#DidYouKnow – A short story of the refrigerated container

This week we wanted to discuss the evolution of the refrigerated container. Reefer transport, one using refrigerated trucks, trailers and shipping containers is used to ship items that require temperature-controlled environments. Reefer freight is vital nowadays due to the time and temperature sensitive cargo being shipped across larger and larger distances in shorter time frames.

Before modern-day shipping containers appeared in the mid-20th century, loading and unloading of vessels comprised very labour-intensive and time-consuming exercises. Barrels, sacks and wooden crates of various sizes and shapes were used to carry goods to the port, where they were then loaded onto the dock and transferred to waiting ships for their oceanic journeys.

Back in the 16th century seafood products were very popular but, due to the difficulty in transporting them, were limited to people living near coastal areas, rivers or lakes.

In the early 1800’s ice and salt were placed under and alongside cargo with the aim to reduce spoilage. Though an improvement, it was still impractical. Livestock was dying in transit resulting in significant profit losses for farmers. Meat products were also going off before reaching their final destinations.

  1. 1867. The first patent for refrigerated rail cars was granted to J.B Sutherland from Detroit. His design for reefers included a special holding area for ice at each end of the purpose built box car.
  2. 1876. Charles Tellier, the “Father of the Cold”, created the 1st ether-based refrigeration system to maintain a temperature of 0°C inside the boxes. Their tiny size allowed scientist to install three of them on a steamboat called “The Frigorific.”
  3. 1877. Another French engineer, Ferdinand Carré, perfected Charles Tellier’s system, managing to ship 150 tonnes of frozen meat over 50 days, from Sydney to the UK, in a ship equipped with compression refrigeration. The journey successfully transported all perishable cargo without any incidents.

1900’s. The 1st refrigerated vessels specially designed to transport bananas, such as the Port Morant, appeared in 1901. CO2 machines were then used to reduce the temperature and control it. This marked a decisive step forward for the transport of temperature sensitive fruit.

Mid-way through the 1930’s the first portable air-cooling unit was invented by Fred Jones. These units were placed on the outside of trucks that carried perishable foods. By the late 1930’s refrigerated trailers were reaching 38-40 feet in length.

It is not until the 1950s/60s that we entered the golden age of refrigerated containers, a real revolution in the shipping world. By then reefer transport was better controlled and new foodstuffs, such as tropical fruits or even meat, could be shipped across any ocean.

The 1970s saw the arrival of refrigerated containers especially designed to be transported by container carriers. Reefer containers existed in various shapes and sizes each were equipped with their own, separate cooling units controlling the inside atmosphere. Onboard a ship, the reefers were plugged into the onboard power supply system. At the terminals or when carried inland they were connected to reefer plug points or provided with a clip-on generator sets. This system is still largely in use today within the cold supply chain.

The Future: new systems are being created and are already in operation that make controlling various parameters of the container remotely possible. These include temperature control, accidents, door openings, alarms, etc. This type of smart technology will enable a better control of container transport from its origin to the destination.

The success of companies that transport temperature-controlled products comes down to knowing how to ship a product with temperature control adapted to the shipping circumstances and to each type of equipment used, as well as their knowledge of the requirements of each perishable goods type. We are now in the twentieth century and we are seeing a glimpse of the power that the Internet of Things has over transport equipment. At the Escola we are excited to see how the reefer containers continue to evolve and facilitate safe and rapid transport.

Intrigued? You can learn about reefer containers and temperature-controlled supply chains in our technical course dedicated especially to this type of transport. Register now here.

Written by:

  • Raquel Nunes, Training Programmes & External Relations Manager (Escola Europea – Intermodal Transport)

Blue Innovation – Drones in Port Operations

Let’s talk about Remotely Piloted Aircrafts (RPAs) or Unmanned Aircraft Systems (UAS)! These unmanned aerial vehicles, commonly known as drones, have already been incorporated into our society for their flawless ability to take exceptional videos and photographs. Nevertheless, global transport and logistics companies are looking to take advantage of their functionalities and the shipping industry is not lagging behind.

Within the contributions that an RPA can already offer to transport operations we have:

  • Inspections of physical structures and patrolling of security rounds;
  • Routine inspections for maintenance of buoys, pipes, docks, breakwater cranes, roof-ships and other structures that are conventionally difficult to access;
  • Stock measurement to calculate (bulk) volumetric mass inventory;
  • Detection of irregular situations, leaks or abnormalities through (thermal and gas) sensors, as supplemental emergency support without the need to expose people to the affected areas;
  • Measurement and control of environmental aspects, detection of contamination and tracking and monitoring those responsible for the environmental breaches;
  • Mapping and surveying;
  • Generating audio-visual records of inspection for the authorities or for historical archives;
  • Among others.

The truth is that RPAs have many positive functions to bring to the port community. It is necessary to recognise that not all functions of these high tech devices are positive, and therefore an airspace overflight control would need to be established and regulated. Ports like Rotterdam, Hamburg or Antwerp have already begun regulating the use of RPAs, and allow for their use in certain operations or for inspections under previously established regulations or approvals. The port of Amsterdam has recently tested the Marine Anti Drone Systems (M.A.D.S). This system gives the port authority the possibility to try to control and protect the airspace in order to avoid violations of private security, terrorist attacks and fly-hacking, among others. It is vital, when taking advantage of these devices, to take security and other potentially negative repercussions under consideration.

One of the most interesting commercial cases of the use of RPAs in port areas cases has to do with the service of the company Willensem in Singapore. The company has been able to obtain test authorisation for an “Agency by Air” with which they intend to supply ships with small spare parts, documents, supplies or even consumables for 3D printers. This system will replace shipments by boat in order to reduce economic costs, lower pollution, and ensure faster and risk-free trans-shipment-delivery.

Similarly Airbotics, a company of Israeli origin, has incorporated the devides into a wide range of services. Some of those are applied to the maritime sector where they control traffic and monitoring in port, and undertake supervision on environmental and health issues, inspection systems and inventory tracking. Together they are supporting the construction of the port project in Haifa through mapping and inspection.

In Chile, APM Terminal works with drones for general supervision operations and risk detention. Their devices have a loudspeaker built into the RPAs, allowing the operator to give directions to truck drivers or other people on the ground.

As a final example we could mention the Balearic Islands Port Authority (APB), which has initiated a pilot programme to control and manage the public port domain by using drones in the port of Alcúdia to supervise port operations and environmental control. Currently they perform a weekly flight operated by a specialized company that provides a video and 750 orthophotos.
When it comes to RPAs and UASs, the possibilities for the shipping industry are endless. Companies have only touched on the surface of the possible applications that could be implemented to maximise productivity of the ports, enforce sustainable regulations within the port borders, and improve overall security. As with all new technologies, however, this comes with additional costs and ethical and security considerations. Ports would need to ensure a risk-free airspace for the drone operations to be successful, and if surveillance is involved, that all parties entering or leaving the port are informed of it. The ports we have listed have already taken a first step towards this incredibly exciting future – and we do not need to wait long for the rest of the world to showcase their applications.

For more information you can go to:

 

Written by:

  • Vanessa Bexiga, Operations Manager (Escola Europea – Intermodal Transport)

The jobs of the Future

Talking about the jobs of the future has become fashionable. What will a white-collar professional look like? For many years now, researches have been predicting that new technologies, constantly evolving, will be incorporated into our daily lives to the extent that they will substantially change the way we work. Nevertheless, it is still not clear what, how and when these changes will take place.

The end of February saw the Mobile World Congress, which was held in Barcelona. Following the gathering we now know that networks with 5G technologies will be deployed quickly. The Port of Barcelona has set aside considerable investment in the network’s installation. From then on we can look forward to robots, automation processes, sensorisation, big data, IoT, drones and so on and so forth.

A news item from the Spanish online magazine El País Digital dated 25 February 2019 further underlined the issue: “Before the halfway point of the year is passed, the Ford and Nissan plants (with more than 10,000 workers between the two) will reveal what future awaits them. Doubts about the future of diesel and the risks about how the transition to electric cars will be dealt with and whether the Spanish industry will be able to climb on the bandwagon to produce them. “

Employees who know how to make cars with traditional internal combustion engines will now have produce electric cars. The electrical engineering skills for these new vehicles might be better found among employees of a washing machine factory rather than the workforce of current-day carmakers. We are living in a world of disruptive changes that demand a very high adaptability.

We are told that many of the current jobs will disappear and new ones will be created, but we do not know which ones, nor do we know the specific skills that will have to be acquired. Even if we had the advantage of foresight, it would not be easy to react either as surely, we do not yet have readily available teachers or experts prepared to train others in these subjects.

I, as the director, am fortunate because the Escola Europea has a magnificent vantage point to see and assess the situation in many training centres in Europe and across the Mediterranean shores. A significant number of students and teachers pass through our classrooms. We spend a lot of time together, and this gives us the opportunity to get to know each other and to talk a little about a myriad of topics.  I’ve seen that the majority is worried about the future, and about whether the students are well prepared for what faces them in the road ahead.

Our teachers are exceptional, but nevertheless they are aware that the problem is universal and affects everyone. They also are faced with the challenge of teaching skills that they themselves have not yet fully mastered. The VUCA world (Volatile, Uncertain, Complex and Ambiguous) imposes itself.

According to the study by the Barcelona business school IESE “The Future of Occupation and Future Professional Skills” ( February 2019), what we can see is that the knowledge gap in technology and digitalization is following a continuous upward trend. “48% of companies detect deficiencies in vocational training graduates. Likewise, companies consider that the knowledge gap in areas such as big data, digital marketing, artificial intelligence or blockchain will be even bigger in five years, which increases the challenge of improving the education system”. Companies consider that they have to play a more active role in the definition of future professional competences and in the contents of training. They need, on the part of the education system, a more complete, holistic and practical training, with emphasis on the knowledge, skills and attitudes needed in the coming years. A more intense collaboration of the different actors is needed. 87% of the companies that participated in the study considered it important for them play a more active role in defining the necessary knowledge, skills and attitudes that are in demand in the industry. They expressed their willingness to collaborate in the creation of training plans with the educational centres in this vital task.

The message is clear. The responsibility for training belongs not only to the educational institutions, but also to the companies themselves, and to the workers already active in the sector who should get their associations and professional networks involved.

We all owe recognition to those professionals who devote part of their time to training others. At the Escola we know this very well and are indebted to the individuals who come to lecture in our classrooms or carry out the practical workshops, and share their professional expertise and advice with us and our students. I ask you for the recognition and gratitude they deserve for the work they do.

If you are interested in this topic, it is worth spending some time on the report that the world economic forum produced in 2018 (https://www.weforum.org/reports/the-future-of-jobs-report-2018).

We must think of strategies that will allow us to facilitate the transition into this new technology-dominant professional landscape. And we have to be prepared for the surprises that will inevitably come up. Personally, I strongly believe that we will have a much better world, albeit a drastically different one from what we have today.

 

Eduard Rodés Director Escola Europea – Intermodal Transport

 

The Escola opens up registrations to 2019 Technical Courses

The Escola constantly tries to identify what is lacking in the educational sphere of intermodal transport, in particular in light of the continuously changing landscape of the sector. New technologies bring new procedures, which in turn call for new skills of the operators and professionals involved. This gave birth to the Escola’s technical courses, which take a close look at specialised transport in today’s everchanging climate.

In the second quarter of 2019, the Escola Europea – Intermodal Transport will offer specialised technical courses for professionals in the logistics-port sector. There will be two editions of specialised training in May and June.

The first technical course will focus on temperature-controlled supply chains. It will take place from 6th to 9th of May in Barcelona. The contents of the course focus on how temperature-controlled products (stored, handled and transported) should be circulated through the distribution networks (manufacturers, service providers and customers) in accordance with their specified temperature conditions. Visits to Mercabarna (the wholesale market of Barcelona), a container terminal, an importer/distributor’s storage facilities, container depot and the Border Inspection Point (BIP) will accompany the theory taught in the classrooms. Organised in collaboration with the Port of Barcelona, Mercabarna, Barcelona Container Depot Service, Frimercat and Cultivar, the course is aimed at manufacturers, importers, exporters, distributors and shippers of temperature-controlled cargo and perishable products. For more information on the course, please visit:

https://escolaeuropea.eu/calendar/temperature-controlled-supply-chains/

The second technical course scheduled for June 17-19 focuses on groupage operations and consolidation centres. It will similarly take place in Barcelona, training participants in the handling of groupage shipments, consolidation centres, import/export procedures, customs, etc. To give a practical understanding of the theory imparted, visits will be made to a container terminal and consolidation warehouses. The course is organised in collaboration with the Romeu Group, International Forwarding S.L., CWT Globelink Group, Terminal Hutchison Ports BEST, Ibercondor, ATEIA-OLTRA and the Port of Barcelona. For more information on the course, please visit:

https://escolaeuropea.eu/calendar/groupage-and-consolidation-centres-2019/

How Smart Start-Ups Are Changing Maritime

The role of smart start-ups in driving the development of the maritime sector should not be understated, especially with regard to intelligent applications powered by the Internet of Things (IoT).

As highlighted by a recent competition to form the world’s first digital shipping company, launched by IoT specialist Loginno, there is a demand for companies who can bring new solutions to the table.

The Start-Up Space

Of the multitude of start-ups vying for opportunities within the space of IoT and Big Data, many are part of projects designed to leverage their potential for industry-shifting innovation.

These initiatives are often supported by major companies, and in February 2019 satellite communications provider Inmarsat revealed its partnership with two start-up programmes focused on IoT and the optimization of data.

The need for “fresh perspectives”, as argued by Inmarsat’s Senior Director of Digital Incubation Ali Grey, can be served best by new businesses currently breaking into the sector and shaking its very foundation.

IoT is widely viewed as a key pivot for the industry and target for those wishing to instigate serious change; ABI Research has predicted that IoT applications will be able to track over 500 million different assets by 2023, highlighting its potential.

Solutions for Ports

If IoT is tipped to make waves across the global economy, what kind of impact is this movement likely to have on ports, and what role will be played by start-up organizations?

Maciej Kranz of Cisco Systems describes digitization, and especially IoT, as “powerful enablers that forward-thinking port operators are using in order to improve efficiencies”: the benefits of implementing IoT applications to support cargo-handling processes are various.

One of the areas in which IoT can be leveraged most usefully is the management of port traffic, as the data collected from ships, containers and other vehicles entering and exiting ports can produce a holistic overview of cargo movement that provides a transparent and visible basis for optimization.

IoT is also a technology which complements other advanced systems used by port and terminal operators, functioning alongside automated equipment and TOS systems to allow more effective communication between machines and humans, or even machines and other machines.

Although major companies will often be enlisted to oversee the implementation of advanced technologies, which have to be integrated into port operations without causing serious disruption, start-ups will play an important part in delivering new solutions.

Speaking about the position occupied by start-ups at Smart Ports and Supply Chain Technologies 2018, former Managing Director of Port XL Mare Straetmans emphasized the necessity for collaboration between corporations and emerging businesses.

The Future of IoT Innovation

While start-ups are important components of the rapidly growing IoT ecosystem, development is also being driven by academic bodies and government groups exploring its applications for a broad range of industries, including container shipping.

Autonomous shipping, which is quickly transforming from a futuristic fantasy into a reality, is a good example of the technical platform provided by IoT solutions.

A joint-venture involving the Finnish Geospatial Research Institute and Aalto Universityis seeking to deploy IoT-powered sensor technology as means of ensuring the safe navigation of autonomous vessels, an innovation which is already being trialled.

However, educational bodies and public institutions are also choosing to collaborate with start-ups on groundbreaking projects like this, with solution provider Fleetrange contributing to this initiative by developing techniques for autonomous navigation.

It is evident then that the insight provided by these young, energetic and, above all else, innovative companies, as well as their ability to cut through the noise of the industry, is fostering an environment that is adapting to evolving demands and becoming increasingly modern. It seems likely that success will follow.

Source: Port Technology

European ports welcome agreement on the European Maritime Single Window environment

The European Sea Ports Organisation (ESPO) welcomes the agreement reached on 7 February between the Parliament and the Council on the new regulation establishing a European Maritime Single Window environment (EMSWe). With the new framework, which will repeal the current Reporting Formalities Directive, important steps are made towards reducing administrative burden and increasing the attractiveness of maritime transport. It provides for the creation of a EMSWe dataset, harmonised National Single Windows and the application of the reporting-only-once principle.

We see the agreement as a real breakthrough on this very technical but important matter for the maritime and logistics sector. The outcome provides clear engagements towards administrative simplification and a more efficient supply chain. We are very happy that the new framework is recognizing the bottom-up efforts and investments already made and underway by European ports towards creating a one-stop shop for both the reporting formalities and all other services rendered to stakeholders in the logistics chain. The agreement is thus fully compliant with the ambitious digitalisation agenda of many European ports. We would like to thank and congratulate the Parliament – in particular, the rapporteur, Deirdre Clune and the shadow rapporteurs -, the Romanian Presidency and the Commission for their constructive approach in reaching an agreement”, says Isabelle Ryckbost, Secretary General of ESPO.

ESPO supports the following decisions:

  • Ensuring that the same data sets can be reported in the same way: For European ports, the first priority is to simplify administrative procedures by ensuring that the same data sets can be reported to each competent authority in the same way. ESPO therefore welcomes the emphasis in the new regulation on ensuring that the same data sets can be reported to each National Single Window in the same way by creating a EMSWe maximum dataset. The need to take into account the work carried out at international level is fully backed by ESPO.
  • Asking additional data remain possible in exceptional circumstances: ESPO is very pleased to see that the final text is giving the possibility to Member States to ask in the event of exceptional circumstances, for additional data, for a limited period of time, without having to ask the permission of the Commission.
  • Respect for the existing reporting systems: Moreover, European ports very much support the fact that the new regulation is building on the existing reporting systems, the National Single Windows and Port Community Systems (PCS). It is of paramount importance that ports and shipping lines who are currently working with a PCS as a one-stop-shop for both the reporting formalities and all other services rendered to stakeholders in the logistics chain will be able to continue to do so in the future.
  • Technological neutrality: ESPO is happy to see that technological neutrality is explicitly referred to as the basis for the European Maritime Single Window environment and agrees that the Commission should closely follow the latest technological developments, when providing updates to the reporting interface modules for the National Single Windows.
  • Providing the National Single Windows with a governance dimension: Finally, ESPO also welcomes the new provisions in the agreement on requiring Member States to designate a competent national authority for the National Single Windows with a clear legal mandate. This provides the National Single Window with a governance dimension, giving it the competence to store and redistribute data to the respective authorities.

The agreement reached must now be further formalised by the Council and the Parliament and is expected to apply as from 2025 (six years after the entry into force).

Source: European Sea Ports Organisation Press Release

Barcelona Remains Europe’s Fastest Growing Port

The Port of Barcelona achieved record results in 2018 across all main traffic indicators, solidifying its position as a key facilitator of export activity.

During the financial year 2018, Barcelona handled 67.7 million tonnes of cargo, representing a 10% increase on the port’s total volume for 2017.

According to a statement, the record-breaking volumes were largely driven by a 15% year-on-year increase in container traffic, Barcelona moving 3.4 million TEU during 2018.

Read a Port Technology technical paper by Olaf Merk, International Transport Forum, to understand demand-driven port development.

This rise in container volume underlines Barcelona’s status as the fastest growing port in Europe, as it comes on top of a 32.5% increase already achieved during 2017.

The results also confirm an increase in intermodality, with the significant growth marked in rail transport helping to boost sustainability of the logistics chains passing through the Port of Barcelona.

China has consolidated its role as Barcelona’s main trading partner, with 25% of the containers passing through the port either beginning or ending their journey in the Far East.

“Motorways of the Sea”, regular lines connecting Barcelona with various destinations in Italy and North Africa, progressed in 2018 as well, diverting approximately 150,000 trucks from the road to the “maritime mode”, a more sustainable option.

In economic terms, the port achieved a net turnover of nearly US$198 million, up 4% from the previous year.

The Dawning of 5G

As the digitization of industry and the global economy continues, a necessity for reliable, faster and more secure networks to connect businesses and the global supply chain continues to grow.

It is no surprise then that major companies and service providers, such as IBM and Vodafone, are forming joint-venture initiatives to test and develop a 5G ecosystem which, according to President of Mobile Networks with Nokia, Tommi Uitto, can generate new potential for automated operations and artificial intelligence.

While the worldwide implications of 5G technology are myriad, with leading companies Nokia and China Mobile seeking to create a more open and interoperable form of architecture for high-speed networks, its application to the ports and terminals sector could be game-changing.

As Dr. Yvo Saanen, Founder of simulation specialists TBA Group explains above, there is a need to connect a port’s assets, machines and people to systems, thereby increasing the safety and efficiency of cargo-handling operations.

The ability of 5G to optimize operations and “transmit data safely within milliseconds” is already being trialled as part of the Wireless for Verticals (WIVE) research project, one of many initiatives demonstrating the technology’s value as a catalyst for improved performance.

Faster and Smarter Networks

It would be easy to focus on the speed of 5G alone, especially when the development of this technology is likely to produce much shorter network response times for a wide variety of industries, including the logistics and port sectors.

However, as the University of Surrey’s world-leading 5G Innovation Centre underlines, the next evolution of connectivity is more significant than catering to the individual needs of everyday consumers: 5G is as much about “machine-to-machine” as it is “people-to-people”.

The flexibility of 5G networks, to “evolve, adapt and grow” is vital to the progress and implementation of this next technological phase which will allow applications to perform the “bandwidth-heavy” tasks demanded in the future.

Other benefits of 5G, as explored by key industry players like Nokia, include its prediction capabilities, security and reliability, positioning the technology as a crucial foundation for the development of machine learning tools.

Marc Rouanne, the ex-President of Mobile Networks at Nokia, once stated that “AI and machine learning will enable a myriad of new service opportunities”, in addition to reducing end user costs and minimizing the consumption of energy.

Revolutionizing Ports

Like a whole host of other industries seeking to ride the wave of digitization, businesses in the maritime sector, such as service providers, are hoping to leverage 5G to their collective benefit.

Kalmar, a provider of lifting solutions, is already trialling 5G applications and building a “technology road map” that will make the next stage of connectivity part of the “industrial standard of the future”.

Forecasting the revolutionary potential of 5G, Kalmar’s Director of Automation Research Pekka Yli-Paunu has predicted that “advances in connectivity give us the opportunity to develop the next generation of remote control that may utilise not only video, but audio and haptics as well”.

In addition to this, major ports are conducting their own 5G trials, testing its capability to drive advancement in other areas and provide a bedrock for smarter, more efficient operations.

The Port of Hamburg has already hailed the success of their project, with intermediate results indicating that “5G enables new types of mobile applications for the Hamburg Port Authority’s business”.

Looking ahead, Hamburg has isolated “5G network slicing” as an area that will have a particular impact on operations, laying the “foundation for new IoT applications” and “business models” that will boost the competitiveness of the entire port industry.

Unlocking the Potential

The cooperation of key players from multiple industrial and technological fields is currently forming an access point to 5G for businesses in all sectors.

Nokia has emphasized their work with “a lot of partners in the ports and terminals space, such as Konecranes, to enable the development of a connected ecosystem,” with the company “well positioned to understand the applications and savings made possible by mission-critical wireless technologies”.

According to Nokia’s statistics, ports and harbours make up a significant proportion of its vertical enterprise customers, all of which are currently deploying private LTE networks for their operational campus needs.

In the case of ports like HaminaKotka (located in Finland) the focus of “operational needs” once again shifts to connectivity, correlating to the intelligent machine Dr. Yvo Saanen imagines in his assessment of 5G.

Based on the sound situational awareness of container handling, warehouse logistics, and port security which machine-to-machine and machine-to-person connectivity offers, operations can be improved across multiple areas, from safety and efficiency to environmental performance and cost-effectiveness.

The extent of 5G’s potential impact on ports and terminals is still uncertain, but as operators and service providers search for smarter solutions, and ways to leverage automated technologies, the key word for the future is connectivity.

Source: Port Technology

Portugal Launches Huge Maritime Smart Tech Plan

The Portuguese government has announced an initiative aimed at accelerating the creation of smart tech start-ups in the shipping and ports sectors, according to a statement.

Named ‘Bluetech Accelerator – Ports & Shipping 4.0’, the programme is being led by the Minister of the Sea of Portugal and is designed to make the country a world leader in smart technology innovation.

The government has said it has already established a coalition of stakeholders, including shipping groups Portline Group and ETE Group, the ports of Sines and Leixoes and digital and robotics companies Inmarsat and Tekever to identify and finance start-ups in the smart technology and shipping industry.

The chosen start-ups will be announced in the last quarter of 2019, and the government has said it expects other stakeholders in the maritime and port sector to join the initiative.

Speaking about the initiative, Portuguese Minister of the Sea, Ana Paula Vitorino, said: “The Portuguese port system must be seen as the front line of the implementation of the blue economy based on the operational, energy and environmental innovation of maritime industries, promoting the emergence of new companies.

A recent Port Technology technical paper looked at smart investment in the maritime sector.

“This objective will be possible through the creation of a network of Port Tech Clusters, platforms for accelerating the technological and business innovation of sustainable blue port-based businesses.

“From here will be created new companies that will constitute and reinforce the Port Tech Cluster 4.0, innovation network that will be installed in the national port system focused on the application of industry 4.0 to the maritime-port sector”.

The Port of Sines, a key participant in the scheme, signed an agreement last week with MSC Mediterranean Shipping Company to develop a new, next-gen container terminal, a story PTI covered.

Source: Port Technology

Driverless wagon ready to hit the track in the Netherlands

Autonomous single wagons that access whatever train path is accessible: that is the future of rail freight. These wagons will make rail as flexible as road, believes Paul van Bers, Innovation Project Manager at Container shift2rail. The wagons are already there, but some challenges remain. Van Bers will present this innovation at the Freight and Terminal Forum, taking place from 26-28 March in Utrecht, the Netherlands.

It was in 2012 when van Bers stood at an airport, looking at the luggage belt. Thousands of luggage pieces are thrown on this belt every day, and find their way to the right destination. The sorting is done behind the scenes. “I suddenly realised that this is the future of rail, this is how individual containers should be arranged and distributed to end up on the right track. It is a first-mile rather than a last-mile service.”

Autonomous wagon

Van Bers gathered a group of people equally enthousiastic about the idea and applied for a subsidy in the Netherlands, where he lives. “I received 100 thousand Euro to realise the concept.” Two years later, the wagon was there, ready to hit the tracks. RWTH Aachen University had built an automated unit. The software was provided by Container shift2rail.

“The software makes this wagon autonomous. It is a smart wagon, it can improvise and react. It can operate alongside the traffic management system of a network, as it is able to observe when a train path is available. As such, it does not need to request a train path in advance.”

Flexible modality

It is this last asset that makes the wagon an ideal unit to compete with the road, explained van Bers. “Rail is a non-flexible modality; when an operator wants to carry out a train journey, it must first check train path availability and then request access many days in advance. A truck on the other hand can depart when required. This autonomous wagon can do the same.

“Currently, the sector is focussing on longer trains, to be able to carry more cargo in one journey. That is a good solution for the transport of bulk, which usually requires several wagons for the same cargo. But containers are like people; they all have a different origin and various destinations. If these can be moved individually and immediately when required, rail truly becomes a more flexible modality.”

Hurdles

Nevertheless, there are still a lot of hurdles on the way, van Bers admits. Today, seven years later, the wagon is still not on track. To begin with, the software system that allows the wagon to spot available train paths – the Supervisory Route Control System (SRCS) must be marketed. Moreover, the concept should be embraced by the industry. “We need to gain trust from train operators, so they are interested in using this rolling stock”, the innovator noted.

The introduction of the wagon could be phased out in three stages, he explains. For this, the company has considered specific locations in the Netherlands, such as the Maasvlate II at the Port of Rotterdam. Here, the wagon could be used for inter-terminal transport. In the same premise, the wagon could serve as feeder to the Rail Service Center (RSC).

“Eventually, we should create extended gate terminals to access the hinterland rail network. For example, the Betuweroute in the Netherlands could have a dedicated entry point for the autonomous wagons, in so it does not clash with the regular traffic. In this way, large terminals will experience a smoother flow of goods to the hinterland, or the other way around.”

Freight and Terminal Conference

Paul van Bers will provide a workshop about the innovative concept at the Freight and Terminal Forum, which takes place from 26-28 March 2019 in Utrecht, the Netherlands. Registration for this large-scale event is already open.

Source: Railfreight.com