lines are strategic objectives of the Por t Authority The decision to proceed has been endorsed by several international operators who have confirmed that the por t of Bilbao is in a favourable position to be a real alternative to address the problem of congestion in the por ts of Nor thern Europe .

Major maritime infrastructure projects are also on the cards for Greece . Five facilities are due to be upgraded via six initiatives under the EU’s Connecting Europe Facility

The por ts of Pireaus, Thessaloniki, Heraklion and Igoumenitsa will see improvements such as the addition of electric charging solutions for ships using hybrid propulsion technolog y and the installation of digital technolog y to facilitate just-in-time arrival and sustainable logistics

Additionally, the Greek government plans to carr y out immediate works on the por t of Alexandroupolis to include dredging the por t channel out to a distance of 2 5km as well as instigating road construction The total cost of the upgrades has yet to be announced