info@aps-technology.com :: 1.858.836.7990 :: English | Español

(English) Acquisition expands ABB’s portfolio for container terminal automation to optimize cargo handling and tracking from ship to gate

12 febrero, 2013


APS Technology será o provedor da solução completa de OCR para o terminal automatizado TraPac

11 febrero, 2013

Translated in Portuguese

APS Technology será o provedor da solução completa de OCR para o terminal automatizado TraPac

Terminal inova para alavancar os processos automatizados nas operações de gates, guindastes e trens.

San Diego, CA – APS Technology Group, Inc., uma empresa líder em prover a tecnologia OCR  (optical character recognition) e automação de processos para terminais de containers marítimos e intermodais, anunciou ter sido selecionada pela TraPac Inc para fornecer uma solução completa da tecnologia OCR para controle de cada ponto de entrada e saída de seu novo (e remodelado) terminal automatizado em Los Angeles, CA.  A solução fornecida pela APS ajudará a TraPac Inc a atingir seu objetivo de se tornar o primeiro terminal marítimo totalmente automatizado nos Estados Unidos.

Para tornar-se um terminal completamente automatizado, TraPac escolheu a solução oferecida pela APS para redesenhar os processos nas áreas de gates, guindastes e trens. Nos seus 18 gates de entrada para caminhão, APS instalará a versão mais atualizada e completa do sistema OCR, com tecnologia de imagens em alta resolução. O terminal utilizará também a comprovada solução OCR da APS em 10 de seus guindastes STS, modificados para acomodar os maiores navios de containers do mundo garantindo também a segurança dos trabalhadores do terminal. A solução para guindastes combinará câmeras montadas na cabine e estruturas dos equipamentos para captação de imagens dos containers, possibilitando a identificação e direção da porta para cada unidade movimentada.  APS fará também a instalação de dois portais OCR para trens integrados com seu sistema patenteado de rastreamento de trens (Rail Tracking System), que automaticamente fará o inventário das composições, ordem na fila, e a localização de todos os containers e vagões à medida que eles entram, saem ou se movimentam dentro da área do pátio de manobras.

-Mais-

“TraPac abraçou há muito tempo o uso de tecnologias em nossas unidades para ajudar na entrega de soluções mais eficientes e seguras nas operações, tanto para nossos clientes quanto para nossos empregados,” afirma John Alvarez Diretor de Tecnologia de Informação no TraPac.  “Desde 2005 APS tem sido um parceiro chave da nossa organização e nós estamos ansiosos para ter sua solução implantada no núcleo de nossas operações, já que ambicionamos nos tornar o primeiro terminal completamente automatizado dos Estados unidos”.

Sobre o Trans Pacific Container Service Corporation (TRAPAC)

Fundado em 1987 pela companhia Mitsui O.S.K. Lines Ltd, TraPac, Inc. é um terminal de containers referência nos Estados Unidos. TraPac oferece serviços portuários de alta qualidade em seus terminais através de suas unidades em Oakland, Los Angeles, California, Jacksonville, Florida.  Em 2009, TraPac assinou um contrato de arrendamento de 30 anos com o Porto de Los Angeles para expandir e aumentar sua unidade localizada nesta região. A expansão, totalizando $365 milhões em investimentos, está atrelada ao início das operações automatizadas em 2014 tendo sua completude em 2016.

Sobre APS Technology Group

APS Technology Group é uma empresa líder no fornecimento de tecnologias OCR e de automação para terminais marítimos e intermodais. As soluções melhoram a produtividade, eficiência e o custo operacional das operações de containers, aumentando a visibilidade, velocidade, e volume de movimentação de cargas através dos suas operações de gates, trens, navios e pátios.

APS lidera o setor com mais de 700 OCR e sistemas de automação instalados em 54 terminais (marítimos e intermodais) e em 16 países ao redor do mundo, incluindo a APM Terminais, CSX Ferrovias, DP World e Hutchinson Port Holdings, Grupo TCB e ICTSI.  A empresa está localizada em  San Diego, California e tem escritórios e revendedores parceiros na América do Norte, América do Sul, Ásia e Europa. Para maiores informações entre em contato através do telefone +1 858.571.4444 ou visite http://www.aps-technology.com.

uthorized for that.


(English) APS Technology to provide Terminal-wide OCR Solutions for the TraPac Automation Terminal

6 febrero, 2013


CGSA implementa solución de automatización de APS: Primeros en Latinoamérica en usar grúas OCR

30 julio, 2012

                     

 

Comunicado de prensa: Fecha: 2011

Contacto: Clay Kent, +51.9517.51269

Correo electrónico: clay@aps-technology.com

 

CGSA implementa solución de automatización de APS: Primeros en Latinoamérica en usar grúas OCR

La solución de grúas OCR de APS está integrada con la captura de peso del contenedor en tiempo real para mejorar la productividad y seguridad

San Diego, CA – APS Technology Group, Inc., un proveedor líder en soluciones de reconocimiento óptico de caracteres (OCR, por sus siglas en inglés) y tecnología para la automatización de procesos para terminales marinas e intermodales, anunció que Contecon Guayaquil SA (CGSA) ha implementado la solución de automatización de grúas Quay de APS en su terminal de contenedores en Guayaquil, Ecuador. CGSA es el primer puerto en Latinoamérica en usar tecnología de OCR para grúas. Además de la solución de OCR, CGSA ha implementado un sistema basado en esparcidores para la captura de peso de contenedores, que recolecta automáticamente toda la información en tiempo real y mejora los tiempos de procesamiento de los contenedores. Todos los datos provenientes de la solución combinada se integran con el sistema operativo del terminal (TOS, por sus siglas en inglés) Navis SPARCS.

“El uso de la solución de APS con nuestro nuevo sistema de captura de peso ha mejorado significativamente nuestra productividad y tiempo de procesamiento”, dijo Jaime Guazhco, gerente de proyectos de CGSA. “Diversos pasos manuales y de gran demanda de tiempo han sido eliminados del proceso, por lo que el rendimiento es más rápido y el ambiente mucho más seguro”.

Las soluciones de APS identifican automáticamente los contenedores cargados y descargados por las grúas portacontenedores (STS, por sus siglas en inglés) para mejorar la precisión, el rendimiento y la seguridad de los datos, al mismo tiempo que disminuyen los costos operativos generales. CGSA también está usando el sistema MatchMakerTM de APS para asociar automáticamente los contenedores con los camiones de la terminal durante la transferencia, lo que permite la asignación y confirmación de tareas sin intervención manual. La solución SureStow de APS verificará automáticamente la posición final de carga de los contenedores a bordo de la embarcación, comparando los eventos de carga planificados con la posición real y registrando cualquier desviación del plan.

“Estamos orgullosos de ser los primeros en Latinoamérica en usar grúas OCR en nuestra terminal”, dijo Pablo Triviño, gerente de operaciones de CGSA. “Nuestra productividad general ha mejorado como resultado de los sistemas combinados de OCR y captura de peso, lo que incluye una mejor eficacia y utilización de los camiones de la terminal”.

“Cuando se evalúa la tecnología, para nosotros es importante encontrar una solución que haya sido probada en ambientes similares al nuestro”, dijo Rodrigo Murillo, gerente de TI de CGSA. “A pesar de que es nueva para Latinoamérica, la solución de grúas OCR de APS ha sido instalada alrededor del mundo, lo que nos dio confianza de que sería una buena solución para nuestra empresa”.

Acerca de Contecon Guayaquil SA

CGSA es una filial de International Container Terminal Services, Inc. (ICTSI), una empresa líder en la gestión de puertos involucrada en las operaciones y el desarrollo de 19 terminales marítimas y proyectos portuarios en 13 países alrededor del mundo. Para obtener más información, visite www.cgsa.com.ec.

Acerca de APS Technology Group

APS Technology Group es un proveedor líder en soluciones de OCR y de tecnología de automatización para terminales marinas e intermodales. Las soluciones mejoran la productividad, eficacia y rentabilidad de las operaciones con contenedores al aumentar la visibilidad, velocidad y el volumen del cargamento a través de una puerta de terminal, ferrocarril, embarcaciones y patio de operaciones.

APS lidera la industria con más de 800 OCR y sistemas de automatización instalados en 44 terminales de contenedores marinas e intermodales en 16 países en todo el mundo, incluidas APM Terminals, CSX Railroad y DP World. La empresa está ubicada en San Diego, CA y tiene oficinas o socios de apoyo en América del Norte, América del Sur, Asia y Europa. Para obtener más información, llame al +1 858.571.4444 o visite http://www.aps-technology.com.

#


(English) YTI Implements Crane OCR from Navis and APS Technology

14 junio, 2012


TCP de Brasil elige a APS Technology como proveedor de soluciones OCR para compuertas y rieles en su terminal de contenedores

23 abril, 2012

TCP de Brasil elige a APS Technology como proveedor de soluciones OCR para compuertas y rieles en su terminal de contenedores

Terminal de Conteineres de Paranagua instalará la primera solución OCR para rieles en puerto en Sudamérica

SAN DIEGO, 24 de abril de 2012 /PRNewswire/ — APS Technology Group, Inc., proveedor líder de soluciones tecnológicas para el reconocimiento óptico de caracteres (OCR) y la automatización en terminales de contenedores marítimos y multimodales anunció que Terminal de Conteineres de Paranagua (TCP), la tercera terminal de contenedores de Brasil, eligió las soluciones de OCR para compuertas y OCR para rieles de APS Technology en su terminal. Se trata de la primera solución OCR para rieles en puerto que se instalará en Sudamérica. TCP implanta las soluciones OCR para sistema automatizado de compuertas y OCR para rieles de APS a fin de incrementar drásticamente su eficiencia y eliminar la congestión del tránsito de contenedores. Estas soluciones automatizarán el proceso de identificación de contenedores en los puntos de entrada y salida de compuertas y rieles mediante la recopilación de imágenes de alta resolución.

TCP está poniendo en marcha uno de los programas de inversión más sustanciosos en la industria portuaria brasileña con el objetivo de ampliar la capacidad e incrementar la eficacia. De hecho, la capacidad de la terminal tuvo un aumento de 50% este año al alcanzar los 1,2 millones de TEU por año. La productividad de la terminal pasó de 30 movimientos por hora en 2010 a 56 por hora en el último mes. Las soluciones de APS ayudarán aún más a TCP en el manejo de mayores volúmenes en compuerta y la simplificación del actual proceso de descarga en rieles al automatizar la identificación de contenedores cargados en rieles y sus correspondientes pesos dentro del sistema operativo de la terminal de la empresa. El proceso en rieles es actualmente lento y engorroso, los trenes entran tres veces al día, un manipulador telescópico baja cada contenedor del tren y lo coloca sobre un camión. El camión se desplaza a la compuerta principal para pesar el contenedor y después apilarlo en el depósito. La solución de APS para la identificación de contenedores mediante OCR trabajará en conjunto con un nuevo sistema de captura del peso dotado de sensores integrados de pesaje debajo de los rieles. El peso y la identificación se registrarán mientras el tren esté en movimiento, lo que eliminará la multiplicidad de pasos del proceso y mejorará drásticamente su eficiencia.

“Desde los cambios en la estructura de accionistas de TCP el año pasado, cuando el fondo de capital privado Advent International adquirió 50% de TCP, lanzamos varias iniciativas para incrementar la eficiencia y la productividad. La implantación de las mejores soluciones tecnológicas, como los sistemas OCR de APS, nos llevará a la conquista de otras mejoras operativas y elevará las operaciones de TCP al nivel de las mejores terminales del mundo”, afirmó Luiz Antonio Alves, director de finanzas de TCP.

“El mercado del transporte en Brasil ha crecido año tras año durante más de un decenio y se espera la continuidad de su crecimiento”, señaló Allen Thomas, director de operaciones de APS. “La implantación de tecnología para mejorar la eficiencia dotará a las terminales de una ventaja competitiva”.

Acerca de TCP

TCP es la tercera terminal portuaria de contenedores de Brasil y opera conforme a un régimen de concesión en el Puerto de Paranaguá desde 1998. En www.tcp.com.br encontrará más información sobre TCP.

Acerca de APS Technology Group

APS tiene más de 1000 sistemas OCR y de automatización instalados en 44 terminales de contenedores marítimos e intermodales en 14 países. Si desea más información marque +1 858.571.4444 o consulte http://www.aps-technology.com.

Especialista(s) disponible(s) en el tema: si desea información sobre la lista de especialistas, pulse en el enlace correspondiente.

Allen Thomas

http://www.profnetconnect.com/allen_thomas

FUENTE APS Technology Group, Inc.

CONTACTO: Clay Kent de APS Technology Group, (+51) 9517.51269, clay@aps-technology.com


(English) APS Technology Presenting TCBuen’s Benefits of Automation at Port & Terminal Technology Conference

19 abril, 2012

 


(English) Security scanning in Colombia

12 abril, 2012

 


(English) CGSA Implements APS Crane Automation Solution – First in Latin America to Use Crane OCR

10 abril, 2012

 


(English) The Case for a Universal Container Weight Initiative

12 marzo, 2012

 

The issue of misdeclared container weight has come to the forefront of the news lately, with several groups calling for a worldwide container weight initiative that requires terminal operators to validate the weights prior to handling. Knowing the correct weight of a container with its cargo seems like a logical and vital piece of information.  However, in reality carriers are stuck relying on a shipper’s declaration and the true weight is commonly underdeclared.  Sometimes the declaration of the incorrect weight is intentional to save money, but often it’s because the proper equipment to accurately weigh and track a container on port premises didn’t exist.  The repercussions of these inaccuracies range from costly to deadly. Carriers lose money that is rightfully theirs when charged weights are less than the actual. From a safety standpoint, stack weight can affect ship stability and can endanger shoreside workers and seafaring personnel.

 

The World Shipping Council cited the following problems of overweight containers:

  • Incorrect vessel stowage decisions
  • Collapsed container stacks
  • Containers lost overboard
  • Damage to ships
  • Stability and stress risk to ships
  • Risk of personal injury to seafarers and shoreside workers
  • Lost revenue and earnings
  • Impairment of vessels’ optimal trim and draft – causing poor efficiency and greater emissions

 

Several industry groups are addressing the issue and calling for mandated weighing requirements. The voluntary method simply has not been working, so more formal measures are called for. Several marine groups have recommended a legal requirement that all containers be weighed at the marine port facility before they are stowed aboard a vessel for export.  But how realistic is that to implement at a terminal?  PEMA (Port Equipment Manufacturers Association) recommends that all lifting machinery in the marine chain be able to determine the weight being lifted. This puts the power in the marine terminal operator’s hands to verify the accuracy of declared weight and make correct loading decisions accordingly.

 

Wherever a container is lifted, it has the possibility with emerging technology to read the weight accurately, including:

 

  • At the Quay Crane – accurate equipment should be required here so the correct weight is known before the crane driver attempts to move a box.  Example: a driver attempting to unload an overweigh box on board needs to kow it before he moves the container a significant distance – before any gantry, at least.

 

  • Truck gates on the perimeter of he Yard to capture weight prior to CY or quay area

 

  • Truck gate – weigh scales are commonly added to OCR portals or existing gate lanes to enable this function for entering traffic.

 

  • Train/Rail interchange – weighing systems installed on spreaders of the container handling equipment that service the train; or truck gates at the perimeter of the yard to capture (prior to CY or Quay area entry)

 

The World Shipping Council (WSC) and International Consortium of Shippers (ICS) have proposed that the SOLAS convention be amended to require marine terminal operators to weigh stuffed cargo containers upon receipt and to have a verified container weight before loading a stuffed container aboard a ship for export. The standard would be required of all loaded containers, whether received through the port facility gate or trans-shipped at the port facility via another vessel, barge or rail. Verified container weight is to be provided to the vessel operator for use in confirming and finalizing vessel stowage plans.

 

“Weighing containers to confirm their actual weight is the right operational and safety practice. There is substantial experience with such a requirement in the United States demonstrating that this is feasible on a technological and commercial basis. It is time to make this a global safety practice and our association will assist its members in cooperating with terminal operators to develop a suitable and effective process,” said Dr. Geraldine Knatz, president of IAPH and executive director of the Port of Los Angeles.

 

Several countries already have regulations that require the weighing of every loaded container destined for export, demonstrating that the requirement proven in practice. As a terminal operator, you may want to take proactive efforts to research options to meet this potential new requirement.  Additional information can be found through the paper, “Solving the Problem of Overweigh Containers,” the World Shipping Council; and the Maritime Research Institute Netherlands (MARIN) publication, “Lashing at Sea.”

 

“WSC, ICS, BIMCO and the International Association of Ports and Harbors (IAPH) have noted that governments around the world continue to focus on obtaining more complete knowledge of what is actually in cargo containers arriving in their countries, and that Customs authorities would welcome having accurate cargo weights as they screen import cargoes. This is another example of industry cooperation and initiative that will increase governments’ confidence in maritime commerce,” commented Dr. Knatz.

 

 

 

The Case for a Universal Container Weight Initiative

 

The issue of misdeclared container weight has come to the forefront of the news lately, with several groups calling for a worldwide container weight initiative that requires terminal operators to validate the weights prior to handling. Knowing the correct weight of a container with its cargo seems like a logical and vital piece of information.  However, in reality carriers are stuck relying on a shipper’s declaration and the true weight is commonly underdeclared.  Sometimes the declaration of the incorrect weight is intentional to save money, but often it’s because the proper equipment to accurately weigh and track a container on port premises didn’t exist.  The repercussions of these inaccuracies range from costly to deadly. Carriers lose money that is rightfully theirs when charged weights are less than the actual. From a safety standpoint, stack weight can affect ship stability and can endanger shoreside workers and seafaring personnel.

 

The World Shipping Council cited the following problems of overweight containers:

  • Incorrect vessel stowage decisions
  • Collapsed container stacks
  • Containers lost overboard
  • Damage to ships
  • Stability and stress risk to ships
  • Risk of personal injury to seafarers and shoreside workers
  • Lost revenue and earnings
  • Impairment of vessels’ optimal trim and draft – causing poor efficiency and greater emissions

 

Several industry groups are addressing the issue and calling for mandated weighing requirements. The voluntary method simply has not been working, so more formal measures are called for. Several marine groups have recommended a legal requirement that all containers be weighed at the marine port facility before they are stowed aboard a vessel for export.  But how realistic is that to implement at a terminal?  PEMA (Port Equipment Manufacturers Association) recommends that all lifting machinery in the marine chain be able to determine the weight being lifted. This puts the power in the marine terminal operator’s hands to verify the accuracy of declared weight and make correct loading decisions accordingly.

 

Wherever a container is lifted, it has the possibility with emerging technology to read the weight accurately, including:

 

  • At the Quay Crane – accurate equipment should be required here so the correct weight is known before the crane driver attempts to move a box.  Example: a driver attempting to unload an overweigh box on board needs to kow it before he moves the container a significant distance – before any gantry, at least.

 

  • Truck gates on the perimeter of he Yard to capture weight prior to CY or quay area

 

  • Truck gate – weigh scales are commonly added to OCR portals or existing gate lanes to enable this function for entering traffic.

 

  • Train/Rail interchange – weighing systems installed on spreaders of the container handling equipment that service the train; or truck gates at the perimeter of the yard to capture (prior to CY or Quay area entry)

 

The World Shipping Council (WSC) and International Consortium of Shippers (ICS) have proposed that the SOLAS convention be amended to require marine terminal operators to weigh stuffed cargo containers upon receipt and to have a verified container weight before loading a stuffed container aboard a ship for export. The standard would be required of all loaded containers, whether received through the port facility gate or trans-shipped at the port facility via another vessel, barge or rail. Verified container weight is to be provided to the vessel operator for use in confirming and finalizing vessel stowage plans.

 

“Weighing containers to confirm their actual weight is the right operational and safety practice. There is substantial experience with such a requirement in the United States demonstrating that this is feasible on a technological and commercial basis. It is time to make this a global safety practice and our association will assist its members in cooperating with terminal operators to develop a suitable and effective process,” said Dr. Geraldine Knatz, president of IAPH and executive director of the Port of Los Angeles.

 

Several countries already have regulations that require the weighing of every loaded container destined for export, demonstrating that the requirement proven in practice. As a terminal operator, you may want to take proactive efforts to research options to meet this potential new requirement.  Additional information can be found through the paper, “Solving the Problem of Overweigh Containers,” the World Shipping Council; and the Maritime Research Institute Netherlands (MARIN) publication, “Lashing at Sea.”

 

“WSC, ICS, BIMCO and the International Association of Ports and Harbors (IAPH) have noted that governments around the world continue to focus on obtaining more complete knowledge of what is actually in cargo containers arriving in their countries, and that Customs authorities would welcome having accurate cargo weights as they screen import cargoes. This is another example of industry cooperation and initiative that will increase governments’ confidence in maritime commerce,” commented Dr. Knatz.

 

 

 

The Case for a Universal Container Weight Initiative

 

The issue of misdeclared container weight has come to the forefront of the news lately, with several groups calling for a worldwide container weight initiative that requires terminal operators to validate the weights prior to handling. Knowing the correct weight of a container with its cargo seems like a logical and vital piece of information.  However, in reality carriers are stuck relying on a shipper’s declaration and the true weight is commonly underdeclared.  Sometimes the declaration of the incorrect weight is intentional to save money, but often it’s because the proper equipment to accurately weigh and track a container on port premises didn’t exist.  The repercussions of these inaccuracies range from costly to deadly. Carriers lose money that is rightfully theirs when charged weights are less than the actual. From a safety standpoint, stack weight can affect ship stability and can endanger shoreside workers and seafaring personnel.

 

The World Shipping Council cited the following problems of overweight containers:

  • Incorrect vessel stowage decisions
  • Collapsed container stacks
  • Containers lost overboard
  • Damage to ships
  • Stability and stress risk to ships
  • Risk of personal injury to seafarers and shoreside workers
  • Lost revenue and earnings
  • Impairment of vessels’ optimal trim and draft – causing poor efficiency and greater emissions

 

Several industry groups are addressing the issue and calling for mandated weighing requirements. The voluntary method simply has not been working, so more formal measures are called for. Several marine groups have recommended a legal requirement that all containers be weighed at the marine port facility before they are stowed aboard a vessel for export.  But how realistic is that to implement at a terminal?  PEMA (Port Equipment Manufacturers Association) recommends that all lifting machinery in the marine chain be able to determine the weight being lifted. This puts the power in the marine terminal operator’s hands to verify the accuracy of declared weight and make correct loading decisions accordingly.

 

Wherever a container is lifted, it has the possibility with emerging technology to read the weight accurately, including:

 

  • At the Quay Crane – accurate equipment should be required here so the correct weight is known before the crane driver attempts to move a box.  Example: a driver attempting to unload an overweigh box on board needs to kow it before he moves the container a significant distance – before any gantry, at least.

 

  • Truck gates on the perimeter of he Yard to capture weight prior to CY or quay area

 

  • Truck gate – weigh scales are commonly added to OCR portals or existing gate lanes to enable this function for entering traffic.

 

  • Train/Rail interchange – weighing systems installed on spreaders of the container handling equipment that service the train; or truck gates at the perimeter of the yard to capture (prior to CY or Quay area entry)

 

The World Shipping Council (WSC) and International Consortium of Shippers (ICS) have proposed that the SOLAS convention be amended to require marine terminal operators to weigh stuffed cargo containers upon receipt and to have a verified container weight before loading a stuffed container aboard a ship for export. The standard would be required of all loaded containers, whether received through the port facility gate or trans-shipped at the port facility via another vessel, barge or rail. Verified container weight is to be provided to the vessel operator for use in confirming and finalizing vessel stowage plans.

 

“Weighing containers to confirm their actual weight is the right operational and safety practice. There is substantial experience with such a requirement in the United States demonstrating that this is feasible on a technological and commercial basis. It is time to make this a global safety practice and our association will assist its members in cooperating with terminal operators to develop a suitable and effective process,” said Dr. Geraldine Knatz, president of IAPH and executive director of the Port of Los Angeles.

 

Several countries already have regulations that require the weighing of every loaded container destined for export, demonstrating that the requirement proven in practice. As a terminal operator, you may want to take proactive efforts to research options to meet this potential new requirement.  Additional information can be found through the paper, “Solving the Problem of Overweigh Containers,” the World Shipping Council; and the Maritime Research Institute Netherlands (MARIN) publication, “Lashing at Sea.”

 

“WSC, ICS, BIMCO and the International Association of Ports and Harbors (IAPH) have noted that governments around the world continue to focus on obtaining more complete knowledge of what is actually in cargo containers arriving in their countries, and that Customs authorities would welcome having accurate cargo weights as they screen import cargoes. This is another example of industry cooperation and initiative that will increase governments’ confidence in maritime commerce,” commented Dr. Knatz.