It features a hybrid diesel/electric driveline, electrified hydraulic lifting system, and a super capacitor based energy storage. This innovative lift truck will cut fuel consumption and emissions with at least 30% while offering improved performance, acceleration and response to driver’s commands.

“Konecranes is a pioneer and leader in lifting technology and service. Our new hybrid reach stacker is an exciting step forward for our industry and further proofs that Konecranes is committed to offering its customers eco-efficient products and services,” says Lars Fredin, Vice-President and Head of Business Unit Lift Trucks, Konecranes.

As a result, the Transas Navi-Trainer Professional 5000 holds the most advanced certificates set in the maritime simulator industry; it has been certified as a Bridge Operation Simulator Class A with class notation “Integrated simulator system, NAUT AW (SIM), DYNPOS – AUT (SIM), HSC, TUG, ICE, AHTS” and Dynamic Positioning Simulator Class A as per the latest edition of Standard for Certification of Maritime Simulators No. 2.14 January 2011.

Transas is the first manufacturer to acquire DNV approval of an anchor-handling operations module according to the latest standard. This standard is based on the requirements of the STCW convention which was significantly amended in 2010 (Manila amendments).  

It’s now officially confirmed that Transas NTPRO meets both basic standard requirements for Bridge Operation simulation system (Section 3) and:

Additional requirements for simulators intended for training in ice navigation (Ref. STCW Section B-V/g Guidance regarding training of masters and officers for ships operating in polar waters) – Class notation ICE;

Additional requirements for simulators intended for training on Integrated Bridge Systems including Integrated Navigation – Class notation NAUT AW (SIM);

Additional requirements for simulators intended for training in Anchor Handling operations (Ref. STCW Section B-V/e, Offshore supply vessels performing anchor-handling operations) – Class notation AHTS.

Transas NTPRO supports  simulation training and qualification for crews of ordinary vessels, and for High Speed Craft – Class notation HSC, and all types of tugs – Class notation TUG.

The new Statement of Compliance certificate  for DP simulator declares that Transas NTPRO 5000 meets all requirements for  Class A Dynamic Positioning simulation system (Section 8) – Class notation DYNPOS – AUT (SIM).

The ground based eLoran system provides alternative position and timing signals for improved navigational safety. The Dover area, the world’s busiest shipping lane, is the first in the world to achieve this initial operational capability (IOC) for shipping companies operating both passenger and cargo services.

Today’s announcement represents the first of up to seven eLoran installations to be implemented along the East Coast of the United Kingdom. The Thames Estuary and approaches up to Tilbury, the Humber Estuary and approaches, and the ports of Middlesbrough, Grangemouth and Aberdeen will all benefit from new installations, and the prototype service at Harwich and Felixstowe will be upgraded.

 Although primarily intended as a maritime aid to navigation, eLoran could become a cost effective backup for a wide range of applications that are becoming increasingly reliant on the position and timing information provided by satellite systems.

“Our primary concern at the GLA is for the safety of mariners,” says Captain Ian McNaught, Chief Executive of Trinity House, “But signals from eLoran transmitters could also provide essential backup to telecommunications, smart grid and high frequency trading systems vulnerable to jamming by natural or deliberate means.  We encourage ship owners and mariners to assess eLoran in this region and provide feedback to the GLA on its performance.” 

P&O Ferries has installed an eLoran receiver on its new vessel ‘Spirit of Britain’. She will be based at Dover and is one of the largest passenger ships the busy Dover/Calais route has ever seen.

Captain Simon Richardson, Head of Safety Management at P&O Ferries says “Accurate real-time positional information is essential for the safe navigation of ships with modern electronic charts. Satellite navigation systems are vulnerable to degradation of signal strength and our ships have also experienced occasional loss of signal. We welcome the development of a robust alternative to provide redundancy in real-time positional information and we see eLoran as the most effective solution to countering the problem.” 

Commenting on the announcement Stephen Hammond, Minister for Shipping said “I congratulate the General Lighthouse Authorities on this initiative which seeks to improve navigational safety in what is the busiest shipping channel in the world, through the development and deployment of technology. I look forward to receiving reports of its effectiveness.”

“We do not anticipate any interruptions to deep-draft shipping or cruise operations within the Port of New Orleans as a result of the low River stages,” said Gary LaGrange, Port President and CEO. “All of the Port’s berths are at 100 percent of their authorized depths and no restrictions on the Lower Mississippi River are anticipated.”

Liquid and dry bulk commodities, which rely on barge transportation, are the primary cargoes concerned with low River levels in the Midwest. These commodities include agricultural products, such as grain and corn, and other bulk commodities, such as chemicals, petroleum and coal. These products are generally shipped in bulk by barge, as River barge transportation is the most economical. These commodities are shipped to the Lower Mississippi River and loaded onto oceangoing bulk vessels at deep-draft terminals. These ocean going vessels can be loaded to full capacity. However, if draft restrictions are placed on inland barge traffic in the Midwest, barge transit would become more costly for growers, producers and manufacturers.

The majority of the private grain elevators, petroleum refineries and coal terminals are located upriver and downriver from the Port of New Orleans’ jurisdiction. The Port is a general cargo port handling cargoes, such as containers, steel, palletized natural rubber, forest products, rolled paper and bundled copper and aluminum. These cargoes arrive and depart the Port’s terminals primarily by rail and truck, thus there is minimal impact within the Port of New Orleans.

The primary area of concern is stretches of the River between St. Louis, Mo., and Cairo, Ill., where the Corps of Engineers continues to apply all available resources to maintain a navigable nine-foot deep channel for barge traffic. Additionally, Corps contractors are removing rock obstructions from the channel – an estimated 890 cubic yards of limestone from River bottoms – to reduce any risk to vessels during periods of low water. Dredging has also been ongoing since early July to preserve the channel in the Midwest, along with continued channel surveys and patrols to ensure safe navigation throughout the River system.

“We are working closely with the Corps of Engineers and the U.S. Coast Guard to ensure that all deep-draft facilities along the Lower Mississippi River remain at authorized depths of at least 45 feet and remain open for business for our customers, stakeholders and the shipping community,” LaGrange said.