In a fiercely competitive market, leading fender manufacturers are stressing the importance of not indulging the false economy of sacrificing quality for a reduced initial outlay. Trelleborg Marine Systems recently announced the findings of its second Barometer report, compiled in association with Lloyd’s List, which uncovered some contradictory attitudes within the market. The annual report surveys port operators, owners and contractors’ views on different facets of the commercial ports, harbours and terminals industry. While a large majority of 81% stated that they believe optimised port safety directly contributes to reduced costs, a quarter reported that they are concerned solely with price – and not where the product comes from – when procuring fender technology. Despite the report reflecting that operators understand the importance of port safety, it also found that only 9% expected future investments to be made in this area – however Trelleborg states that the findings also suggest that integrated or full service docking and mooring equipment solutions are what the maritime industry is asking for.  Given the option of areas in which they anticipate future port investments, 41% replied ‘all of the above’ given choices such as ‘safety’, ‘efficiency’, ‘capability’ and ‘capacity’. Significantly, the report also uncovered a need for updated industry guidelines and stricter enforcement of industry standards. This is echoed by the fender manufacturers.  Indian-headquartered company IRM Offshore and Marine Engineers states that the “mushroom growth” in the number of fender manufacturing companies in recent years, particularly in China, has exponentially increased competition in the market, but simultaneously driven down quality. “This is mainly as most of the manufacturers just make a replica of fenders where the product looks like a fender but does not perform like a fender,” Sukhvinder Singh, Senior Manager of Marketing and Operations, explains. “Moreover, the understanding of the right kind of product and its quality at some places is still at an adolescenct stage, which leads to unfair competition and does not allow like-for-like comparison.” QuayQuip, which has its headquarters in the UK, adds that, when contractors have the final say, the up-front price tends to outweigh considerations of whole-life costs. This can result in later problems when cheaper systems threaten safety or port efficiency.Trelleborg states that its research has found that PIANC’s 2002 ‘Guidelines for the design of fender systems’, intended to ensure high standards across the industry, are not being met by low-cost traders “who lack the technical capability of their manufacturing counterparts.” This desire from sections of the port operations industry to keep fender procurement prices low has been exacerbated by inconsistent, rising rubber prices over the past four years, IRM states. This has resulted in manufacturers chasing voluminous order levels to make the most of slender profit margins, it argues.

Tackling challenges

While the fender market is not without its problems, then, there are also positive developments and attitudes on which WPD can report. Larger, leading manufacturers remain focused on how to improve the market, rather than dwelling on its drawbacks. While there are operators and contractors around the world that choose a low initial outlay above a sound, sustainable investment, fenders are still a primary consideration in the infrastructure of port operations. “QuayQuip prefers to concentrate on the larger, more complex jobs where only a few manufacturers can make the running,” says Rob Gabbitas of SystemFender Consulting and QuayQuip. “Even at the top of the market, designers can’t afford to ignore price. But properly integrated designs, painstaking engineering, safety, and the ability to meet specs and delivery times usually come first.” On such larger projects, the manufacturer states that the ‘commoditisation’ of fenders is less of a concern, with systems built to work to a performance specification, rather than delivering an initial discount. IRM adds that stringent port and government safety precautions usually mean that fenders are generally not an ‘after-thought’ in port infrastructure. And, while the reduced costs in initial outlay may seem attractive and influence decisions, we can return to QuayQuip’s earlier observation that this perspective is something of a false economy.

Growing pains

A further finding of Trelleborg’s Barometer report was that more than half of the respondents did not believe commercial ports have the adequate infrastructure in place to manage the increase in the sizes of vessels visiting terminals. Only a quarter of those surveyed stated that they think commercial ports can safely manage these larger vessels. Richard Hepworth, Managing Director of Trelleborg Marine Systems, said of the survey results: “This very much evidences the issues around larger vessel sizes, which have been steadily on the increase since the 1970s.  Some ports have been slow to upgrade their infrastructure, but there has been a definite increase in enquiries and orders for the new breed of ‘super-sized’ fenders designed to tackle greater load-bearing requirements. The principle of ‘bigger fenders for bigger ships’ certainly rings true.” There’s plenty of confidence among manufacturers that they can provide more than adequate fender solutions to deal with these vessels if called upon. IRM believes that a balance of the correct design skills and manufacturing expertise can result in fenders that are ready to deal with post-Panamax and New Panamax ships. QuayQuip states that it has to take a proactive, responsive approach to meet the specific needs of customers. Its reasoning is that new generations of container ships may not behave exactly as the guidelines predict. For example, short, parallel mid-bodies may make contact with the berth at different points, while wider vessels will leave less room for passing ships, resulting in pulse waves that can move the vessel against and along the berth, affecting or hampering operations. The manufacturer states that mooring and fendering standards should keep pace with vessel developments, and much greater attention should be paid to mooring analysis and modelling port structures.

Design and development

Trelleborg identifies that upgrading outdated fender systems can be problematic in causing downtime, particularly in the liquefied natural gas (LNG) sector. On a recent project fast-track project for Qatargas Engineering and Construction Company WLL, Trelleborg needed to upgrade an existing berthing structure, originally designed for vessels with a displacement of around 110,000 tonnes, to facilitate berthing of larger Q-Flex vessels, with a displacement of around 150,000 tonnes. The fender solutions provider recommended the parallel motion fender system as it can offer 60% greater energy absorption than a conventional fender system, without increasing the resultant reaction load on the jetty structure. This, the manufacturer states, provided Qatargas with the benefit of being able to berth larger vessels in an existing dock, without the need to strengthen the jetty structure. The fender system was installed in just four days, thereby minimising the downtime of the berth and allowing daily operations to continue with minimum disruption. According to Trelleborg Marine Systems, this exemplifies the potential for commercial ports to quickly upgrade their infrastructure to support increased vessel sizes, and the potential to do so with the minimum of disruption.  States the manufacturer: “With options like this available, it’s important that commercial ports make the investment needed now to accommodate increased larger, heavier vessels. Not only will it help prevent costly downtime, but minimise maintenance and whole-life costs.” In terms of design, QuayQuip uses empirical calculations during the early stages. The real advances of this are found in integrated fender design where s
olid modelling, finite-element (FE) analysis and full-scale testing are regular tools. Considering the fender system and its supporting structure in equal detail allows both to be made stronger, longer-lasting and far more reliable, the manufacturer states. One of the features of QuayQuip’s next generation of fender solutions is the ‘Flat Pack Port’, whereby fenders, mooring and ship hauling are combined into a single structure, designed for fast construction and delivery to remote sites. The manufacturer boasts that new designs have simplified warping along berths down to ‘the push of a button’, and lowered costs of cranes and shiploaders. Its “advanced cones” offer a performance tolerance as low as ±5% in many cases, with QCN fender designs dealing with water-filling and hydraulic locking, which it boasts many other firms “have yet to consider.” Addressing advancements in fender technology, IRM notes how much the market has changed in its four-plus decades of experience. Looking at case studies, the company highlights that pneumatic fenders of large sizes like 4.5×9 meters can present serious price issues in terms of handling and transportation. Loading and unloading materials into containers at the client’s site can result in the breakage of pallets or damage to the fenders. To overcome this problem on an order to Qatar Petroleum for fenders of this size, IRM dispatched the units in a deflated condition and totally dismantled the chain and tyre net. The fenders were then assembled at the client’s site with a minimal amount of workers under the supervision of IRM, reducing the hassle and cost of material handling. Trelleborg Marine Systems says that the completion in May of the 175million cubic-meter-per-day Escobar LNG terminal in Argentina is a prime case study of its ability to provide speedy fender enhancement. The terminal build included the adoption of advanced mooring equipment to ensure ship and terminal safety during critical gas discharge operations, using Trelleborg Quick Release Hooks (QRHs) with Remote Release and SmartHook Load Monitoring systems. The 125-hectare terminal, with four docking dolphins and a berthing tower, features a floating ‘regasification’ unit which offers the versatility of liquid transfer or high pressure gas discharge via a high pressure gas manifold. This, the manufacturer claims, allows direct gas supply into the Argentine gas infrastructure, when stocks are required urgently, or unloading as liquid for storage against future demand.

Trelleborg boasts that QRHs are the cornerstone of any advanced integrated mooring system – providing solid, reliable anchor points, while allowing release of each mooring line without manual intervention, even under tension. Six different QRH systems were used at Escobar, with hook capacities of between 75 and 100 tons, in triple and quadruple versions with capstans. Further to this, Trelleborg claims that the safety of the QHRs is enhanced by its Electric Release system, which can be operated from a remote location when the vessel is leaving a berth or in an emergency. Four-way control redundancy enables release either from the control room, via button or a remote console screen, or at the quayside via a button located on the actuator box or using the manual release lever at the hook. The systems also incorporate a fail-safe arming mechanism protected by a key switch to ensure no unauthorised remote release. On each of the QRH hooks, a Trelleborg SmartHook load monitoring system integrates the safety of mooring conditions with individual line tensions. An in-built load cell provides real-time surveillance of line tensions to the jetty control room, with on-screen warning to the control room, and via a high-intensity light and siren warning from the hook point on the jetty. Load tension data also provides ongoing information about mooring conditions and practice, for essential feedback on jetty efficiency and safety.

Findding the key

While some of the trends within the fender market appear alarming and a need for tighter regulation may be required, the recognition of, and discourse about, these issues is encouraging. Equally so, the dedication of the manufacturers to which WPD spoke for this article to adapt to changing vessel sizes and industry requirements is impressive. There’s an emphasis on delivering upgraded systems quickly and efficiently, minimising downtime while moving into the next generation of maritime commerce. The key to finding the right solutions is properly identifying the problems – and on that basis, the fender industry is in buoyant, if not perfect, form.

The construction of the Botafoc dam in 2003 created the opportunity for development of the infrastructure of Ibiza port on the Balearic island of Ibiza, Spain. The dam created sheltered conditions in the inner harbour and allowed construction of port infrastructure along a seafront of 500 meter length. The construction was proposed in order to reduce traffic in the south docks, located close to the city’s busy commercial and entertainment neighbourhoods. The Balearic Island Port Authority, Port de Balears, commissioned the development of docks for simultaneous berthing of five large vessels and 75,000 m2 of port area, observing stringent environmental and landscaping considerations. The temporary consortium UTE Botafoc, consisting of Ferrovial, Cyes and LlullSastre, won the contract to carry out the work. Prosermar Ingenieria was contracted by UTE to carry out the reconnaissance hydrographic survey for the dredging operations subsequently completed by Rhode Nielsen A/S.

Hydrographic Survey

A high resolution hydrographic survey of an area of approximately 250,000 m2 was carried out in September 2010 with the aim of determining the pre-dredge surface and in particular the boundaries of the shore slopes. The GeoSwath Plus shallow water multibeam was chosen, ensuring the specified accuracies, while offering the possibility of a portable installation on a vessel supplied by the client. The system has a seafloor coverage of up to 12 times water depth making it a time-efficient tool to survey in this shallow water environment. The survey including the system calibration was completed within a day, while the mobilisation and demobilisation were carried out in the afternoons of the previous day and of the survey day respectively. The wide swath has the additional advantage of being able to survey under moored vessels, pontoons and rigged platforms, which are common in a construction site. Also through the wide beam opening angle of 240° of this dual head system it was possible to survey up to the waterline close to the shore. Hence a full coverage of the area was achieved, without the need of moving equipment, which would have been impossible with a single beam survey.

Quick, easy and cost effective

The installation consisted of an adjustable metal framework, developed by Spanish company Prosermar (specialists in work control and positioning solutions in the civil engineering and marine construction sector) for mounting the sonar head over the side of the vessel while holding all ancillary sensors. This way the relative positions of the sensors are fixed, making it easy to calibrate the system, while facilitating a fast installation on any given vessel. It is based on a modular cross beam with 120 mm cross section that can be fixed to the gunwales of any boat between 2 and 4 m wide.  At one end of the beam a crosshead is mounted, holding a sliding tube that supports the GeoSwath Plus sonar head over the side. It is possible to raise the head for fast transfers to the working area. The entire system fits into an SUV and was driven to the site from the office location on the Spanish peninsula via ferry to the survey site by the two operators. Ancillary sensors used were the Kongsberg Seatex MRU-H, the Hemisphere VS110 and a Leica GPS system using Leica RTK corrections. A Tritech altimeter was deployed on the sonar head for quality control of the multibeam data and for navigation safety. Also a Valeport SVP was located on the head that supplied online sound velocity measurements to the GeoSwath Plus system. The same sensor was also used to take several sound velocity profile measurements throughout the survey day to correct for sound speed variations in the water column. Tidal information was logged and used for corrections with a local tide gauge. The GS+ software package, supplied with the system and running on the deck unit installed in the cabin was used for line planning and helmsman display, data acquisition, calibration and data post processing. Final data cleaning was done with QPS Qinsy data post processing package. The data collection of the 250,000 m2 area was completed in four hours, while the collection of data for patch test calibration took another hour including transfer to a suitable site. Benchmark tests were carried out by surveying lines over two large concrete blocks of known position and depth from different directions in the presence of a clients’ representative as well as a representative of the dredging contractor. After completion of the hydrographic survey a total of 500,000 m3 were dredged by the 96 m long Gefion R multi-purpose trailer suction hopper dredger operated by Rhode Nielsen. The uncontaminated material was dumped in an area chosen for its environmental suitability twelve miles offshore at c. 100 m depth.

Conclusion

This application shows that it is possible to carry out a high resolution multibeam hydrographic survey from a vessel in a time and cost efficient manner using an adaptable mounting arrangement for a truly portable system.

For more information contact Dr Martin Gutowski, Product Sales Manager, GeoAcoustics martin.gutowski@geoacoustics.com, www.geoacoustics.com

The state that put the world on wheels now believes that it needs to continue to be a transportation leader in order to stay competitive in today’s global economy as Gordon Feller reports.

 According to a government representative “We (Michigan) need a modern transportation system that moves people and goods safely, reliably, and efficiently in order to increase productivity and our quality of life. We need a multi-modal system that will serve the movements of a new, more urban, more tech-savvy, and more active generation.” The challenge is simple. Michigan’s infrastructure is deteriorating from a lack of investment. If anyone is going to reinvent Michigan’s economy, the state’s leaders have to reinvest in Michigan’s infrastructure. Michigan currently invests about USD 16 million per year in rail programs, including funds for operation, grade crossing improvements, economic development programs and management of 540 miles of state-owned rail lines. With the completion of Michigan’s State Rail Plan, required by federal law, the state is now in position to receive additional federal funds. Rail investment and enhancement will mean that goods can move faster, cheaper, and more reliably, benefiting business productivity and helping create more jobs. In Michigan, railroads are critical to the success of agricultural production, whether they’re hauling inbound fertilizer or outbound grain. Freight rail is not a luxury for the agriculture and agri-business industries – it is a necessity. The Governor is now directing the Departments of Transportation and Agriculture & Rural Development to coordinate with the food and agriculture industry to ensure their infrastructure needs are included in economic expansion opportunities. There are a number of high-value rail freight projects ready and waiting to be implemented. The Detroit Intermodal Freight Terminal project is a public-private partnership that needs additional investment to become reality. The Detroit Railroad Tunnel expansion is a private sector project that is also ready to begin. Both projects will help increase the potential for rail shipping in Michigan, which will help remove trucks from freeways and reduce costly highway congestion, degradation, and pollution. These stand-alone projects could go forward at any time, but implementing them in combination with the New International Trade Crossing will accelerate Michigan’s development as a center of global trade.
Over the past two decades, Michigan has made more than USD 100 million in incremental investment to improve grade crossings, signals and rail equipment. That relatively small but positive action has paid off, laying the groundwork and encouraging additional investment that will pay off in an even bigger way in the future, by encouraging development, attracting businesses, and creating jobs. Michigan has already successfully garnered USD 440 million in US federal rail funds. This money will be used to improve train stations, acquire trains and accelerate rail speeds from Pontiac and Detroit to Chicago. Some of the money will be used to acquire and improve a deteriorating segment of the corridor between Kalamazoo and Dearborn where speeds have actually had to be decreased because of the poor condition of the infrastructure.

Making better use of ports
Making better use of Michigan’s ports by ensuring continued investment in those vital transportation systems is vital. The Great Lakes moves about 150 million tons of cargo each year, with more than a third of that – with a value of over USD 5 billion – handled at Michigan ports. They provide a vital service, particularly for the timber and mining industries in the Upper Peninsula. Michigan’s vast water resources are unique, and the Great Lakes shipping corridor provides a significant and easily undervalued transportation option. There are opportunities at the national level that the Governor will continue to pursue to improve Michigan’s ports. The national Harbor Maintenance Trust Fund currently has a USD 5 billion surplus that can be spent for port dredging. The Governor intends to work with Michigan’s Congressional delegation to make sure that some of those funds are spent to dredge ports in Michigan to maintain their productivity and their value to shippers. Unless those federal funds are used for their intended purpose, there are several ports in Michigan that may cease to function. The Soo Locks help make Great Lakes shipping opportunities possible. A new lock has been authorised by Congress, providing redundancy for the existing locks and enhancing the reliability of the whole system. Over the past few years the Army Corps of Engineers has completed work to dredge and deepen the approach to the potential new lock, as well as work to construct two coffer dams, a first step that will allow the old lock to be drained and construction of a new lock to begin. Construction of this new lock is vital to ensure the continued viability of Great Lakes shipping for the 1000’ freighters that make up two-thirds of the Great Lakes shipping fleet. As importantly, this construction project will create thousands of jobs in the eastern Upper Peninsula over the life of the project. Michigan knows that it needs a smarter and more strategic approach to investing in infrastructure, and it starts with a bold vision to become a global trade center and logistics hub. Michigan’s location between Chicago to the west, Toledo to the south, and Toronto and Montreal to the northeast puts Michigan squarely in the centre of a global economic corridor. By any measure, the strength of the Chicago – Detroit – Toronto mega region compares favorably with any other region in North America. Innovative and collaborative agreements like the Detroit Region Aerotropolis contribute to the vision of establishing the region as an international shipping and logistics hub by streamlining permitting processes and creating a welcoming business climate. The state has a deep pool of talented workers, plenty of usable land, and an abundance of natural resources that can be leveraged to help any industry flourish – provided the state has the transportation systems to get products to the international marketplace.
Michigan already has some of the busiest border crossings in North America. Detroit is the busiest crossing on the northern border and the busiest commercial crossing in North America. Today, it is also the biggest bottleneck in the entire Pan-American freeway system. With more than 8,000 trucks crossing the Detroit border on a daily basis, 99 percent of the truck traffic crosses a narrow, 83-year-old bridge that has no direct freeway-to-freeway connection. The continual congestion at the old bridge clearly demonstrates the need for more capacity at the border. Last spring, the Governor joined every living governor of Michigan (democrat and republican), nearly every job provider, and almost every private labor organisation in urging the completion of the New International Trade Crossing (NITC). It will provide a modern and direct freeway-to-freeway connection to speed international trade. With the commitment of USD 550 million from the Canadian government, the NITC will be completely paid for by the US and Canadian governments and private investors. The NITC will be built, financed and eventually managed by private businesses through a public/private partnership, with Michigan and Canada still owning th
is valuable infrastructure. This allows Michigan to better position itself as a worldwide leader in foreign trade without assuming any risk or financial obligation. Reinventing Michigan to become a centre of global trade requires developing an infrastructure that will meet the modern day demands of the international economy. The New International Trade Crossing is a unique opportunity for Michigan that will expand the economy, support new trade, create new jobs and provide additional funds for our roads without costing Michigan taxpayers anything. 

The strenuous, fast-paced operations of cranes at cargo-handling terminals around the world put immense pressure on cables that are reeling at increasingly incredible speeds. Fortunately, the manufacturers of the cable systems that help drive such frenetic operations are adept at delivering engineering excellence and intricate technological innovations. A paramount concern in this process is rigorous testing. “Life has always been hard for flexible cables installed on port equipment, especially cranes,” says Claudio Mauri, Sales and Marketing Director at Italian chains and cables supplier Brevetti Stendalto S.p.A. “They must prove reliable against the harshest working conditions: 24/7, non-stop heavy-duty operation, high speeds and acceleration, continuous mechanical stress and an aggressive environment to top it all off.” To ensure its products can satisfy such demands, the company makes full use of its testing facilities located at its headquarters in Monza, northern Italy. Among this testing equipment, Mauri details, is a “unique machine able to simulate a travel distance of up to 260 meters at any speed, ranging from 0.5 to 8 meters per second.” This is used to not only study new chain models, but also put cables through severe endurance tests.

“Cables from Europe’s most important manufacturers have spent some of their hardest lifetime in Monza. Not all of them survived,” claims Mauri. “It’s a due sacrifice to the benefit of port operators and crane manufacturers, who have reciprocated by increasing their trust in Brevetti Stendalto’s Total Chain solution.” German-based manufacturer of mobile energy supply and data transmission systems Conductix-Wampfler, part of the Delachaux Group, also emphasises its focus on research and development. Testing at its French Centre of Excellence enables the company to model, simulate and test prototypes to determine cables’ lifetimes under severe reeling applications. Its V-REX test facility in Weil am Rhein, Germany, provides the means to simulate a container crane system equipped with a monospiral, variable-frequency drive (VFD) reel, with maximum speeds of 300 meters per minute. The system can be electronically monitored and its results are analysed and put into the manufacturer’s optimisation processes for product development.

UK-headquartered global operator Tratos also notes the value of extensive research, both in the laboratory and simulated working conditions. This played a key role in the development of its Tratosflex-ESDB reeling cable, which was the subject of a massive order for the manufacturer last year.

The order to supply the Tratosflex-ESDB for 38 ZPMC automatic stacking cranes (ASCs) operating at the Port of Busan, South Korea, was described by Tratos as “the largest order in the world for reeling cable for high-speed cranes.” The manufacturer states that the Tratosflex-ESDB, which is used across many high-speed container cranes across the world, offers something different to other available reeling cables. It boasts that the cable is perfectly suited to the frenetic cargo handling at Busan – the fifth largest container port in the world and largest trans-shipment port in North East Asia – where it is required to reach speeds of up to 300 meters per minute.

Tratosflex-ESDB has been designed to combat the common problem of twisting in cables operating at high speeds, which can result in costly and dangerous equipment damage. The company’s engineers have modified the internal cable design, tightening the structure against the internal relative movement to accommodate high-speed applications. With a medium voltage rubber-insulated and sheathed drum reeling cable, Tratosflex-ESDB operates in temperatures from -20ºC to +60ºC. Conductix-Wampfler also notes the significance of overcoming the issue of twisting. It cites the importance of specially developed compounds to handle the strains of fast travel speeds, torsion stresses, abrasion and high tensile loads. For insulation, it mainly uses semi-conductive EPR (elastomere polypropylene) in the outer sheaths, mostly based on PCP (polychloroprene), or polyurethane for low voltage applications.

The company has developed intricate concepts to ensure twisting is no longer a frequent issue, especially in high voltage reeling cables. However, the manufacturer says the real challenge in contemporary operations is the burgeoning demand for composite cables that combine power, control and data transmission all in one cable – across all voltage ranges and applications in the ports industry. It states that fibre optics has a major role to play in this respect, through the elevated quality and quantity of data transfer. “We have only scratched at the full scope of opportunities with fibre optic technology in cables so far,” says the company’s Global Marketing Communications Manager, Michael Kusch. Optimising performance against the risks of high-speed operations was a major consideration for another notable Tratos order. This came earlier this year from Konecranes, for ASCs to be used in operations at Muelle Prat container terminal’s new 1,000-meter quay at the Port of Barcelona, Spain. Tratos is supplying 450 meters of medium voltage rubber-insulated and sheathed drum reeling cables for each of the 36 Konecrane ASCs. The Tratosflex cables, which the manufacturer states Konecranes now regularly specifies for its ASCs, are designed for high-speed reeling and utilise a unique internal design, with the stru
cture tightened against the internal relative movement. This, the manufacturer states, prevents the cable from twisting and leading to possible breakage. At Muelle Prat, operational speeds will be 270 meters per minute.

REVOLUTIONS PER MINUTE

Kabelschlepp recently launched a closed version of its new product family of cable and hose carriers, Tube TKA55, at the EMO Hannover trade fair in September. It describes the new plastic cable and hose carrier as being “perfectly leak-tight”, and as such particularly suited for use in dirty environments where chips and dust are created. It is also optimised for high operating speeds and rigid processes. Kabelschlepp calls the design “revolutionary” and describes the hose carrier as being particularly stylish, with minimum gap widths and a smooth side-belt contour. The company states that the very narrow gap width was achieved by a form-closed redesign of the covers. A further feature of the design is its integrated soundproofing. The chain is “very quiet” and, the manufacturer explains, offers optimised polygonal behaviour in the bend radius (BR), resulting in smooth running.

Kabelschlepp brags that, because of the new shape of the cable covers, the inside height can be fully stretched, even at BR. The manufacturer says that the covers can be loosened either inside or outside, facilitating the quick installation of cables and hoses, and making inspection work more efficient. Additionally, Kabelschlepp states, due to their stability, they provide perfect hold, even for hydraulic hoses. The design is intended to offer optimum durability; the interior of the chain is such that it can deal with extremely dynamic movements and forces, protecting coatings and insulation materials as well as internal components such as wires or strands in electric cables.

TKA55’s universal mounting brackets (UMBs) are designed to offer versatility, meaning it can be conveniently connected from the top, bottom and front. The inside covers are equipped with abrasion-resistant, robust skids in order to reduce wear and achieve the longest possible service life. Furthermore, the company details how the chain has been optimised in terms of weight, with reduced manufacturing times and use of materials combining to help lessen production-related CO2 emissions. Maintenance is also a large concern for global manufacturer igus, as evidenced by the PPDS Easy 2.0 condition monitoring system. igus is known for developing its Energy Chains as an alternative to festoon systems in supplying energy and data for trolleys on STS, RTG, RMG and bulk handling cranes.

With terminal operators wanting to minimise unexpected crane downtime as much as possible, the company has asserted the importance of constantly monitoring the condition of all critical components to make maintenance needs more predictable. The latest edition of PPDS, developed as part of its modular cable management system, was created to read the ‘push-pull forces’ of the moving system electronically, and shut it down safely if certain forces are encountered – for example a mechanical obstruction. If an error occurs, an alarm message is automatically generated. Stored data can also be retrieved and analysed retrospectively for up to three months. The data can track the chain’s operating condition and areas with abnormal variance, which can be caused by debris in the guiding trough, for example.The manufacturer states that its series of PPDS control systems have been successfully preventing downtime on STS, RMG, bulk handling and ship yard cranes, as well as other applications, for many years. Enhancements on this latest PPDS Easy 2.0 version include easier installation through the use of its plug-in connectors. The system features an integrated display and keypad to facilitate programming, while the new compact plastic housing is stable, corrosion-resistant and enclosed to IP 65 rating. Claudio Mauri states that Brevetti Stendalto has proven capable of fast and wide-ranging product enhancements in recent years, to keep pace with the demand for increasingly sophisticated solutions from port operators and crane manufacturers.

He details how the company’s Total Chain solution is delivered fitted with all its cables and wound up on drums for safe transportation and quick installation. The package is completed by a guide channel and various other accessories, along with on-site installation and commissioning services. Mauri adds that his company’s Total Chain solution can be found on thousands of RTG, RMG and STS cranes, as well as ASCs, around the world. Among Conductix-Wampfler’s other recent product developments is a specific multi-channel rotary joint for fibre-optics (TFO), with limited attenuation of less than 1.5 decibels, which is suitable for all types of cables and environment.

In 2010, it also launched a new level wind range for (un)loaders and stockyard equipments in bulk material handling. The company says that this features an innovative design for reducing weight and inertia, while increasing the mechanical resistance and heating dissipation compared to other traditional solutions. In addressing environmental concerns, Conductix-Wampfler patented a new magnetic coupler in 2006. Designed to deliver high efficiency and featuring the manufacturer’s VFD, this provides feedback to the network while unwinding. With pressure on both manufacturers and end-users to find alternatives to standard diesel power supply, reeling systems have emerged as a further solution, in addition to the conductor bar, for providing electric power to RTG cranes. The reeling syste
m is used to replace the main diesel motor, allowing up to 90% fuel savings, as well as increased efficiency and productivity. The firm adds that its dedicated range of gearboxes brings specific features for this application, such as vibration, speed, and lateral movement of the E-RTG.

KEEPING IT REEL

The innovations, intricate engineering, and strenuous testing that all go into developing cable solutions for powerful modern cranes are hugely impressive. The manufacturers in this market face incredible challenges to deal with the evolving strain caused by increasing cargo-handling speeds and volumes, but they seem more than up to the task.