As part of the ‘Global Navigation’ technical sessions at the conference, Schuett’s paper, titled ‘Reducing Operator Workload and Stress Through Cooperative Human-Machine Systems’, covered findings from the EU Artemis Joint Undertaking-funded research project, ‘Designing Dynamic Distributed Cooperative Human-Machine Systems’ (D3CoS). The paper described VTS Trials undertaken within D3CoS that sought to establish a relationship between workload and stress levels, and concluded by detailing a prototype cooperative human-machine system that shares data between shore-based and ship-based systems. 

Describing the VTS Trials, Schuett explained that VTS Operators from Halifax, Canada and the Norwegian Coastal Administration were tested in simulated VTS scenarios with increasing workloads, from normal to overworked. Specific physical responses were measured during the simulations by connecting the operators to monitoring equipment. The trials found that when task load increased, so did the measurements that indicate stress. The operators’ attention became increasingly narrow as stress levels increased, resulting in dangerous situations being missed, and in one case, a (simulated) collision was not identified.

“The need to manage stress with human solutions is already understood but we feel that VTS technology can play an important role in reducing workload and therefore helping operators to stay in control even when the situation is particularly challenging,” says Schuett. “Even in this area, technology already offers several possibilities to help operators manage and reduce stress but the D3CoS project has shown that greater automation in cooperative human-machine systems can reduce workload further, which has the consequence of reducing pressure on the VTS operator.”

The D3CoS project maritime group developed a means of sharing data between a shore-based VTS system and a ship-based system – specifically a portable pilot unit (PPU).  Automation was key to the developed system, with functionality including the automatic sending of vessel conflict data and Maritime safety Information such as weather data from the VTS to the PPU without VTS operator involvement. This is just one example of how VTS operator workload may be reduced in order to lower stress levels in the operations room.

Kongsberg Norcontrol IT, in cooperation with British Maritime Technologies (BMT) and Marimatech also developed an advanced Vessel Path Planner as part of D3CoS. Comprising an active VTS system (supplied by Kongsberg Norcontrol IT), a path planning server (developed by BMT), and a Marimatech PPU. Once the path is established and validated, the rest is automated. The VTS operator isn’t required to find and report weather data to the pilot, and should the VTS operator become engaged in a critical situation, any warnings relevant to the pilot are automatically communicated.  Workload is reduced, and with a reduction in workload, stress is likely reduced.

“The cooperative human-machine system is a beginning. It is a prototype, and more research and development is needed to understand precisely what situations or criteria create high levels of operator stress,” continues Schuett. “As a maritime domain awareness software and VTS technology developer, with installations at many of the world’s busiest ports and waterways, Kongsberg Norcontrol IT is well positioned to develop innovative new solutions in this area. IALA 2014 gave us the chance to show some of our work within D3CoS, which will be put to use in future research projects and VTS systems.”

The verification of the containers’ weight can indeed play an important role in enhancing safety in maritime transport and the whole transport chain. Ports confirm that misdeclarations of container weight occur and entail safety risks.

ESPO hopes however that the implementation of this new amendment to the Safety of Life at Sea (SOLAS) Regulation in EU and/or national legislation, further clarifies the shippers’ responsibility and avoids that in the end this responsibility is transferred to ports and terminal operators. The weighing should take place before entering the port area, and preferably by the shippers at the place of origin. 

“We do recognise the importance of knowing the exact weight of containers not only for maritime transport but throughout the whole transport chain. We should look for the most practical solution for all players in the transport chain.  But we should at all times avoid that this weighing operation burdens the handling activities in the port and increases the congestion in the port.  This could happen if misdeclared container weights are only being detected at a late stage, in the port or port terminal area”, says ESPO’s Secretary General, Isabelle Ryckbost.

On its 93rd session in May 2014, the IMO’s MSC approved the amendment of SOLAS Regulation VI-2 regarding Mandatory Weighing of Gross Mass of Containers before loading onto ships. The committee also adopted relevant guidelines regarding the verified gross mass of a container carrying cargo.

The amended rule requires shippers to submit verified gross weight of containers before loading onto ships and sufficiently in advance to be used in the preparation of the ship stowage plan. Without such document, relevant export containers shall not be loaded onto ships. The amendment and its guidelines will be effective by July 2016, subject of final adoption by MSC 94th session in November 2014.

This will be the world’s first commercially operational Automated RTG system. The order comprises 11 ARTG cranes, Remote Operating Stations (ROSs) and container yard automation infrastructure such as intelligent container stack gates. Delivery is scheduled for 2015. The parties involved have agreed not to disclose the value of the order.

The government of Indonesia is building a nationwide freight transport system to improve the movement of goods through the country’s vast waterways. As part of this program, Pelindo III will extend its Terminal Petikemas Semarang (TPKS) in Semarang, Central Java.

TPKS, the second-largest container terminal in Pelindo III, has a capacity of 500,000 TEU with approximately 70% of its container traffic consisting of international cargo. When fully operational, the Konecranes ARTG system will significantly increase the terminal’s container handling capacity in line with the needs of shipping line customers.

“I am delighted to receive this vote of confidence from Pelindo III in our RTG automation technology and project delivery ability. With the Konecranes ARTG system installed and working at TPKS, Indonesia will be well on the way to realizing its freight transportation ambitions. This order is further evidence that Konecranes is leading the way in container yard automation. Konecranes is today the only company that can offer an Automated RTG system,” states Janne Eklund, Sales Manager, Konecranes / Port Cranes.

Mr. Husein Latief, Director, Commercial and Business Development, Pelindo III, said: “Our shipping line customers demand reliable and predictable container handling above all, and the Konecranes ARTG system will enable us to provide this. It will also allow us to streamline our internal processes. Konecranes is our equipment supplier for other important container terminal projects in Indonesia, and we see advantages in continuing and deepening our cooperation – not least in service support for our operations.” 

The Konecranes ARTG system will provide TPKS with an uninterrupted and safe container flow. The system comprises:

• All-electric Konecranes 16-wheel RTGs with Active Load Control and GPS Autosteering
• Remote Operating Stations (ROSs)
• Truck guidance systems
• Intelligent gates for the container stacks
• Interface for miscellaneous container yard infrastructure
• Automation software: operating system for ROS, IT architecture with TOS interface
• TRUCONNECT®remote services, which give the customer real-time access to Konecranes’ global network of crane experts

Konecranes’ Indonesian headquarters are located in Jakarta, and it has branch offices in Makkasar, Surabaya, Batam, Pekanbaru, Medan and Balikpapan. Konecranes provides service to almost 300 Indonesian customers from different customer segments such as paper, steel, mining and ports. Konecranes product offering for the area also includes industrial cranes of different sizes and lift trucks.

The terminal will be capable of supplying shipping, industry and heavy transport with gas as fuel as they make the switch from oil.

“We are currently in the process of clearing the area at the port and having secured the environmental permit we can now move into the next development stage of the project,” said Lars Gustafsson, President of Swedegas.

The permit comes into effect immediately and covers LNG storage of up to 33,000 cubic metres and the handling of up to 500,000 tonnes of LNG each year.

“It is gratifying to know that we had the entire environmental impact assessment approved. We have met with considerable interest and involvement from all parties concerned,” said Lars Gustafsson.

The liquefied natural gas will arrive at the Port of Gothenburg by sea. It will then be discharged at the quayside and transferred to road tankers or rail trucks for onward distribution, mainly to industrial facilities throughout the country. It will also be possible for ships to bunker LNG as fuel. In time, the terminal will have the capacity to supply the existing gas grid with gas.

The terminal will be constructed in collaboration with the Port of Gothenburg, which will invest in the port infrastructure. The LNG Terminal in Gothenburg is also part of a project being run together with Port of Rotterdam and Gasunie to create an efficient LNG infrastructure between Sweden and the Netherlands. The common project, LNG Rotterdam Gothenburg is co-financed by the European Union´s TEN-T programme.

Environmental impact

There are considerableenvironmental benefits to be gained from using LNG in shipping, industry and heavy transport instead of oil-based fuels. Sulphur and particle emissions are reduced to almost zero, nitrogen emissions by 85-90 per cent and carbon dioxide emissions by 25 per cent.