The European INTER-IoT project ends successfully with the pilot of Valencia

by & filed under Bridging R&D and implementation, Digitalization, Integration in the supply chain and synchromodality.

Valencia, Spain – The final meeting of the “INTER-IoT – Interoperability of Heterogeneous Platforms with the Internet of Things” project, funded by the European Commission through the H2020 program, has been held last at the Valenciaport Foundation.

The Inter-IoT project, which has obtained great success in the final evaluation developed by the European Commission, is framed in the interoperability at different levels of the systems of different companies so that data can be exchanged to create new services. This allows integrating the systems of a company in a simple way and without having to make changes.

Specifically, the Valenciaport Foundation has led the pilot developed in the Port of Valencia where some of the products implemented in the project have been demonstrated. Three different scenarios have been defined on dynamic lighting, traffic control, and access, and wind gusts detection, involving the Port Authority of Valencia (APV) and the Noatum terminal, as well as other partners of the project.

Source: Portseurope

Docks the Future Mid-Term Conference : 4th April 2019

by & filed under Events, Project news.

Organized by                                                                                                     With the support of 

 

Docks the Future Mid Term Conference is titled “Envisioning the Port of the Future: the 2030 horizon” and will be held in Trieste on 4th April 2019. The objective of the DocksTheFuture Midterm conference is two-fold: on the one hand the goal is to communicate the first project results and, on the other hand, the objective is to validate the concepts, topics, and targets defined in the clustering of project and activities of interest for the definition of the Port of the Future.

In particular, DocksTheFuture:

–Refines and tunes the Port of Future concepts, the Port of the Future topics and their related targets in 2030 and the list of projects to be clustered together with the PortForward, PIXEL and Corealis projects

–Identifies appropriate KPIs (“Key Performance Indicators”) and relevant monitoring and evaluation of action results.

–Leads to the “Port of the Future Road Map for 2030” that includes a number of exploitation elements, such as tools for evaluation and transferability of Port of the Future solutions, R&D and policy recommendations, training packages and the creation of a “Port of the Future Network of Excellence”. The DocksTheFuture Project – which started in January 2018 and will run for 30 months until June, 30th, 2020 – entails a Communication and Dissemination Plan addressing all TEN-T Core and Comprehensive Ports and main port stakeholders.

Join us to discuss the preliminary results of the Horizon 2020 funded project, aiming at defining the concept of the port(s) of the future. 

 

CLICK HERE TO REGISTER AND SAVE YOUR SPOT AT THE CONFERENCE 

 

DRAFT CONFERENCE PROGRAMME

09:00 a.m. – 09:35 a.m.
Welcome addresses 
Openings and Keynote speech

09:35 a.m. – 10:15 a.m
Future outlook of maritime traffic flows in 2030

10:15 a.m. – 11:15 a.m.
Technical session – Envisioning the port of the future (I) 

11:15 a.m. – 11:30 a.m.
Coffee Break

11:30 a.m. – 12:30 p.m.
Technical session – Envisioning the port of the future (II): Technologies, processes and infrastructure as a backbone of the port of the future evolution

12:30 p.m. – 01:45 p.m.
Lunch break

01:45 p.m. – 02:30 p.m.
Projects presentations | Port of the Future Network

02:30 p.m. – 03:15 p.m.
Technical session – Envisioning the port of the future (III): The 2030 Future of Federated Systems

03:15 p.m. – 04:15 p.m.
Regional focus

04:15 p.m. – 04:30 p.m.
Closing remarks

 

European Ports welcome agreement on the European Maritime Single Window Environment

by & filed under Accessibility and Standards, Digitalization, Governance, Relation with Med & Neighbouring Countries.

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 an 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.

 

 

Rapporteur Deirdre Clune  

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 an EMSWe maximum dataset. The need to take into account the work carried out at international level is fully backed by ESPO.
  • Asking additional data remains possible in exceptional circumstances: ESPO is very pleased to see that the final text is giving the possibility to the 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 the 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: OnTheMosWay

Study to Explore Blue Hydrogen Production

by & filed under Bridging R&D and implementation, Environment, Sustainability.

The Port of Rotterdam Authority has teamed up with 15 companies to explore the large-scale production and application of blue hydrogen in the Rotterdam industrial area.

They will carry out an ‘H-vision’ study with the aim of supplying decarbonized energy by replacing natural gas and coal with blue hydrogen. The project partners will also study how residual gases from the refining and chemical industry can be utilized to further enhance sustainability.

“Blue hydrogen will enable the industry to deliver a substantial reduction of CO2-emissions and help achieve the Dutch climate goals with a step change in the energy transition before 2030,” said the port.

Significant CO2 reduction

Potential CO2-emissions reductions of 2 megatons per annum in 2025, rising to 6 megatons per annum in 2030 are credibly expected, it added.

Blue hydrogen is obtained from natural gas or industrial residual gasses by splitting them into hydrogen (H2) and carbon dioxide (CO2). The captured CO2 will be safely stored in empty gas fields in the North Sea or re-used as chemical building blocks.

“Blue hydrogen infrastructure and installations are also future proof for a hydrogen economy based on green hydrogen, obtained from water using solar and wind-energy driven electrolysis,” noted the port.

Alongside the Port of Rotterdam Authority, the companies involved in the study include Deltalinqs, TNO, Air Liquide, BP, EBN, Engie, Equinor, Gasunie, GasTerra, Linde, OCI Nitrogen, Shell, TAQA, Uniper and Koninklijke Vopak.

 

Source: Greenport

ROTTERDAM Trials water and weather Apps

by & filed under Digitalization, Governance, Safety & security.

A water and weather application being trialled as part of the Port of Rotterdam Authority’s new Internet of Things (IoT) platform is anticipated to improve operational safety and efficiency.

The application uses an extensive network of sensors to provide accurate and up-to-date water (hydro) and weather (meteo) data particularly for the planning and management of shipping.

Speaking about the construction of the IoT platform, announced a year ago by the collaborating partners IBM, Cisco, Esri and Axians, port authority COO Ronald Paul, said: “It’s a fantastic step in the development of Rotterdam as ‘smartest port.

“Just as important, however, is that the cloud platform and the generated real-time information, which includes infrastructure, water and weather condition data, enable us to further improve mission-critical processes in the service to our clients.”

44 sensors

The delivered hydro/meteo system obtains height of tide, tidal stream, salinity, wind speed, wind direction and visibility data via a combination of 44 sensors in the port, many prediction models, data from Rijkswaterstaat and astronomical calculations. This enables the application to contribute to reductions of waiting times and optimisation of berthing, loading/unloading and departure times.

The technology allows, for example, to more precisely predict the best time to berth and depart, depending on water conditions, while guaranteeing maximum loads.

Digital developments such as the ability of the sensors to generate continued measurement data which can communicate with other autonomous systems “lays the foundation to facilitate autonomous shipping in the Port of Rotterdam in the future,” said the port.

“The application is actually essential in decision support during the safe and efficient handling of shipping,” it stated.

Users of the hydro/meteo system currently include the Pilotage Service, Rijkswaterstaat, DCMR and various departments within the Port Authority, while the IoT platform is already processing around 1.2 million data points for models, systems and users daily.

Source: Greenport

COREALIS Webinar : Living Labs as a stepping stone to the Port of the Future

by & filed under Events, Project news.

COREALIS Webinar

 

March 7 @ 11:00 am – 12:40 pm

COREALIS Webinar: Living Labs as a stepping stone to the Port of the Future

 

COREALIS project is implementing beyond state of the art, operationally efficient, financially viable and

environmentally friendly innovations for future ports. These innovations will be implemented and tested in real operating conditions in 5 Living Labs (Piraeus, Valencia, Antwerp, Livorno and Haminakotka ports) for assisting ports in land use optimization, infrastructure upgrades minimization, urban quality improvement and circular economy principles respect.

As a first step for the innovation’s implementation, a set of COREALIS user stories and high-level scenarios have been identified through a stakeholder co-design process implemented during and after five Living Lab (LL) focus groups, via coordinating brainstorming sessions. The identified stories and scenarios have been made available through the interactive Trello platform, which facilitates a shared shaping and discussion of a user story, giving the flexibility for subsequent off-line improvements and additions.

The webinar is organised to present the already developed scenarios per LL, their objectives and their contribution to the common COREALIS’s goal, for triggering any interested stakeholder in the local vicinity of the COREALIS LLs but also beyond this, and allowing for a comprehensive understanding and a maximum visibility of these scenarios.

COREALIS webinar is free of charge, bur registration is required. Please register here.

An indicative agenda can be also found here.

 

First Hybrid Straddle Carriers at Hamburg

by & filed under Bridging R&D and implementation, Port infrastructure, Sustainability.

 

Konecranes Noellm straddle carriers

Konecranes Noellm straddle carriers with hybrid engines in the Port of Hamburg are now transporting containers at the HHLA Terminal Tollerort (CTT). Credit: HHLA

 

The first two energy saving, low emissions straddle carriers with hybrid engines are now operating at the Port of Hamburg’s HHLA Container Terminal Tollerort (CTT) and are expected to use at least 15% less diesel than their predecessors.

Being used to transport containers between the ship, the yard, the rail terminal and the truck gate at the CTT, the two Konecranes Noellm prototypes feature energy-storing lithium-ion batteries and are anticipated to significantly reduce emissions of CO2, nitric oxide and particulate matter. Konecranes forecasts an annual reduction of 30-50t of CO2 per straddle carrier.

CTT’s managing director, Dr Thomas Koch, explained: “With the new hybrid straddle carriers, we are cutting our energy costs and reducing emissions.”

Hubert Foltys, director of the Business Line Straddle Carrier at Konecranes, said: “With the new hybrid-battery generation, Konecranes is taking the propulsion technology for straddle carriers to the next level and enabling HHLA to make further significant improvements to the economy and ecology of container handling at Tollerort.”

 

Surplus energy utilisation

The hybrid straddle carriers store surplus energy, which is for example generated during braking or while a load is being lowered, in a high-performance lithium-ion battery. As the vehicles drive, they use the energy from the battery. This significantly eases the load on the combustion engine.

The two straddle carriers were developed and tested at the Konecranes plant in Würzburg.

HHLA aims to cut CO2 emissions per container handled by 30% between 2008 and 2020. By 2017, it had already succeeded in bringing about a 28.9% reduction.

 

Source: Greenport

Trends 2019: The six challenges facing SmartPorts according to CIOs at large international ports

by & filed under Bridging R&D and implementation, Digitalization, Governance, Integration in the supply chain and synchromodality.

Technologies in the port environment offer great opportunities, but also pose complex challenges. [Image of Getty Images]

What impact will technology have on port management processes? What role will data play in decision-making? And, how will these changes affect security? Chief Information Officers (CIOs) at large ports around the world give their opinion on the challenges of the Smart Port model.

This past December, the members of ChainPORT held their fourth meeting at the Port of Barcelona. The event featured presidents and general managers of major international ports, although the real stars were the CIOs and experts in digital strategy. Some of these included Piet Opstaele (Port of Antwerp), Lance Kaneshiro (Port of Los Angeles), Paul Walter (Port of Rotterdam), Daniel Oliver (Port of Montreal), Chin Yong Ko (Port of Singapore), Dr. Sebastian Saxe (Port of Hamburg) and Huang Heng (Port of Shanghai). The six challenges that most concerned the CIOs at the events in Barcelona are explained below.

 

THE SMART PORT MODEL

The concept of ‘smart ports’ is based on transforming sea transport and logistics by applying digital technology. It must be noted that this is a tool to facilitate a global change. Smart Ports must, in addition to intelligent and connected, be more sustainable, efficient and socially responsible ports. It is a long-term transformation strategy that will impact all areas of sea transport and bring technology like automation, driverless vehicles, Blockchain and the Internet of Things to port operations. By gradually adopting these innovations, ports will be able to “offer non-stop service, 24 hours a day, seven days a week, faster and more efficiently,” says Catalina Grimalt, CIO of the Port of Barcelona.

 

 

CYBERSECURITY

Connecting people, companies and institutions to objects and vehicles will lead to an exponential increase in the amount of data circulating between platforms and ports. So, security is one of the most noteworthy challenges. We not only have to ensure that this massive flow of data can be transferred quickly and effectively, this must also be done in a standardised, totally secure manner. This is one of the main concerns expressed by Lance Kaneshiro, CIO at the Port of Los Angeles: “All of the port stakeholders are going to start generating and sharing a lot more data in different places. This data now comes in a variety of formats. We need to standardise these formats so the data can flow between different ports and platforms,” he explained during his visit to Barcelona. “Digitalisation processes will lead to an increase in our cybersecurity needs, which must be handled not only on individual level but also as a system, as part of a series of interconnected networks.”

The concept of ‘smart ports’ is based on transforming sea transport and logistics by applying digital technology. It must be noted that this is a tool to facilitate a global change.

 

APPLICATIONS BASED ON BIG DATA

This data boom could be used to improve processes and make them more efficient. In fact, data analysis in conjunction with deep learning can lead us to create predictive, prescriptive systems that anticipate responses and incidents and help interest groups with decision-making. This learning would particularly benefit ports, companies and institutions that are clearly committed to digitalisation. Implementing this type of applications, however, requires a cultural shift in the sector, with everyone involved agreeing to share data in a transparent, secure manner, as Grimalt pointed out at the latest ChainPORT meetings.

 

BLOCKCHAIN

According to the experts, Blockchain technology is destined to change a whole host of sectors: from making financial operations more secure and reliable to developing Smart contracts. The latter refers to contracts that are self-executing (think, for example, of an automated process to exchange goods or services between companies), decentralised, transparent and immutable thanks to this technology.

In the port management arena, on PierNext we have already discussed the changes this technology could lead to in the future of Port Community Systems. Likewise, Blockchain (associated with geographic information systems and the Internet of Things) could be applied for safe monitoring of cargo inside containers and would be particularly useful if that cargo is perishable or must be kept at specific conditions (for example, refrigerated containers).

Data analysis in conjunction with deep learning can lead us to create predictive, prescriptive systems that anticipate responses and incidents and help interest groups with decision-making.

 

GEOGRAPHIC INFORMATION SYSTEMS WITH VALUE-ADDED

Because, although it seems obvious, knowing exactly where objects or vehicles are at any given time is crucial to port management. So, developing systems based on geolocation could help speed up processes and change the port dynamic: from detailed monitoring of cargo status to the option to oversee vehicles, allowing certain tasks to be automated. This is the case, for example, of the use of unmanned vessels in the Port of Antwerp, as explained CIO Piet Opstaele. At the Belgian port, these boats are used to fathom the depths of the port. “This way, we can have measurements in nearly real time, 24 hours a day and at little cost, thanks to a little automated boat with sensors.” Furthermore, this vessel has hardly any carbon footprint, as it is equipped with solar panels that provide all of the power it needs. Opstaele explains how this technology could reactivate an old tradition in the Netherlands: transporting goods on the canals, in an affordable, sustainable manner.

 

TRAFFIC MANAGEMENT SYSTEMS

The commitment to intermodal transport can have negative side effects for the port surroundings. Containers arriving to and leaving the terminals can increase traffic jams and, therefore, lead to less efficient transport and more pollution around the port. Gate Appointment Systems have been the response many port authorities have used to address this issue. The Port of Montreal is among the most recent, as we learned from CIO Daniel Oliver. “Using motion sensors, cameras that ‘read’ licence plates and RFID technology, we can monitor lorry arrivals, exits and operations. This real-time information is shared with drivers and transport companies, so they can see the real traffic conditions at the Montreal container terminals at any given time. This tool helps them make decisions and, in fact, even helps us reduce our carbon footprint.”

See these and other opportunities the CIOs at international ports have detected in this video.

 

 

KALMAR supports automated australian terminal

by & filed under Bridging R&D and implementation, Human element, Port infrastructure.

Kalmar has signed a maintenance and support agreement with International Container Terminal Services (ICTSI) covering the automated container handling solution operating at Victoria International Container Terminal (VICT).

The maintenance and support agreement for Australia’s first fully automated container terminal covers all aspects of the OneTerminal automated solution, which comprises Navis N4 Terminal Operating System (TOS), 20 Kalmar automated stacking cranes (ASCs) and 11 Kalmar AutoShuttles (TM).

The Kalmar Terminal Logistics System (TLS) conducts routing and execution for automated operations based on the orders from the Navis N4 TOS. TLS is connected through open Kalmar Key interface to five automatic neo-Panamax ship-to-shore (STS) cranes.

Anders Dømmestrup, chief executive Officer, VICT: “VICT is one of the most advanced container terminals in the world. With the strong collaboration of Kalmar’s cutting-edge technology and equipment and Navis’ industry-leading TOS, we have reached an important point in our development: going from implementation into optimisation to now achieve the highest standards in port safety and efficiency.

“This integrated maintenance and support agreement will allow us to maximise the productivity, equipment efficiency and availability of our OneTerminal automated systems, ensuring that we can provide our customers with world-class service.”

VICT welcomed its first vessel in March 2017. Located at Webb Dock East in the Port of Melbourne, the terminal’s unique location on the bay side of the port means a faster turnaround time for imports and exports as well as easier berthing for ships.

 

Source: Port Strategy

Self-learning computer predicts vessel arrival

by & filed under Bridging R&D and implementation, Digitalization.

Pronto Port Predictor

Computers recognise patterns in large data volumes much faster than people. Significant efficiency steps can also be taken in the maritime sector regarding big data and artificial intelligence. For instance, this technology is enabling the arrival times of vessels in sea and inland ports to be predicted earlier and with increased precision.

Had anybody heard of Alibaba five years ago? And yet, the Chinese e-commerce giant is now well on the way to achieving a billion customers worldwide. On 11 November 2018, Alibaba made a billion euro in turnover in just 85 seconds. Mainly known in the past for its copycat behaviour, these days China is at the forefront in the development of artificial intelligence and other trendsetting technologies. According to Alibaba founder Jack Ma, data rather than oil is the fuel of the future. More technology is also becoming available to generate and share that data. It is expected that over 11 billion devices will be connected with the internet by 2021. While the volume of data is increasing exponentially, data analysis costs are falling rapidly.

Predicting vessel arrival

Computers use the sea of data that we produce these days for self-training. The Port of Rotterdam is also investing in this development with Pronto, an application for standardised data exchange on port calls. Almost half of shipping companies, agents, terminals and other nautical service providers in the port use the system to plan, implement and monitor their activities during a port call. Pronto uses artificial intelligence to predict vessel arrival times in the port. ‘Various factors influence a vessel’s arrival time’, stated Arjen Leege, Senior Data Scientist at the Port of Rotterdam Authority. ‘This includes the vessel type and cargo type, as well as the location, route, sailing speed and movements of other vessels in the vicinity. We have mapped out the most crucial parameters. During this process, we sometimes dropped parameters or added new ones. For instance, it emerged that the number of times a vessel has already entered the Port of Rotterdam is also relevant.’

Complex connections

Data sources include AIS and the Port Authority databases, including vessel arrival times at the loading platform. Port Authority data scientists used the parameters to develop a self-learning computer model. Initially, this was fed with some 12,000 items of historical data. The computer recognised patterns in these, enabling it to learn to predict how much time a vessel needs to move from the loading platform to the berth. ‘Computers can make complex connections must faster than people’, explained Leege. ‘That is actually the power of artificial intelligence. A computer’s predictive capacity increases when it is fed continuously with up-to-date data. We can now predict with 20-minute precision when arriving vessels will reach the berth. The computer can also look further into the future and calculate the arrival times of vessels that are still some seven days away from the Port of Rotterdam. By looking further ahead, we will ultimately be able to predict a vessel’s entire route. Perhaps even some 30 days in advance, including multiple ports.’

Asset Management

Leege continued: ‘The more details we know at an earlier stage, the better we can plan our resources. If you know it will be busy in the port you can, for instance, increase the towage capacity in advance by requesting tugboats from another port to call at Rotterdam. Pronto can now also identify which vessels are bunkered, piloted or towed in the port. Possibly there will be new applications in the future that we’ve not considered as yet. That is what’s great about this development.’

Data security

Using artificial intelligence has already reduced vessel waiting times in the Port of Rotterdam by 20 per cent. Robbert Engels, Product Lead Port Call Optimisation, sees further optimisation potential. ‘The more parties share data and work actively with the information they receive from the system, the more transparent the chain will become, the better we will be at taking decisions and the better we will be able to manage planning deviations. It is still up to users themselves to interpret all the various times contained in Pronto, but in future, the computer may be able to help with this. The higher the data volumes, the more you can do. It goes without saying that there has been a strong focus on data security. Cyber security has been integrated into the system. We do not use any privacy-sensitive data.’

No black box

As well as optimism, there is scepticism regarding artificial intelligence. In practice, self-learning robots sometimes cause problems. Google Assistant learned to swear because it was fed data by people who swore. Amazon pulled the plug on a job application robot that discriminated against women. ‘Amazon appointed mainly men over the past ten years’, stated Leege. ‘The computer recognised this pattern in the datasets and simply continued it. Predictions are always complex and a computer can get it wrong. However, with Pronto we’ve not gone for a black box approach. We gave a lot of thought to the factors that determine the distance a vessel covers. We’ve provided the computer with reliable parameters for its predictions. In theory we can even show per prediction how this came about.’

Source: Port of Rotterdam