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Total Automation of Container Terminals

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One of the latest trends in container management in ports is a total automation concept based on a combination of Optical Character Recognition (OCR) and active RFID (Radio Frequency Identification)/RTLS (Real Time Locating System) technology. An example for using total automation concept will be displayed at the port of Algeciras, Spain where shuttle carriers will be precisely located under the quay cranes and matched to containers automatically scanned by the crane OCR system. In the yard, the RFID/RTLS system will track the location and status of all shuttle carriers and containers. The port operator will also use an innovative new traffic control system, to ensure correct delivery and retrieval of containers at thirty-two (32) water and land-side automated storage crane transfer blocks. The Algeciras operation is due to become operational in April 2010. According to Oscar Pernia, Process, Systems and Innovation Team Leader for Total Terminal International Algeciras (TTI Algeciras): “TTIA Operation Model has been adapted to the local scenario in the Strait of Gibraltar, to get best performance and quality of service, and best profitability for tech applications that we will introduce; key points for this model will be queue management, cargo handling processes monitoring, full automatic yard and breakpoints resolution oriented.  So we need 100% traceability in container transitions and a solution that provides the highest levels of reliability.  We are committed to developing a world class automated terminal.” Total Terminal International Algeciras S.A.U. (TTI Algeciras) is the company promoted by the South Korean corporation Hanjin Shipping to build and run what will become the Port of Algeciras Bay’s third container terminal. The concession, awarded by the Port in July 2008, is located on the Phase A plot of the Isla Verde Exterior expansion area.  Settled on this new location in the South of Spain, a strategic point in the Strait of Gibraltar, TTI Algeciras, a common user terminal, counts with a concession area of 300,119sqm, 57,621sqm of public maneuvering zone and two quay lines of 650 meters on the east and 550 meters on the north, with a draught of 18.5 and 17.5 meters respectively. TTI Algeciras, which will become the first semi-automatic terminal in the Mediterranean area, forecasts to initiate business activity in its container terminal by year 2010, with the aim of handling a maximum of 1.56 million TEU progressively with the start-up of the operations. The terminal will be capable of handling the latest and future generations of container vessels with a capacity up to 14,000 TEU with an equipment of 8 ship-to-shore (STS) cranes, 32 automatic stacking cranes (ASC) and 20 shuttle carriers.

 

Meeting the challenge

Algeciras is only one example of the urgent need of port authorities for comprehensive automation, to meet the challenge of massive container traffic. This massive traffic increases pressures on the port’s operations driving improved operation efficiency schemes. Container traffic is expected to grow. For example, according to the monthly Global Port Tracker report released on January 11, 2010 by the National Retail Federation and Hackett Associates, import cargo volume at the US major retail container ports ended a nearly two-and-a-half-year streak of year-over-year declines in December and is on track to show gains through the first half of 2010.

U.S. ports handled 1.09 million TEU in November, the latest month for which actual numbers are available. That was down 8 percent from October, traditionally the busiest month of the year, and 10 percent from November 2008. The November number marked the 28th month in a row to show a decrease from the same month a year earlier. But the trend was broken in December, which was estimated at 1.08 million TEU, down slightly from November as the holiday season came to a close but a 1.7 percent increase over December 2008. Year-over-year increases are expected to continue through the remainder of Global Port Tracker’s six-month forecast range. January is forecast at 1.15 million TEU, a 9 percent increase over January 2010, and February, traditionally the slowest month of the year, is forecast at 1.05 million TEU, up 25 percent from the previous year. March is forecast at 1.16 million TEU, up 21 percent as retailers begin to stock up for spring and summer, April at 1.19 million TEU, up 20 percent, and May at 1.2 million TEU, up 15 percent.

 

Basic building blocks

In addition to the growing container traffic, there have been increased security requirements. These combined factors raise pressure to meet increased container traffic, hold down costs, and meet heightened security needs. To meet these challenges, the port has to implement end-to-end gate solutions that include advanced systems for port security, container handling and automatic license plate reading. This can be achieved by vision-based license plate recognition (LPR) and container code recognition (CCR) products, integrated with gate gantries and portals, laser based truck profiling systems, gate control system, pedestal control system, and damage inspection systems, among others. The basic building blocks of the automation systems for container handling and management are the vision-based CCR systems. Based on OCR technology, CCR systems enable automatic reading of container code numbers for a variety of container handling and security applications. In addition, CCR systems can be integrated with security applications such as radiation portal monitors (RPM), which screen trucks, containers and other conveyances for the presence of nuclear and radiological materials. Shipping container terminals utilising CCR systems have more efficient use of labo
ur, yard space and handling equipment, resulting in improved productivity and profitability. In order to meet fast turn times for containers at all shipping ports worldwide, tighter control over the movement of terminal assets such as containers, cranes, chassis and trucks will be necessary, and this need can be met by utilising CCR systems.

 

Completing the cycle

Most container terminals today implement terminal operating systems (TOS) database programs that automate the handling of all assets in the terminal, based on manual entry of container and truck numbers. As the container traffic grows and efficiency becomes more and more critical, CCR systems can help ports complete the automation cycle for these terminals, including automatic documentation of container inventory and real-time data processing, while allowing reduction of safety risks in terminals by relocating the clerks from the dangerous yard environment to off-site back offices. The experience of HTS with numerous ports worldwide shows that automatic CCR technology reduces bottlenecks to a minimum, and prevents mistakes in handling or storing wrong containers. In addition, the ability to track and verify containers and trucks automatically contributes to the port’s security, and helps identify suspicious containers. The CCR-based automatic inspection begins at the port gate, where it can be integrated with the OCR/video gate system that handles trucks and containers as they pass through various port gates, or other truck inspection stations. A CCR system can read container numbers, chassis numbers and the truck license plate numbers for each truck as it passes through a lane. For example, HTS’s SeeGate2 system reads container code number and size/type from both sides, rear and top views, as well as front and rear truck license plate, and optionally chassis number from both truck sides, and captures full (four-side) container color images for damage inspection applications. The other phase in each container’s “port lifecycle” is the quay crane. A CCR device can be crane-mounted for container handling applications. The device automatically reads and records the container ISO code number as it is handled by the crane. The crane-mounted image-capturing system represents a complex technological challenge, due to the harsh operating environment, the physical constraints of the crane, and the need to interface the CCR device with the crane PLC control system. The harsh operating environment requires the installation of rugged video high performance camera units on the crane. The updated container status must be transmitted to the crane control station. For instance, HTS’s SeeCrane reads container numbers from both sides while operation is uninterrupted by traffic into loading area. If containers are loaded off/onto a train, the CCR system will automatically read and record the container code numbers when the train enters or exits the port. For example, HTS’s SeeTrain reads container numbers from both sides, as well as from the rear, in single stack and dual stack container trains, supports bidirectional travel on rails, and can integrate with rail cars number reader. As global environmental regulations grow ever stricter, port authorities need efficient tools to control and manage hazardous materials inside the port, and while entering and leaving the port gates. CCR technology can help in this field, automatically reading hazmat (IMO) labels and placards, identifying hazmat containers for their content.

CCR is becoming an ever more integral part of modern terminal operations, enabling greater automation and high security. As global container traffic becomes more and more extensive, it seems that use of CCR technology will expand in the years to come.

 

Dreaming of beams

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Things have developed almost unrecognisably since the days of having to rely on the physicality of lead lines, with contemporary, computerised sonar three-beam systems constantly raising standards and introducing new methodology. With such ever-improving technology, companies working within hydrographic surveying are striving to provide the safest, most accurate data possible to stimulate their own market growth and further propel development of maritime construction, dredging and port maintenance.  Here, World Port Development observes some of the leading companies and latest technologies in hydrographic surveying, along with case studies.

 

RESON

At the forefront of Denmark-headquartered company Reson’s product range is its SeaBat series of multi-beam sonars, which provide high-resolution bathymetry and imagery data in real-time for detailed 3D digital representation of underwater features and seabed conditions. Deployed in both shallow water and deep ocean areas, the SeaBat multi-beam sonars are designed “to meet surveyors’ needs for cost-effective, fast and reliable operation with ultra-wide swathe coverage and outstanding submarine data collection, even in the most challenging waters”. The SeaBat range can be deployed over a shipside, mounted on remotely operated (ROV) and autonomous (AUV) underwater vehicles, or installed in the hull of a surface vessel. For imaging and mapping applications, the SeaBat range comprises downward-looking multi-beam echo sounders, providing mapping across wide areas of the seafloor, and forward-looking multi-beam imaging sonars, which offer detailed imagery of underwater structures. Following on from the successful SeaBat 8000 series, in 2004 the company launched its SeaBat 7000 series, which it boasts marked “yet another generation of state-of-the-art wideband multi-beam sonars.” Features of the sophisticated modular system include true-time-delay beam forming and advanced bottom detection with dynamic focusing, long-range and high-resolution performance. The company adds that the 7000 series allows rapid product development at minimal cost to application demands. A recent contract of note awarded to Reson came from the National Oceanic and Atmospheric Administration (NOAA) – National Ocean Service (NOS). A federal agency within the United States Department of Commerce, the NOAA’s fleet supports a wide range of marine activities, including fisheries and coastal research, nautical charting, and long-range ocean and climate studies. Its ships are specially equipped and designed to support its programmes, with capabilities not found in commercial fleets, and range from oceanographic research ships capable of exploring the world’s deepest oceans, to smaller ships and launches responsible for charting US coastal waters. The contract is for the delivery of seven SeaBat 7125-SV multi-beam sonar systems for hydrographic and research applications. The SeaBat 7125-SV features a new transceiver that provides an integrated multiport serial card and is optionally available with PDS2000 – Reson’s software package for any kind of survey, positioning or dredging activity – pre-installed for data acquisition and display, as well as data processing on the same hardware platform. Four video outputs allow multiple survey and helm displays to be run. A real-time uncertainty output from the SeaBat 7125-SV may be used in PDS2000, along with information from other sensors to calculate a TPE (total propagated error). A further recent order came for the SeaBat 7125-SV came from the National Deep Submergence Facility (NDSF) at the Woods Hole Oceanographic Institution (WHOI), which purchased a new system, its third SeaBat 7125-SV, to be integrated into the ROV, Jason. NDSF’s first two SeaBat 7125-SV systems were installed on the AUV Sentry and human-occupied vehicle (HOV), Alvin. These 6000-meter depth-rated systems provide the NDSF fleet of deep-sea exploration vehicles with ultra high-resolution bathymetric survey capabilities. Combined with data provided by other onboard sensors, and video camera footage, the Reson SeaBat 7125-SV systems add to the unique set of tools that NDSF uses to image and map the fascinating and vastly unexplored depths of the planet’s oceans.

 

STEMA SYSTEMS

A supplier of hydrography and oceanology-related measurement systems, Dutch company Stema Systems rightly underlines its ethic that hydrographic surveying is “an essential link in the harbour management chain”. Like Reson, Stema Systems provides both single-beam and multi-beam systems, with multi-beam technology rapidly taking precedence in recent years, due to its cost-effective and efficient service, and capability to provide accurate information to avoid excess dredging. A prominent, recent case study of the company’s 5th generation multi-beam series, R2Sonic, in action can be found in a long-term agreement between Dutch engineering company Witteveen+Bos and Rijkswaterstaat of the Dutch Ministry of Transport for monthly surveys on the Netherlands ship canal Nieuwe Waterweg. As one of the major approaches to the Rotterdam harbour, this is a real surveying challenge, with intensive shipping activities and sound velocity variations, due to tidal mixing. The R2Sonic 2024 system has been deployed on the vessel Stentor, which is also equipped with Stema Systems’ global navigation satellite system and Ixsea-Octans IV motion sensors. Prior to the survey, an acceptance test was performed at the reference object in the Maeslantkering storm surge barrier. Stema Systems states the very high resolution of the broadband system gave an astonishingly sharp image, showing the tight separations of the floating door foundations and the individual blocks of the erosion protection works. Stema describes the R2Sonic 2024 broadband multi-beam echo sounder as being “more than an excellent bathymetric device.” With a very high lateral resolution of 0.5 degrees, beam focusing, optional side-scan and snippets backscatter facilitate the system’s object recognition. The same unit can also be configured as a front-looking imaging sonar and can operate from a ship, ROV or AUV. Alongside high accuracy and resolution, the company includes among the system’s advantages and ease of operation: an embedded processor and controller to eliminate bulky topside processor and transmit electronics; a sonar user interface from the survey application software on a PC or laptop; a low weight, volume and power consumption; easy installation and operation; and compatibil
ity and durability. Applications for the R2Sonic 2024 are: hydrographic mapping, offshore site surveys, pre-post dredge surveys, historical site surveys, fisheries habitats, marine research, and coastal monitoring. A compact version, the R2Sonic 2022, is also available, and ideal for integration to small AUV, ROV or small boat operations.

 

KONGSBERG

With a broad portfolio of new and upgraded multi-beam and sonar systems, Norway’s Kongsberg Maritime has plenty of progress within hydrographic profiling to show off, as evidenced by its demonstrations at this year’s Oceanology International exhibition, at London’s ExCeL.The company purports that its new multi-beam echo sounder, the EM 2040, is “the first system to bring all the advanced features of deep-water multi-beams to the near-bottom-sounding environment.” Designed to meet all requirements for shallow water mapping and survey inspection, the basic EM 2040 has four units: a transmit transducer, a receive transducer, a processing unit, and a workstation. To complete its set-up, data input from a motion sensor and a positioning system is required, as well as the sound speed profile of the water column between the transducers and the bottom. Sound speed at the transducer is an optional input. The transducers may be delivered mounted on a frame together with the motion sensor and a sound speed sensor, factory aligned for ease of mounting. New imaging sonar products from the company include the 1171 series of Kongsberg Mesotech scanning sonar heads, offered in multi-frequency, obstacle avoidance imaging and ultra-high scan profiling configurations. A further presentation from Kongsberg at Oceanology International comes in the shape of GeoAcoustics’ latest generation of survey-quality dual frequency side scan sonar systems, as well as sub-bottom profilers with versatile mounting and application options. GeoSwath Plus, which is available for Kongsberg’s Remus AUVs in addition to other manufacturers’ AUVs, is also among its Oceanology International exhibits, shown in its latest compact version for portable small boat operations.

CODAOCTOPUS

In January, US-headquartered company CodaOctopus received an order from Van Oord Dredging and Marine Contractors bv for the supply of an Echoscope 3D Real Time Sonar System. This follows Van Oord’s purchases of Echoscope systems in 2008, which were successfully deployed on the Ras Laffan LNG port expansion project in Qatar. The newly ordered 3D Real Time Sonar System will be incorporated into Van Oord’s existing pool of units, which are initially being used for two large-scale projects in the Netherlands. These involve the visualisation of live underwater excavation operations as part of the construction of a new metro station in Amsterdam, and providing crane operators with critical real-time visualisation during the removal of the existing concrete breakwater structure and the construction of replacement walls in the Maasvlakte 2 part of the Mainport Development Project in Rotterdam. CodaOctopus boasts that the Echoscope, which is approximately the size of a briefcase, “outperforms all other sonar imaging systems”, delivering high-resolution, 3D underwater images in real-time. Generating over 16,000 beams simultaneously, it produces 3D sonar images of both moving and stationary objects, and is capable of up to 12 updates per second. With the addition of motion sensor inputs, data can be positioned accurately in 3D space and adjacent pings can be used to create mosaics online. CodaOctopus states that the resulting whole-area visualisation allows for extremely rapid reconnaissance and inspection.


BLUEVIEW / SEATRONICS

In January 2010, global supplier of subsea equipment, Seatronics Ltd, extended an agreement with US company BlueView Technologies to market the latter’s miniature multi-beam sonar systems worldwide. Based in Seattle, the majority of BlueView’s sales have hitherto been within America, selling more than 300 commercial systems for use on remotely operated vehicles (ROVs), underwater vessels, surface boats and fixed surveillance platforms. With an already impressive customer list, BlueView intends to build up its business even further with the aid of Seatronics’ worldwide marketing network within the marine electronics sales and rental field. Seatronics managing director David Currie said: “We initially started the agreement for Europe, Asia Pacific and Middle Eastern regions, but due to popular demand and reputation we have recently expanded the distribution to the Gulf of Mexico region, meaning we now have a worldwide agreement to supply these high tech products. With the support that Seatronics can provide for the units in the field, I am confident we will see a rapid uptake of the BlueView products,” he continued. “Seatronics already has a number of models available for demonstration, sale or rental in all of their bases.”

 

 

 

Beam and boom

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 Réne Kleiss, Vice President, Harbour Cranes at Cargotec, the Netherlands points out that future developments are likely to include an increased level of integrated automation in the ship-to-shore operation and more data exchange between STS cranes and Terminal Operating Systems (TOS). For example, an automated twist lock system has been increasingly discussed as a possible development. It would eliminate the need for dockworkers on the ground therefore increasing safety in the terminal.

His views about automation are shared with Thomas Kittel, Product Manager at Prysmian, Germany, who believes that more intelligent systems will become more and more popular. “This means sensitive components combined with active capability will lead to more reliable operations. In other words: whenever extreme stress situation occurs (on the main power supply cable in particular), that might be caused by human or technical failing, the diagnostic system raises the red flag indicating immediate action is required to avoid a breakdown,” explains Kittel. “Even for trouble-free operations the diagnostic system indicates by raising a green flag that everything is in good condition. The “flags” are represented by a traffic light and the information can be used even further as an active input for the crane control system. All in all this system is full of potential and opens the door to really advanced operational safety and supports the more and more upcoming fully automated terminal operation.” Other developments expected in the next ten years are likely to include advancements in energy saving technology. Due to ever-stringent government regulations, it is likely that more electrically-powered and less hydraulic- and diesel-powered machinery will be used at ports to help reduce emissions (see article on Straddle Carriers).

 

Environmental issues are a hot topic at Konecranes, Finland, typically with yard cranes discussions involving the use of fuel and renewable stored energy, with customers asking for detailed information on the environmental policy of the manufacturing process to help in their purchasing decisions. Furthermore, the container yard and the equipment need to match the higher volumes coming from the quay cranes. Therefore Konecranes has been focusing on the load control technology for reducing the cycle time and improving the overall productivity. For example, with high peak performance capability (due to advanced load control technology) it is possible to allocate less yard cranes to serve STS cranes, which in turn saves costs, reduces emissions and can increase the level of truck service. Besides the further development of STS components, future technological advancements could include the introduction of the fully-automated STS crane. Incorporating automation into cargo handling not only offers advantages in efficiency and safety with a 24/7/365 unmanned operation, but environmental benefits could be achieved through the use of precision handling. More and more terminal operators are considering options to outsource their operations to free up capital and to employ a more flexible cost structure. “The ultimate outsourcing option – “pay per move” – would reduce operational costs even more if applied to the operations of STS cranes. Cargotec already offers this service on its yard cranes and counterbalance equipment,” said Kleiss.

 

Global downturn

The global economic downturn has brought misery for many cargo handling equipment manufacturers but many agree that things are picking up. According to Konecranes, the first sign of the recovery will be the increased activity of crane tenders with the start of a flux of STS cranes orders followed by other container handling equipment. But for now, the company has received an increased interest in second-hand cranes, and the requirement for the refurbishment of existing cranes. It also received more interest in their Crane Monitoring System (CMS) – a remote maintenance monitoring system.  Another observation made by Konecranes is that there is less interest in mega and tandem lift units and more enquiries in favour of smaller models. This interest might be generated by the numerous postponement of the development of new large terminals at present or the productivity improvement expected with tandems has not been as impressive when compared to a single hoist crane. Konecranes also points out that the size of potential orders has decreased, with most relating to one or two cranes rather than the multiple orders of the recent boom years.

 

High tech spec

Another issue that often comes up is the construction of the main beam/boom and opinions continue to vary. Numerous crane manufacturers are ‘going’ for the double box girder, while Liebherr Container Cranes (LCC) from Killarney, Ireland, successfully applies the lattice type rectangular cross section construction using high tensile box/square sections for the crane main beam and boom.  According to LLC the lattice design is the optimum solution providing rigidity and stiffness to the beam and boom. Other advantages include a rigid structure reducing structural sway and improved crane productivity, reduced wind forces generated on the crane structure and the crane wheel loadings on the quay rails are significantly reduced due to less weight. LCC is also using high tensile steel (S355) [formerly ST52.3] for all main structural components. This high tensile steel – although more expensive – also allows a lighter overall construction of the cranes and a reduced wind area. The joint design details used on their container cranes are customised to suit the particular joint configurations required at any one location and are validated using Finite Element Analysis software. This design philosophy ensures that the load is distributed thr
ough the member joints and structure members in an efficient manner resulting in low stress concentrations. As the notch/stress raisers are engineered to low levels, this allows the joint and structure members to withstand greater loads and endure additional load cycles as the joint’s fatigue tolerance is also increased. Demand for LCC STS container cranes in recent years has mainly been for super-post-panamax and mega-max specifications, with an outreach of 55m to 65m. Most recently, the company delivered the first Liebherr 80 tonnes tandem lift cranes to the Port of Khorfakkan, UAE. However, the company emphasises that it is market-driven and does not try to encourage a terminal to order cranes which are larger than its needs. While this article might bring various [commercial] opinions to the table there is a definitive interest from crane manufacturers to provide a first class product equipped with the latest technical developments for their client. Although this might be a challenge the technology is already available in other industries – it just has to be adjusted and applied to the industry! Our Container Crane & Components Supplement published with our May 2010 issue of World Port Development will highlight some of these technologies.

Wish we were wrong say Bucket wheel CSU manufacturers

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The good news was that overall, 2009 appears to have been measured by a gradual increase in serious inquiries as the year matured, rather than orders signed and readying for delivery. And the major manufacturers have largely been able to resist layoffs and plant closures, knowing “that this too will pass” when it comes to the current world economic challenges. Some even admit to being short of engineers and other trained professionals. The big guns of the bulk handling segment – names such as industry pioneer ThyssenKrupp Fordertechnik of Germany, Japan’s IHI Transport Machinery Co., China’s ZPMC, Germany’s FAM Group, Tenova Takraf or Italy, and Doosan of Korea usually keep contract details close to the vest at the best of times. In a time of worldwide economic meltdown they are reluctant to talk at all for fear of discouraging would-be customers once the recovery gains steam or tipping off their rivals on contract leads. Some companies such as Kawasaki Heavy Industries in Japan have simply opted out of the business and no longer make the bucket-type CSUs. Others like Doosan in Korea admit tenders were scarce around the world in 2009 for the CSUs as would-be customers awaited a rebound of the world economy. Doosan gained no new CSU contracts last year, but was still busy on orders signed in 2008 before the global economy went into a tailspin. Thankfully, there was sustained work from a steady order book for POSCO of Korea with some projects at the installation stage.

Better 2010

Doosan’s Eric Kim, Overseas Marketing Manager, doubts that the market has actually diminished and says that as the environmentally friendly characteristics of CSUs over such alternatives as grab cranes are better understood demand will pick up. He expects more contract successes for Doosan to come in 2010. This feeling is shared at IHI Transport Machinery Co in Japan where Masao Akamatsu, General Manager, Overseas Sales Department, expects some movement in the iron ore industry in 2010 for the bucket-type continuous shipunloaders. IHI lays claim to being “the leading supplier in the world of continuous shipunloaders for bulk materials” and has its eye on the steel industry. Thanks to growth in four straight months of gains year-over-year in the steel industry to the end of 2009 by the world’s 66 leading crude steel producers, Akamatsu also expects some buyer interest there and his company has been actively promoting itself to the major producers, highlighting the technical merit and other features of IHI CSUs. “I think the continuous shipunloader will fill a more important role because of environmental issues as it is less polluting of the air, sea and land,” adds Akamatsu. “Such aspects are going to be crucial factors in many countries.” IHI has delivered the world’s largest continuous shipunloader with a capacity of 4,000 tonnes per hour and working in the ironstone sector. As well as its belt-type CSU, IHI also offer pneumatic unloaders for various food and feed materials such as soybeans, wheat grains and corns. Meanwhile, there’s no doubting the value of continuous shipunloaders over grab cranes. Some see CSUs as “probably the most important innovation in bulk material handling technology of the last years” because of the ability to offer a constant handling rate in a more environmentally friendly manner. And CSU capacity is continually increasing say Carlo Ferreti and Luca Bruzzone in a background paper for Techint Italimpianti material handling systems. The only limitation they and others note are the more complicated mechanics needed to keep the CSUs running.

Contract successes

Germany’s ThyssenKrupp Fordertechnik (TKF) has been among the leading designers and manufacturers of bulk handling equipment for many years and Dr Wei Ye, Vice President, Sales, says it has an excellent track record when it comes to continuous ship and barge unloaders. That reputation helped secure a contract for two CSUs installed on a coal dock of the Jimah Power Plant in Malaysia back in 2007. To date, TKF lists over 50 continuous ship and barge unloaders with sales to countries such as Korea, China, Taiwan, the Philippines, USA, Great Britain, Spain, Germany and the sale to Malaysia over the past 30 years. In an order secured in 2008 and commissioned late in 2009, TKF supplied a CSU to the Nansha Power Plant in the Pearl River Delta, Guangdong Province. With a maximum unloading capacity of 1,500 tph, the continuous shipunloader channels coal to the nearby power plant stockyard. The order came on the heels of a two-CSU deal to two other Guangdong power plants in 2007 – Shanwei and Huilai. The four CSUs had a rating of up to 1,800 tph and were designed to handle vessels up to about 100,000 deadweight tonnes. And as a tribute to TKF’s reputation, there was a follow-up order in November 2009 for a third and even higher capacity CSU at the Huilai power plant. Capable of unloading at 2,300 to 2,500 tph from vessels up to 150,000 tonnes, the latest CSU is expected to be in operation by June 2011 and will then be the largest CSU unloading coal in all of China. For Dr Ye, the contracts underscore the increasing confidence buyers have in TKF’s advanced technology, first-class technical service and ability to facilitate large-scale projects, and extensive worldwide experience. He also noted a “good relationship with TKF’s Chinese partners for manufacturing and erection.”

Guarantees

Italian manufacturer Tenova Takraf doesn’t freely share contract successes, but is prepared to offer guarantees for its CSUs. It takes some of the doubts away for would-be users by guaranteeing maximum operating safety; coupled with easy manoevuring; reduction of maintenance; improved wear reduction; better efficiency; maximum use of standardised components; and reduced dust and noise pollution. A specialised bucket elevator operates with different length and configurations in the hold guaranteeing a “high degree of safety for the ship unloader” while reducing the use of auxiliary machines for the final cleaning of the hold. Tenova’s CSU design also features a patented articulated digging foot which can modify its geometrical configuration to give it the best bucket filling while allowing it to reach the outer walls of the hold to remove residual material. This can allow the unloading of about 85% of the bulk material before a pay loader is needed. The FAM Group lists successful sales of five of its Conti CSUs, one in Holland and four in Germany. The Dutch port has a huge continuous shipunloader capable of servicing vessels up to 180,000 dwt at unloading coal at rates of up to 3,000 tph. The four CSUs in Germany power plants also handle coal but from much smaller vessels – 2,500 to 5,000 dwt – at rates from 1,100 to 1,300 tph. And in the fall of 2009, the Shanghai-based ZPMC (Shanghai Zhenhua Port Machinery) commissioned a five CSU order gained in 2008 for Hyundai Steel of Korea. The CSUs were rated from 1,600 to 3,500 tph moving coal and iron ore.

Barge unloaders

In North America, where the economic recession is lingering on and the once-mighty dollar remains volatile, CSU fortunes are not so kind. “We have had a couple of serious inquiries,” says Harry Edelman, Executive Vice President of Heyl & Patterson in Pittsburg PA. “But, we just don’t sell a lot of this type of equipment.”H&P is better known for its barge unloading systems and other bulk handling equipment such as rail car dumpers. The company’s continuous barge unloader is designed for US-style barges which handle coal, lime, limestone, petroleum coke, ore, woodchips, grains and other similar materials. The equipment can unload at rates up to 5,000 tph and H&P claims it can outperform rival barge unloaders by maintaining a much higher average offloading rate, while requiring less horsepower than pneumatic unloading systems. Edelman adds that not every buyer needs the top capacity rating and most fit the 3,500 tph range. Thanks to modular construction the continuous barg
e unloaders can be quickly installed. Dust collection units are becoming an increasingly important option. And another big name in bulk handling equipment, Metso is among the 25 or so active makers of continuous barge unloaders competing in North America for the vast river barge traffic. Metso claims its CSUs feature a cleaner, less polluting operation with lower maintenance costs and power consumption, which combine to provide excellent overall unloading rates up to 5,000 tph that allow faster barge and ship turnaround. For companies struggling to keep current equipment operational until the economy improves and the purse strings are eased, Metso offers 37 different upgrades to existing barge unloaders ranging from a new cab with better visibility, more space and improved layout to remote troubleshooting from its Pittsburgh office via modem of unloaders equipped with PLC controllers.