Operating Systems

  • Terminal operations is a business that faces its fair share of challenges. Economic uncertainty, coupled with the demand to accommodate mega container ships, achieve faster turnaround times and accomplish far more with smaller budgets is weighing on the industry as a whole. Many terminals are also forced to rely on aging or rapidly declining equipment that requires frequent maintenance, as well as more energy expenditures to move cargo on to the next destination. Infrastructure-wise, some terminal operators today are also using outdated reporting measures, such as homegrown spreadsheets, wall charts, or in some cases, clipboards, pens and paper to record data that must be collected and processed at critical points in the gate, yard and quay.
    To help alleviate much of this burden, terminals around the world have turned to advanced information technology systems for reprieve. Whether long-time users, or first-time adopters, terminal operating systems (TOS) in particular offer a variety of benefits to help global facilities achieve levels of optimization like never before.

    The Evolution of TOS
    To be clear, the TOS is not a new concept. In fact, the marine terminal industry has been using various forms of these expert information systems to coordinate the movement of containers at the terminal for more than 20 years. Some of the earliest TOS technologies were used solely for ship and yard planning, with the first systems designed in the late 1980s by Navis for APL.
    However, as container throughput, yard and vessel sizes as well as the number of shipping routes increased, such technology systems were expanded to help terminal operators optimize other critical components of their businesses, including gate planning, equipment control and ground stowage strategies. The ability to automate processes and/or equipment operations that proved time and time again to be people- and time-intensive as well as ineffective for the business quickly grew in demand.
    While TOS technology has been used in the market for some time now, the reality is that the marine terminal industry as a whole has been slow to adopt the latest innovations, and in some cases, have been even slower to use them to their full advantage. For some, newer innovations hold the key to increases in productivity, efficiency and optimization overall.

    Present State of TOS Optimization
    Because of the inevitable future that faces the marine shipping industry, terminals that are best positioned for success are those that have made the decision to optimize using a combination of equipment and process automation solutions with the TOS. With these technologies in place, there are clear, tangible results for the business. In some instances, terminals are able to achieve productivity improvements in upwards of 20%.
    Additionally, terminal operators are able to make better and faster business decisions using data collected from carriers, shippers and even the equipment itself. If that wasn’t enough, TOS technologies are helping terminals capitalize on growing influences in the industry, such as environmental sustainability, mobile and security.

    Environmental Sustainability
    Environmental sustainability is one area that is seeing marked improvements with the optimization of terminals. According to the Center for Climate and energy Solutions, the global marine shipping industry is responsible for 1.5 percent of the world’s greenhouse gas emissions. And while the number seems small, it is predicted that emissions from shipping fleets alone will double by 2050 under current operating conditions. Certainly, global regulations vary greatly; however, it remains only a matter of time before greater enforcement and penalties for non-compliance create new problems for terminal owners.
    In response, some forward-thinking terminals, such as the Port of Long Beach in California, have embraced environmental sustainability as a smart business investment. For example, remote monitoring technologies can be used in concert with TOS to improve the environmental and energy performance of terminal equipment, requiring less energy and fewer moves for cranes to transport and store containers. Real-time tracking also enables operators to get a better handle on fuel consumption, oil usage and running temperature. Marked improvements in truck idle times have also been achieved through terminal optimization, helping to significantly reduce harmful air emissions and even noise in and around port communities.

    Mobile
    Moving from clipboards to tablet computers is a fundamental shift for terminals, but one that offers a variety of benefits that can optimize operations. In fact, we are seeing more and more terminal operators rely on mobile devices in their daily operations for real-time data entry, collection and analysis. Additionally, mobile devices have made it easier for operators to manage various pieces of the business from nearly anywhere, greatly reducing the need to physically work on information systems stationed at specific locations in the terminal.
    Port of Virginia’s Richmond Marine Terminal, for example, recently announced that it had replaced a legacy home grown system with an advanced TOS solution, Navis SPARCS N4.  As part of the transition, the terminal sought to optimize operations, and at the same time, use mobile devices as a way to drive efficiency for its business. Today, Richmond Marine Terminal operators are performing real-time data entry using Apple iPads linked to SPARCS N4 TOS at both the barge and gates, driving significant improvements in productivity, cost-savings and improved customer service. This is a significant achievement, particularly when we think about the timeline of mobile devices (such as the iPad) in the enterprise. Just a few short years ago, this would’ve never been possible.

    Security
    With port security being a growing concern for the U.S., as well as other nations globally, the marine shipping industry continues to face its challenges—chief among them, the sheer inability to inspect cargo with 100% certainty and the significant investments in time and money that accompany it. A security incident at an even moderately trafficked port could cause devastating, widespread disruptions in the global supply chain. As those risks continue to increase and evolve, it is critical that the marine shipping industry put in place measures to help protect against such an event. And while the security gap will not be closed overnight, improving intelligence and optimization at ports and terminals through the use of technology can help reduce vulnerabilities overall.
    The good news is that terminals here in the U.S. have made strides in the right direction. Some have adopted security screening devices to help inspect cargo. Others will require all trucks to use Radio Frequency Identification (RFID) technology to enable security officials to spot potential security risks. Additionally, TOS and process automation technologies combined help terminal operators reduce errors that result from manually entered data as well as identify critical data trends in the cargo for red flags, such as points of origin.

    Future TOS Optimization Usage
    While the true future of terminal operations remains to be seen, many experts and practitioners alike have offered opinions about what the port of the future could look like.
    Olli Isotalo, Cargotec’s President of Kalmar, recently gave his view of how the industry might look by 2060. In his presentation, Isatolo described a future where terminals may be fully automated with only a small crew, containers lighter and collapsible and cargo is transported by small aircraft versus the traditional means we use today. And while conference attendees voiced different opinions about what they believed is possible, the consensus agreed that the future of terminal operations will be one focused on optimization and increased automation through the use of technology.
    In the near-term, the most likely technology shift involves optimizing the entire terminal, versus a siloed focus on yard or gate operations. The industry will start seeing more and more instances of automation spread well beyond container management to areas like equipment management and maintenance, energy management, labor scheduling and even security. 
    Additionally, more terminals will choose to optimize their businesses using a single, standardized platform like Navis SPARCS N4 to give customers, shipping lines and other important stakeholders transparency into their operations, no matter where in the world they are. Given the complex network that comprises the global shipping community, the ability for terminals to interact with key players in real-time using advanced TOS solutions will deliver better quality, reliability and scalability for their operations. 
    As the future of terminal success relies on the ability to streamline and optimize operations and manage logistics information, TOS technology will be an essential component in helping terminals gain a competitive advantage as well as overcome and thrive in the face of challenges ahead.


    (As published in the 2Q edition of Maritime Professional - www.maritimeprofessional.com)

  • . The net result is less mechanical wear, reduced maintenance and repair costs along with lower lubrication and replacement expenses. Boat Operating Systems are designed and manufactured for inland and open seas operators. These boat operating systems have been designed to improve fleet performance

  • It is time to move toward a quantitative approach that provides deeper understanding of individual risk elements observed in marine operating systems.Increasing connectivity in complex maritime operating systems is escalating the potential impact of cyber-related incidents and complicating the task of

  • the 2,505-TEU CGM La Perouse by Samsung Shipbuilding and Heavy Industries marked an important stage in the evolution of French containership design. Operating systems on the 31,000-dwt vessel, which is the new mainstay of Compagnie Generale Maritime's (CGM) p a r t i c i p a t i o n in the Europe/ Australas

  • , which will operate at the ends of main ocean routes distributing and collecting barges. The vessels can also be used as independently operating systems on short routes in such areas as the Baltic Sea and Southeast Asian Archipelago. The vessels will be able to carry six Danube Sea-Barges. The

  • Orlando Data-Center Facility for sales, engineering, and customer use. He has extensive experience in systems engineering in data communications, operating systems, and scientific language support. Capt. Jerome O'Brien, USN (ret.), and Capt. Philip Lyons, USN (ret.), have joined the company's Washington

  • the foreign shipyards only in Category B, Outfit and Production Stores. Average technology levels are the same for Category H, Organization and Operating Systems. For the remaining six categories, U.S. shipyard technology levels are lower on the average, the greatest disparities arising with Categories

  • communications spending. By streamlining functions, SeaWave Navigator reduces vessel administration to a minimum. Compatible with most computers and operating systems, SeaWave Navigator Version 1.1 features: • True Internet E-mail • NOAA Weather Information • Individual User • Address Book Functionality •

  • electronic charts. The system architecture is designed to allow for easy software upgrade and migration to WinCE or other customized operating systems that can take advantage of the Intel X-Scale technology. Software updates can be made through the USB, LAN or regular serial port. "We have

  • is presently being utilized to support ongoing training at the Maritime Training and Research Center (MTRC) simulation facility in Toledo, Ohio. Operating Systems include: • A medium-speed diesel propulsion system comprised of twin diesel engines modeled on a Pielstick 2.2 "V" 16-cylinder turbocharged

  • big data analytics to optimize operational efficiencies and cut costs.      •In the future, a network of sensors built into the engines and other operating systems of new-build vessels will enable ship owners to capture a range of information (such as Voyage Data Recorder feeds) as well as on-board equipment

  • onship. In the course of her global meander- ings. The World's sojourns in port will typically be from two to five days. The vessel's operating systems reflect the unusual service profile, whereby time in port is expected to amount to some 250 days per year. Although owners of the residential apa

  • MR Feb-24#48 Index page MR Feb2024:MN INDEX PAGE  2/8/2024  11:05 AM)
    February 2024 - Maritime Reporter and Engineering News page: 48

    Index page MR Feb2024:MN INDEX PAGE 2/8/2024 11:05 AM Page 1 ANCHORS & CHAINS MILITARY SONAR SYSTEMS tel:+44 (0) 1752 723330, [email protected] , www.siliconsensing.com Anchor Marine & Supply, INC., 6545 Lindbergh Houston, Massa Products Corporation, 280 Lincoln Street, SONAR TRANSDUCERS

  • MR Feb-24#44 Tech Files
Latest Products & Technologies
MarineShaft)
    February 2024 - Maritime Reporter and Engineering News page: 44

    Tech Files Latest Products & Technologies MarineShaft Yanmar Hydrogen MarineShaft specializes in urgent re- Fuel Cell AIP pair/replacement of damaged rudder and Yanmar Power Technology Co., Ltd. propeller equipment along with many (Yanmar PT), a subsidiary of Yanmar on-site repair services. MarineShaft

  • MR Feb-24#42 OPINION: The Final Word
GAO: USCG Should Address 
Workforce)
    February 2024 - Maritime Reporter and Engineering News page: 42

    OPINION: The Final Word GAO: USCG Should Address Workforce Recruitment and Retention Challenges By Heather MacLeod, Director, GAO’s Homeland Security and Justice team he Coast Guard has strug- Coast Guard established cyberspace as vessels to determine whether they meet gled for years to recruit an

  • MR Feb-24#40  
tanks are much bigger.” are operating as ef?  ciently as possible)
    February 2024 - Maritime Reporter and Engineering News page: 40

    quantity of ammonia for an equivalent energy of HFO. So the that low-hanging fruit right now and make sure the vessels tanks are much bigger.” are operating as ef? ciently as possible, so we can keep getting Foreship’s Räsänen, concurs, but adds “more speci? cally good CII ratings into the future

  • MR Feb-24#39 15,000 TEU AMMONIA CONTAINERSHIP
000 TEU Containership
the)
    February 2024 - Maritime Reporter and Engineering News page: 39

    15,000 TEU AMMONIA CONTAINERSHIP 000 TEU Containership the problematic area of adding carbon like you have with other alternative fu- “Safety has been at the els. When you start to add components center of the design, and into that, carbon is one of the most dif- it will continue to be so ? cult ones

  • MR Feb-24#36 HYBRID 
2-stroke controllable pitch 
propeller PTO powertrai)
    February 2024 - Maritime Reporter and Engineering News page: 36

    HYBRID 2-stroke controllable pitch propeller PTO powertrain Source: MAN Energy Solutions how the system is intended to operate, says Oskar Levander, VP Strategy & Business Development, Kongsberg Maritime. For example, a primary shaft-driven PTO rotates whenever the engine is running; a secondary one

  • MR Feb-24#35  or batteries. With the ad- operating, they’ll point to one)
    February 2024 - Maritime Reporter and Engineering News page: 35

    or oversizing the main en- you ask an engine designer about the most ef? cient way of gine. This power comes from gensets or batteries. With the ad- operating, they’ll point to one path on the engine map. If you dition of a clutch, PTI also enables a ship to run on full electric ask the propeller OEM

  • MR Feb-24#33 EAL  AND STERN TUBE DAMAGES
STACKING 
not forget any oil)
    February 2024 - Maritime Reporter and Engineering News page: 33

    EAL AND STERN TUBE DAMAGES STACKING not forget any oil leak, big or small, can be catastrophic to the marine environment and marine life, with some EALs found to THE DECKS be only slightly less damaging than the phased-out traditional WITH BEST-IN-CLASS MARINE oils,” said VP of Business Development

  • MR Feb-24#32  propeller 
loads in certain operating conditions can lead)
    February 2024 - Maritime Reporter and Engineering News page: 32

    under different loads and speeds, enabling customization of clearance and of the propeller in combination with hydrodynamic propeller loads in certain operating conditions can lead to aft end edge pitch angles. This approach deviates from the one-size-? ts-all loading. The most critical parameter for ensuring

  • MR Feb-24#31 , however, is the  ferent operating conditions mean different)
    February 2024 - Maritime Reporter and Engineering News page: 31

    of the oil, tempera- Øystein Åsheim Alnes explains one of the key challenges. Dif- ture and additives. The most important factor, however, is the ferent operating conditions mean different loading conditions quantity of sea water present in the lubricant. The 1% limit is on different parts of the aft stern

  • MR Feb-24#29 AMERICAN ROLL-ON ROLL-OFF CARRIER (ARC)
operate a US ?  ag)
    February 2024 - Maritime Reporter and Engineering News page: 29

    AMERICAN ROLL-ON ROLL-OFF CARRIER (ARC) operate a US ? ag ship just for the MSP customer through that global network. As an example of “clarity and con- stipend. It’s a cargo driven industry, and We are certainly a unique business unit sistency,” Ebeling points ? rst to “the those cargoes help to

  • MR Feb-24#28  add 
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    February 2024 - Maritime Reporter and Engineering News page: 28

    without MSP, ily positioned as payment to offset course, more recently, that trend has not to mention the billions it would add the higher costs of operating U.S.-? ag continued today in Europe with those to emulate the logistics network. ships and employing U.S. citizen crews operations relating to

  • MR Feb-24#27 , the guys that 
are actually operating on the ships,” 
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    February 2024 - Maritime Reporter and Engineering News page: 27

    are the country’s biggest RoRo carrier, we are also keen- ly aware of the importance of the U.S. Merchant Marine as well, the guys that are actually operating on the ships,” www.marinelink.com 27 MR #2 (18-33).indd 27 2/6/2024 9:15:17 A

  • MR Feb-24#26  globally, predominantly  operating the most militarily)
    February 2024 - Maritime Reporter and Engineering News page: 26

    to ac- transporting heavy lifts of government ARC is focused on acquiring and commodate volumes of heavy military machinery globally, predominantly operating the most militarily useful kit. into Northern Europe as of the last few and commercially viable ships for its “We need a high main deck to years

  • MR Feb-24#25 MATTHEW HART, MANAGER & PLATFORM LEADER, MARINE & STATIONARY)
    February 2024 - Maritime Reporter and Engineering News page: 25

    MATTHEW HART, MANAGER & PLATFORM LEADER, MARINE & STATIONARY POWER SYSTEMS, WABTEC fuel blends up to 100% are in operation maintenance intervals to make sure that What’s the biggest challenge today, running on both biodiesel and re- our engines don’t have to be touched in your job? newable diesel blends.

  • MR Feb-24#23 MATTHEW HART, MANAGER & PLATFORM LEADER, MARINE & STATIONARY)
    February 2024 - Maritime Reporter and Engineering News page: 23

    MATTHEW HART, MANAGER & PLATFORM LEADER, MARINE & STATIONARY POWER SYSTEMS, WABTEC “Wabtec achieved Tier 4 NOx and PM without the use of aftertreatment, which sets our product apart from the competition in unlocking logistical ? exibility and life-cycle cost savings for the owner.” Photo Wabtec Matthew

  • MR Feb-24#22 R&D
MATT HART 
Matt Hart, Manager & Platform Leader)
    February 2024 - Maritime Reporter and Engineering News page: 22

    R&D MATT HART Matt Hart, Manager & Platform Leader, Marine & Stationary Power Systems, Wabtec, offers insights on how the megatrends of decarbonization, energy transition and autonomy all inspire Image courtesy Wabtec and impact the marine power solutions from Wabtec. By Greg Trauthwein Matt, to start

  • MR Feb-24#20 MARKETS
FPSO technology dominates the region’s FPS demand.)
    February 2024 - Maritime Reporter and Engineering News page: 20

    MARKETS FPSO technology dominates the region’s FPS demand. duction and storage of low and zero emission energy carriers, In all, 18 countries in West and East Africa are expected such as methanol and ammonia. One exciting development to receive new FPSOs, FLNGs and FPUs between 2024 and leverages

  • MR Feb-24#18 MARKETS
Scan the QR Code to 
Download the Intelatus)
    February 2024 - Maritime Reporter and Engineering News page: 18

    MARKETS Scan the QR Code to Download the Intelatus Floating Production White Paper. Floating Production – A growing segment in transition © AdobeStock_Dolores Harvey The specialized deepwater oil & gas and ? oating offshore wind segments will share many of the same stakeholders and supply chains

  • MR Feb-24#17 METHANOL STORAGE
provals from other classi?  cation)
    February 2024 - Maritime Reporter and Engineering News page: 17

    METHANOL STORAGE provals from other classi? cation societies are ongoing, said Lilp, – including accommodation.” although he acknowledges that journey from AiP to full class ap- As of September 2023, methanol had been speci? ed for 216 proval is substantive. In an area where the regulations underlying

  • MR Feb-24#16 THE PATH TO ZERO
Methanol’s Superstorage Solution  
Technica)
    February 2024 - Maritime Reporter and Engineering News page: 16

    THE PATH TO ZERO Methanol’s Superstorage Solution Technical inquiries to SRC Group ramped up after it received Approval in Principle (AIP) for a concept which ‘reinvented methanol fuel storage’ on board ships. Delivering the answers has seen technical talk converting into project discussions

  • MR Feb-24#15 Cruise ships can be cleaned during normal passenger)
    February 2024 - Maritime Reporter and Engineering News page: 15

    Cruise ships can be cleaned during normal passenger transfer port calls. Cleanings and cargo operations can occur simul- taneously. How is this possible? The EverClean robots are small and require only a single cargo van on the pier. Multiple robots can be deployed simultaneously. Precision navigation

  • MR Feb-24#14 The Path to Zero – Sponsored
EverClean
The always clean)
    February 2024 - Maritime Reporter and Engineering News page: 14

    The Path to Zero – Sponsored EverClean The always clean performance solution • • • • Save fuel Reduce carbon Minimize downtime Maintain biosecurity Improve performance T e Four E’s of Marine Sustainability: EverClean’s Solution to Biofouling t is a new year, but the age-old problem of biofouling per-

  • MR Feb-24#11 down to a smaller size, and especially a smaller width)
    February 2024 - Maritime Reporter and Engineering News page: 11

    down to a smaller size, and especially a smaller width relieves waterfront infrastructure footprints and costs. that issue. One may argue that one human with a bigger truck These 5-foot wide units will zip through the city much faster can deliver more cargo than one human with a smaller truck, and