With the addition of this new power option, Konecranes now provides a full range of solutions for RTGs: Hybrid Power Pack, Diesel Fuel Saver, and two electric power options, the Cable Reel and Busbar.

Customers can thus choose either a diesel or electric solution, depending on their business requirements. The Hybrid Power Pack and Diesel Fuel Saver provide the flexibility of diesel power, while the two electric options provide the benefits and convenience of electricity – no diesel, less maintenance, less noise and lower emissions.

Complete range, full power

The Konecranes Hybrid Power Pack turns a fully-diesel RTG into a diesel/electric hybrid RTG. Whenever possible, the crane is operated with electrical power drawn from the energy store. Like a hybrid car, it takes the energy generated during braking and converts it into electricity to recharge the batteries. Depending on usage, this solution can significantly reduce diesel fuel costs. Put another way, the RTG can operate much longer on a tank of fuel.

The Diesel Fuel Saver provides power-on-demand, matching the RPMs of the RTG engine to the work the machine is doing. It ensures that the diesel engine is running at maximum efficiency at all operating points, without high-speed idling. Compared with conventional diesel engine operation, the Diesel Fuel Saver can considerably reduce fuel consumption, resulting in cost savings of tens of thousands of euros per RTG per year in typical operation.

The Cable Reel and Busbar options convert the RTG to fully-electric operation, eliminating diesel exhaust emissions and ensuring quiet RTG operation. The latter is an important consideration when the container terminal is located near a residential area. There is no downtime for refueling, so the RTG can spend more time in productive operation. The time saved by not refueling can amount to up to one working week per year.

While handling Maersk Line’s vessel, the 116,100 DWT, 9,038 TEU MV Mette Maersk, CMIT handled 2,100 containers during an 11 hour, 30 minute port stay. Gross crane productivity was 43 container moves per hour, resulting in berth productivity of 183 moves per hour.

“This is certainly the first time CMIT has crossed the important benchmark of 40 crane moves per hour, and we believe we are the first container terminal in Vietnam to have done so”, commented Steen Davidsen, CMIT’s General Director. “We also believe our berth productivity of 183 moves per hour using just 5 Ship-To-Shore cranes sets a new benchmark for Vietnam” he added.

CMIT measures berth productivity based on the total time the vessel is available for work on the berth starting from the time the gangway is secured and ending upon time of vessel sailing or half an hour after operational completion should the vessel not sail immediately upon completion. Time is never deducted from this berth productivity calculation so CMIT’s berth productivity is a true reflection of the time the vessel spends working at the terminal.  

“Terminal berth productivity is a critical cost driver for all shipping lines, and high berth productivity translates directly into significant bunker cost savings for us”, commented Peter Smidt-Nielsen, General Director of Maersk Line, Vietnam. “Achieving the levels of productivity being delivered to Maersk Line by CMIT is quite remarkable – and particularly so for a terminal that has been operational for just fourteen months. We are delighted and offer our warmest congratulations to the operational team at CMIT” he added.

CMIT handled its first vessel on March 30, 2011 and since that time has welcomed 151 vessel calls, handling over 351,000 TEU of export and import containers to and from Vietnam’s major trading partners in Europe, North America and Asia.

“These projects are the latest stage in our on-going work to meet the growing safety and environmental demands of our partners in the ports industry on the west coast of the United States,” says Cavotec CEO, Ottonel Popesco.

“With legislation regulating emissions at ports set to tighten in the years ahead, we anticipate continuing to work with our partners in the industry to ensure that these and ports worldwide maintain their position as leading environmental performers,” Popesco adds.

The Cavotec AMP equipment being supplied under these contracts includes shore power systems built into the quayside that enable ships to connect to grid-generated electrical power safely, quickly and easily. These units will also incorporate Cavotec’s innovative spring-assisted One-Hand-Lift Access Covers.

“Cavotec’s One-Hand-Lift Access Covers are safer than many alternatives that are currently available. Conventional systems include covers with very heavy lift weights, while Cavotec’s innovative system helps to avoid operator stress and injury by reducing these lift weights to a minimum,” explains Rob Thompson, Cavotec USA Inc. West Coast Manager.

Cavotec engineers and naval architects have pioneered several AMP solutions including ship-based systems housed in shipping containers, land-based vault versions and mobile units for maximum flexibility.

Cavotec AMP systems enable vessels to switch off their engines while docked and to connect to shore side electricity. Services such as power supply for reefer containers, lighting, heating, food preparation and cargo handling are then run directly from the port. Switching off ships’ engines and connecting to grid-generated electricity reduces fuel consumption and dramatically cuts particulate matter emissions, thus helping improve air quality in ports and surrounding communities.

Cavotec’s shore power systems are increasingly widely used at ports on the US west coast, as well as in Canada, Europe and the Far East. The first AMP system became operational at Sweden’s Port of Gothenburg in 1984. The Port of Long Beach, the Port of Oakland, and the Port of Los Angeles are among ports on the US west coast that have subsequently introduced the technology.

 In addition to shore power systems, Cavotec manufactures a diverse range of advanced technologies that help ports around the world to operate safely, efficiently and sustainably. These products include automated mooring systems, Panzerbelt cable protection systems, crane controllers, marine propulsion slip rings, power chains and connectors, radio remote controls, motorised cable reels and steel chains.

The project received $24.5 million in federal stimulus funds through the TIGER (Transportation Investment Generating Economic Recovery) Discretionary Grant Program, part of the American Recovery and Reinvestment Act (ARRA). The ARRA program aimed at preserving and creating jobs through investment in transportation infrastructure, thereby promoting economic recovery. This federal funding was an integral part of the project’s quick start, covering approximately 85-percent of the total $29 million project cost.

As the first harbor project nationally to receive TIGER grant funding, the Pier 29 project restores approximately 12 acres of upgraded cargo space which will increase operational efficiency and workplace safety at Honolulu Harbor. Along with the concrete pavement reconstruction, new drainage, water, lighting, sewer, fire protection and electrical systems were also installed, increasing Honolulu Harbor’s cargo capacity by creating more space for additional container ships and commerce.

“The Pier 29 Reconstruction not only improves safety for our workers, efficiency of our operations and the capacity of Honolulu Harbor, but, most importantly, it will help to boost our state’s economy into the future,” said DOT Director Glenn Okimoto. “We want to thank Senator Inouye and our congressional delegation for their strong support and

our partners at the US Department of Transportation’s Maritime Administration for making this project possible.”

In 2008, Pier 29 suffered structural failures in the concrete pavement, rendering the cargo yard virtually unusable. The reconstruction project began on August 20, 2010, and restores 12 acres to Honolulu Harbor’s total cargo capacity, creating more space for more efficient commercial operations.               

Photo Caption

Senator Will Espero; Gary North, Excutive Director, Hawaii Harbors User Group; Richard Maxwell, Aloha Cargo Transport; Senator Daniel K. Inouye; Tom Martin, Aloha Cargo Transport; Brian Varney, U.S. Department of Transportation; Maritime Administration, Glenn Okimoto; Director, Hawaii State Department of Transportation; Denny Watts, CEO, WATTS Construction; Bruce Coppa, Office of Govenor Neil Abercormbie, Chief of Staff; Representative Pono Chong; Kahu Kordell Kekoa.