Cautious curiosity
Automation often begins quayside, as with these quay cranes
Questions are being asked, but many ports are still not serious about building facilities to support automation, reports David Foxwell
ESC spokesperson Matt Yearling adds that introducing automation and new operating systems "is a constant balance between implementation of new technologies, negotiating with labour to implement such changes, and the training and acceptance of new technology".
Asked what terminals are looking for in a TOS, Navis says RMG automation is a feature of every request, and noted that it has developed a standard ASC/RMG Automation module which is being deployed in Navis SPARCS 3.6. "The biggest issue, though, is that no one has come to an agreement on a standard interface, " says Mr Yearling.
Demand for vehicle automation (AGV or straddle) is still quite low, according to Navis, the biggest issue being with AGVs, and whether the concept of AGVs is truly viable. "While there are indications that AGV operations can be cost effective, the primary issue is a ceiling in productivity for vessel operations. Automated straddle carriers have a very promising future, but they are still considered working prototypes, " Navis tells PS.
Requirements also differ widely geographically. Europe, primarily Northern Europe, has the only fully functional automated terminals and, currently, only one North American automated terminal is being constructed, the primary differences being that they are going with automated straddle carriers, not AGVs. Asia looks to be going in the same direction.
As ESC's Mr Yearling notes, at Rotterdam's Euromax a green-field site is being developed capable of handling 2m teu/year, and is due to go live in 2008. This will be a fully automated terminal with moves between stacks and quayside cranes performed by AGVs. The terminal operating system here will control stacks, yard and quay cranes and direct AGVs through integration, whereas, in the US, he notes, the EPS style solution is popular, as at Savannah, where ESC is working with Savi Technology to install Radio Frequency Identification-based systems.
The situation differs even within the US, says Mr Yearling: "On the US East Coast there are fewer union rules and this allows a higher level of automation, but vessels sizes are smaller (circa 4,000-6,000 teu mostly).
"On the US West Coast system design for TOS is determined by union contract rules. Integration with gate systems to ease congestion is a feature here (using products such as the company's voyagertrack, and Pier Pass). With little additional yard space available, the challenge is to increase terminal velocity within given confines.
"In the Pacific Northwest, where there is much intermodal rail cargo, the design of a TOS needs to take this into account, and at LAX ports there are other problems, such as a high level of local cargotruck congestion.
"In Europe, we see the highest possible automation, because of high labour costs, hence the use of automated vehicles, as at Euromax. Ports in North West Europe are subject to intense competition. In ports like these, however, because most cargo arrives and leaves by feeder vessel or rail, truck gate operations are of little significance. Places like Hamburg have high amounts of transhipment cargo, and TOS design needs to take this into account too, " Mr Yearling says.
At older terminals with no automation, introduction of automation tends to be incremental or take the form of replacement or enhancement of existing components, such as gate improvements.
"Existing terminals are embracing OCR, GPS, and other new technologies that they can leverage to reduce costs, and improve productivity, " Mr Yearling concludes.
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