Driven by the need to tranship cargoes costeffectively on contracts where investment levels have to be realistic and permanent port facilities are limited, equipment manufacturers have moved to a niche with equipment that has as much flexibility as a simple wheeled conveyor, but which offer the sophistication of extensive fixed systems.<\/p>\n
\u201cThe market has a requirement for a real alternative to a fixed installation system, and providing it has allowed ports the opportunity to handle dry bulks which would otherwise be lost,\u201d says Dirk Dratsdrummer, spokesman for the 40-year-old B&W Aumund Group.<\/p>\n
\u201cTraditionally the mobile option was limited to smaller vessels like coasters, and has been seen very much as the cheap alternative to a fixed installation. Simple mobile conveyors have been used for many years in this environment, but limited to low loading rates and smaller vessels,\u201d he says.<\/p>\n
However, the development of the full function mobile ship loader has eliminated these constraints so effectively that mobile equipment is now able to compete in a professional environment offering a real alternative to an expensive and dedicated fixed installation.<\/p>\n
\u201cFixed equipment usually involves quayside conveyors, rail tracks, extensive civil works and a dedicated berth, so investment decisions are necessarily based on long-term contracts.<\/p>\n
\u201cWith mobile equipment the operator needs none of that, and can take advantage of a short-term market situation and use an existing berth with the minimum of disruption to existing port traffic. For example, our mobile shiploader requires only a level quay for effective operation, and very often is used on berths normally served by rail mounted harbour cranes. This improves berth utilisation, and when the shiploading is complete, the equipment can be simply moved to a storage area off the quay.<\/p>\n
Mobile equipment may be transferred to other operations or moved to another berth or even another port. Since units are self-contained, their residual value is high and machines are often traded on the second hand market, which minimises the investment risk.<\/p>\n
Moving the machine alongside a berth need not be a problem either, believes Mr Dratsdrummer, because of the development of motors in wheel hubs mounted on slewing rings, allowing the equipment to move in line or parallel to the vessel.<\/p>\n
\u201cAs with any conveyor the handling rate of the ship loader boom conveyor will depend on the operating angle. All machines are variable angle and the operator may adjust the boom angle continuously to obtain an adequate clearance above the ship\u2019s hatch.<\/p>\n
To accommodate this variable handling rate, and to maximise the machine capacity an automatic feed rate control system has been developed. This system monitors the load level on the boom conveyor and controls the feeder units to prevent overload and thus the system may be set to achieve a maximum rate at low angle without fear of overload and spillage at maximum angle.\u201d<\/p>\n
Mobile stacking equipment allows virtually any covered area to be converted to short-term or permanent storage, retaining its flexibility and avoiding large investment in dedicated facilities.<\/p>\n
Volumes stored in these areas can be increased by as much as 25% using a radial boom to maximise the stored volume, providing a more complete mobile loading and unloading solution.<\/p>\n
\u201cWe believe mobile technology has now become so sophisticated that it is challenging static systems in terms of efficiency and handling rate, with the bonus of complete flexibility,\u201d adds Mr Dratsdrummer.<\/p>\n","protected":false},"excerpt":{"rendered":"
Increased sophistication in mobile unloading systems that haven\u2019 t lost their \u2018 low-cost\u2019 roots is giving port operators the chance to open new windows of opportunity.\u00a0<\/p>\n","protected":false},"author":8,"featured_media":2361,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[19],"tags":[],"sponsor":[],"class_list":["post-2360","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-container-cargo-handling"],"acf":[],"_links":{"self":[{"href":"https:\/\/www.portstrategy.com\/coastlink\/wp-json\/wp\/v2\/posts\/2360","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.portstrategy.com\/coastlink\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.portstrategy.com\/coastlink\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.portstrategy.com\/coastlink\/wp-json\/wp\/v2\/users\/8"}],"replies":[{"embeddable":true,"href":"https:\/\/www.portstrategy.com\/coastlink\/wp-json\/wp\/v2\/comments?post=2360"}],"version-history":[{"count":1,"href":"https:\/\/www.portstrategy.com\/coastlink\/wp-json\/wp\/v2\/posts\/2360\/revisions"}],"predecessor-version":[{"id":2362,"href":"https:\/\/www.portstrategy.com\/coastlink\/wp-json\/wp\/v2\/posts\/2360\/revisions\/2362"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.portstrategy.com\/coastlink\/wp-json\/wp\/v2\/media\/2361"}],"wp:attachment":[{"href":"https:\/\/www.portstrategy.com\/coastlink\/wp-json\/wp\/v2\/media?parent=2360"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.portstrategy.com\/coastlink\/wp-json\/wp\/v2\/categories?post=2360"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.portstrategy.com\/coastlink\/wp-json\/wp\/v2\/tags?post=2360"},{"taxonomy":"sponsor","embeddable":true,"href":"https:\/\/www.portstrategy.com\/coastlink\/wp-json\/wp\/v2\/sponsor?post=2360"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}