Decarbonisation imperative <\/strong><\/p>\n\u201cDecarbonisation is a topic in any port around the world,\u201d Mr Bouman says. \u201cWe\u2019re still at the start, but there\u2019s a clear trend \u2013 every terminal is looking into electrification and sometimes automation if it makes sense.\u201d
Western ports and the main Asian hubs are all actively exploring pathways to reduce emissions, although the pace differs from site to site. <\/p>\n
In some cases, operators pursue both automation and electrification from the outset he says; in others, electrification comes first and autonomy later. \u201cIt\u2019s more a question of the time frame,\u201d Mr Bouman notes.
One thing is certain: There is no standard template. \u201cIt\u2019s never one-size-fits-all in the ports,\u201d he says. \u201cEvery terminal is different.\u201d
Why charging matters <\/strong>
Switching to electric fleets adds an entirely new operational requirement \u2013 keeping vehicles charged.
\u201cWhen terminal operators switch to electric vehicles, they get new responsibilities and one of them is charging,\u201d Mr Bouman explains. <\/p>\n\u201cThey have to fit it into the contractual labour situation, they have to fit it into the operation.\u201d
Rocsys\u2019 technology removes the need for manual intervention. <\/p>\n
By automatically connecting vehicles to their chargers, the system ensures they are ready when needed \u2013 that is charged before shifts begin, or during planned breaks in activity \u2013 without slowing the wider operation down.
Automation meets electrification<\/strong>
One of Rocsys\u2019 flagship projects is at APM Terminals\u2019 Maasvlakte II facility in Rotterdam. <\/p>\nThirty autonomous terminal trucks \u2013 electric and driverless \u2013 will be deployed to support the rail operation, moving containers from the stack to the rail area.
\u201cThis is a \u20ac1.2 billion expansion,\u201d Mr Bouman says. \u201cIt\u2019s a gigantic project involving ten cranes and will take three to four years to implement.\u201d <\/p>\n
Rocsys\u2019 role is to make sure each vehicle is charged and operational when required.
The rollout is deliberately phased. \u201cWe\u2019re slowly phasing in over the next two years until we are at full capacity,\u201d Mr Bouman says.
Lessons from the field <\/strong>
Beyond Rotterdam, Rocsys has projects in Los Angeles, Long Beach and at the Port of Monroe in Michigan, USA. From these deployments, several clear lessons have emerged.
Firstly, Mr Bouman says it\u2019s important to involve the people on site from the beginning. <\/p>\n\u201cThey understand the site, they understand the dynamics,\u201d he says. \u201cIt\u2019s better to train those people either as a remote operator, or for physical service and maintenance.\u201d
Secondly, site integration and infrastructure can be a barrier. <\/p>\n
Rocsys\u2019 pallet-based design allows chargers to be placed without the need for major civil works. This is especially valuable in the US, where construction costs are high and in California, where earthquake regulations add further complexity. <\/p>\n
Avoiding heavy groundwork not only cuts costs but makes it easier to rearrange terminal layouts in future without losing any return on investment.
Third, Mr Bouman says connectivity and oversight are vital. Rocsys\u2019 system gives terminal operators full visibility over charging operations so they can intervene if needed. <\/p>\n
\u201cWe are developing new features on our portals to enable operators to do a better job there,\u201d he adds.
Opportunities for smaller ports <\/strong>
While large, automated terminals are often the focus, smaller facilities also stand to benefit \u2013 particularly where charging responsibilities were never part of existing work agreements.
\u201cWith charging, there\u2019s a new responsibility all of a sudden, which wasn\u2019t in the playbook previously,\u201d Mr Bouman explains. <\/p>\nRocsys\u2019 system can automate that task, with local supervisors monitoring via beacon lights or control interfaces.
For smaller operators, the cost advantage of Rocsys\u2019 low-impact installation is significant. <\/p>\n
\u201cThere are no or minimal civil works required because it\u2019s a very simple low-power connection,\u201d Mr Bouman says. <\/p>\n
\u201cWe really thought about the smaller terminals and the system is suitable for them too.\u201d
The human factor <\/strong>
Addressing concerns about automation reducing human input at ports and terminals, Mr Bouman says he sees autonomy as a tool to improve efficiency and sustainability, rather than a replacement for the workforce. <\/p>\n\u201cAutomation can make people\u2019s jobs safer and actually make their job nicer,\u201d he says. <\/p>\n
The key is careful planning for the transition from manual to supervisory roles, which requires open discussion with all stakeholders. <\/p>\n
Mr Bouman also advocates for standardisation \u2013 both in hardware and IT \u2013 to make investments last longer and work across multiple sites. <\/p>\n
Rocsys\u2019 systems use CCS-compliant connectors from the automotive and trucking industries, ensuring compatibility with a wide range of electric vehicles across different sectors.
<\/strong>
New generation challenges <\/strong>
Traditional AGVs ran in fenced-off environments with no unexpected human presence. Newer fully automated vehicles, equipped with LIDAR and cameras, can work in mixed-traffic environments \u2013 a major advantage, but also a challenge.
\u201cThat requires different kinds of planning,\u201d Mr Bouman says. \u201cThere\u2019s a lot of other situations which can occur.\u201d
For the Rotterdam project, Rocsys has been working from day one with Terberg, the automated vehicle supplier and Embotech, the autonomous driving system provider. <\/p>\nThis collaboration covers everything from scoping the operational challenge to detailing safety protocols and integrating systems.
\u201cYou can\u2019t see one of the elements as a separate element,\u201d Mr Bouman says. \u201cYou have to think about the whole terminal design and how it works all together.\u201d <\/p>\n
This integrated approach ensures that automated charging, autonomous vehicle navigation and operational workflows are all aligned for maximum safety and efficiency.
Next there is the charging issue. Charging times \u2013 often 30 minutes to an hour \u2013 make it impossible to centralise the process in the same way as diesel refuelling.\u201cIt\u2019s spread out over the terminals, so charging becomes a big new responsibility,\u201d Mr Bouman says.
He likens it to a laptop and its power supply: \u201cEverybody looks at the laptop, but forgets about the adapter. Without the adapter, the laptop doesn\u2019t work and charging is the same.\u201d
Engaging with the charging provider early he says allows effective designs to be built into the operation from the start.
By ensuring vehicles are always charged when needed, Mr Bouman says Rocsys\u2019 system supports the retirement of diesel-powered fleets and helps ports meet both climate targets and local air quality goals.
Automated charging reduces the risk of human error, such as missed or incomplete charges, extending battery life and reducing waste. It also integrates smoothly with automated operations, eliminating the need for manual plug-in processes.
Looking ahead <\/strong>
Mr Bouman\u2019s advice to operators is straightforward: \u201cEverything starts with understanding your terminal deeply and how the operation runs. When you\u2019re switching to electric vehicles, make sure the charging side is engaged early so you can make effective designs and ensure success.\u201d
Mr Bouman emphasises that while the move towards automation and electrification is inevitable, the pace and approach can be very different depending on the terminal. <\/p>\n\u201cIt\u2019s absolutely going to happen. It\u2019s more a question of the time frame,\u201d he says, adding that factors such as budget cycles, contractual labour frameworks and site-specific operational models can all shape the way projects unfold.
For example, at APMT Rotterdam, the integration of 30 autonomous electric terminal trucks into a brand-new facility is a complex, multi-year undertaking for Rocsys. <\/p>\n
In contrast, at smaller ports like the Port of Monroe in Michigan, the implementation process was more targeted, addressing specific operational needs without overhauling the entire terminal system.
This variability means that suppliers like Rocsys need to be agile, tailoring solutions to match the operational and economic realities of each site. <\/p>\n
\u201cEvery terminal is different,\u201d Mr Bouman reminds us. \u201cNever one-size-fits-all.\u201d
In discussing large-scale automation projects, Mr Bouman highlights the importance of close cooperation between all technology providers from the earliest stages.
Another recurring theme for Mr Bouman is the value of engaging with charging providers early in the electrification journey. <\/p>\n
\u201cWe like to get involved as early as possible to paint a picture of what that would mean and how you can make that a success,\u201d he concludes.<\/p>\n
Because charging infrastructure must be woven into the physical and operational fabric of the terminal, late-stage integration can lead to costly redesigns or sub-optimal placement. <\/p>\n
By addressing charging at the planning stage, terminals can avoid these pitfalls and ensure that electric fleets are fully supported from day one. <\/p>\n","protected":false},"excerpt":{"rendered":"
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