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Tran Studyelectrical 2012A PDF
Tran Studyelectrical 2012A PDF
Container Terminal
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To Tam, Matthew and Chloe
Acknowledgements
Professor Saeid Nahavandi for his constant guidance and support throughout this
PhD. I am very grateful for his insights, assistance, patience and support over the last
few years. This thesis would not be completed without his encouragement and
support.
I also would like to thank my associate supervisor Dr. Doug Creighton for the
I would especially like to thank Robert Reid of Robert Reid and Associates, a mentor
and colleague who arranged for permissions to collect data at Melbourne container
terminals for this study. He also provided access to data of overseas container
I acknowledge Patrick Stevedores, P&O Ports, Hutchison Port Holdings and Maher
i
ABSTRACT
Modeling and simulation techniques are the tools to be used for optimizing the
operation and fully utilize access of a container terminal for a projected container
throughput. The container terminal operator uses these study results to make
decisions and planning for the redevelopment and/or expansion of the terminal.
Usually, a new terminal layout with new truck traffic and more container handling
machines is required to cope with the projected container throughput. It is then the
electrical engineers’ task to calculate the terminal maximum electrical load demand
demand. This study of electrical usage and demand at the container terminal was a
and
Operation and electrical data at a Melbourne container terminal were daily collected
for more than two (2) years for this study. Collected operation data was analysed
according to the number of containers, their weights and set temperature for
ii
electrical demand of the container handling cranes. Collected daily electrical data
was correlated to the number of reefers to determine the electrical demand of these
reefers. Maximum electrical demands of container handling cranes and reefers were
determined by analysing all calculated values over the whole data collection period.
Maximum electrical demand of the container terminal was then calculated by adding
Canada and China were calculated using the results of this study and the other
method (the diversity factor method). These calculated maximum electrical demands
were compared with the actual electrical demands with pleasing results: whilst at
least 34% less than the value calculated using the other method, the electrical
demand calculated using the results of this study was indeed the MAXIMUM
DEMAND and still with ample spare capacity of at least 20% for the safety margin
iii
Tables of Contents
Table of Contents iv
List of Figures ix
1. Introduction 1
2. Literature Review 7
iv
3.3.1 Reasons for focusing study on average demand instead of peak
demand 35
3.5 Conclusions 40
systems 47
4.5 Conclusions 72
5. Refrigerated Container 74
v
5.2.1.1 Demand calculation using Australian Standard AS3000 77
5.3.1 Description 88
Demand 112
6.2.1 Using cranes with DC drive system to reduce energy usage 113
vi
7.1.2 Calculation using diversity factors 134
Appendix
Appendix A Daily Container Report, Code of Excel macro & Results 155
Appendix B Daily Reefer Report, Code of Excel macro & Results 161
References 184
vii
List of Abbreviations
AC Alternating Current
DC Direct Current
QC Quay Crane
SC Straddle Carrier
viii
List of Figures
4.7 AC quay crane – Graph of powers vs. time (second) for one 51
loading cycle
4.8 DC quay crane – Graph of powers vs. time (second) for one 51
loading cycle
4.9 AC quay crane – Graph of power factor vs. time (second) for one 54
loading cycle
ix
4.10 DC quay crane – Graph of power factor vs. time (second) for one 54
loading cycle
4.11 AC quay crane – Graph of THD (%) vs. time (second) for one 56
loading cycle.
4.12 DC quay crane – Graph of THD (%) vs. time (second) for one 56
loading cycle.
x
5.10 Electrical Demand per TEU in 2008 100
6.8 Proposal from Powercorp using flywheel technology to limit peak 129
demand at 500kW and allow 100kW regenerative energy to be
utilized by other load
6.9 Proposal from S and C using super capacitor technology to limit 129
peak demand at 400kW and capture all regenerative energy
7.1 East Swanson Dock terminal – actual and calculated maximum 140
electrical demands
7.2 West Swanson Dock terminal – actual and calculated maximum 141
electrical demands
7.4 Port Botany terminal – actual and calculated maximum electrical 143
demands
xi
7.6 China – Yantian terminal – actual and calculated maximum 145
electrical demands
7.8 USA – Maher terminal – actual and calculated maximum electrical 147
demands
xii
List of Tables
xiii
List of Formulas
xiv
2.24 Lower deceleration Power without Load 14
2.44 Cross travel total acceleration Power in adverse wind with Load 16
2.46 Cross travel total deceleration Power in adverse wind with Load 16
2.46 Cross travel total acceleration Power in favourable wind with Load 16
xv
2.49 Cross travel total deceleration Power in favourable wind with Load 16
2.59 Cross travel total acceleration Power in adverse wind without Load 17
2.61 Cross travel total deceleration Power in adverse wind without Load 17
xvi
7.1 Maximum Electrical Demand 133
xvii
CHAPTER ONE
Introduction
transportation and storage without the need for intermediate handling of the content.
more widespread worldwide and almost all products are now transported by
container.
In the Container Traffic Forecast [65] published by United Nation Economic and
Social Commission for Asia and the Pacific (ESCAP), container traffic has grown
container traffic of annual compound of 7.6 percent till 2015 taking into account the
2015.
The growth in the container traffic leads to the growth in the capacity of the
container ship as the shipping lines prefer to use larger container ship to lower the
costs. It is claimed that the transportation cost per container for the sixth generation
container ship (Post-Suezmax) may be about 30% lower than that of a typical
1
5,000-6,000 TEUs container ship. Historical development of container ships [20,
of 13m)
With the intended increase of the cross section breadth and depth of the Suez Canal
over the coming ten years, the 18,000 TEUs container ship will also be able to pass
the Suez Canal [50]. On the other hand, a future container ship with a draught of 21
m would require existing ports to be dredged. Today, only the ports of Singapore
Given the expected growth of container traffic, most container terminals around the
world have terminal expansion and development projects that are either planned or
land, changing operation mode are examples of such plans. Before spending any
money, all container terminal operators like to optimize their operation and fully
utilize their access (land, machines, labours etc.) to produce the maximum
2
productivity [33, 41, 68, 71, 86]. Modelling and simulation appear to be the best
A lot of simulations have been done to study and optimize the operation of existing
container terminal [23, 25, 27, 32, 35, 73, 74, 81, 83, 90, 108, 130, 174, 201] or
even design a new one. These simulations are carried out to find the impacts of
terminal layout [151], allocating berthing for ship [129, 131, 132, 152, 153, 154],
predicting number of cranes for certain handling rate [127], rail logistic, truck
logistic and even impact on in land transportation. However, none have been done
for the electricity power demand and consumption or the utilization of electrical
must include the power demand at the initial design stage of such development.
Increasing number and size of container handling machines: Quay Cranes (QCs),
power demand for container terminals [112]. Accurate assessment of the projected
- request an update or new electrical supply from the electrical power supply
company. Capital cost of electrical supply could be very high if the current
3
1.2. Research aims and objectives
demand [6], all are depended on the experiences of those engineers for this
and resulting in a very costly exercise if a new electrical switching station would be
built to supply the projected load demand. For example, in a recent re-development
of a container terminal in Australia, a load demand of 16MVA was stated for this
container terminal with 8 QCs, 5 RMGs and 800 refrigerated containers. A new
electrical switching station was required to supply such demand with a total cost of
around AUD 10 million. A similar size container terminal in Australia has an actual
There are number of private studies of energy consumption and power supply at
several container terminals that concern about their electrical bills [95].
Presentations [18] and information [70, 98, 136] about electrical demand and
terminal operators.
The main aims of this research are: how to estimate/calculate the maximum
equipments? What is the likely electrical energy usage for a container terminal with
a known through put? A practical approach is used to find out the answers:
4
x With the permission of the container terminal management, installing a
meters for logging electrical data. At the same time, details of containers at
the terminal are provided for every day and monthly electrical invoices are
also obtained for comparison. . The monthly electrical invoices are also
obtained for confirmation of the analysed results. Data have been collected
papers [165, 166, 168, 169, 171, 177, 178, 179, 181, 182, 183, 184].
electrical load of the machine. Examining the working of the smart meter,
how power supply company calculate the demand and analysing the
collected data. Results are used for estimating the total demand of the
terminal.
how to reduce such electrical demand end energy consumption - the design of
This research looks into the gap left by previous researches and studies related to
5
1.3. Outline of the thesis
electrical power demand and energy usage at a container terminal and review of
electrical consumption is measured and charged then describe the set up of data
consists of Quay Cranes (QCs), Rail Mounted Gantries (RMGs) and Automatic
Stacking Cranes (ASCs). A brief discussion and focus on what would be studied
followed by obtaining the quay cranes’ specifications and profiles, discusses the
drive systems (DC and AC) and analysing the weights of containers in stack of
Melbourne Container Terminal from collected data and finally calculate the
electrical demand and energy usage of the container handling machines group.
The actual (more than two years) measurements and calculation results are
maximum electrical demand and energy usage at container terminal ranging from
the design of electrical network to utilise the regenerative energy, requesting for net
metering scheme, the use of energy storage and peak lopping devices and lighting
level at the container terminal. Chapter 7 verifies the finding of this study by
showing the comparison between the actual electrical demand and the calculated
Finally, chapter 8 will summarised the thesis, make concluding remarks as well as
6
CHAPTER TWO
Literature Review
To the best of the author’s knowledge from the literature review and long time
working in the port, there was no published academic research into the electrical
energy usage and demand at container terminal. Literatures [49, 51, 52, 118, 195,
196, 197, 200, 205] on the rail/traction area had also been reviewed to find any
applicable information for use. Because of the lack of published research in this
field, the author had to rely on the commercial articles written for magazines
terminal was given by Vis and Koster in 2002 [135]. Different type of material
7
handling as well as planning and control level involving the movement of
containers. The processes at container terminal are discussed next with the detailed
These pre berth allocation, unload and loading of container ships, transportation of
containers from ship to storage area, stacking these containers and delivering them
that the majority of published papers only address single type of handling machine
so that the future work shall be concentrate in addressing multiple types of handling
On the same topic, Stahlbock and Vob [54] provided a comprehensive literature
The paper began with an update on the new challenges that the container terminal
operators have to overcome, especially with the requirement of handling new mega
size container ships capable of carrying 10,000 TEU to 12,000 TEU. They then
discussed the container terminal operation system and its sub system such as the
optimising methods was discussed in details of few particular subsystems that have
big impact on the operation such as berth allocation and stacking logistics. They
concluded the review with a summary; they also identified and suggested a number
8
2.2 Electrical Energy Usage and Demand Papers
It was reported early this year (March 2012) in the Port Technology International
[7] that a simulation model had been developed by Kim Le of AECOM for studying
the electric power of yard cranes. The concern about the increasing of required
electrical demand, especially when a large number of cranes are installed and
connected to the electrical grid at the container terminal, and the lack of suitable
method for calculating this demand was the reason for such study. The most
interesting result from this simulation study is that for 36 yard cranes with 700 KW
demand each totalling of 25,200 kW, the average demand of all 36 machines is only
the critical information is not provided: yard crane electrical data, container weight,
travel distances etc. for the readers to make use of the results. To an electrical
In the “Efficient use of energy in container cranes” article of the same magazine
the regenerative energy issue of electrical powered cranes and suggested ways for
In the “Driving innovation: high handling efficiency, low energy use” article of the
a successful innovation for its mobile crane – using energy storage system to
capture the regenerative energy when the crane lowering and discharge this energy
9
Another useful information was described in the “Crane life cycle costs” in the Port
average net amount of energy required to move a container was 1.94 kWHr.
At the Terminal Operators Conference in 2005, Robert Reid of Robert Reid and
electrical demand, the paper raised concern about the lack of accurate method for
calculating the maximum electrical demand. The actual facts were also presented:
average weight of container traffic, the large size of container handling cranes as
terminal, and the actual electrical energy consumption by the container terminal.
The paper concluded by stating that accurately calculating the maximum electrical
demand is really needed for designing a new container terminal or upgrading the
existing one.
one ASC, the simulation was performed with various operating conditions such as
fix hoisting delay between machines and assuming operating of multiple ASCs at
the same time would not cause any issue for the electrical supply network.
10
For one ASC Maximum Demand 930 kW
Average Demand 69 kW
Part of tender documents submitted for bidding to supply container handling cranes
The author had access to the document of successful tenders providing the container
crane to various container terminals in Australia [70, 98, 136]. For this study,
documents for formulas used in electrical power calculation has the advantage of all
needed formulas are available saving time in reviewing a lot of different text books
When calculating the maximum electrical demand, boom hoist and long travel
x the boom motion is only used to put the crane in the working position to
start loading/unloading containers and to stow the boom at the end of its
work,
x the boom’s electrical motor is not as large as the hoist’s electrical motor, the
11
x the long travel’s electrical motor is not as large as the hoist’s electrical
s vt (Eq. 2.1)
1 2
s at v0 t (Eq. 2.2)
2
s travel distance in m
The following naming index conventions are used on all formulas in this section:
A. Hoist/Lower motion
The following formulas are used to calculate the average demand of the hoist
motion:
V1
Hoist Power N 11 ( LL LS ) * g * (Eq. 2.3)
60 * u
12
V3
Lower Power N 12 ( LL LS ) * g * *u (Eq. 2.4)
60
(V1 / 60) 2
Hoist acceleration Power N 13 ( LL LS ) * (Eq. 2.5)
t1 * u
(V1 / 60) 2
Hoist deceleration Power N 14 ( LL LS ) * *u (Eq. 2.6)
t2
(V3 / 60) 2
Lower acceleration Power N 15 ( LL LS ) * *u (Eq. 2.7)
t5
(V3 / 60) 2
Lower deceleration Power N 16 ( LL LS ) * (Eq. 2.8)
t6 * u
2 (2 * S * n1 / 60) 2
Hoist motor accel. Power N 17 WK h * (Eq. 2.9)
1000 * t1
2 (2 * S * n1 / 60) 2
Hoist motor decel. Power N 18 WK h * (Eq. 2.10)
1000 * t 2
13
No load - without load
V2
Hoist Power N 21 LS * g * (Eq. 2.19)
60 * u
V4
Lower Power N 22 LS * g * *u (Eq. 2.20)
60
(V2 / 60) 2
Hoist acceleration Power N 23 LS * (Eq. 2.21)
t3 * u
(V2 / 60) 2
Hoist deceleration Power N 24 LS * *u (Eq. 2.22)
t4
(V4 / 60) 2
Lower acceleration Power N 25 LS * *u (Eq. 2.23)
t7
(V4 / 60) 2
Lower deceleration Power N 26 LS * (Eq. 2.24)
t8 * u
(2 * S * n2 / 60) 2
Hoist motor accel. Power N 27 WK 2 * (Eq. 2.25)
1000 * t 3
(2 * S * n2 / 60) 2
2
Hoist motor decel. Power N 28 WK * (Eq. 2.26)
1000 * t 4
Hoist decel. Power (W) P2HD N21 N24 N28 (Eq. 2.31)
14
Lower accel. Power (W) P2 LA N 22 N 25 N 29 (Eq. 2.32)
Where
LL Weight of load (container) in tones
LS Weight of spreader & headblock (lifting device) in tones
V1 Hoist speed with load in m/min
V2 Hoist speed without load in m/min
V3 Lower speed with load in m/min
V4 Lower speed without load in m/min
t1 Hoist acceleration time with load in seconds
t2 Hoist deceleration time with load in seconds
t3 Hoist acceleration time without load in seconds
t4 Hoist deceleration time without load in seconds
t5 Lower acceleration time with load in seconds
t6 Lower deceleration time with load in seconds
t7 Lower acceleration time without load in seconds
t8 Lower deceleration time without load in seconds
n1 Hoist motor speed with load in rpm
n2 Hoist motor speed without load in rpm
WKh2 Total rotational inertia (include gearbox, drum, load) in kgm2
u Overall efficiency
g Gravity (9.81m/sec2)
ʌ Constant Pi = 3.14
N1i Hoist/Lower with load Power in Watts (i = 1,2,3….9)
N2i Hoist/Lower without load Power in Watts (i = 1,2,3….9)
The following formulas are used to calculate the average demand of the hoist
motion:
15
Static power in favourable wind
V xt
N 12 ( L11 L13 ) * g * (Eq. 2.39)
60 * 1000 * u
V xt 2
( )
Trolley acceleration power N 13 (TL LL LS ) * 60 (Eq. 2.40)
t xt1 * u
V xt 2 u
Trolley deceleration power N 14 TL * ( ) * (Eq. 2.41)
60 t xt1
n xt 2
(2 * S * )
Motor acceleration power N 15 WK 2 xt * 60 (Eq. 2.42)
1000 * t xt1
n xt 2
(2 * S * )
Motor deceleration power N 16 WK 2 xt * 60 (Eq. 2.43)
1000 * t xt1
16
Friction Load L21 (TL LS ) * c (Eq. 2.50)
1000 * (1 v 3 ) * LS
Main hoist rope inflexibility load L23 (Eq. 2.52)
2
V xt 2
( )
Trolley acceleration power (W) N 23 (TL LS ) * 60 (Eq. 2.55)
t xt 2 * u
V xt 2 u
Trolley deceleration power (W) N 24 (TL LS ) * ( ) * (Eq. 2.56)
60 t xt 2
n xt 2
(2 * S * )
Motor acceleration power (W) N 25 WK 2 xt * 60 (Eq. 2.57)
1000 * t xt12
n xt 2
(2 * S * )
Motor deceleration power (W) N 26 WK 2 xt * 60 (Eq. 2.58)
1000 * t xt 2
17
Cross travel power in favourable wind (W) P2 XTNW N 22 (Eq. 2.63)
Where
LL Weight of load (container) in tones
LS Weight of spreader & headblock (lifting device) in tones
TL Weight of trolley in tones
A1 Wind area with load in m2
A2 Wind area without load in m2
Q Wind pressure in kg/m2
v Sheave efficiency
Vxt Trolley speed in m/min
txt1 Cross travel acceleration time in seconds
txt2 Cross travel deceleration time in seconds
nxt Cross travel motor speed in rpm
WKxt2 Total rotational inertia (include gearbox, drum, load) in kgm2
u Overall efficiency
g Gravity (9.81m/sec2)
c Friction coefficient in kg/t
ʌ Constant Pi = 3.14
N1i Cross Travel with load Power in Watts (i = 1,2,3….9)
N2i Cross Travel without load Power in Watts (i = 1,2,3….9)
18
CHAPTER THREE
Collection Scheme
Before any study of electrical usage and demand at the container terminal can be
started, all electric powered assets have to be identified. The term electric powered
asset or electrical asset refers to the asset that actual connects to electrical grid and
consumes electricity not asset that providing electric power. For example, quay
cranes are electrical assets but the high voltage switchgears connecting these cranes
Understanding of how energy and demand are defined, measured and charged by
the power supply companies (the Utilities) is also important as it help to focus the
study as well as deciding what and how to collect data for this study.
- Electricity bills and measured data supplied by the Utilities – to focus the
19
3.1 Identification of electrical assets at container terminal
The container terminal knows in advance the expected arrival time of a container
ship, the number of containers to be exchanged and the ship stowage plan so that a
unloading plan and/or loading plan can be prepared, equipment and labour can be
allocated to work on that container ship. Figure 3.1 shows a typical container ship
stowage plan that is the lay out of the ship and container positions.
When the container ship arrives, QCs as shown in Figure 3.2 working according to
a prepared unloading plan take the import containers off the ship and put on the
wharf. The containers are then transferred to the storage stack be transport vehicles
such as Forklifts or Straddle Carriers (SCs) – Figure 3.3 - that travel between the
20
Figure 3.2 Quay Cranes Figure 3.3 Straddle Carrier
21
Equipment, such as straddle carriers (SCs), Rubber Tyred Gantries (RTGs), Rail
Mounted Gantries (RMGs) then put these containers into the storage stack
according to a prepared storage plan. Figure 3.4 shows a typical unloading plan
with container identification and details, position on the ship and unloading
sequence.
The storage stack consists of a number of lanes where containers can be stored for a
certain period. Dry cargo containers and refrigerated containers are stored in
different areas. Containers can be stored several high depend on the equipment used
in this storage stack. Melbourne Container Terminal use mainly SCs for container
After a certain period the containers are retrieved from the stack and transported by
vehicles to transportation modes like trucks or trains to leave the container terminal.
22
Figure 3.6 Straddle Carrier deliver container to truck
To load export containers onto a ship, these processes are also executed in reverse
order. A typical loading plan is shown in Figure 3.7 and Figure 3.8 provides a
Most of the container terminals make use of manned equipments. However, a few
containers such as driver less SCs are used in Patrick Terminal in Brisbane, driver
less Rail Mounted Gantries (RTGs) are also tried at Patrick Terminal in Sydney,
and Sydney are currently re-developing their sites for use ASCs.
23
Figure 3.7 Container ship loading plan
24
Figure 3.8 Processes at Container Terminal
25
3.1.2 Electrical assets at container terminal
As a large electrical user and having a number of machines powered at high voltage
(HV) typically at 11kV level, container terminals are usually under HV tariff.
Following the above description, container terminal administration office is the first
x working areas and amenities (general office, first aid office, meeting room,
x control tower/room for computer system to observe and monitor all terminal
activities,
Electrical power at low voltage (three phase 415V in Australia) is required for these
services. Supply is normally via a step down transformer located near the office to
Next type of electrical asset is the container handling equipment group: QCs, RTGs,
RMGs, ASCs, AGVs, SCs and Forklift. However, RTGs, AGVs, SCs and Forklift
are mobile machines which are either not electric powered or not connected to
electric grid. In other words, they are not electrical assets for the purposes of this
study. QCs, RMGs and ASCs are giant and very fast electric powered machines
which give the impression that they use a high amount of energy and require a very
high electrical demand. Due to their size and the capability of travel a relative long
distance (few hundreds meters), they are powered by HV, typically at 11kV.
26
Next electrical asset would be the refrigerated containers that require low voltage
electrical power to keep their cargo at the correct temperatures. Designated areas
to the electrical grid are in the storage stack. These designated areas are normally
As container terminals are operated on 24 hours a day and 7 days a week basic,
lightings are required for night operation. Low voltage electrical supply to these
the repair and maintenance works to be carried out to keep all electrical assets in
instruments, spares,.. are in this workshop which required low voltage electric
power supply.
These electrical assets are divided into three groups for detailed study:
container group. Demand of the other load group is well regulated and could be
calculated using the AS/NZS 3000 [62] or Construction handbook [21, 34] , it is the
installed demand of this load group was taken as the maximum demand for this
study.
27
3.2 Definition of Electrical Demand
Electrical demand could mean different thing among the Utilities. As the purpose of
this study is to calculate the electrical maximum demand at the container terminal, it
is important that a clear definition of the term “demand” is needed ([99] provides
Utilities, analysing the actual electricity bill and examining measuring devices.
The following definitions are obtained from several different Utilities in Australia:
United Energy
Maximum Demand = Energy consumption over ½ hr period/ Time (1/2 hr). The
Rolling Peak Demand Charge is based on the highest power (kVA at the highest
kW) delivered during Peak periods (defined as 7am to 7pm Local Time weekdays
excluding public holidays) over 12 months to the end of the billing period.
Powercor
Actual demand, which is measured as the energy consumption recorded over the
demand integration period divided by the demand integration period in hours (the
demand integration period is 15 minutes.
Energex
The customer’s connection point has a meter installed that is capable of measuring
energy consumption (kW.h) and demand (kW). This meter records total energy
consumption (kW.h) and demand over 30 minute periods. A customer’s demand is
the average demand (kW) over the 30 minute period.
Western Power
28
The electrical demand is actually calculated as defined above was confirmed in the
next section by examining the electrical bills of the container terminal and the raw
customer. By law, all the different charges have to be disclosed. Figure 3.9 shows
the electricity bill of the container terminal in Port Botany Sydney for November
2010. For the purposes of this study, the following information is of interested:
Total energy usage: 826,565 kWh and Maximum demand: 2317.41 kVA
29
It was noted that there is no information on the feed back energy from the container
small amount and ignored by the Utilities. The Utilities provided the electrical data
as requested by the container terminal operator to ensure the charges were correct.
As shown on the electricity bill, there are two meters so that two set of metered data
were provided. Data are time stamped for every 30 minutes during November 2010.
Table 3.1 and Table 3.2 list only part of the electrical data as full listing is not
necessary.
Table 3.1 Port Botany terminal – Meter 1 data for November 2010
30
Table 3.2 Port Botany terminal – Meter 2 data for November 2010
Calculation was performed to find the total energy usage and maximum demand
kWh
kW 2 * kWh as h = 30 minutes = 0.5 hours (Eq. 3.2)
h
kVArh
kVAr 2 * kVArh as h = 30 minutes = 0.5 hours (Eq. 3.3)
h
31
kVA kW 2 kVAr 2 (Eq. 3.4)
Calculations are also shown in Table 3.1 and Table 3.2 and the results are
The same results were found for all the electricity bills and metered data in 2010. It
Digital meters are now used by the Utilities to measure the electrical usage; they are
capable of measuring the electrical demand. Information of how the digital meters
measure the electrical demand was examining in the next section for the definition.
All digital power meters installed at large users including container terminal are
capable of recording energy both ways: deliver (from the electrical grid to the
customer (positive)) and receive (from the customer to the electrical grid
32
(negative)). However, unless the received energy is from small source (solar) or
agreed generator set the Utilities would not recognize this feed back energy.
The maximum electrical demand is calculated from the measured energies over a
meters are capable measure and calculate a lot more electrical parameters especially
the electrical demand value. It is possible that some Utilities may use this value
instead of calculate as previous section. To ensure this possibility would not affect
the out come, definition of electrical demand measured by the digital meters was
Following descriptions are extracted from the manuals of some of the digital
ION 7300 series Power & Energy Meter from Schneider Electric [69]
interval. Peak (or maximum) demand is the highest demand level recorded
The demand modules (both Thermal Demand modules and Sliding Window
33
Mk Genius and Mk6E Energy Meters from EDMI [114]
The demand for the period is simply the accumulated energy divided by the
It was confirmed that the digital meters calculate the electrical demand in the same
manner as the Utilities do from their metered energy values. That means value of
electrical demand is the same either it was read from the digital meter or calculated
by the Utilities.
The important result from the study so far is that electrical demand is the average
demand over a measure period. The measure period is 30 minutes for Melbourne
section, the maximum demand calculation in later section would be the calculation
of the maximum average demand instead of the peak demand. Reasons for this
34
3.3.1 Reasons for focusing study on average demand instead of peak
demand
Recall from previous section, the electrical demand is the average demand over a
measure period that is normally 15 minutes or 30 minutes. Since the main purpose
of this study was to calculate the maximum electrical demand at container terminal
for negotiation the power supply contract either new supply or an upgrade one,
Some digital power meters do have the ability to calculate and record the
distinguishing between the actual electrical demand from the user and the network
An analogue maximum demand ammeter, such as BIQ96 from Ziegler, could also
be used to measure the maximum current demand then maximum power demand
thermal bimetallic movement indicates the mean rms value over 15 minutes
(optional 8 min.) And deflects a reset-table red slave pointer which shows the
maximum value reached.” It was noted that peak demand was not measured.
Although peak electrical demand is important for any electrical network, it may
cause voltage flickering and trigger the supply interruption on a weak network, peak
demand is really the protection issue, which is out of this study scope. It is possible
35
movements (central control) [42] scheme or using a “peak lopping” device that
A container terminal with a large number of container handling cranes would face a
very large value of maximum electrical demand if peak values were used.
Information of how electrical energy and demand were measure, calculated and
charged at container terminal together with the above reasons, using average
electrical demand was the correct way to calculate/estimate the maximum electrical
With the approval and permission of Patrick management team, the new 11kV HV
reticulation with an Energy Management System (EMS) was designed and installed
at Swanson Dock in the Port of Melbourne. The change over from the old electrical
supply network to the new ones without interruption to the daily operation of the
The selected EMS was the Power Logic System Management Software from
Schneider Electric (previously owned by Square D) because it was the only system
that provides a complete solution at that time. The EMS was designed for the ease
power meters, protection relays as well as tripping units of low voltage circuit
36
Figure 3.10 shows the HV single line diagram and location of measuring devices
For a fast changing electrical load, such that the QC, RMG and ASC, Schneider’s
circuit monitor CM3250 was used. This device is a powerful power meter with in
built memory large enough to record electrical data every second for at least 5
hours.
For a slow changing or steady load, such as the refrigerated containers, metering
features of the digital protection relay (SEPAM series 40) and digital tripping
circuit of circuit breaker (MicroLogic 5) were utilised. These devices do not have
built-in memory, the required electrical values were measured and calculated then
pass on to the EMS server when there was a “data collect” signal was issued from
the EMS server. Electrical data collection period can be varied between 1 minute
and 1 hour.
server which runs Windows Server 2003 operating software. Electrical data,
voltages, currents, powers, energies, power factor and harmonics from each of the
devices (shown in Figure 3.11) were collected and save in a database every 15
The system was set up as a stand alone system that was not connected to the
container terminal computer network for security reasons. Remotely access was via
the World Wide Web by using the service of Iburst wireless network.
Unfortunately, the Iburst network was closed several years ago and the only way to
access this system was via local direct log in to the server.
37
Figure 3.10 Single Line Diagram with measuring devices locations
38
Figure 3.11 Energy Management System layout
39
With permission from management team of Patrick, the Melbourne Container
Terminal Operator, and utilizing the fast 1 second data recording feature of the
CM3250, load profiles of number of QCs were obtained. The QCs electrical
Chapter 4.
The management team also permitted the daily weekday reports of number of
refrigerated containers and dry cargo containers that were in storage stack of the
terminal be generated and provided via email. These reports would be discussed in
Although all circuit monitor CM3250s and Power Logic System Management
Software V4 are still in working order providing invaluable data for the study and
any future work, they are discontinued and no longer available, Schneider Electric
claims latest software version, Power Logic ION Enterprise, and newer
measurement devices would be more user friendly and provide better results.
3.5 Conclusions
The definition of the electrical demand term that is referred to by the Utilities is
clarified by reviewing the Utilities’ electricity bills, examining the raw data of
are defined in modern digital power meters (smart meters), it is confirmed that
40
electrical demand is the average demand over a measure period (usually 15
minutes or 30 minutes period) and is not the instantaneous demand. The tasks
of finding the maximum demand of electrical assets became easier with this
confirmation.
With the measurement scheme set up for data collection as described, the studyied
results could be verified. The electrical energy usage and maximum demand of
41
CHAPTER FOUR
With the electrical assets of container terminal have been identified in previous
chapter, the electrical demand and energy usage for the big machine group –
container handling cranes – could now be studied. These machines are used to:
x move containers into stacking area, shuffle them within the stacking area or
move containers out of stacking area for delivery either with driver (RMGs)
or driverless (ASC).
This chapter began with a brief discussion on these machines and their operation
x Quay crane profile – record load profiles of similar quay cranes with AC
drive and DC drive and compare the results for contribution to the AC verus
DC drive debate,
collected more than one year) in stack of Melbourne Container Terminal for
needed.
42
The reasons why this study was only focusing on the maximum average demand
A modern container terminal would be dominated by the giant quay cranes that can
reach out over the ships to load or unload containers. They are mounted on rails and
will be able to long travel up and down the quay to exactly align themselves with
the “bays” in or over the ship’s hold, where the container is to be handled. The
outreach of the horizontal boom permits a trolley to cross travel from over the quay
to over the ship, a spreader with four locks suspended from the trolley. These locks
nest into the four corners of the containers, make fast and enable the container to be
hoisted out of (or lowered into) the ship hold. A crane driver in his cab alongside
Apart from the sizes of the quay cranes that are capable of serving different type of
container ships (Panamax, Post Panamax,…), quay cranes are different in look: ‘A
frame’ quay cranes are the most common cranes as they are the lightest and
cheapest quay cranes that can be built. Articulated boom or goose neck quay cranes
are used when there is a restriction in crane’s height. Under severe crane height
restriction due to the container terminal is on the adjacent airport’s flight path,
shuttle boom or low profile quay cranes have to be used. Figure 4.1 shows these
43
Another way of classifying quay cranes is their lifting capability or safe working
load (SWL) and how they lift containers. As 30 tones is the SWL of each 20’ or
40’ container, latest design tandem lift quay crane capable of lifting 6 x 20’
containers should have the rated load of 180 tones. Figure 4.2 shows different types
of lifts.
44
Source : www.lifttech.net
On the quay ground handling equipment (straddle carriers, fork lifts or automatic
guided vehicles) moves the containers from the quay cranes to the stack and via
versa. The container is then moved into stacking area by the rail mounted gantries
(RMGs) or driverless automatic stacking cranes (ASCs). The same machine will
deliver containers to the truck or rail when required. In general, these machines are
very similar to the quay cranes without the boom motion, hoist/lower and cross
45
travel motions are for a short distance only. RMGs are shown in Figure 4.3 and
Due to the need to travel a long distance (few hundreds meters) and handle the
heavy containers that is drawing large current over a long cable, these machines are
electrical powered at high voltage level and the drive system can either be an AC
drive system or a DC drive system. Unless specified, all machines are now come
with AC drive system simply because they can operate at or close to unity power
factor.
46
It was not able to record load profiles for RMG or ASC as the Melbourne Container
Terminal does not have any of these machines. However, it was expected the load
profiles of RMG and ASC are very similar to that of the quay cranes as:
x Hoist/Lower motion would be similar as the container loads are the same for
these machines,
x The long travel motion would be the predominant one as RMGs and ASCs
need only hoist/lower a short distance but long travel a very long distance.
x Demand and energy usage are also less than that of the quay crane due to the
nature of the long travel motion – overcome friction rather than lifting a
weight.
The Melbourne Container Terminal has both AC drive and DC drive quay cranes.
With the permission from the management team, load profile of these quay cranes
Since the introduction of IGBT based AC drive products in the late 1980s, there has
crane industry for new container cranes. The AC technology appears to win the
debate as today almost all container cranes are AC. However, the electrical power
demand and energy usage of container cranes have not been mentioned in any
debate. With the new “bigger and faster” container cranes being built, the high
electrical cost of running these container cranes must now be closely analysed.
47
With the permission of management team of Melbourne Container Terminal, load
profiles of two very similar quay cranes – one with AC drive system and the other
with DC drive system - had been obtained on 29 January 2008 and 13 February
2008. As described in chapter 3, the Schneider circuit monitor CM3250 was used at
the high voltage supply end of each quay crane to capture the electrical data every
second then uploaded to the Energy Management System data base. The operation
data (time, container number, weight, quay crane motion, load or unload) were also
As there were no exactly match pair of quay cranes at the container terminal, two
Almost only Hoist and Cross Travel motions are used in loading/unloading
containers to/from container ship. These motions produce the peak demand and
around 99% of the energy usage. Therefore, this study concentrated mainly on these
two motions. The main electrical data of these quay cranes was listed in Table 4.1.
48
The AC quay crane uses AC drive system with Active Front End technology that is
full compensation can be made for power factor and harmonics. The DC quay crane
harmonics.
It was expected the peak demand would be larger for AC drive technology due to
x the AC motor size that have to be larger in size to produce the same torque
x the AC drives technology requires two steps, conversion and inversion while
requirement, larger cooling devices as more heat would be generated for the
AC drives.
Electrical data were captured during actual working conditions: loading containers
to container ship. At the same time, loading sequence and container weight are also
recorded. Figure 4.5 and Figure 4.6 show graph of Real Power (kW), Reactive
Power (kVAr) and Apparent Power (kVA) of the quay cranes working on the same
49
N:
N9$U
N9$
N:
N9$U
N9$
The first impression is that DC quay crane handled more containers, there are
regenerative Real Power (-ve kW), DC quay crane requires larger kVA demand.
This data is used to calculate the energy usage of the quay crane for handling each
container.
To make comparison, a loading cycle with the similar container weight and similar
travel distances are used. Figure 4.7 and Figure 4.8 show the Power graphs of the
AC and DC quay cranes when handling container weight 26.1T and 26T
respectively.
50
N:
N9$U
N9$
Figure 4.7 AC quay crane – Graph of powers vs. time (second) for one loading
cycle.
N:
N9$U
N9$
Figure 4.8 DC quay crane –Graph of powers vs. time (second) for one loading
cycle.
- Hoist the container up, start cross travel (while hoisting) to sea side when
clear of all obstacles,
- Hoist the empty spreader up, start cross travel (while hoisting) to land side
when clear of all obstacles,
Therefore a graph of Power versus Time of a complete load cycle was expected to
have four peaks values. The Real Power should have two negative peaks
51
(regenerative when lowering). Figure 4.7 and Figure 4.8 confirmed these
expectations. The slightly differences in shape and duration were due to the
The results were summarised in Table 4.2. Theoretical average power demands
were calculated and also shown in the table for reference only. The formula were
from chapter two and actual mechanical data used in calculation of the average
and DC quay cranes, the electrical conditions had to be the same. It was assumed
that the issue of poor power factor of DC drive quay crane was not a concern;
comparison was now based on the peak kW demand rather than the peak kVA
demand.
As shown in Table 4.2, peak demand from AC quay crane was 21.9% higher than
DC quay crane. When taking the Safe Working Load of the quay cranes into
was normally calculated from the “remotely read” energy kWHr and kVArHr every
15 or 30 minutes. That means the peak kW demand shown in the electrical bill was
52
Table 4.2 Results of measurement
Quay Crane with AC Drive DC Drive Differences
Load condition
Number of loads 29 47
Load Weights From 7T to 48.4T From 7T to 48.4T
Results
Net used energy (kWHr) 113.50 115.20
Average used energy per 3.91 2.45
For 26T load
Peak demand (kW) 1476 1211 21.88%
Average demand (kW) 147.75 105.26 40.37%
Cal. Ave. demand (kW) 152.01 126.83 19.85%
For 26T container load, the AC quay crane kW demand was 40% higher. Taking
into account the driver’s techniques, the final position of the container and other
containers on the ship, the difference was still expected to be in the low 20%.
With higher peak and average demand, the energy usage had to be higher for AC
drive quay crane. An average of 60% more energy was required to handle a
container during this observation. AC drive quay crane used 100% more energy
Figure 4.9 and Figure 4.10 show graph of Power Factor vs. Time of AC and DC
drive quay cranes when handling 26T container and the numerical results were
shown in Table 4.2. An average Power Factor was also shown in the graphs. This
average Power Factor (as seen by the Utility) was the ratio of kWHr and kVAHr.
3RZHU)DFWRU
$YHUDJH3)
Figure 4.9 AC quay crane – Graph of power factor vs. time (second) for one
loading cycle.
3RZHU)DFWRU
$YHUDJH3)
Figure 4.10 DC quay crane – Graph of power factor vs. time (second) for one
loading cycle.
54
As expected, DC drive quay crane had a very poor power factor. However, it is
possible to solve this problem by using a dynamic power factor correction unit. A
dynamic power factor correction unit consists of capacitor banks and power
per second for 50Hz system) [55, 56]. The desired power factor can easily be
achieved.
“Crane Factor” from TM GE Automation system or “Pure wave AVC” from S and
The Melbourne Container Terminal used a Pure Wave AVC unit with a very good
result. For better utilization, the power factor correction unit was connected at the
main 11kV bus bar, which supplied three (3) DC drive quay cranes, two (2) AC
drive quay cranes and 500 outlets for refrigerated containers. Overall power factor
So that with the right selection of equipment, poor power factor of DC drive quay
Measured TDHs of live voltage and current for AC and DC drive quay cranes
during the 26T loading cycle were plotted against time (second) as shown in Figure
4.11 and Figure 4.12. Different scales were used for voltages and currents.
55
,D
,E
,F
9DE
9EF
9FD
Figure 4.11 AC quay crane – Graph of THD (%) vs. time (second) for one
loading cycle.
,D
,E
,F
9DE
9EF
7+' /LQH 9FD
Figure 4.12 DC quay crane – Graph of THD (%) vs. time (second) for one
loading cycle.
AC drive quay crane achieves smaller variation of THDs of voltages and currents.
56
4.2.3 Study conclusions
With observation and actual measured electrical data of quay cranes with AC drive
and DC drive systems, load profiles of these quay cranes were studied and
harmonic compensation were provided, a quay crane with DC drive technology was
a better choice as it produced lower Peak Demand and Energy Usage. However, this
conclusion was simply based on the electrical point of view. Other factors - such as
quay crane weight, wheel load, maintenance, spares, and cost – had to be
system.
In the next section, the actual container weight at Melbourne Container Terminal
will be studied to have a better understanding of what sort of loads the container
handling machines have to work with and contribute information for the decision of
Data of ship capacity and deadweight of a number of container ships are sourced
containers.
57
Table 4.3 Container ship capacity and deadweight
Dimensions and weights of containers shown in Table 4.4 were sourced from [13]
were:
Standard container:
20 foot Gross weight of 24 Tonnes
40 foot Gross weight of 30.48 Tonnes
Refrigerated container:
20 foot Gross weight of 30.48 Tonnes
40 foot Gross weight of 34 Tonnes
Compare these maximum container weight with the average weight of container
from container ship data, it could be said that the container ship would:
58
59
4.3.2 Weight of container at Melbourne Container Terminal
Container Terminal under this study were daily reported around 7:00AM via email.
Due to the limitation of current terminal operator system, these reports could only
Container details were collected every week day for more than one year from
February 2007 till August 2008. There were some period without reports due to the
x identification
x Category (import/export/transhipment)
60
x size (20 or 40 foot)
x weight (tonnes)
x commodity – eg. general cargo, paper, frozen juice (FZJC), frozen meet
(FZMT),…
4/02/2007 7:08:20 AM
61
Although there were some missing data as the results of changing personnel at the
Terminal and measurement equipment malfunction, the number of report were still
too great to be listed or printed. They are available in electronic form upon request.
The main purpose of this data collection scheme was to study the weight of
containers that are handled by the Melbourne Container Terminal to see if there was
a need for quay cranes with higher lifting capacity and to help in demand
From the container reports, the following steps were carried out for analysing the
data:
between 5T and 10T, between 10T and 15T, between 15T and 20T, between
20T and 25T, between 25T and 30T and greater than 30T.
(transhipment).
containers.
Analysing the reports in their original forms would take too much time for
producing the above results. Microsoft Excel spreadsheet program was used and a
62
Information of the CONTAINERS macro can be found in Appendix A. Table 4.6
The analysing data of daily container reports were then combined into another table
as shown in Table 4.7 for a long term view of the weight of containers handle at
With collected daily reports of containers at Melbourne Container Terminal and the
63
x Recall from section 4.3.2.1, the maximum gross weight of container was 34
tonnes, from the collected data the container’s maximum weight was 32.5
tonnes with only less than 5% of handled containers were weighted more
than 30 tones. Quay cranes with lifting capacity (safe working load) of 40
tonnes or 50 tonnes are large enough to handle all of the loads in single lift
mode and most of the loads in twin lift mode. As information of the
advance, the container terminal operator could decide if twin lift or tandem
x Containers are handled by RMGs or ASCs at the stack yard, these machines
are most likely single lift type due to the need for fast process and the
safe working load of 40 tones was appropriate size for RMG or ASC.
64
65
Melbourne Container Terminal
Number of Containers in stacking yard - 2007/2008
1RRIFRQWDLQHU
Number
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7(8
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E DU SU D\ Q O XJ HS FW RY HF Q E DU SU D\ Q O XJ
Date
Percentage
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Date
66
Melbourne Container Terminal
Containers in stacking yard - Average Weight
Weight (Tones)
'DLO\$YH&RQWDLQHUZHLJKW
'DLO\$YH7(8ZHLJKW
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Date
All these container handling cranes are very similar. Only quay cranes have a boom
boom has to be in stow position to avoid collision with the ship control bridge when
the container ship berthing or leaving the port. All machines use other motions:
hoist/lower, cross travel and long travel. The differences are the paths of travel.
Using the calculation formulas listed in Chapter 2 together with the actual
For QCs, the boom and long travel motions were ignored when calculating the
67
x the boom motion is only used to put it in the working position to start
loading/unloading containers and to stow the boom at the end of its work,
x the boom’s electrical motor is not as large as the hoist’s electrical motor, the
x similarly the long travel’s electrical motor is not the largest and the demand
After the container ship was securely berthed along the wharf, the assigned several
quay cranes were long travelled to a ship bay, the boom then be lowered to working
Hoist/lower and cross travel motions were needed for loading and unloading the
container and they were normally operated concurrently. Quay crane was long
The unloading (or loading) cycle time was depended on the location of the
container on the ship to be unloaded (or the location for the container to be loaded
onto the ship) that was the required travel distances. Average cycle time was less
than two (2) minutes as most of the container terminals publish their crane rate
around 45 containers per hour. The cycle time was well within the electricity
calculation method can be used. Figure 4.17 showed how the quay crane electrical
68
Figure 4.17 Calculation of average electrical demand of a quay crane
With actual specifications of at least four (4) different quay cranes from different
been created with all above formulas as the base model. Several simulations were
carried out:
working shift,
69
x For a single lift operation (that is container load < 35 tones) with the same
cycle, the calculated average demands were slight different for different
x For a single lift operation, the calculated average demands were found to be
less than 250kW. Therefore the maximum demand for a single lift quay
crane is 250kW.
x For twin lift operation, the calculated average demands were found to be
less than 350kW. Therefore the maximum demand for a twin lift quay crane
is 350kW.
The average demand of RMG and ASC would be investigated in the next section
RMGs and ASCs are very similar, the ASCs are actual the automation version of
the RMGs. Due to the working environment (within container stacking area with lot
of obstacle) and short lifting height and short cross travel distance, they are
normally single lift type and on “single motion” operation mode. For example, cross
travel motion only starts when hoist is at the top limit and long travel only starts
For stacking operation: after the container was delivered at the end of the stack by
staddle carrier, a RMG/ASC picked up the container, hoist to the top limit, cross
travelled to the safe position ready for long travel motion. The RMG/ASC then long
travelled to the pre-set row location in the stack, cross travelled to the correct lane
then lowered the container to its storage location, hoisted without load, cross
travelled to the travel position, long travelled back to the end of the stack and
70
complete the cycle by lowered to the next container. Deliver cycle was in reverse
order.
Again, the stacking (or deliver) cycle time was depended on the location of the
container in the stack to be stored (or the location of the container in the stack to be
pickup) that was the required travel distances. Average cycle time was also well
especially the cycle time of ASCs as they were controlled by computer and
optimised for speed. Figure 4.22 shows how the RMG/ASC electrical demand is
calculated.
As there are not any RMG and ASC at Melbourne container terminal, these
were from Sydney container terminal at Port Botany and ASC specifications were
71
from Brisbane container terminal at Fisherman Island. Again a Microsoft Excel
spreadsheet had been created with all above formulas as the base model and similar
x with a specific cycle, average demands were calculated for different loads
cycles.
x For the same cycle, the calculated average demands were slight different for
x For container load of up to 35T, the calculated average demands were found
to be less than 200kW. Therefore the maximum demand for RMG and ASC
was 200kW.
4.5 Conclusions
Container handling cranes and their operation were briefly described to help
readers, who are not familiar with these machines, to have a basic understanding of
The electrical characteristics of quay cranes with different drive systems: AC drive
and DC drive were recorded and comparisons were made as contribution to the
72
Formulas for calculation of the average demand of two (2) main motions of the
container handling cranes listed in Chapter 2 were used for calculation. These
formulas were used with the actual specifications of quay cranes in Melbourne,
RMG in Sydney and ASC in Brisbane to perform the spreadsheet simulation for
The next big electrical energy usage and large electrical demand – the refrigerated
73
CHAPTER FIVE
Refrigerated Container
previous chapter, the refrigerated containers - the next major electrical usage –
In contrary to the impression that the big and fast cranes would have a huge
electrical usage and demand, refrigerated containers were actually the biggest
electrical usage and demand at the Container Terminal due to their number and the
need of electrical power for refrigeration all the time. Just over one thousand (1000)
Terminal.
containers.
Refrigerated Containers or Reefers are used for goods which need to be transported
at a constant temperature above or below freezing point. These goods are divided
into chilled goods and frozen goods, depending on the specified transport
74
temperature. They principally include fruit, vegetables, meat and dairy products,
have their own refrigeration unit. They are thus reliant on an external supply
Figure 5.1 Refrigeration supply system Figure 5.2 Clip-on unit for
for porthole container. transport by road.
Source: the container handbook [4]
75
container. The refrigeration unit is generally powered by a 3 phase electric
power supply and is arranged in such a way that the external dimensions of
operation and control were not discussed here as power usage and electrical demand
Depending on the system used at the container terminal, the reefer maximum
electrical demand was the value of the permanent installed system or the individual
A permanent installed system at Container Terminal to supply cool air for portholes
reefers would only be run when there is a need for such refrigeration. The demand
demand would therefore be the rated value of the system and be readily available
76
For an integral refrigerated container, it would be harder to estimate the electrical
demand due to the fact that many different products (kept at different temperatures)
could be carried by the same reefer. A reefer does no longer require full power all
the time after cooled down to the set temperature, thus a diversity factor shall be
applied to a large number of reefers connected to the same power supply source. In
To reach that estimation with degree of accuracy, the following steps were carried
out:
x comparing the three results then concluding with the required electrical
demand.
reports that were done for various container terminals by different consultant group.
Calculation of maximum demand was part of the reports and mostly done with
following section.
Australian Standard AS3000 [62] does have information about the maximum
The maximum demand in consumers mains, sub-mains and final sub-circuits, taking
account of the physical distribution and intended usage of electrical equipment in
the electrical installation and the manner in which the present requirements might
vary, shall be determined using one of the methods set out in Items (a) to (d).
(c) Measurement The maximum demand may be determined by the highest rate
of consumption of electricity recorded or sustained over any 15 min period
or periods when demand is at its highest by a maximum demand indicator or
recorder.
(d) Limitation The maximum demand may be determined by the current rating
of a fixed setting circuit breaker, or by the load setting of an adjustable
circuit breaker.
78
The maximum demand of consumers mains and sub-mains may be determined by
the sum of the current settings of the circuit breakers protecting the associated final
sub-circuit/s and any further sub-main/s.
1 2 3
Residential Institutions, Factories, shops, stores,
hotels, boarding offices, business
Load group houses, hospitals, premises, schools and
accommodation churches
houses, motel
A. Lighting other than in load 75% of connected load Full connected load
group F
B.
1000W for first outlet 1000W for first outlet
(i) Socket outlets not
plus 400W for each plus 750W for each
exceeding 10A other
additional outlet additional outlet
than those in B (ii)
(ii) Socket outlets not
exceeding 10A in
buildings or portions of
1000W for first outlet plus 100W for each
building provide with
additional outlet
permanent installed
heating or cooling
equipment or both.
Full current rating of Full current rating of
highest rated socket highest rated socket
(iii) Socket outlets exceeding
outlet plus 50% of full outlet plus 75% of full
10A
current ration of current ration of
remainder remainder
C. Appliances for cooking,
Full connected load of Full connected load of
heating and cooling, incl.
highest rated appliance highest rated appliance
instant water heaters but
plus 50% of full load of plus 75% of full load of
not appliances included in
remainder remainder
group D and J below.
At container terminal, reefers are powered via a three phase 30 Amperes socket.
Using calculation method and guidance Table 5.1 as per above extraction, the
79
3 * Current _ Demand Max * 415
Demand Max (kVA)
1000
In 2010, a consultant used this method of calculation for the redevelopment project
at Webb dock in the port of Melbourne. Result from this calculation was very
conservative, it was found to be more than double the results from other calculation
methods.
i. examining reefer nameplate data and deciding rated load values for 20 foot
with selected value in (i), the diversity factor was calculated as:
Actual _ Demand
DF
Actual _ Re efer _ Number * Re efer _ Rated _ Load
80
- using historical maximum demand of an existing reefer stack and
assuming it occurred when the stack was full with a ration of 20 foot
reefers and 40 foot reefers is 2:1, the diversity factor was calculated as:
iii. the maximum demand for such reefer stack was then given by
Demand Max DF * ( Number20'_ reefer * Load 20 '_ reefer Number40 '_ reefer * Load 40 '_ reefer )
demand of a proposed reefer stack was calculated in the same way but with an
Utilisation factor is the ratio of the Root Mean Square (RMS) power and the Peak
power.
81
This approach was based on the information, especially the reefer’s average power
iv. discussing about this specific installation and providing reasons for choosing
different UF value (usually a higher value) then use this UF to calculate the
maximum demand :
The technical aspects of reefers, especially the actual electrical consumption, were
82
Dr. Yves Wild. On line version is available and full access to the book is provided
at http://www.containerhandbuch.de/chb_e/stra/index.html.
It appears that the published information was results of taking actual measurements
For the purposes of this study, the following conclusions of this discussion are of
interest:
For a very broad average value for all container types, ambient conditions and
cargo types, the value 3.6 kW/TEU can be used. A 20' container tends to be closer
to 4 kW and a 40' container tends towards 7 kW. As a result of new developments
and the associated improvements in the efficiency of the containers, this value is
dropping.
Introduction
There is at least another way to calculate the reefer demand that was developed
during the course of this study. Considering the operation of the refrigeration unit as
the actual power consumption would depend on its operating status which has only
Assuming the reefer was at the required temperature when connected to the
electrical grid at the container terminal. On the energy point of view, following
a) Since the required temperature was already reached, the refrigeration was
transferred from ambient (high) to the reefer (low) through the reefer
83
b) When reefer temperature raises more than a preset value, the reefer
refrigeration unit would start drawing power from the electrical grid to cool
the cargo (ie. remove the above heat energy out of the reefer) and would not
The cycle would be repeated with a time controlled defrost cycle (where the heating
The heat energy from event (a) had to be equal to the cooling energy from event (b)
the reefer specifications from different manufacturers for data needed for this
There are numbers of reefer manufacturers in the world, the best known are
Thermal King, Carrier, Maersk, Daikin and Mitsubishi. The specifications of the
power units for reefer of those manufacturers could be obtained on line via their
The interested Cooling Capacity values from these specifications were tabulated in
Table 5.2. All reefer power units from different manufacturers were very
example, they all had around 6kW at -18oC available for further cool the cargo
84
and/or compensate for the heat transfer. More power was available at higher
However, this cooling capacity of the reefer was not the electrical demand or power
required to keep the reefer at the set temperature, this electrical demand was in fact
x cooling power required to keep the cargo at set temperature within a tolerant
temperature band,
processor,…
It was assumed that the reefer was at the required temperature, ie. the cargo had
been cooled, when it was at the Container Terminal waiting for loading onto
container ship. In low-temperature mode (below -10°C) the refrigeration unit was
run in on/off mode, whereas in chilled mode (above -10°C) the output of the
85
refrigeration circuit was regulated constantly. The operation is based on a
temperature range settings in the control section of the refrigeration unit (example ±
5oC) would:
x turn on the refrigeration unit when the cargo temperature rise to 5oC above
x turn off the refrigeration unit when the cargo temperature drop 5oC below
For the temperature increase over time t, the following equation applies for non-
A.k
t
'T (t ) 'Tambient 'Tambient * e mc p (Eq. 5.1)
86
P * t 2 PAuxiliary * (t1 t 2 )
AverageDemand (Eq. 5.3)
t1 t 2
Steps to calculate the average electrical demand of a reefer with specific cargo
were:
x calculate time t1 using formula (Eq. 5.1), time that refrigeration is off and
x calculate time t2 using formula (Eq. 5.2), time that requires refrigeration to
with different products that are at different temperature settings and carrying
estimated that the electrical demand was between 2.5kW and 6kW. Thus the
electrical maximum demand for each reefer was 4.2 kW when applying a diversity
factor of 0.7.
87
Table 5.3 Calculated Average Electrical Demand of different reefer cargo
5.3.1 Description
Reefers at the Melbourne Container Terminal under this study were located at two
areas namely E and L blocks, and were electrical powered via substations C and D
every 15 minutes by the EMS server. Historical records could be set to report
automatically or manually.
Details of reefers within the Terminal were also reported daily around 7:00AM via
email. Due to the limitation of current terminal operator system, these reports could
By matching the number of reefers at each location with their power demands from
above reports, the average reefer actual power demand could be calculated.
88
Figure 5.5 Photo showing Reefer location at Melbourne Container Terminal
Reefer details and Power Demand were collected every week day for more than two
(2) years from February 2007 till August 2009. There were some periods without
89
reports due to the change of the Terminal’s personnel and failure of recording
equipment.
Reefer report contains information of all reefers in the Terminal on a specific date.
x identification
x set temperature
x weight (ton)
x others
Power Demand report contains data of electrical powers at four (4) reefer locations
shown in Figure 5.5 and Figure 5.6. Instantaneous apparent power, reactive power
Samples of the reefer report and power demand report were shown in Table 5.4 and
90
Table 5.4 Example of Reefer daily Report
Current
Yard In Container No. Temp C Len Wt Tns Comd Cat
Position
E 0109 1 WE2250 SUDU1010337 -18.0¡C 20' 21.4 REEF IMPORT
E 0111 1 SA2157 TOLU7804620 +5.0¡C 40' 21.5 REEF IMPORT
E 0203 1 SA0719 POCU2817218 -25.0¡C 20' 20.8 FZJC EXPORT
E 0203 2 SA0723 PONU2855314 -25.0¡C 20' 20.5 FZJC EXPORT
E 0204 1 SA0726 POCU2827392 -25.0¡C 20' 20.6 FZJC EXPORT
E 0204 2 SA0713 MWCU5664991 -25.0¡C 20' 20.4 FZJC EXPORT
E 0205 1 SA0721 PONU2850924 -25.0¡C 20' 20.5 FZJC EXPORT
E 0209 1 FR0919 PONU2948783 -18.0¡C 20' 20.4 REEF IMPORT
E 0209 2 FR0934 SUDU1089373 +10.0¡C 20' 17 REEF IMPORT
E 0210 1 FR1655 SUDU1024691 -18.0¡C 20' 20.5 REEF IMPORT
E 0301 1 FR0845 CRLU1242231 -18.0¡C 40' 29.6 FZMT EXPORT
E 0301 2 SA0719 MWMU6431485 -1.0¡C 40' 22.7 CHMT EXPORT
E 0303 1 FR0646 PONU2932426 -1.0¡C 20' 14.3 CHMT EXPORT
E 0303 2 FR1448 MWCU5639751 -18.0¡C 20' 22 FZMT EXPORT
E 0305 1 WE1832 SUDU1013439 +7.0¡C 20' 18 REEF IMPORT
E 0306 1 TH2045 CRXU5750618 -18.0¡C 20' 20.5 FZMT EXPORT
E 0308 1 SA1448 MWCU5650998 -1.0¡C 20' 16.2 CHMT EXPORT
E 0308 2 SA1451 PONU2974864 -1.0¡C 20' 15.8 CHMT EXPORT
E 0309 1 SA1444 MWCU5678892 -1.0¡C 20' 17 CHMT EXPORT
E 0309 2 SA1442 MWCU5801137 -1.0¡C 20' 17.1 CHMT EXPORT
V 0501 1 TH1353 TRLU1044459 -18.0¡C 20' 16 FZMT EXPORT
V 0601 1 WE1108 CBHU2933183 +13.0¡C 40' 10.9 CHIL EXPORT
4/02/2007 7:08:09 AM
Although there were some missing data as the results of changing personnel at the
Terminal and measurement equipment malfunction, the number of report were still
too great to be listed or printed. They are available in electronic form upon request.
It should be noted that the measured actual load were more than just the reefers,
they are actual the whole low voltage loads within the substation that consists of air
conditioning system, computer system, general lights, battery chargers, exhaust fans
etc. So that they were already counted for in estimate the Container Terminal
electrical demand. However, the Container Terminal lights were not included as the
reports were done from 7:00AM when those lightings were switched off.
91
92
The main purpose of this measurement scheme was to find the actual maximum
Power factor (PF) of a reefer was not a constant value, it was found to be between
0.5 and 0.7. The PF value vary between the reefer’s make, model and age. It may
even depend on the reefer status, for example PF may be different when
For each matching pair (same day) of reports shown in Table 5.4 and Table 5.5,
x from the reefer report, counted the number of reefer at each reefer location
o for each reefer size, counted number of reefers in frozen mode (<
o for each reefer size, counted number of reefers with weight < 10T,
x from the power report, noted the powers at the same time or at closest time
93
x tabulating these results and calculating the average demand for each reefer
Analysing the reports in their original forms would take too much time for
producing the usable results. Microsoft Excel spreadsheet program was used and a
macro REEFERS was created to automate the analysing task in following manner:
x using an Excel file with pre-format tables for entering the analysis results,
x combining the reports, rearranging the data, performing the calculation, and
Information of the REEFERS macro could be found in Appendix B. Table 5.6 and
Table 5.7 showed the analysed results after running the macro REEFERS.
94
Table 5.7 Results (weight analysis) of running “REEFERS” macro
Following information from the daily analysed result Excel file was extracted and
x average apparent power, real power and power factor of each reefer
A sample of such data was shown in Table 5.8. Average electrical demand per TEU
(not shown) was also calculated and saved in different columns of the same
95
The daily average Electrical Demand per reefer and per TEU were then plotted
against time for year 2007, 2008 and 2009 as shown in Figures 5.7 to Figure 5.12.
So that the maximum value - purpose of this measurement - could be found quickly.
The aim of analysing of collected data is to find the maximum actual average
electrical demand of reefer, make comparison to the calculated values and come up
with the final value of the electrical demand as the result of this study.
Demand (kW)
/%ORFN(DVW
/%RFN:HVW
(%ORFN(DVW
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HF
H E
HE
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DU
DU
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6
6
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Date
96
97
Melbourne Container Terminal
kW per TEU 2007
/%ORFN(DVW
/%RFN:HVW
(%ORFN(DVW
(%ORFN:HVW
Demand (kW)
) ) ) ) 0 0 0 $ $ $ $ 0 0 0 0 - - - - - - - $ $ $ $ $ 6 6 6 2 2 2 2 1 1 ' ' '
HE HE HE HE D D D SU SU SU SU D D D D XQ XQ XQ XO XO XO XO XJ XJ XJ XJ XJ HS HS HS FW FW FW FW RY RY HF HF HF
U U U \ \ \ \
Date
98
Melbourne Container Terminal
kW per Reefer 2008
/%ORFN(DVW
/%RFN:HVW
(%ORFN(DVW
(%ORFN:HVW
Demand (kW)
DU U U U U U U U U U U U U U Y Y Y Y F F F F F F F
D D D D S S S S S S S S S R R R R H H H H H H H
0 0 0 0 0 $ $ $ $ $ $ $ $ $ 1 1 1 1 ' ' ' ' ' ' '
Date
99
Melbourne Container Terminal
kW per TEU - 2008
/%ORFN(DVW
/%RFN:HVW
(%ORFN(DVW
(%ORFN:HVW
Demand (kW)
DU U U U U U U U U U U U U U Y Y Y Y F F F F F F F
D D D D S S S S S S S S S R R R R H H H H H H H
0 0 0 0 0 $ $ $ $ $ $ $ $ $ 1 1 1 1 ' ' ' ' ' ' '
Date
Figure 5.10 Electrical Demand per TEU in 2008
100
Melbourne Container Terminal
kW per Reefer 2009
/%ORFN(DVW
/%RFN:HVW
(%ORFN(DVW
Demand kW
(%ORFN:HVW
- - - ) ) ) ) 0 0 0 0 0 $ $ $ $ 0 0 0 0 - - - - - - - - - $ $ $ $
DQ DQ DQ HE HE HE HE D D D D D S S S S D D D D XQ XQ XQ XQ XQ XO XO XO XO X X X X
U U U U U U U U U \ \ \ \ J J J J
Date
Figure 5.11 Electrical Demand per Reefer in 2009
101
/%ORFN(DVW
/%RFN:HVW
(%ORFN(DVW
Demand kW
(%ORFN:HVW
- - - ) ) ) ) 0 0 0 0 0 $ $ $ $ 0 0 0 0 - - - - - - - - - $ $ $ $
DQ DQ DQ HE HE HE HE D D D D D S S S S D D D D XQ XQ XQ XQ XQ XO XO XO XO X X X X
U U U U U U U U U \ \ \ \ J J J J
Date
102
The following were observed from these plots:
a. In early 2007, reefer electrical demand at L block West and E block East was
high with average maximum of 5kW and a few exceptions with the highest
value of 7.64kW on 7 June 2007. However, from August 2007 the reefer
b. In 2008, the reefer electrical demand was also less than 4kW
c. In 2009, the reefer electrical demand was similar to data in 2008 that was less
than 4kW but with larger variation and few exceptions that electrical demand
d. With above observation, it was safe to conclude that the maximum average
e. Electrical demand per TEU plot had similar shape to the corresponding
electrical demand per reefer plot as it was averaged over a higher number. The
103
5.4 Comparison of maximum demand calculated by different
methods
A reefer stack with 510 outlets (power plugs) was used for calculating the maximum
demand using different methods that described above. The results were tabulated in
Table 5.9 for comparison. All assumptions were also listed in this table.
As shown in the table, the maximum demand calculation using heat transfer and
required cooling method gave the best result when compared to the actual
measurement.
The information from The Container Handbook was the second closest one. It stated
104
AS3000 calculation method was too conservative with a result almost triple the actual
measurement. The maximum current that can safety flow in the circuit was used for
calculation instead of the maximum current required by the reefer power unit.
Therefore, it could be stated that the calculation was for the maximum capacity of the
electrical infrastructure
Results from the other two methods were on the high side as too many assumptions
Following reasons were used to help deciding which value of the reefer electrical
demand to be used for estimating the electrical power demand of a Container Terminal:
x As mentioned before, the measure electrical demands were for all low voltage
loads that included air conditioning system, general lights, battery chargers,
exhaust fans, general power supply etc. There were always activities (substation
The collected data were large enough to enable the inclusion of those extra
x There was a potential problem with reefer load which is known to the industry
as “hot boxes”. The “hot boxes” are reefers that are not cold down to the
required set temperature when delivered to the Container Terminal for loading
onto a ship in a few day times. During these stays, electrical power is used to
reduce these reefer temperatures to the required values. This cost shifting
105
exercise will increase the reefer electrical demand at the Container Terminal
x The electrical demand per reefer was calculated for each reefer, it was not
distinguishing between the 20 and 40 foot reefers. In the author opinion, it was
the best way to use in estimating the average reefer electrical demand. The
reason for this is that both type of reefers were using the same refrigerated unit
especially the ones from Thermo King and Carrier the two leading reefer
calculated electrical demand would actually on the high side thus produce a
safety factor in electrical demand estimation. It was also noted that when the
ration between 20 foot reefers and 40 foot reefer was 2/1 then the maximum
demand will be the same using either demand per reefer value or demand per
TEU value.
Figure 5.13 . As a result, there was always empty or unused space in the reefer
area. For example, with a “two high” stacking area, a 40 foot reefer could not be
put on top of two 20 foot reefers or via versa. A “stacking factor”, which is
defined as the ratio between the actual number of reefers and the available
stacking factor of 0.7 could be used for this Melbourne Container Terminal. Not
applying this stacking factor, the estimate Reefer Electrical Demand would
106
x Two years of daily observation was indeed a long time observation, collected
data would produce a reliable and accurate result that cover all variations due
to:
products,…),
methods together with all above reasons, the result from actual measured reefer
electrical data would come first as the most reliable value to be used.
107
Therefore, an electrical demand of 4kW per reefer could be used for calculating the
Container Terminal electrical demand and decision of applying stacking factor or not
would be left for the engineer who would calculate the total electrical demand of the
terminal.
5.5 Conclusions
energy conservation principle was also described with calculation example. The actual
electrical demand was also measured for more than two (2) years and the data were
reefer.
The study of major electric powered assets at the Container Terminal was now
completed producing results for calculating the maximum electrical demand of the
container terminal. The next chapter would exploring ways of reducing the total
electrical demand of the Terminal before verifying the results against the actual data.
108
CHAPTER SIX
The maximum demand of container terminal was now can be calculated with the
findings from previous chapters. However, before going to verify and check the
accuracy of such calculation and conclude the study, it was worth to discuss the
This chapter investigates the methods of reducing the electrical demand and energy
Due to the operation conditions at container terminal, the author could see only two
ways to reduce the maximum demand: improving power factor and using cranes with
109
Real Power (W)
Re al _ Power
PF
Apparent _ Power
Most of the container terminals are on kVA tariff which the charged electrical demand
is the apparent power (kVA) and since the real power cannot be changed, the only way
to reduce the kVA demand is to increase the power factor or reducing the reactive
power component.
terminal: container handling cranes, refrigerated containers (reefers) and other loads.
The overall power factor at container terminal varies between 0.5 and 0.7 depending on
how many cranes with DC drive system at the container terminal, how often the cranes
are used and the number of refrigerated containers are in the yard. Improving power
factor would significantly reduce the electrical demand at the terminal. For example,
110
the kVA demand would be reduced by 22% if the power factor increases from 0.7 to
0.9. Power capacitors are used to improve the power factor and they are referred as
“power factor correction” or “VAR compensation” unit. There are two types of
compensation devices:
the required reactive power. Used for slow change or constant load such as
reefers.
x Dynamic [55, 126] – using solid state contacts for switching capacitors in/out to
provide the required reactive power. Used for fast change load such as cranes.
Typical cost for a static unit was about $90 per kVAr and about $200 per kVAr for a
Melbourne container terminal had a very poor power factor around 0.5 due to all quay
cranes were with DC drive system. Although this terminal was on kW (real power
tariff) and there would be no financial benefit for improving the power factor, a 2
MVAr dynamic power factor correction unit was installed in 2006 to reduce the
terminal kVA demand and provide the spare capacity for connecting two new quay
cranes to the existing electrical infrastructure network without any upgrade work. The
From Figure 6.1, maximum demand was 3100 kVA at power factor of 0.5 before the
commissioning of the power factor correction unit. This demand was reduced to 1800
kVA at unity power factor, a reduction of 42% and provided a spare capacity of 1300
111
kVA for new load or a substantial reduction of running cost (electricity bill) for the
terminal.
Reducing demand might also help to eliminate the voltage sag and flickering problems
Since the introduction of IGBT based AC drive products in the late 1980s, there had
crane industry for new container cranes. References [15, 93, 148] give good guides for
112
It was fortunate that profiles of both quay cranes with DC and AC drive systems were
obtained in this study as described in Chapter 4 to enable the comparison of the peak
demand of different drive systems. Full details of comparisons were presented at the 6th
As detailed studied in Chapter 3 and Chapter 4, the maximum demand was the average
demand over the 15 or 30 minute interval and from Table 4.2, the AC quay crane kW
demand was 40% higher than that of the DC quay crane. Taking into account the
driver’s techniques, the final position of the container and other containers on the ship,
Therefore, if all DC drive system was used on all container handling cranes and with
demand could be achieved. Dynamic power factor correction had to be used to provide
the correction as container handling cranes were the fast changing loads.
There were number of ways to reduce the energy usage at container terminal
Again as detailed studied in Chapter 4, with higher peak and average demand, the
energy usage had to be higher for AC drive quay crane. An average of 60% more
113
energy was required to handle a container during this observation. AC drive quay crane
used 100% more energy than DC drive quay crane had been observed at other time.
container terminal in China [95] found similar results as shown in Table 6.1.
Depending on the capacity of the terminal there were a number of major items of plant
x Container handling cranes (when hoisting, trolleying and raising the boom plus
x Lighting.
However when a container handling crane was lowering a load or the boom being
lowered, the relevant drive system motors became generators producing electrical
energy (regenerative energy) and sending it back into the electrical distribution
network.
114
Table 6.1 Extract from Yantian 2005 internal report on QC ENERGY CONSUMPTION STUDY
DC Quay crane
AC Quay crane
115
This regenerative energy could be utilized within the container terminal by other
loads (other cranes, reefers, office,…) reducing the electrical energy demand from
the network. However, if the container terminal did not have sufficient overall
distribution not configured to utilise this energy, the regenerative energy was then
container terminal with digital meter installed at every switch and circuit breaker.
Figure 6.2 shows the single line diagram of substation D at Melbourne container
terminal where supply to each of the quay cranes was fitted with digital meter
Accumulated real energies (kWHrs) were recorded for each quay crane; refer
supply and overall supply (feeder). Energy usage and regenerative energy were
x Out: energy flows from the load to the electrical network (regenerative)
116
Figure 6.2 Single line diagram of substation D
With data collected for 18 months tabulated in Table 6.2, followings are observed:
x Regenerative energy from quay crane varied between 17.63% and 24.73%
x If all quay cranes and reefer were individual metered – past practice at the
x These quay cranes were supplied from the same feeder and operate
(some quay cranes were lifting while the other were lowering) so that the
117
consumption or 4.40% of terminal’s total energy consumption. This amount
x With the reefer supply on the same feeder, the regenerative energy was
further utilised and the net regenerative energy lost to the network was only
0.47%.
Interesting articles on this topic could be found at [26, 28, 31]. The above
observations were shown in Figure 6.3 and Figure 6.4.
118
Table 6.2 Recorded consumed real energies at substation D
119
Figure 6.3 Energy consumption without utilization of regenerative energy
120
Figure 6.4 Energy consumption with utilization of regenerative energy
121
Reducing Energy usage with the design of electrical infrastructure
As shown in Figure 6.3, if the container handling cranes and reefer supply were
individually metered then regenerative energy could not be utilised and would be lost.
This practice was used in the past at the Port of Brisbane in Australia as part of its
Today, most of the container terminals have multiple feeders with a single meter
number so that the amount of utilised regenerative energy is depended on how the
electrical infrastructure was designed and what kind of base load (reefers, office,
workshop,…) it has.
Awareness of the existing of regenerative energy and its source when designing the
would help to reduce the electrical energy usage (up to 9.21% in Melbourne container
terminal case).
Reference [150] provides good information. On this topic.This topic was presented at
122
The digital energy meters now used are capable of measuring and recording the
quantity of energy flow both from the electrical network into the container terminal and
Under most electrical tariff structures the Utilities are not required to compensate the
consumer for regenerative energy or at least only charge the ‘net’ electricity. However,
would be in a strong position in negotiating for a supply contract which recognised the
presence of regenerative energy and only charge the ‘net’ electricity. To get a desired
result, the personnel who do the negotiation for the power supply contract should be
Container terminal is a 24 hours per day operation area, lighting was fundamental to
the safe and secure of the container terminal for both vehicle and foot traffic. The
correct light levels were required to avoid simple trip and slip hazards to personnel and
the safe handling of goods and equipment that exists in a busy environment. Guide for
123
Figure 6.5 High mast lighting at container terminal
To provide lighting for a large area with as uniform as possible, the high intensity
shown in Figure 6.5. Container terminal at night was shown in Figure 6.6.
124
For any redevelopment plan at the container terminal to cope with the forecast
throughput, there was no doubt that electrical infrastructure, especially the terminal
lighting system, would have to be part of the plan. Any electrical work had to meet all
new requirements from latest Standard, the existing lighting levels had to be checked
and the terminal operators would look to use the latest technologies to improve its
There were several options to consider when upgrade the lighting system and saving
energy usage:
Prismalence system: most luminaries produce a globe like output, only a part of the
light volume reach the target area, the rest becomes stray light or glare. Prismalence
uses the prismatic lenses system to create pyramids of light where the target area is the
same while the light volume and glare is much less. A claim that its 150W unit is
comparable to a 400W high pressure sodium lamp. However, Prismalence could not
make an offer to a recent lighting upgrade project in Sydney due to the requirements
LED lighting system: similar to the prismalence system, the LEDs emit light in a
single forward direction. Properly designed LED modules can produce high lumen
output at lower wattage. They are also ‘instant-on’ and illuminate immediately upon
powering and even “dim” to any required level of luminance. However, maximum
mounting height for LED system is between 10 to 15 metres that is not suitable for high
125
5600W traditional lighting system for a RTG has been achieved. Saving maintenance
Active reactor system: the Active Reactor is a device for the efficient control and
operation of high intensity discharge (HID) lamps. The device uses a microchip and
electronics to control the starting and running of 150 watt to 2000 watt high pressure
sodium and metal halide lamps commonly used in street lighting, floodlighting and
industrial lighting. The Active Reactor delivers substantial energy savings, green house
gas reductions and lamp life extension when used with HID lamps. A claim of:
x saving 18% of energy usage and increase lamp life of 50% for metal halide
lamps
x saving 25% of energy usage and increase lamp life of 100% for high pressure
sodium lamps
had been achieved. Active reactor can also “dim” the lamps to lower lighting output
level to save energy and the lamps can be switch on to full power within seconds rather
Depend on which system the container terminal operators choose to use, a saving of at
with modern container handling cranes. If the container terminal had no base load for
126
utilising this energy and could not get a “net metering” arrangement then energy
application can be found at [36, 38, 40, 47, 67, 96, 122, 123, 133] for distributed
network or at [75, 76, 78, 79, 91, 92, 94, 97, 100, 103, 104, 109, 113, 117] for smaller
projects. The energy storage device could store and discharge the energy when the need
arise. Applications of these devices have been proven in transportation: rail [85], bus
and cranes. Current technology used for electrical storage devices is based on flywheel
It is possible to program the device to only discharge the stored energy when the
demand is higher than a pre-set value, that is peak lopping or peak shaving operation.
As amount of regenerative energy is not large enough for this kind of operation, the
device would get its major energy from the electrical network and top up with
By lopping the peak, that is reducing the high demand some issues of the terminal’s
electrical supply (such as protection settings, voltage drop, light flickering due to the
Peak lopping device had been proposed to use for enable the connection of a new quay
crane to a weak electrical supply in Western Australia in 2007. Two different proposals
were submitted:
127
It was not in the scope of this study to explain the principle and how the system work
so that only the expected results were shown to prove technologies are available to use.
Figure 6.7 showed the load profile of the quay crane. Figure 6.8 showed the Powercorp
proposal which would kick in when the demand was greater than 500kW. Figure 6.9
showed the S and C proposal which would activate when the crane demand was greater
than 400kW.
kW
Time - seconds
128
Figure 6.8 Proposal from Powercorp using flywheel technology to limit peak
demand at 500kW and allow 100kW regenerative energy to be utilized by other
load
kW
Time - seconds
Figure 6.9 Proposal from S and C using super capacitor technology to limit
peak demand at 400kW and capture all regenerative energy.
129
6.3 Conclusions
It was possible to reduce the electrical maximum demand and the energy usage at
Using container handling cranes with DC drive system would reduce both the demand
and energy usage, However, it might not be practical as the trend in production are for
AC drive system so that cost and delivery time of cranes with DC drive system would
not be justifiable.
The most effective way of reducing maximum demand is to improve the power factor;
Utilising the regenerative energy and upgrading the lighting system would reduce the
terminal case.
In the next chapter, the findings from this study would be used to calculate the
maximum electrical demand of several different container terminals around the world,
the results would be then compared with the actual demand of those container terminal
130
CHAPTER SEVEN
The study of electrical usage and demand at the container terminal was based on the
findings of this study could be checked/verified as electrical energy and demand data of
a number of container terminals around the world were generously provided by Robert
Reid and Associates, the consultant who did the review electrical energy consumption
The majority of the utilities are now using kVA tariff for maximum demand charge to
reflect the true impact of the maximum demand on the electrical network. Therefore,
the kVA demand was used for results verification in this chapter.
This chapter begins with the description of how maximum electrical demand was
x using the findings of this study – the new improve assessment method.
131
For each of the container terminals, that electrical data were available, expected
maximum electrical demand was calculated and the results were plotted against the
actual demand of that container terminal. By inspecting these plots, conclusions could
be drawn about the accuracy of using findings from this study for calculation of
Three (3) different methods were used to calculate the maximum demand at container
terminal and the results were tabulated for comparison. All demands were in kVA and
The differences from these calculations were how to calculate the reefer demand and
the container handling crane demand. All other loads were as their rated values (or as
installed) and would be the same for all three calculation methods; they were normally
132
Maximum demand at container terminal is then:
Assumptions:
PQC 1.25 * PC1 0.75 * PC 2 0.5 * PC 3 ..... 0.5 * PCn (Eq. 7.3)
Using only the hoist motor data as it is the largest motor on any container
handling crane. The motor power is normally given in kW, using power factor
133
of 0.95 to convert to kVA as most container handling cranes are now with AC
drive system.
Maximum demand of the container terminal was calculated using Eq. 7.1
This method is normally used in this engineering field, it can also be described
Reefer load
N * 13.5
Demand of 40’ reefers P40 (Eq. 7.4)
3
2 * N *10.4
Demand of 20’ reefers P20 (Eq. 7.5)
3
134
Reefer demand PR = 0.5 *(P40 + P20) (Eq. 7.6)
Crane load
Maximum demand of the container terminal was then calculated using Eq. 7.1
At most of container terminals, 20’ and 40’ reefers are stacked together causing
some unusable reefer outlets. A stacking factor is defined as the ratio between
used and available reefer outlets. A stacking factor of 0.7 (as typical value
found at Melbourne container terminal) would be used for any reefer stack that
135
has more than 100 reefer outlets and a stacking factor of 1 was used for reefer
at container terminal.
Maximum demand of the container terminal was then calculated using Eq. 7.1
Calculations were done for comparison to the actual demand of the following
x Combined Melbourne two terminals with data on the same time frame
136
x Yantian international container terminal – China
Calculation results were tabulated in Table 7.1 for Australian container terminals and in
Table 7.2 for overseas container terminals. Following were observations from these
tables:
x Maximum demand calculated from the findings of this study was the lowest
x Except for the USA container terminal, calculation of maximum demand using
the findings from this study produced a reduction of between 34% and 47% of
maximum demand calculated using the Assessment method [62] that was the
x USA container terminal had a very large base load (office, lighting,..) as it had
to accommodate the custom building and lighting for a large area. However, a
x Chinese container terminal had even a larger base load than the USA container
terminal but a better reduction in estimated maximum demand (45%) due to the
fact that it had a very large number of quay cranes. It was noted that this
terminal had a lot of yard gantry cranes (around 200 machines) but they were
not electric powered so that they were not counted in this study and comparison.
137
138
139
It was good to find out a new way of calculating the maximum demand of
However, all the efforts were wasted if the new result was not stood up when
container terminal were performed to verify the usefulness of this new way of
calculation.
Figure 7.1 East Swanson Dock terminal – actual and calculated maximum
electrical demands
140
The results from Table 7.1 were visualized in the Figure 7.1 and the maximum
demand that was calculated using the new method was indeed the MAXIMUM
demand. It was about 47% less than the old assessment method of calculation. It
was also still 30% higher than the actual maximum demand so that there is safety
Figure 7.2 West Swanson Dock terminal – actual and calculated maximum
electrical demands
The results from Table 7.1 were again visualized in the Figure 7.2 for the
Melbourne container terminal No. 2 – the West Swanson Dock terminal. The
calculated maximum demand using the new method was also the MAXIMUM
demand. It was about 46% less than the old assessment method of calculation and
141
Figure 7.3 Swanson Dock terminals – actual and calculated maximum
electrical demands
As the available electrical energy consumption data were time stamped and the
same for both Melbourne container terminals, data from these two container
terminals were combined to create a larger terminal for study. Again, the results
from Table 7.1 were visualized in Figure 7.3 with similar observation: the
calculated maximum demand using the new method was also the MAXIMUM
demand. It was about 47% less than the old assessment method of calculation and
142
Figure 7.4 Port Botany terminal – actual and calculated maximum electrical
demands
For Sydney container terminal, the results from Table 7.1 were visualized in the
Figure 7.4 with similar reduction in the calculated value compared to the old
calculation method. However, the new maximum demand was about 69% higher
than the actual maximum demand. This could only be understood with the terminal
x there were a couple of old quay cranes that have lower safe working load –
lower demand
A maximum demand of 3940kVA was shown on the current electricity bill of this
143
Figure 7.5 Fisherman Islands terminal – actual and calculated maximum
electrical demands
The results from Table 7.1 for Brisbane container terminal were visualized in the
Figure 7.5 and the calculated maximum demand using the new method was indeed
the MAXIMUM demand. It was about 34% less than the old assessment method of
calculation and 30% higher than the actual maximum demand of the terminal. The
reason for the smaller reduction in maximum demand was that this terminal had a
poor power factor (shown in the electrical energy consumption as around 0.6).
144
Figure 7.6 China – Yantian terminal – actual and calculated maximum
electrical demands
Yantian container terminal was a large and very busy terminal, there were a huge
number of machines in the terminal – more than 70 quay cranes and more than 200
yard gantry cranes. The yard gantry cranes were not electric powered at the time of
study so that they were not included. It was in the process of converting these
Results for the Chinese container terminal from Table 7.2 were visualized in the
Figure 7.6 The calculated maximum demand was about 45% less than the old
assessment method of calculation and 26% higher than the actual maximum
demand.
145
Figure 7.7 Canada – Fairview terminal – actual and calculated maximum
electrical demands
terminal with only three (3) quay cranes and 72 reefer outlets. However, it is also a
very busy terminal with regular shipments. Figure 7.7 shows almost a repeatable
Results from Table 7.2 were visualised in Figure 7.7, the calculated maximum
demand was about 34% less than the old assessment method of calculation (due to
reefer poor power factor) and 58% higher than the actual maximum demand.
146
Figure 7.8 USA – Maher terminal – actual and calculated maximum
electrical demands
The Maher container terminal in USA is also an unusual terminal, it has a very large
base loads – lightings to cover a large stacking area and large office building to
accommodate the Custom office. Its base load of more than 2000 kW compared to
Melbourne terminal of 300 kW and both container terminals handled the same
number of containers. Real power (kW) tariff was used for this terminal so that
The calculated maximum demand was only 28% less than the old assessment
method of calculation and 21% higher than the actual maximum demand. These
results were due to the rather larger base loads. However, there was still ample
spare capacity for safety margin and future expansion of terminal using this new
calculation method.
147
Summary of the comparisons were tabulated in Table 7.3 with following results
achieved for terminals with good power factor and around 34% for terminal
with poor power factor. As most modern container handling cranes have AC
drive system, the power quality (power factor) was all due to the reefers (0.6
x As the study findings were the results of analysing the actual container
finding would always be higher than the actual demand. Such safety margin
148
7.4 Conclusions
The maximum electrical demand of container terminal was calculated using method
described in [62] and the new improved method. The results from the new improved
reduction of at least 35% for the required maximum demand. And the new
Using the new results for designing or upgrading a container terminal would require
other words, a substantial saving in layout capital cost especially if the Utilities
insists of building a new electrical substation (that the terminal operator has to
contribute a major portion of the cost) to deliver the requested maximum demand.
The container terminal operator would also get a saving in running cost as the
requested maximum demand is charged as part of the monthly electricity bill and
this portion is around a fifth of the bill. A reduction of at least 35% maximum
149
CHAPTER EIGHT
The main objective of this research was to find a way of calculating the maximum
ship and bigger container handling cranes to care for the forecast increase in
container traffic for both dry cargos and refrigerated products. The main electrical
consumptions at container terminal are from those container handling cranes and
refrigerated containers. However, to the best of the author’s knowledge from the
literature review and long time working in the port, there was no published
academic research into the electrical energy usage and demand at container
terminal. The lack of published research and understanding about the electrical
demand and consumption at container terminal leading to over size the terminal
electrical infrastructure and wasting the needed capital for other work. To fill this
gap, actual operation data (container throughput and electrical energy consumption)
of Melbourne container terminal had been collected for over two years for
terminal.
This chapter summarises the findings of the research and recommends directions for
future research.
150
8.1 Conclusions
The main electrical demand and consumption at container terminal are from the
x Examining the load profile of quay cranes with AC and DC drive system to
different location under loading (from land to container ship) and unloading
(from container ship to land) conditions using actual cranes data and
container weights.
for quay cranes: use 250kW for single lift cranes and 350 kW for twin lift
for rail mounted gantry or automatic stacking crane: use 200 kW for each
151
x Several methods of how to calculate the maximum demand of reefers were
presented. These methods are more often than not used by the industry for
required to keep that reefer at the pre-set temperature. Thus a new way of
calculating the demand of a reefer based on the heat transfer and required
x Analysing the reefers data that were collected for over two (2) years and
x Results from different methods were compared and conclusion was drawn.
The concluded results for this part of the study is that 4 kW to be used for each
Finally, the findings of this research were checked with the actual electrical demand
at a number of container terminals around the world in Chapter 7. The results were
very satisfactory with the calculated maximum demand was indeed the MAXIMUM
DEMAND with a large enough margin for safety and future expansion of the
container terminal.
In summary, the findings from this study provided a simpler way of calculating the
substantial saving to the container terminal operator both in capital layout for
152
8.2 Directions for future research
Despite of extensive time and effort spent on this study, it can be further improved
This thesis uses the number of container handling cranes and their average power
(kW) when handle the containers to compute the maximum demand for the
looking at the energy (kWHr) required to move a container and the number of
container throughput during a period (Hr) then compute the demand (kW). Be
reminded that the container handling cranes consume energy during idle time. This
Originally, the simulation technique was intended to be used for this study of
simulation software (with electrical calculation module) was not available at the
time so that spreadsheet calculation was used. It appears that such simulation
software is now available as described in the news [7]. The actual container
terminal operation data collected for this thesis is still valid and can be used for
such model.
In this thesis, the weights of containers in stacking yard were analysed. This is not
the weight that would be lifted by the quay cranes as most of them capable of
operate in twin lift mode if the weight is within the quay cranes’ Safe Working
Load (SWL). Future research should look into the process of determining the
loading and unloading plans including the operation mode (single lift or twin lift) of
the quay cranes for better design input data for simulation model.
153
This study assumes all refrigerated containers (reefers) are at the set temperature
when arrive at the container terminal so that their electrical demand are computed
“hot boxes” in Australia terminals. “Hot boxes” refers to the refrigerated containers
that are not cooled down to the required temperature when delivered to the
container terminal. During their stay, these “hot boxes” will draw electrical power
from the terminal electrical infrastructure for continuing the cooling process. In the
extreme case, they even use the power of container ship for cooling down to the
required temperature when arrive at the final destination. Future research should
pay attention on this fact as a large number of “hot boxes” would affect the out
come.
154
APPENDIX A
For more than a year, the number of containers in the yard of Melbourne container
terminal was reported in the format shown below. As there are more than 6000
containers in the yard, only the report format and about 100 containers were listed.
Current Plan
Position Container No. Cat Len Wt Tns Comd I/B Carr O/B Car IMO Ql
BBK TOLU8971025 IMPORT 40' 29 OOG MMO9051 TRUCK
C 0211 1 KKTU7263932 IMPORT 20' 4.8 GENL CIM9071 TRUCK
C 0212 1 KKTU7521770 IMPORT 20' 6.1 GENL CIM9071 TRUCK
C 0212 2 TOLU4589550 IMPORT 20' 23.7 GENL MMO9051 TRUCK
C 0213 1 NYKU2778443 IMPORT 20' 2.7 GENL CIM9071 TRUCK
J 2007 1 MSCU1544371 TRANSSHIP 20' 23.9 NICK HRT9069 KRI9068
J 2007 2 MSCU2703626 TRANSSHIP 20' 28.2 GENL HRT9069 KRI9068
J 2007 3 GLDU0332520 TRANSSHIP 20' 28.3 GENL HRT9069 KRI9068
J 2008 1 MSCU3183895 TRANSSHIP 20' 23.9 NICK HRT9069 KRI9068
J 2008 2 MSCU1266795 TRANSSHIP 20' 28.3 GENL HRT9069 KRI9068
L 0701 2 OOLU6092070 EXPORT 40' 24.3 FZMT TRUCK OOF9079
L 0703 1 CBHU2647235 TRANSSHIP 20' 11 REEF KKO9790 OOF9079
L 0705 1 APRU5074912 IMPORT 40' 27 REEF KKO9790 TRUCK
L 0707 1 APRU5083107 IMPORT 40' 27.5 REEF KKO9790 TRUCK
L 0709 1 CRLU1217218 EXPORT 40' 24.5 FZFS TRUCK KRI9068
L 0801 1 PCIU5999285 EXPORT 40' 29 FZMT TRUCK OOF9079
L 0801 2 OOLU5961950 EXPORT 40' 25 FZMT TRUCK OOF9079
R 1009 2 MSCU9196760 IMPORT 40' 24.9 PPR AYU9081 TRUCK
R 1011 1 TRIU5674370 IMPORT 40' 26.8 PPR AYU9081 TRUCK
R 1011 2 MSCU8661092 IMPORT 40' 27.8 PPR AYU9081 TRUCK
R 1013 1 MSCU4167923 IMPORT 40' 28.1 PPR AYU9081 TRUCK
R 1013 2 TRIU5449569 IMPORT 40' 27.2 PPR AYU9081 TRUCK
R 1015 1 AMFU5001852 IMPORT 40' 14.1 MCH AYU9081 TRUCK
R 1015 2 GATU8547842 IMPORT 40' 25.4 TIM UKI9056 TRUCK
R 1101 1 TGHU0215794 IMPORT 20' 6.2 GENL AYU9081 TRUCK
R 1101 2 CRXU0755448 IMPORT 20' 6.6 EFE AYU9081 TRUCK
R 1102 1 MISU2363934 IMPORT 20' 23 GRAI MWA9062 TRUCK
R 1102 2 TTNU2945935 IMPORT 20' 23 GRAI MWA9062 TRUCK
R 1104 1 MISU2376818 IMPORT 20' 23 GRAI MWA9062 TRUCK
R 1106 1 MEDU1200496 IMPORT 20' 15.3 MIP AYU9081 TRUCK
R 1107 1 ECMU1377022 IMPORT 20' 6.5 FOD AYU9081 TRUCK
155
R 1108 1 TRLU8912861 IMPORT 20' 15.3 MIP AYU9081 TRUCK
R 1111 1 MEDU1564409 IMPORT 20' 21.7 PPR AYU9081 TRUCK
R 1113 1 LCRU2002026 IMPORT 20' 20.6 PPR AYU9081 TRUCK
R 1201 1 ECMU9753189 IMPORT 40' 18 GEN UKI9056 TRUCK
R 1201 2 TCKU9511018 IMPORT 40' 11.1 GEN UKI9056 TRUCK
R 1203 1 SUDU5785934 IMPORT 40' 20.3 GENL HSG9054 TRUCK
R 1203 2 HLXU4195509 IMPORT 40' 14.1 GENL HSG9054 TRUCK
R 1211 1 TCNU9302922 IMPORT 40' 25.7 TIM UKI9056 TRUCK
R 1213 1 GESU4282530 IMPORT 40' 10 GEN UKI9056 TRUCK
R 1213 2 TRLU7085310 IMPORT 40' 14.9 GEN UKI9056 TRUCK
U 2601 2 KHS400473 EXPORT 40' 32.5 STEL TRUCK OOF9079
U 2701 1 KHS400609 EXPORT 40' 24.5 STEL TRUCK OOF9079
U 2801 1 KHS400497 EXPORT 40' 31.5 STEL TRUCK OOF9079
U 2801 2 KHS400457 EXPORT 40' 32.5 STEL TRUCK OOF9079
U 2901 1 KHS400630 EXPORT 40' 24.5 STEL TRUCK OOF9079
U 2901 2 KHS400602 EXPORT 40' 32.5 STEL TRUCK OOF9079
U 3001 1 HLXU4603998 IMPORT 40' 25 OOG SFB9055 TRUCK
U 3101 1 MSCU7347404 TRANSSHIP 20' 16.8 TIMB HRT9069 TAT9067 V
U 3201 1 SUDU4881580 IMPORT 40' 11.1 OOG SFB9055 TRUCK T
U 3301 1 TOLU4694257 IMPORT 20' 23.1 OOG CIM9071 TRUCK
U 3401 1 KHS400488 EXPORT 40' 32.5 STEL TRUCK OOF9079
U 3401 2 KHS400461 EXPORT 40' 32.5 STEL TRUCK OOF9079
U 3501 1 MSCU7346218 TRANSSHIP 20' 23.9 TIMB HRT9069 TAT9067 V
U 3601 1 TOLU8986180 IMPORT 40' 16 OOG UKI9056 TRUCK
V 0101 1 MWCU5742760 IMPORT 20' 13 CHC MDH9077 TRUCK
V 0201 1 PCIU5797598 EXPORT 20' 21.4 FZMT TRUCK OOF9079
V 0301 1 MAEU5661079 EXPORT 20' 22.5 FZMT TRUCK TAT9067 V
V 0401 1 PONU2870221 EXPORT 20' 22.5 FZMT TRUCK TAT9067 V
V 0501 1 TRLU1044459 EXPORT 20' 16 FZMT TRUCK UVA9072
V 0601 1 CBHU2933183 EXPORT 40' 10.9 CHIL TRUCK OOF9079
4/02/2007 7:08:20 AM
The daily report was analysed to gather interested information, in this case the
weight of the container. As ever daily report had more than 6000 containers data, an
Excel macro CONTAINER had been written to automate the task. The Visual Basic
Sub Container()
'
' Container Macro
156
‘ count number of containers
‘ count number of 20’ containers and calculate the TEU
‘ count number of containers that weighted
‘ < 5T, b/w 5T and 10T, b/w 10T and 15T, b/w 15T and 20T,
‘ b/w 20T and 25T, b/w 25T and 30T and > 30T
‘ calculate average weight of each container and TEU
‘
' Macro recorded 26/02/2007 by Thanh
'
' Keyboard Shortcut: Ctrl+c
'
Dim LRow As Integer
Dim counter As Integer
Dim content As Single
Dim RDate As String
Dim work1 As String
Dim Dtype As String
Dim Weight As Single
Weight = 0
Range("L2").FormulaR1C1 = "=LEFT(RC[-11],1)&LEFT(RC[-8],2)"
Range("L2:L2").Select
Selection.Copy
ActiveCell.Offset(1, 0).Range("A1").Select
Range(Selection, ActiveCell.SpecialCells(xlLastCell)).Select
ActiveSheet.Paste
ActiveCell.SpecialCells(xlLastCell).Select
ActiveCell.Offset(0, -2).FormulaR1C1 = "=ROW() - 2"
LRow = ActiveCell.Offset(0, -2).Value
RDate = ActiveCell.Offset(0, -11).Value
ActiveCell.Offset(0, -2).Value = ""
ActiveCell.Offset(0, 0).Value = ""
Range("E2").Select
For counter = 1 To LRow - 1
Dtype = ActiveCell.Offset(counter - 1, 7).Value
If Left(Dtype, 1) = "?" Then
ActiveCell.Offset(counter - 1, 7).Value = "Other" & Right(Dtype, Len(Dtype) - 1)
End If
content = ActiveCell.Offset(counter - 1, 0).Value
Weight = Weight + content
If content < 5 Then
ActiveCell.Offset(counter - 1, 7).Value = ActiveCell.Offset(counter - 1, 7).Value &
"1"
ElseIf content >= 5 And content < 10 Then
ActiveCell.Offset(counter - 1, 7).Value = ActiveCell.Offset(counter - 1, 7).Value &
"2"
ElseIf content >= 10 And content < 15 Then
ActiveCell.Offset(counter - 1, 7).Value = ActiveCell.Offset(counter - 1, 7).Value &
"3"
ElseIf content >= 15 And content < 20 Then
ActiveCell.Offset(counter - 1, 7).Value = ActiveCell.Offset(counter - 1, 7).Value &
"4"
157
ElseIf content >= 20 And content < 25 Then
ActiveCell.Offset(counter - 1, 7).Value = ActiveCell.Offset(counter - 1, 7).Value &
"5"
ElseIf content >= 25 And content < 30 Then
ActiveCell.Offset(counter - 1, 7).Value = ActiveCell.Offset(counter - 1, 7).Value &
"6"
Else
ActiveCell.Offset(counter - 1, 7).Value = ActiveCell.Offset(counter - 1, 7).Value &
"7"
End If
Dtype = ActiveCell.Offset(counter - 1, -2).Value
If Left(Dtype, 1) = "E" Then
ActiveCell.Offset(counter - 1, 7).Value = ActiveCell.Offset(counter - 1, 7).Value &
"E"
ElseIf Left(Dtype, 1) = "I" Then
ActiveCell.Offset(counter - 1, 7).Value = ActiveCell.Offset(counter - 1, 7).Value &
"I"
Else
ActiveCell.Offset(counter - 1, 7).Value = ActiveCell.Offset(counter - 1, 7).Value &
"O"
End If
Next counter
work = ActiveWorkbook.Name
If Right(work, 3) = "XLS" Then
work = Left(work, Len(work) - 4)
End If
Workbooks.Open Filename:= _
"C:\Documents and Settings\All Users\Application
Data\Microsoft\Container_Form.xls"
Sheets("Summary Weight").Copy After:=Workbooks(work).Sheets(1)
Workbooks("Container_Form.xls").Close
Range("I101").Select
ActiveCell.Value = Weight
Range("B7").Select
For counter = 0 To 22
ActiveCell.Offset(counter, 0).FormulaR1C1 = "=COUNTIF('" & Trim(work) &
"'!R2C12:R" & Trim(Str(LRow)) & "C12,RC[-1]&""201?"")"
ActiveCell.Offset(counter, 1).FormulaR1C1 = "=COUNTIF('" & Trim(work) &
"'!R2C12:R" & Trim(Str(LRow)) & "C12,RC[-2]&""202?"")"
ActiveCell.Offset(counter, 2).FormulaR1C1 = "=COUNTIF('" & Trim(work) &
"'!R2C12:R" & Trim(Str(LRow)) & "C12,RC[-3]&""203?"")"
ActiveCell.Offset(counter, 3).FormulaR1C1 = "=COUNTIF('" & Trim(work) &
"'!R2C12:R" & Trim(Str(LRow)) & "C12,RC[-4]&""204?"")"
ActiveCell.Offset(counter, 4).FormulaR1C1 = "=COUNTIF('" & Trim(work) &
"'!R2C12:R" & Trim(Str(LRow)) & "C12,RC[-5]&""205?"")"
ActiveCell.Offset(counter, 5).FormulaR1C1 = "=COUNTIF('" & Trim(work) &
"'!R2C12:R" & Trim(Str(LRow)) & "C12,RC[-6]&""206?"")"
ActiveCell.Offset(counter, 6).FormulaR1C1 = "=COUNTIF('" & Trim(work) &
"'!R2C12:R" & Trim(Str(LRow)) & "C12,RC[-7]&""207?"")"
ActiveCell.Offset(counter, 7).FormulaR1C1 = "=COUNTIF('" & Trim(work) &
"'!R2C12:R" & Trim(Str(LRow)) & "C12,RC[-8]&""20?I"")"
ActiveCell.Offset(counter, 8).FormulaR1C1 = "=COUNTIF('" & Trim(work) &
"'!R2C12:R" & Trim(Str(LRow)) & "C12,RC[-9]&""20?E"")"
ActiveCell.Offset(counter, 9).FormulaR1C1 = "=COUNTIF('" & Trim(work) &
"'!R2C12:R" & Trim(Str(LRow)) & "C12,RC[-10]&""20?O"")"
158
ActiveCell.Offset(counter + 29, 0).FormulaR1C1 = "=COUNTIF('" & Trim(work) &
"'!R2C12:R" & Trim(Str(LRow)) & "C12,RC[-1]&""401?"")"
ActiveCell.Offset(counter + 29, 1).FormulaR1C1 = "=COUNTIF('" & Trim(work) &
"'!R2C12:R" & Trim(Str(LRow)) & "C12,RC[-2]&""402?"")"
ActiveCell.Offset(counter + 29, 2).FormulaR1C1 = "=COUNTIF('" & Trim(work) &
"'!R2C12:R" & Trim(Str(LRow)) & "C12,RC[-3]&""403?"")"
ActiveCell.Offset(counter + 29, 3).FormulaR1C1 = "=COUNTIF('" & Trim(work) &
"'!R2C12:R" & Trim(Str(LRow)) & "C12,RC[-4]&""404?"")"
ActiveCell.Offset(counter + 29, 4).FormulaR1C1 = "=COUNTIF('" & Trim(work) &
"'!R2C12:R" & Trim(Str(LRow)) & "C12,RC[-5]&""405?"")"
ActiveCell.Offset(counter + 29, 5).FormulaR1C1 = "=COUNTIF('" & Trim(work) &
"'!R2C12:R" & Trim(Str(LRow)) & "C12,RC[-6]&""406?"")"
159
' ActiveCell.Offset(1, 0).FormulaR1C1 = "='Power Report'!R17C17"
' ActiveCell.Offset(1, 1).FormulaR1C1 = "=-'Power Report'!R17C18"
' ActiveCell.Offset(1, 2).FormulaR1C1 = "='Power Report'!R17C19"
' ActiveWindow.ScrollColumn = 24
Range("A93").Select
ActiveCell.Offset(0, 9).Value = "='" & Trim(work) & "'!A" & Trim(Str(LRow + 2))
ActiveCell.Offset(0, 10).Value = "='" & Trim(work) & "'!B" & Trim(Str(LRow + 2))
End Sub
160
APPENDIX B
For more than a year, the number of refrigerated containers (reefers) in the yard of
As there are more than 400 reefers, only the report format and about 50 reefers were
listed.
Current Wt Plan
Position Yard In Container No. Temp C Len Tns Comd Special Ql Cat
E 0109 1 WE2250 SUDU1010337 -18.0¡C 20' 21.4 REEF #NAME? IMPORT
E 0111 1 SA2157 TOLU7804620 +5.0¡C 40' 21.5 REEF #NAME? IMPORT
E 0203 1 SA0719 POCU2817218 -25.0¡C 20' 20.8 FZJC #NAME? V EXPORT
E 0203 2 SA0723 PONU2855314 -25.0¡C 20' 20.5 FZJC #NAME? V EXPORT
E 0204 1 SA0726 POCU2827392 -25.0¡C 20' 20.6 FZJC #NAME? V EXPORT
E 0204 2 SA0713 MWCU5664991 -25.0¡C 20' 20.4 FZJC #NAME? V EXPORT
E 0205 1 SA0721 PONU2850924 -25.0¡C 20' 20.5 FZJC #NAME? V EXPORT
E 0209 1 FR0919 PONU2948783 -18.0¡C 20' 20.4 REEF #NAME? IMPORT
E 0209 2 FR0934 SUDU1089373 +10.0¡C 20' 17 REEF #NAME? IMPORT
E 0408 1 FR2116 MAEU5667816 -20.0¡C 20' 18.4 FZMT #NAME? V EXPORT
E 0408 2 SA0005 PONU2927292 -1.0¡C 20' 18.8 CHMT #NAME? V EXPORT
E 0409 1 TH1943 SUDU1047871 -20.0¡C 20' 22.7 FZMT #NAME? EXPORT
E 0409 2 FR0750 FSCU5214236 -20.0¡C 20' 22.1 FZMT #NAME? EXPORT
E 0411 1 FR2112 CRLU1213721 -18.0¡C 40' 29.6 FZMT #NAME? EXPORT
E 0411 2 SA1453 MWCU6818556 -1.0¡C 40' 21 CHMT #NAME? V EXPORT
E 0501 1 FR2134 CRLU1319800 -21.0¡C 40' 29.6 FZMT #NAME? EXPORT
E 0501 2 FR2145 MSCU7406641 -18.0¡C 40' 29.6 FZMT #NAME? EXPORT
E 0503 1 FR0851 SCZU8263108 -18.0¡C 20' 16.9 FZMT #NAME? EXPORT
E 0503 2 FR1212 MAEU5661274 +4.0¡C 20' 15.6 BUTR #NAME? EXPORT
E 0504 1 FR0006 PONU2933931 -1.5¡C 20' 15.3 CHMT #NAME? V EXPORT
E 0504 2 FR2125 MWCU5661950 -1.5¡C 20' 13.5 CHMT #NAME? V EXPORT
E 0505 1 WE1650 KNLU2782677 -21.0¡C 20' 23.7 FZMT #NAME? V EXPORT
E 0505 2 TH1433 MWCU5691235 -1.0¡C 20' 16.8 CHMT #NAME? V EXPORT
E 0506 1 TH1731 MSCU3618149 -18.0¡C 20' 22 FZFS #NAME? V EXPORT
161
E 0506 2 TH1734 MSCU3612475 -18.0¡C 20' 22.1 FZFS #NAME? V EXPORT
E 0507 1 FR1759 PONU2917761 +4.0¡C 20' 15.6 BUTR #NAME? EXPORT
E 0507 2 FR1800 PONU2882310 +4.0¡C 20' 15.6 BUTR #NAME? EXPORT
E 0511 1 FR0110 HLXU7750415 +18.0¡C 40' 17.7 REEF #NAME? IMPORT
E 0511 2 FR0445 MWCU6963322 -18.0¡C 40' 28.6 REEF #NAME? IMPORT
E 0603 1 WE2054 MWCU5618595 -20.0¡C 20' 22.5 FZMT #NAME? V EXPORT
E 0603 2 TH1443 MWCU5726178 +4.0¡C 20' 20.3 CHIL #NAME? V EXPORT
E 0604 1 WE1652 PONU2865539 -21.0¡C 20' 23.6 FZMT #NAME? V EXPORT
E 0604 2 TH1156 MWCU5702659 0.0¡C 20' 16 CHMT #NAME? V EXPORT
E 0605 1 WE1651 POCU2831690 -21.0¡C 20' 16.7 FZMT #NAME? V EXPORT
E 0605 2 FR0639 MWCU5711687 -1.0¡C 20' 13.6 CHMT #NAME? V EXPORT
E 0606 1 WE1633 MWCU5669822 -18.0¡C 20' 19.5 FZCH #NAME? V EXPORT
E 0606 2 WE1635 MWCU5622506 -18.0¡C 20' 19.5 FZCH #NAME? V EXPORT
E 0607 1 WE1637 MWCU5800980 -18.0¡C 20' 19.5 FZCH #NAME? V EXPORT
E 0607 2 WE1645 MWCU5628551 -18.0¡C 20' 19.5 FZCH #NAME? V EXPORT
L 0801 2 FR2245 OOLU5961950 -20.0¡C 40' 25 FZMT #NAME? EXPORT
L 0807 1 WE1547 GESU9341050 -20.0¡C 40' 25.5 FZPY #NAME? EXPORT
L 0807 2 WE1957 CBHU2983760 -18.0¡C 40' 29.6 FZMT #NAME? EXPORT
L 1001 1 WE1653 CRXU6805715 -18.0¡C 40' 21.9 REEF #NAME? IMPORT
L 1003 1 FR1417 MWCU5672596 +4.0¡C 20' 15.6 BUTR #NAME? EXPORT
L 1003 2 FR1654 CRLU3807430 +4.0¡C 20' 12.5 CHIL #NAME? EXPORT
L 1004 1 TH0532 SUDU1031052 -18.0¡C 20' 21.6 REEF #NAME? IMPORT
L 1005 1 FR1358 SCZU8677047 -18.0¡C 20' 14.9 FZFS #NAME? EXPORT
L 1005 2 FR1351 SCZU8262354 -18.0¡C 20' 15.2 FZFS #NAME? EXPORT
L 2105 1 TU2039 MWMU6363457 -1.0¡C 40' 25.4 CHMT #NAME? V EXPORT
L 2105 2 TU2145 MWMU6342290 -1.5¡C 40' 24.7 CHMT #NAME? V EXPORT
L 2107 1 WE0113 MWMU6306631 -1.5¡C 40' 26 CHMT #NAME? V EXPORT
L 2107 2 TH0128 MWCU6718120 -1.5¡C 40' 24.9 CHMT #NAME? V EXPORT
L 2109 1 WE1755 SUDU1102691 -18.0¡C 20' 19.7 REEF #NAME? IMPORT
L 2109 2 WE1827 SUDU1043304 -18.0¡C 20' 21.2 REEF #NAME? IMPORT
L 2110 1 FR2321 GESU9336310 -20.0¡C 20' 17.8 FZMT #NAME? EXPORT
L 2111 1 TH1730 CRLU7229514 -1.0¡C 40' 29 CHMT #NAME? V EXPORT
L 2111 2 FR0915 MWMU6430555 -1.0¡C 40' 29.1 CHMT #NAME? V EXPORT
L 2201 1 FR1412 FSCU5645249 -18.0¡C 40' 29 FZMT #NAME? EXPORT
L 2203 1 FR0003 CBHU2652695 +15.0¡C 20' 8.3 REEF #NAME? IMPORT
L 2203 2 FR1815 CBHU2675509 -15.0¡C 20' 20.9 REEF #NAME? IMPORT
L 2205 1 FR0650 MWCU5601329 -25.0¡C 20' 20.4 FZJC #NAME? V EXPORT
L 2207 1 FR1656 FBLU6207507 -20.0¡C 20' 18 FZMT #NAME? EXPORT
L 2209 1 FR1135 MSCU5611272 FAN 40' 29.1 FANT V EXPORT
L 2211 1 FR1149 TRIU8282372 +15.0¡C 40' 17.2 CONF #NAME? EXPORT
L 2301 1 FR0807 GCEU7720400 +15.5¡C 40' 16 REE #NAME? IMPORT
L 2303 1 FR2121 PONU2976471 -20.0¡C 20' 17 FVG #NAME? IMPORT
L 2304 1 FR0214 GCEU3128603 +3.0¡C 20' 23 CEE #NAME? IMPORT
V 0201 1 FR1940 PCIU5797598 -18.0¡C 20' 21.4 FZMT #NAME? EXPORT
V 0301 1 FR0106 MAEU5661079 -20.0¡C 20' 22.5 FZMT #NAME? V EXPORT
V 0401 1 TH2240 PONU2870221 -20.0¡C 20' 22.5 FZMT #NAME? V EXPORT
V 0501 1 TH1353 TRLU1044459 -18.0¡C 20' 16 FZMT #NAME? EXPORT
V 0601 1 WE1108 CBHU2933183 +13.0¡C 40' 10.9 CHIL #NAME? EXPORT
4/02/2007 7:08:09 AM
162
Daily power report
As reefer report was generated every day at round 7:00AM, the power monitoring system also reported power demand around that time for
analysis.
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163
B2. Code listing of Excel macro REEFER
The daily reefer and power reports were analysed to gather interested information, in
this case the power demand of the whole reefer pads (there are 4 reefer pads at
Melbourne container terminal – L block East, L block West, E block East and E block
West). As ever daily report had more than 400 reefers data, an Excel macro REEFER
had been written to automate the task. The Visual Basic code is listed below:
Sub Reefers()
'
' Reefers Macro
' Macro recorded 7/02/2007 by Thanh
'
' Keyboard Shortcut: Ctrl+r
'
Dim LRow As Integer
Dim counter As Integer
Dim content As Integer
Dim RDate As String
Dim work1 As String
work1 = ActiveWorkbook.Name
For Each w In Workbooks
If Right(w.Name, 3) = "txt" Or Right(w.Name, 3) = "TXT" Then
work = w.Name
End If
Next w
Sheets("Sheet1").Copy After:=Workbooks(work).Sheets(1)
Sheets("Sheet1").Name = "Power Report"
Workbooks(work1).Close savechanges:=False
Sheets(1).Select
Range("L2").FormulaR1C1 = "=LEFT(RC[-11],1)&MID(RC[-11],3,2)&LEFT(RC[-
7],2)"
Range("N2").FormulaR1C1 = "=IF(LEFT(TRIM(RC[-
10]),1)=""c"",RIGHT(TRIM(RC[-10]),LEN(TRIM(RC[-10]))-2),TRIM(RC[-10]))"
Range("M2").FormulaR1C1 =
"=IF(LEN(RC[1])>3,VALUE(LEFT(RC[1],LEN(RC[1])-2)),-100)"
Range("L2:N2").Select
Selection.Copy
ActiveCell.Offset(1, 0).Range("A1").Select
164
Range(Selection, ActiveCell.SpecialCells(xlLastCell)).Select
ActiveSheet.Paste
ActiveCell.SpecialCells(xlLastCell).Select
ActiveCell.Offset(0, -2).FormulaR1C1 = "=ROW() - 2"
LRow = ActiveCell.Offset(0, -2).Value
RDate = ActiveCell.Offset(0, -13).Value
ActiveCell.Offset(0, -2).Value = ""
ActiveCell.Offset(0, -1).Value = ""
ActiveCell.Offset(-1, -1).Value = ""
ActiveCell.Offset(-2, -1).Range("A1").Select
Range(Selection, "M2").Select
Selection.Copy
Selection.PasteSpecial Paste:=xlPasteValues, Operation:=xlNone, SkipBlanks _
:=False, Transpose:=False
Range("N2").Select
For counter = 1 To LRow - 1
content = ActiveCell.Offset(counter - 1, -1).Value
If content = -100 Then
ActiveCell.Offset(counter - 1, 0).Value = ActiveCell.Offset(counter - 1, -
2).Value & "F"
ElseIf content < 0 Then
ActiveCell.Offset(counter - 1, 0).Value = ActiveCell.Offset(counter - 1, -
2).Value & "-"
Else
ActiveCell.Offset(counter - 1, 0).Value = ActiveCell.Offset(counter - 1, -
2).Value & "+"
End If
content = ActiveCell.Offset(counter - 1, -8).Value
If content < 10 Then
ActiveCell.Offset(counter - 1, 1).Value = ActiveCell.Offset(counter - 1, -
2).Value & "1"
ElseIf content > 20 Then
ActiveCell.Offset(counter - 1, 1).Value = ActiveCell.Offset(counter - 1, -
2).Value & "3"
Else
ActiveCell.Offset(counter - 1, 1).Value = ActiveCell.Offset(counter - 1, -
2).Value & "2"
End If
work = ActiveCell.Offset(counter - 1, -3).Value
If Trim(work) = "EXPORT" Then
ActiveCell.Offset(counter - 1, 0).Value = ActiveCell.Offset(counter - 1,
0).Value & "E"
ActiveCell.Offset(counter - 1, 1).Value = ActiveCell.Offset(counter - 1,
1).Value & "E"
Else
165
ActiveCell.Offset(counter - 1, 0).Value = ActiveCell.Offset(counter - 1,
0).Value & "I"
ActiveCell.Offset(counter - 1, 1).Value = ActiveCell.Offset(counter - 1,
1).Value & "I"
End If
Next counter
Columns("L").ClearContents
Columns("M").ClearContents
work = ActiveWorkbook.Name
If Right(work, 3) = "XLS" Then
work = Left(work, Len(work) - 4)
End If
Workbooks.Open Filename:= _
"C:\Documents and Settings\All Users\Application
Data\Microsoft\Reefer_Form.xls"
Sheets("Summary Temp").Copy After:=Workbooks(work).Sheets(2)
Windows("Reefer_Form.xls").Activate
Sheets("Summary Weight").Copy After:=Workbooks(work).Sheets(3)
Sheets("Summary Temp").Select
Workbooks("Reefer_Form.xls").Close
Range("B2").Select
For counter = 1 To 13
ActiveCell.Offset(counter + 5, 0).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-1]&""20+?"")"
ActiveCell.Offset(counter + 5, 1).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-2]&""20-?"")"
ActiveCell.Offset(counter + 5, 2).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-3]&""20F?"")"
ActiveCell.Offset(counter + 5, 3).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-4]&""20?I"")"
ActiveCell.Offset(counter + 5, 4).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-5]&""20?E"")"
ActiveCell.Offset(counter + 5, 5).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-6]&""40+?"")"
ActiveCell.Offset(counter + 5, 6).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-7]&""40-?"")"
ActiveCell.Offset(counter + 5, 7).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-8]&""40F?"")"
ActiveCell.Offset(counter + 5, 8).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-9]&""40?I"")"
ActiveCell.Offset(counter + 5, 9).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-10]&""40?E"")"
ActiveCell.Offset(counter + 5, 11).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-1]&""20+?"")"
ActiveCell.Offset(counter + 5, 12).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-2]&""20-?"")"
166
ActiveCell.Offset(counter + 5, 13).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-3]&""20F?"")"
ActiveCell.Offset(counter + 5, 14).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-4]&""20?I"")"
ActiveCell.Offset(counter + 5, 15).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-5]&""20?E"")"
ActiveCell.Offset(counter + 5, 16).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-6]&""40+?"")"
ActiveCell.Offset(counter + 5, 17).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-7]&""40-?"")"
ActiveCell.Offset(counter + 5, 18).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-8]&""40F?"")"
ActiveCell.Offset(counter + 5, 19).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-9]&""40?I"")"
ActiveCell.Offset(counter + 5, 20).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-10]&""40?E"")"
Next counter
For counter = 1 To 12
ActiveCell.Offset(counter + 25, 0).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-1]&""20+?"")"
ActiveCell.Offset(counter + 25, 1).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-2]&""20-?"")"
ActiveCell.Offset(counter + 25, 2).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-3]&""20F?"")"
ActiveCell.Offset(counter + 25, 3).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-4]&""20?I"")"
ActiveCell.Offset(counter + 25, 4).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-5]&""20?E"")"
ActiveCell.Offset(counter + 25, 5).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-6]&""40+?"")"
ActiveCell.Offset(counter + 25, 6).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-7]&""40-?"")"
ActiveCell.Offset(counter + 25, 7).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-8]&""40F?"")"
ActiveCell.Offset(counter + 25, 8).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-9]&""40?I"")"
ActiveCell.Offset(counter + 25, 9).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-10]&""40?E"")"
ActiveCell.Offset(counter + 25, 11).FormulaR1C1 = "=COUNTIF('" &
Trim(work) & "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-1]&""20+?"")"
ActiveCell.Offset(counter + 25, 12).FormulaR1C1 = "=COUNTIF('" &
Trim(work) & "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-2]&""20-?"")"
ActiveCell.Offset(counter + 25, 13).FormulaR1C1 = "=COUNTIF('" &
Trim(work) & "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-3]&""20F?"")"
ActiveCell.Offset(counter + 25, 14).FormulaR1C1 = "=COUNTIF('" &
Trim(work) & "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-4]&""20?I"")"
167
ActiveCell.Offset(counter + 25, 15).FormulaR1C1 = "=COUNTIF('" &
Trim(work) & "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-5]&""20?E"")"
ActiveCell.Offset(counter + 25, 16).FormulaR1C1 = "=COUNTIF('" &
Trim(work) & "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-6]&""40+?"")"
ActiveCell.Offset(counter + 25, 17).FormulaR1C1 = "=COUNTIF('" &
Trim(work) & "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-7]&""40-?"")"
ActiveCell.Offset(counter + 25, 18).FormulaR1C1 = "=COUNTIF('" &
Trim(work) & "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-8]&""40F?"")"
ActiveCell.Offset(counter + 25, 19).FormulaR1C1 = "=COUNTIF('" &
Trim(work) & "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-9]&""40?I"")"
ActiveCell.Offset(counter + 25, 20).FormulaR1C1 = "=COUNTIF('" &
Trim(work) & "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-10]&""40?E"")"
Next counter
For counter = 1 To 2
ActiveCell.Offset(counter + 45, 0).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-1]&""20+?"")"
ActiveCell.Offset(counter + 45, 1).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-2]&""20-?"")"
ActiveCell.Offset(counter + 45, 2).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-3]&""20F?"")"
ActiveCell.Offset(counter + 45, 3).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-4]&""20?I"")"
ActiveCell.Offset(counter + 45, 4).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-5]&""20?E"")"
ActiveCell.Offset(counter + 45, 5).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-6]&""40+?"")"
ActiveCell.Offset(counter + 45, 6).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-7]&""40-?"")"
ActiveCell.Offset(counter + 45, 7).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-8]&""40F?"")"
ActiveCell.Offset(counter + 45, 8).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-9]&""40?I"")"
ActiveCell.Offset(counter + 45, 9).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C14:R" & Trim(Str(LRow)) & "C14,RC[-10]&""40?E"")"
Next counter
Range("AB32").Select
ActiveCell.Offset(0, 0).FormulaR1C1 = "='Power Report'!R15C14"
ActiveCell.Offset(0, 1).FormulaR1C1 = "=-'Power Report'!R15C15"
ActiveCell.Offset(0, 2).FormulaR1C1 = "='Power Report'!R15C16"
ActiveCell.Offset(1, 0).FormulaR1C1 = "='Power Report'!R15C17"
ActiveCell.Offset(1, 1).FormulaR1C1 = "=-'Power Report'!R15C18"
ActiveCell.Offset(1, 2).FormulaR1C1 = "='Power Report'!R15C19"
Range("AB36").Select
ActiveCell.Offset(0, 0).FormulaR1C1 = "='Power Report'!R15C2"
ActiveCell.Offset(0, 1).FormulaR1C1 = "='Power Report'!R15C3"
ActiveCell.Offset(0, 2).FormulaR1C1 = "='Power Report'!R15C4"
168
ActiveCell.Offset(1, 0).FormulaR1C1 = "='Power Report'!R15C5"
ActiveCell.Offset(1, 1).FormulaR1C1 = "='Power Report'!R15C6"
ActiveCell.Offset(1, 2).FormulaR1C1 = "='Power Report'!R15C7"
ActiveWindow.ScrollColumn = 24
Range("Y5").Select
ActiveCell.Offset(0, 11).Value = "='" & Trim(work) & "'!A" & Trim(Str(LRow +
2))
ActiveCell.Offset(0, 12).Value = "='" & Trim(work) & "'!B" & Trim(Str(LRow + 2))
Sheets("Summary Weight").Select
Range("B2").Select
For counter = 1 To 13
ActiveCell.Offset(counter + 5, 0).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-1]&""201?"")"
ActiveCell.Offset(counter + 5, 1).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-2]&""202?"")"
ActiveCell.Offset(counter + 5, 2).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-3]&""203?"")"
ActiveCell.Offset(counter + 5, 3).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-4]&""20?I"")"
ActiveCell.Offset(counter + 5, 4).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-5]&""20?E"")"
ActiveCell.Offset(counter + 5, 5).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-6]&""401?"")"
ActiveCell.Offset(counter + 5, 6).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-7]&""402?"")"
ActiveCell.Offset(counter + 5, 7).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-8]&""403?"")"
ActiveCell.Offset(counter + 5, 8).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-9]&""40?I"")"
ActiveCell.Offset(counter + 5, 9).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-10]&""40?E"")"
ActiveCell.Offset(counter + 5, 11).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-1]&""201?"")"
ActiveCell.Offset(counter + 5, 12).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-2]&""202?"")"
ActiveCell.Offset(counter + 5, 13).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-3]&""203?"")"
ActiveCell.Offset(counter + 5, 14).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-4]&""20?I"")"
ActiveCell.Offset(counter + 5, 15).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-5]&""20?E"")"
ActiveCell.Offset(counter + 5, 16).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-6]&""401?"")"
ActiveCell.Offset(counter + 5, 17).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-7]&""402?"")"
169
ActiveCell.Offset(counter + 5, 18).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-8]&""403?"")"
ActiveCell.Offset(counter + 5, 19).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-9]&""40?I"")"
ActiveCell.Offset(counter + 5, 20).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-10]&""40?E"")"
Next counter
For counter = 1 To 12
ActiveCell.Offset(counter + 25, 0).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-1]&""201?"")"
ActiveCell.Offset(counter + 25, 1).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-2]&""202?"")"
ActiveCell.Offset(counter + 25, 2).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-3]&""203?"")"
ActiveCell.Offset(counter + 25, 3).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-4]&""20?I"")"
ActiveCell.Offset(counter + 25, 4).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-5]&""20?E"")"
ActiveCell.Offset(counter + 25, 5).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-6]&""401?"")"
ActiveCell.Offset(counter + 25, 6).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-7]&""402?"")"
ActiveCell.Offset(counter + 25, 7).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-8]&""403?"")"
ActiveCell.Offset(counter + 25, 8).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-9]&""40?I"")"
ActiveCell.Offset(counter + 25, 9).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-10]&""40?E"")"
ActiveCell.Offset(counter + 25, 11).FormulaR1C1 = "=COUNTIF('" &
Trim(work) & "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-1]&""201?"")"
ActiveCell.Offset(counter + 25, 12).FormulaR1C1 = "=COUNTIF('" &
Trim(work) & "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-2]&""202?"")"
ActiveCell.Offset(counter + 25, 13).FormulaR1C1 = "=COUNTIF('" &
Trim(work) & "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-3]&""203?"")"
ActiveCell.Offset(counter + 25, 14).FormulaR1C1 = "=COUNTIF('" &
Trim(work) & "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-4]&""20?I"")"
ActiveCell.Offset(counter + 25, 15).FormulaR1C1 = "=COUNTIF('" &
Trim(work) & "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-5]&""20?E"")"
ActiveCell.Offset(counter + 25, 16).FormulaR1C1 = "=COUNTIF('" &
Trim(work) & "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-6]&""401?"")"
ActiveCell.Offset(counter + 25, 17).FormulaR1C1 = "=COUNTIF('" &
Trim(work) & "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-7]&""402?"")"
ActiveCell.Offset(counter + 25, 18).FormulaR1C1 = "=COUNTIF('" &
Trim(work) & "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-8]&""403?"")"
ActiveCell.Offset(counter + 25, 19).FormulaR1C1 = "=COUNTIF('" &
Trim(work) & "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-9]&""40?I"")"
170
ActiveCell.Offset(counter + 25, 20).FormulaR1C1 = "=COUNTIF('" &
Trim(work) & "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-10]&""40?E"")"
Next counter
For counter = 1 To 2
ActiveCell.Offset(counter + 45, 0).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-1]&""201?"")"
ActiveCell.Offset(counter + 45, 1).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-2]&""202?"")"
ActiveCell.Offset(counter + 45, 2).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-3]&""203?"")"
ActiveCell.Offset(counter + 45, 3).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-4]&""20?I"")"
ActiveCell.Offset(counter + 45, 4).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-5]&""20?E"")"
ActiveCell.Offset(counter + 45, 5).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-6]&""401?"")"
ActiveCell.Offset(counter + 45, 6).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-7]&""402?"")"
ActiveCell.Offset(counter + 45, 7).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-8]&""403?"")"
ActiveCell.Offset(counter + 45, 8).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-9]&""40?I"")"
ActiveCell.Offset(counter + 45, 9).FormulaR1C1 = "=COUNTIF('" & Trim(work)
& "'!R2C15:R" & Trim(Str(LRow)) & "C15,RC[-10]&""40?E"")"
Next counter
Range("AB32").Select
ActiveCell.Offset(0, 0).FormulaR1C1 = "='Power Report'!R15C14"
ActiveCell.Offset(0, 1).FormulaR1C1 = "=-'Power Report'!R15C15"
ActiveCell.Offset(0, 2).FormulaR1C1 = "='Power Report'!R15C16"
ActiveCell.Offset(1, 0).FormulaR1C1 = "='Power Report'!R15C17"
ActiveCell.Offset(1, 1).FormulaR1C1 = "=-'Power Report'!R15C18"
ActiveCell.Offset(1, 2).FormulaR1C1 = "='Power Report'!R15C19"
Range("AB36").Select
ActiveCell.Offset(0, 0).FormulaR1C1 = "='Power Report'!R15C2"
ActiveCell.Offset(0, 1).FormulaR1C1 = "='Power Report'!R15C3"
ActiveCell.Offset(0, 2).FormulaR1C1 = "='Power Report'!R15C4"
ActiveCell.Offset(1, 0).FormulaR1C1 = "='Power Report'!R15C5"
ActiveCell.Offset(1, 1).FormulaR1C1 = "='Power Report'!R15C6"
ActiveCell.Offset(1, 2).FormulaR1C1 = "='Power Report'!R15C7"
ActiveWindow.ScrollColumn = 24
Range("Y5").Select
ActiveCell.Offset(0, 11).Value = "='" & Trim(work) & "'!A" & Trim(Str(LRow +
2))
ActiveCell.Offset(0, 12).Value = "='" & Trim(work) & "'!B" & Trim(Str(LRow + 2))
End Sub
171
B3. Results from running the macro REEFER
The analysed results were:
172
APPENDIX C
173
APPENDIX D
Calculate reefer electrical demand using heat transfer and cooling required method
E 0505 1 WE1650 KNLU2782677 -21.0¡C 20' 23.7 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 56.0 -21.0 35.0 3000 2500 11.24 7.72 3.72
E 0505 2 TH1433 MWCU5691235 -1.0¡C 20' 16.8 CHMT #NAME? V EXPORT 1340 74.97 0.5 2 36.0 -1.0 35.0 10000 2500 9.53 1.25 3.66
E 0506 1 TH1731 MSCU3618149 -18.0¡C 20' 22 FZFS #NAME? V EXPORT 1900 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 11.91 3.87 3.97
E 0506 2 TH1734 MSCU3612475 -18.0¡C 20' 22.1 FZFS #NAME? V EXPORT 1900 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 11.97 3.89 3.97
E 0507 1 FR1759 PONU2917761 +4.0¡C 20' 15.6 BUTR #NAME? EXPORT 2600 74.97 0.5 2 31.0 4.0 35.0 12000 2500 20.04 1.88 3.53
E 0507 2 FR1800 PONU2882310 +4.0¡C 20' 15.6 BUTR #NAME? EXPORT 2600 74.97 0.5 2 31.0 4.0 35.0 12000 2500 20.04 1.88 3.53
E 0508 1 SA1858 PONU2859562 +15.0¡C 20' 14.5 WINE #NAME? EXPORT 3770 74.97 0.5 2 20.0 15.0 35.0 15000 2500 42.68 2.02 3.18
E 0511 1 FR0110 HLXU7750415 +18.0¡C 40' 17.7 REEF #NAME? IMPORT 3060 135.26 0.5 2 17.0 18.0 35.0 15000 2500 27.84 2.01 3.51
E 0511 2 FR0445 MWCU6963322 -18.0¡C 40' 28.6 REEF #NAME? IMPORT 1340 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 6.05 3.55 4.72
E 0603 1 WE2054 MWCU5618595 -20.0¡C 20' 22.5 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 10.87 7.33 3.71
E 0603 2 TH1443 MWCU5726178 +4.0¡C 20' 20.3 CHIL #NAME? V EXPORT 3640 74.97 0.5 2 31.0 4.0 35.0 12000 2500 36.52 3.42 3.53
E 0604 1 WE1652 PONU2865539 -21.0¡C 20' 23.6 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 56.0 -21.0 35.0 3000 2500 11.19 7.69 3.72
E 0604 2 TH1156 MWCU5702659 0.0¡C 20' 16 CHMT #NAME? V EXPORT 1340 74.97 0.5 2 35.0 0.0 35.0 10000 2500 9.35 1.19 3.63
E 0605 1 WE1651 POCU2831690 -21.0¡C 20' 16.7 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 56.0 -21.0 35.0 3000 2500 7.92 5.44 3.72
E 0605 2 FR0639 MWCU5711687 -1.0¡C 20' 13.6 CHMT #NAME? V EXPORT 1340 74.97 0.5 2 36.0 -1.0 35.0 10000 2500 7.72 1.01 3.66
E 0606 1 WE1633 MWCU5669822 -18.0¡C 20' 19.5 FZCH #NAME? V EXPORT 1670 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 9.28 3.02 3.97
E 0606 2 WE1635 MWCU5622506 -18.0¡C 20' 19.5 FZCH #NAME? V EXPORT 1670 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 9.28 3.02 3.97
E 0607 1 WE1637 MWCU5800980 -18.0¡C 20' 19.5 FZCH #NAME? V EXPORT 1670 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 9.28 3.02 3.97
E 0607 2 WE1645 MWCU5628551 -18.0¡C 20' 19.5 FZCH #NAME? V EXPORT 1670 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 9.28 3.02 3.97
E 0608 1 FR0933 MAEU5697575 -21.0¡C 20' 16.1 REEF #NAME? IMPORT 1340 74.97 0.5 2 56.0 -21.0 35.0 3000 2500 5.81 4.00 3.72
E 0610 1 TH1518 PONU2856326 -18.0¡C 20' 22.2 FZMT #NAME? EXPORT 1760 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 11.14 3.62 3.97
E 0611 1 TH1141 MWCU6263490 -1.0¡C 40' 30.4 CHMT #NAME? V EXPORT 1340 135.26 0.5 2 36.0 -1.0 35.0 10000 2500 9.56 2.26 4.41
E 0611 2 TH1214 MSCU7444868 -1.0¡C 40' 17 CHIL #NAME? V EXPORT 1880 135.26 0.5 2 36.0 -1.0 35.0 10000 2500 7.50 1.78 4.41
E 0701 1 TH1227 CRLU1250685 0.0¡C 40' 22.9 GRAP #NAME? EXPORT 3680 135.26 0.5 2 35.0 0.0 35.0 10000 2500 20.37 4.68 4.37
E 0703 1 TH1722 APRU5002743 -23.3¡C 40' 23.2 REEF #NAME? IMPORT 1340 135.26 0.5 2 58.3 -23.3 35.0 3000 2500 4.46 5.76 4.19
E 0705 1 TH1709 APRU5067575 +15.6¡C 40' 11.7 REEF #NAME? IMPORT 3060 135.26 0.5 2 19.4 15.6 35.0 15000 2500 16.00 1.33 3.65
E 0707 1 TH1941 SUDU1064056 -20.0¡C 20' 22.2 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 10.72 7.24 3.71
E 0707 2 SA0711 SUDU1051573 -1.0¡C 20' 15.7 CHMT #NAME? EXPORT 1340 74.97 0.5 2 36.0 -1.0 35.0 10000 2500 8.91 1.17 3.66
E 0709 1 21-Mar CRLU3112849 -21.0¡C 20' 22.6 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 56.0 -21.0 35.0 3000 2500 10.72 7.37 3.72
E 0711 1 TH1759 WLSU5614141 -21.0¡C 40' 32.5 FZMT #NAME? EXPORT 1760 135.26 0.5 2 56.0 -21.0 35.0 3000 2500 8.54 10.59 4.16
E 0711 2 SA0919 MNLU9723540 -1.0¡C 40' 26 GRAP #NAME? EXPORT 3680 135.26 0.5 2 36.0 -1.0 35.0 10000 2500 22.46 5.32 4.41
E 0801 1 FR2128 CRLU1277109 -1.5¡C 40' 26.2 CHMT #NAME? V EXPORT 1340 135.26 0.5 2 36.5 -1.5 35.0 10000 2500 8.13 1.95 4.44
E 0805 1 MO0521 MWMU6397586 -1.5¡C 40' 26.5 CHMT EXPORT 1340 135.26 0.5 2 36.5 -1.5 35.0 10000 2500 8.22 1.97 4.44
E 0807 1 SA1723 PONU2862993 -21.0¡C 20' 23.6 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 56.0 -21.0 35.0 3000 2500 11.19 7.69 3.72
E 0808 1 FR0501 SUDU1147660 -20.0¡C 20' 22.5 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 10.87 7.33 3.71
E 0809 1 MO0503 MWCU6677150 -1.5¡C 40' 26 CHMT EXPORT 1340 135.26 0.5 2 36.5 -1.5 35.0 10000 2500 8.06 1.94 4.44
E 0811 1 SU2335 PONU4912711 -1.5¡C 40' 24.2 CHMT #NAME? EXPORT 1340 135.26 0.5 2 36.5 -1.5 35.0 10000 2500 7.51 1.80 4.44
E 0901 1 SA0715 SUDU4723820 -1.0¡C 40' 24.7 CHMT #NAME? EXPORT 1340 135.26 0.5 2 36.0 -1.0 35.0 10000 2500 7.77 1.84 4.41
E 0905 1 FR2059 CGMU2976761 -25.0¡C 20' 11.7 FFS #NAME? IMPORT 1900 74.97 0.5 2 60.0 -25.0 35.0 3000 2500 5.58 4.12 3.77
E 0907 1 FR2009 MWCU5667753 +4.0¡C 20' 22.7 CEZ #NAME? IMPORT 2500 74.97 0.5 2 31.0 4.0 35.0 12000 2500 28.05 2.63 3.53
E 0907 2 FR2035 MWCU5643793 +4.0¡C 20' 23.2 CEZ #NAME? IMPORT 2500 74.97 0.5 2 31.0 4.0 35.0 12000 2500 28.66 2.69 3.53
E 0910 1 FR2107 MWCU5748074 -20.0¡C 20' 15.6 FVG #NAME? IMPORT 1900 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 8.14 5.49 3.71
E 0910 2 FR2114 PONU2946040 +4.0¡C 20' 21.8 CEZ #NAME? IMPORT 2500 74.97 0.5 2 31.0 4.0 35.0 12000 2500 26.93 2.52 3.53
E 0911 1 FR1015 GCEU7710989 -18.0¡C 40' 25 FZMT #NAME? EXPORT 1760 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 6.95 4.07 4.72
E 1003 1 TH1513 GCEU2952906 -20.0¡C 20' 22.6 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 10.92 7.37 3.71
E 1003 2 FR0617 SCZU8663932 -20.0¡C 20' 21.9 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 10.58 7.14 3.71
E 1004 1 MO0046 PONU2859177 -20.0¡C 20' 17.8 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 8.60 5.80 3.71
E 1006 1 MO0049 MWCU5711624 -1.5¡C 20' 14.4 CHMT #NAME? EXPORT 1340 74.97 0.5 2 36.5 -1.5 35.0 10000 2500 8.06 1.07 3.67
E 1007 1 TH1722 TOLU5676350 -20.0¡C 20' 22.7 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 10.97 7.40 3.71
E 1007 2 FR0315 CRLU3122298 c+6.0¡C 20' 21.7 CHEE #NAME? EXPORT 2850 74.97 0.5 2 29.0 6.0 35.0 15000 2500 32.75 2.29 3.48
E 1008 1 TH0632 SUDU1133413 -20.0¡C 20' 21 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 10.14 6.84 3.71
E 1008 2 TH0634 CRXU5275035 -20.0¡C 20' 19.9 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 9.61 6.49 3.71
E 1009 1 TH0736 SUDU1091637 -18.0¡C 20' 20.5 FZMT #NAME? EXPORT 1760 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 10.28 3.34 3.97
E 1009 2 SU2335 MAEU5688892 -20.0¡C 20' 18 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 8.70 5.87 3.71
E 1010 1 SU2337 KNLU2779924 -1.5¡C 20' 15.4 CHMT #NAME? EXPORT 1340 74.97 0.5 2 36.5 -1.5 35.0 10000 2500 8.62 1.15 3.67
E 1011 1 FR1018 SUDU5118633 -18.0¡C 40' 30.5 FZMT #NAME? EXPORT 1760 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 8.48 4.97 4.72
E 1103 1 SA1337 CRLU3117007 +14.0¡C 20' 12 REEF #NAME? IMPORT 3060 74.97 0.5 2 21.0 14.0 35.0 15000 2500 27.23 1.36 3.21
E 1105 1 WE1648 MAEU5661401 -18.0¡C 20' 22.3 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 11.19 3.63 3.97
E 1107 1 WE2157 AKLU6702760 +15.0¡C 20' 8.1 REEF #NAME? IMPORT 3060 74.97 0.5 2 20.0 15.0 35.0 15000 2500 19.35 0.92 3.18
E 1108 1 TH1727 POCU2817075 -21.0¡C 20' 23.6 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 56.0 -21.0 35.0 3000 2500 11.19 7.69 3.72
E 1108 2 FR0100 MWCU5609994 +4.0¡C 20' 15.8 CHIL #NAME? V EXPORT 3640 74.97 0.5 2 31.0 4.0 35.0 12000 2500 28.42 2.66 3.53
E 1110 1 WE1954 CRLU3135000 -20.0¡C 20' 9.9 REEF #NAME? T IMPORT 1340 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 3.64 2.46 3.71
E 1111 1 27-Mar APRU5036281 -20.0¡C 40' 25.3 FZMT #NAME? EXPORT 1760 135.26 0.5 2 55.0 -20.0 35.0 3000 2500 6.77 8.25 4.15
E 1111 2 WE1022 CBHU2996242 -18.0¡C 40' 28.4 FZMT #NAME? EXPORT 1760 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 7.90 4.63 4.72
E 1206 1 MO0653 TRIU6480933 -18.0¡C 20' 22 FZMT #NAME? EXPORT 1760 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 11.04 3.59 3.97
E 1207 1 SA1445 NYKU7621689 0.0¡C 20' 8 CHIL #NAME? EXPORT 1880 74.97 0.5 2 35.0 0.0 35.0 10000 2500 6.56 0.84 3.63
E 1208 1 TH2013 SUDU1103363 -20.0¡C 20' 20.6 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 9.95 6.71 3.71
E 1209 1 TH2007 TOLU7440092 -20.0¡C 20' 22.6 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 10.92 7.37 3.71
E 1209 2 SA0437 TRLU1035061 -20.0¡C 20' 22.6 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 10.92 7.37 3.71
E 1210 1 TH1958 SCZU8676462 -20.0¡C 20' 22.6 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 10.92 7.37 3.71
E 1210 2 FR1105 TRLU1058719 -18.0¡C 20' 16.5 FZMT #NAME? EXPORT 1760 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.28 2.69 3.97
E 1211 1 TH2236 MSCU7427407 -18.0¡C 40' 29.7 FZMT #NAME? EXPORT 1760 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 8.26 4.84 4.72
E 1303 1 FR1941 MWCU5679116 +4.0¡C 20' 17.6 CEZ #NAME? IMPORT 2500 74.97 0.5 2 31.0 4.0 35.0 12000 2500 21.74 2.04 3.53
E 1304 1 FR2027 MWCU5632931 +4.0¡C 20' 22.8 CEZ #NAME? IMPORT 2500 74.97 0.5 2 31.0 4.0 35.0 12000 2500 28.17 2.64 3.53
E 1305 1 FR2053 MWCU5706103 +4.0¡C 20' 22.6 CEZ #NAME? IMPORT 2500 74.97 0.5 2 31.0 4.0 35.0 12000 2500 27.92 2.62 3.53
E 1305 2 FR2100 MWCU5610296 +4.0¡C 20' 23.7 CEZ #NAME? IMPORT 2500 74.97 0.5 2 31.0 4.0 35.0 12000 2500 29.28 2.74 3.53
E 1308 1 FR2133 PONU2967459 +4.0¡C 20' 22.6 CEZ #NAME? IMPORT 2500 74.97 0.5 2 31.0 4.0 35.0 12000 2500 27.92 2.62 3.53
E 1308 2 FR2138 MWCU5740535 +12.0¡C 20' 12 CHC #NAME? IMPORT 3640 74.97 0.5 2 23.0 12.0 35.0 15000 2500 29.44 1.62 3.28
E 1309 1 TH2012 SUDU1012140 -20.0¡C 20' 19 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 9.18 6.19 3.71
E 1311 1 FR1949 GCEU7791403 -20.0¡C 40' 16.5 FPT #NAME? IMPORT 1900 135.26 0.5 2 55.0 -20.0 35.0 3000 2500 4.77 5.81 4.15
E 1311 2 FR1954 CGMU4812601 -20.0¡C 40' 28 REEF #NAME? IMPORT 1340 135.26 0.5 2 55.0 -20.0 35.0 3000 2500 5.71 6.95 4.15
E 1406 1 FR0929 HLXU3714111 -25.0¡C 20' 5.7 REEF #NAME? IMPORT 1340 74.97 0.5 2 60.0 -25.0 35.0 3000 2500 1.92 1.41 3.77
E 1406 2 FR0936 PONU2939077 -18.0¡C 20' 16.7 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 6.38 2.07 3.97
E 1408 1 FR1959 PONU2863881 +12.0¡C 20' 10.1 CHC #NAME? IMPORT 3640 74.97 0.5 2 23.0 12.0 35.0 15000 2500 24.78 1.36 3.28
E 1408 2 FR2103 SCZU8097753 -20.0¡C 20' 16.5 FPT #NAME? IMPORT 1900 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 8.60 5.81 3.71
E 1411 1 FR1956 MWCU6902219 -20.0¡C 40' 27.3 REEF #NAME? IMPORT 1340 135.26 0.5 2 55.0 -20.0 35.0 3000 2500 5.57 6.77 4.15
E 1501 1 21-Mar TRIU8600410 -21.0¡C 40' 26.3 FZMT #NAME? V EXPORT 1760 135.26 0.5 2 56.0 -21.0 35.0 3000 2500 6.91 8.57 4.16
E 1503 1 TH1604 MWCU5683965 -18.0¡C 20' 22 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 11.04 3.59 3.97
E 1504 1 FR1600 PONU2895723 -25.0¡C 20' 10.5 FZIC #NAME? V EXPORT 2510 74.97 0.5 2 60.0 -25.0 35.0 3000 2500 6.62 4.88 3.77
E 1504 2 FR1909 MWCU5700759 -1.0¡C 20' 12.9 CHMT #NAME? V EXPORT 1340 74.97 0.5 2 36.0 -1.0 35.0 10000 2500 7.32 0.96 3.66
E 1505 1 TH1436 MAEU5663929 -21.0¡C 20' 14.9 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 56.0 -21.0 35.0 3000 2500 7.07 4.86 3.72
E 1505 2 TH1439 MWCU5654226 -1.0¡C 20' 15.1 CHMT #NAME? V EXPORT 1340 74.97 0.5 2 36.0 -1.0 35.0 10000 2500 8.57 1.12 3.66
E 1506 1 TH1431 PONU2894671 -1.0¡C 20' 15.5 CHMT #NAME? V EXPORT 1340 74.97 0.5 2 36.0 -1.0 35.0 10000 2500 8.80 1.15 3.66
E 1506 2 FR1419 MSCU3620655 -1.0¡C 20' 8.6 CHMT #NAME? V EXPORT 1340 74.97 0.5 2 36.0 -1.0 35.0 10000 2500 4.88 0.64 3.66
E 1509 1 FR0430 MWCU6722691 -18.0¡C 40' 26.4 REEF #NAME? IMPORT 1340 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 5.59 3.28 4.72
E 1604 1 SA1722 SUDU1137173 -18.0¡C 20' 18.4 FZFS #NAME? EXPORT 1900 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 9.96 3.24 3.97
E 1604 2 SA1720 SUDU1084833 -18.0¡C 20' 18.2 FZFS #NAME? EXPORT 1900 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 9.86 3.20 3.97
E 1605 1 FR0932 HLXU3700519 -25.0¡C 20' 6.3 REEF #NAME? IMPORT 1340 74.97 0.5 2 60.0 -25.0 35.0 3000 2500 2.12 1.56 3.77
E 1605 2 FR0938 HLXU2706507 -25.0¡C 20' 7.1 REEF #NAME? IMPORT 1340 74.97 0.5 2 60.0 -25.0 35.0 3000 2500 2.39 1.76 3.77
E 1608 1 TH1435 MWCU5665067 -1.0¡C 20' 15.1 CHMT #NAME? V EXPORT 1340 74.97 0.5 2 36.0 -1.0 35.0 10000 2500 8.57 1.12 3.66
E 1608 2 FR2124 MWCU5749091 -1.5¡C 20' 14.5 CHMT #NAME? V EXPORT 1340 74.97 0.5 2 36.5 -1.5 35.0 10000 2500 8.11 1.08 3.67
E 1611 1 FR1947 CRLU5130939 -20.0¡C 40' 27 REEF #NAME? IMPORT 1340 135.26 0.5 2 55.0 -20.0 35.0 3000 2500 5.50 6.70 4.15
E 1611 2 FR1951 GESU9068074 -20.0¡C 40' 27.5 REEF #NAME? IMPORT 1340 135.26 0.5 2 55.0 -20.0 35.0 3000 2500 5.61 6.82 4.15
E 1707 1 WE0705 MWCU5719800 -25.0¡C 20' 20.4 FZJC #NAME? V EXPORT 2510 74.97 0.5 2 60.0 -25.0 35.0 3000 2500 12.86 9.48 3.77
E 1707 2 WE0710 MWCU5605622 -25.0¡C 20' 20.4 FZJC #NAME? V EXPORT 2510 74.97 0.5 2 60.0 -25.0 35.0 3000 2500 12.86 9.48 3.77
E 1708 1 WE0706 PONU2871887 -25.0¡C 20' 20.5 FZJC #NAME? V EXPORT 2510 74.97 0.5 2 60.0 -25.0 35.0 3000 2500 12.93 9.53 3.77
E 1708 2 WE0702 MWCU5613295 -25.0¡C 20' 20.4 FZJC #NAME? V EXPORT 2510 74.97 0.5 2 60.0 -25.0 35.0 3000 2500 12.86 9.48 3.77
E 1807 1 SA0805 MSCU3620070 -20.0¡C 20' 28 REEF #NAME? IMPORT 1340 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 10.30 6.95 3.71
E 1810 1 TH0857 MWCU5706187 -25.0¡C 20' 20.4 FZJC #NAME? V EXPORT 2510 74.97 0.5 2 60.0 -25.0 35.0 3000 2500 12.86 9.48 3.77
E 1811 1 FR0117 HLXU4767688 +18.0¡C 40' 20.5 REEF #NAME? IMPORT 3060 135.26 0.5 2 17.0 18.0 35.0 15000 2500 32.25 2.32 3.51
E 1903 1 TH0750 SUDU5134640 -1.0¡C 40' 25.9 CHMT #NAME? EXPORT 1340 135.26 0.5 2 36.0 -1.0 35.0 10000 2500 8.15 1.93 4.41
E 1903 2 TH1424 CRLU6212820 -18.0¡C 40' 26.7 FZMT #NAME? EXPORT 1760 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 7.42 4.35 4.72
E 1905 1 FR0538 SUDU5098856 -20.0¡C 40' 29 FZMT #NAME? EXPORT 1760 135.26 0.5 2 55.0 -20.0 35.0 3000 2500 7.77 9.45 4.15
E 1905 2 FR1315 SUDU5001586 -20.0¡C 40' 21.8 FZMT #NAME? EXPORT 1760 135.26 0.5 2 55.0 -20.0 35.0 3000 2500 5.84 7.11 4.15
E 2006 1 TH1443 MWCU5800871 -1.0¡C 20' 23.1 CHMT #NAME? V EXPORT 1340 74.97 0.5 2 36.0 -1.0 35.0 10000 2500 13.11 1.72 3.66
E 2006 2 FR0404 MWCU5617536 c+3.0¡C 20' 23.7 CHEE #NAME? V EXPORT 2850 74.97 0.5 2 32.0 3.0 35.0 12000 2500 32.30 3.13 3.56
E 2007 1 SA0721 PONU2899267 -1.0¡C 20' 13.9 CHMT #NAME? V EXPORT 1340 74.97 0.5 2 36.0 -1.0 35.0 10000 2500 7.89 1.03 3.66
E 2103 1 FR1556 SUDU5199722 -20.0¡C 40' 29.6 FZMT #NAME? EXPORT 1760 135.26 0.5 2 55.0 -20.0 35.0 3000 2500 7.93 9.65 4.15
E 2103 2 MO0226 SUDU5085334 -20.0¡C 40' 28.9 FZMT #NAME? EXPORT 1760 135.26 0.5 2 55.0 -20.0 35.0 3000 2500 7.74 9.42 4.15
E 2105 1 MO0522 SUDU5131759 -20.0¡C 40' 29 FZMT EXPORT 1760 135.26 0.5 2 55.0 -20.0 35.0 3000 2500 7.77 9.45 4.15
E 2105 2 MO0543 CRLU6212498 -20.0¡C 40' 29.1 FZMT EXPORT 1760 135.26 0.5 2 55.0 -20.0 35.0 3000 2500 7.79 9.48 4.15
E 2107 1 WE1034 MAEU5673697 -18.0¡C 20' 22 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 11.04 3.59 3.97
E 2108 1 SA0717 MWCU5742395 -18.0¡C 20' 18.1 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 9.08 2.95 3.97
E 2109 1 20-Mar PONU2854452 -21.0¡C 20' 18.3 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 56.0 -21.0 35.0 3000 2500 8.68 5.96 3.72
E 2109 2 SA0712 PONU2934162 -18.0¡C 20' 22.3 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 11.19 3.63 3.97
E 2110 1 21-Mar MAEU5676649 -21.0¡C 20' 17.9 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 56.0 -21.0 35.0 3000 2500 8.49 5.83 3.72
E 2110 2 24-Mar MWCU5631977 -21.0¡C 20' 18.3 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 56.0 -21.0 35.0 3000 2500 8.68 5.96 3.72
E 2111 1 21-Mar MWCU6675521 -21.0¡C 40' 27.9 FZMT #NAME? V EXPORT 1760 135.26 0.5 2 56.0 -21.0 35.0 3000 2500 7.33 9.09 4.16
E 2201 1 WE1712 GESU9341002 -20.0¡C 40' 30.3 FZMT #NAME? EXPORT 1760 135.26 0.5 2 55.0 -20.0 35.0 3000 2500 8.11 9.88 4.15
E 2203 1 SA0149 CRLU6213600 -0.5¡C 40' 28.9 PEAR #NAME? EXPORT 1760 135.26 0.5 2 35.5 -0.5 35.0 10000 2500 12.11 2.83 4.39
E 2205 1 SA0155 SUDU5064141 -0.5¡C 40' 28.7 PEAR #NAME? EXPORT 1760 135.26 0.5 2 35.5 -0.5 35.0 10000 2500 12.03 2.81 4.39
E 2207 1 TH0755 MWCU5694316 -25.0¡C 20' 20.4 FZJC #NAME? V EXPORT 2510 74.97 0.5 2 60.0 -25.0 35.0 3000 2500 12.86 9.48 3.77
E 2208 1 TH0523 GCEU3131232 -20.0¡C 20' 23.2 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 11.21 7.56 3.71
E 2208 2 TH0916 TRLU1062200 -18.0¡C 20' 21.9 FZMT #NAME? EXPORT 1760 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 10.99 3.57 3.97
E 2209 1 SA0133 CGMU2977351 c-2.0¡C 20' 23.8 CHEE #NAME? EXPORT 1670 74.97 0.5 2 37.0 -2.0 35.0 6000 2500 16.37 3.68 3.60
E 2209 2 SA0130 CGMU2980782 c-2.0¡C 20' 23.7 CHEE #NAME? EXPORT 1670 74.97 0.5 2 37.0 -2.0 35.0 6000 2500 16.30 3.66 3.60
E 2210 1 TH0521 CRXU5157623 -20.0¡C 20' 18.4 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 8.89 6.00 3.71
E 2210 2 SA0434 GCEU2960748 -20.0¡C 20' 19.7 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 9.52 6.42 3.71
E 2211 1 WE0710 MWCU6764320 -1.0¡C 40' 22.6 CHMT #NAME? V EXPORT 1340 135.26 0.5 2 36.0 -1.0 35.0 10000 2500 7.11 1.68 4.41
E 2211 2 TH0753 MWCU6788322 -1.0¡C 40' 25 CHMT #NAME? V EXPORT 1340 135.26 0.5 2 36.0 -1.0 35.0 10000 2500 7.86 1.86 4.41
E 2301 1 SA0153 SUDU4711114 -0.5¡C 40' 29.1 PEAR #NAME? EXPORT 1760 135.26 0.5 2 35.5 -0.5 35.0 10000 2500 12.20 2.85 4.39
E 2301 2 FR0445 CRLU8102951 -18.0¡C 40' 28 REEF #NAME? IMPORT 1340 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 5.93 3.47 4.72
E 2305 1 TH1227 TRLU1060001 -18.0¡C 20' 23 FZMT #NAME? EXPORT 1760 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 11.54 3.75 3.97
E 2305 2 TH1404 TOLU7440209 -20.0¡C 20' 22.6 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 10.92 7.37 3.71
E 2307 1 WE0238 PONU2950991 c+3.0¡C 20' 23.6 CHEE #NAME? V EXPORT 2850 74.97 0.5 2 32.0 3.0 35.0 12000 2500 32.17 3.11 3.56
E 2307 2 WE0700 PONU2909257 -1.0¡C 20' 14.5 CHMT #NAME? V EXPORT 1340 74.97 0.5 2 36.0 -1.0 35.0 10000 2500 8.23 1.08 3.66
E 2308 1 WE0510 TRIU6481518 -20.0¡C 20' 22.3 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 10.77 7.27 3.71
E 2308 2 WE0512 TRLU1035518 -20.0¡C 20' 22.6 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 10.92 7.37 3.71
E 2310 1 TH1033 MWCU5725119 -25.0¡C 20' 13.3 FZFS #NAME? EXPORT 1900 74.97 0.5 2 60.0 -25.0 35.0 3000 2500 6.35 4.68 3.77
E 2310 2 TH1241 MAEU5677898 -18.0¡C 20' 20.3 FZPY #NAME? EXPORT 1590 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 9.20 2.99 3.97
E 2311 1 WE0707 PONU4833607 -1.0¡C 40' 22.7 CHMT #NAME? V EXPORT 1340 135.26 0.5 2 36.0 -1.0 35.0 10000 2500 7.14 1.69 4.41
E 2311 2 TH1510 MWCU6297340 0.0¡C 40' 20 CHMT #NAME? V EXPORT 1340 135.26 0.5 2 35.0 0.0 35.0 10000 2500 6.48 1.49 4.37
E 2401 1 TH0940 OOLU6404835 0.0¡C 40' 23.2 GRAP #NAME? EXPORT 3680 135.26 0.5 2 35.0 0.0 35.0 10000 2500 20.63 4.74 4.37
E 2401 2 FR1049 GESU9204695 -18.0¡C 40' 29 FZMT #NAME? EXPORT 1760 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 8.06 4.73 4.72
E 2406 1 TH0441 PONU2872780 c-2.0¡C 20' 23.7 CHEE #NAME? V EXPORT 1670 74.97 0.5 2 37.0 -2.0 35.0 6000 2500 16.30 3.66 3.60
E 2406 2 TH0443 PONU2873299 c-2.0¡C 20' 23.7 CHEE #NAME? V EXPORT 1670 74.97 0.5 2 37.0 -2.0 35.0 6000 2500 16.30 3.66 3.60
E 2407 1 TH0501 MWCU5600390 c-2.0¡C 20' 23.7 CHEE #NAME? V EXPORT 1670 74.97 0.5 2 37.0 -2.0 35.0 6000 2500 16.30 3.66 3.60
E 2407 2 TH0445 PONU2966909 c+3.0¡C 20' 23.7 CHEE #NAME? V EXPORT 2850 74.97 0.5 2 32.0 3.0 35.0 12000 2500 32.30 3.13 3.56
E 2408 1 FR0502 SUDU1020269 -20.0¡C 20' 22.6 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 10.92 7.37 3.71
E 2409 1 FR2223 SUDU5212418 -20.0¡C 40' 25.3 FZMT #NAME? EXPORT 1760 135.26 0.5 2 55.0 -20.0 35.0 3000 2500 6.77 8.25 4.15
E 2411 1 2-Mar TRIU8823013 -20.0¡C 40' 25.4 FZMT #NAME? STORAG 1760 135.26 0.5 2 55.0 -20.0 35.0 3000 2500 6.80 8.28 4.15
L 0103 1 FR0218 GCEU2013744 +3.0¡C 20' 23 CEE #NAME? T IMPORT 2850 74.97 0.5 2 32.0 3.0 35.0 12000 2500 31.35 3.03 3.56
L 0103 2 FR0225 GCEU3127551 +3.0¡C 20' 23 CEE #NAME? IMPORT 2850 74.97 0.5 2 32.0 3.0 35.0 12000 2500 31.35 3.03 3.56
L 0107 1 FR1552 PONU2886125 -1.0¡C 20' 12.6 CHMT #NAME? V EXPORT 1340 74.97 0.5 2 36.0 -1.0 35.0 10000 2500 7.15 0.94 3.66
L 0107 2 FR2030 MWCU5694419 +4.0¡C 20' 18.9 CHIL #NAME? V EXPORT 3640 74.97 0.5 2 31.0 4.0 35.0 12000 2500 34.00 3.19 3.53
L 0109 1 FR0656 MWCU6717170 -1.0¡C 40' 22.4 CHMT #NAME? V EXPORT 1340 135.26 0.5 2 36.0 -1.0 35.0 10000 2500 7.05 1.67 4.41
L 0109 2 FR0653 PONU4955061 -1.0¡C 40' 21.7 CHMT #NAME? V EXPORT 1340 135.26 0.5 2 36.0 -1.0 35.0 10000 2500 6.83 1.62 4.41
L 0111 1 24-Mar ZCSU5829329 -21.0¡C 40' 29 FZMT #NAME? EXPORT 1760 135.26 0.5 2 56.0 -21.0 35.0 3000 2500 7.62 9.45 4.16
L 0111 2 TU1536 CRXU6968646 -18.0¡C 40' 29.7 FZMT #NAME? EXPORT 1760 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 8.26 4.84 4.72
L 0203 1 FR0907 PCIU5812877 0.0¡C 20' 12.5 KIWI #NAME? EXPORT 1970 74.97 0.5 2 35.0 0.0 35.0 10000 2500 10.74 1.37 3.63
L 0203 2 FR1220 GCEU2953651 -20.0¡C 20' 18.5 FZPY #NAME? EXPORT 1590 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 8.07 5.45 3.71
L 0204 1 TH1639 OOLU3840141 +4.0¡C 20' 11.2 BUTR #NAME? EXPORT 2600 74.97 0.5 2 31.0 4.0 35.0 12000 2500 14.39 1.35 3.53
L 0204 2 FR1225 GESU9297846 -18.0¡C 20' 23 FZMT #NAME? EXPORT 1760 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 11.54 3.75 3.97
L 0205 1 TH1304 OOLU3847207 +3.0¡C 20' 13.6 CHEE #NAME? EXPORT 2850 74.97 0.5 2 32.0 3.0 35.0 12000 2500 18.54 1.79 3.56
L 0205 2 TH1928 PCIU5797941 -21.0¡C 20' 19.7 FZMT #NAME? EXPORT 1760 74.97 0.5 2 56.0 -21.0 35.0 3000 2500 9.34 6.42 3.72
L 0206 1 TU2330 GESU9338837 0.0¡C 20' 23 CHEE #NAME? EXPORT 1670 74.97 0.5 2 35.0 0.0 35.0 10000 2500 16.75 2.13 3.63
L 0206 2 WE1030 PCIU5802354 -18.0¡C 20' 21.5 FZMT #NAME? EXPORT 1760 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 10.79 3.50 3.97
L 0207 1 TU1639 PCIU5799271 -18.0¡C 20' 23 FZBU #NAME? EXPORT 1260 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.26 2.68 3.97
L 0207 2 WE0551 OOLU3854546 -21.0¡C 20' 22.1 FZFS #NAME? EXPORT 1900 74.97 0.5 2 56.0 -21.0 35.0 3000 2500 11.32 7.78 3.72
L 0208 1 26-Mar GESU9337213 -20.0¡C 20' 19.9 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 9.61 6.49 3.71
L 0208 2 27-Mar GESU9337070 -18.0¡C 20' 20 FZMT #NAME? EXPORT 1760 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 10.03 3.26 3.97
L 0209 1 FR0641 MWCU5702725 -25.0¡C 20' 20.4 FZJC #NAME? V EXPORT 2510 74.97 0.5 2 60.0 -25.0 35.0 3000 2500 12.86 9.48 3.77
L 0209 2 FR0645 POCU2829498 -25.0¡C 20' 20.6 FZJC #NAME? V EXPORT 2510 74.97 0.5 2 60.0 -25.0 35.0 3000 2500 12.99 9.58 3.77
L 0210 1 FR0649 POCU2840901 -25.0¡C 20' 20.6 FZJC #NAME? V EXPORT 2510 74.97 0.5 2 60.0 -25.0 35.0 3000 2500 12.99 9.58 3.77
L 0210 2 FR0658 POCU2829559 -25.0¡C 20' 20.6 FZJC #NAME? V EXPORT 2510 74.97 0.5 2 60.0 -25.0 35.0 3000 2500 12.99 9.58 3.77
L 0211 1 FR1616 SUDU4710294 -18.0¡C 40' 30.5 FZBU #NAME? EXPORT 1260 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 6.07 3.56 4.72
L 0301 1 FR1142 PCIU5970609 0.0¡C 40' 24 GRAP #NAME? EXPORT 3680 135.26 0.5 2 35.0 0.0 35.0 10000 2500 21.34 4.91 4.37
L 0301 2 FR1426 PCIU5979041 -18.0¡C 40' 12.8 FZIC #NAME? EXPORT 2510 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 5.08 2.97 4.72
L 0303 1 FR0912 MSCU3626503 -1.0¡C 20' 10.7 CHMT #NAME? V EXPORT 1340 74.97 0.5 2 36.0 -1.0 35.0 10000 2500 6.07 0.80 3.66
L 0303 2 FR1245 MAEU5668561 +15.0¡C 20' 14.3 WINE #NAME? V EXPORT 3770 74.97 0.5 2 20.0 15.0 35.0 15000 2500 42.09 2.00 3.18
L 0304 1 FR1812 CBHU2637807 +20.0¡C 20' 20.8 REEF #NAME? T IMPORT 3060 74.97 0.5 2 15.0 20.0 35.0 15000 2500 67.49 2.36 3.01
L 0305 1 FR1549 PONU2930892 -1.0¡C 20' 12.6 CHMT #NAME? V EXPORT 1340 74.97 0.5 2 36.0 -1.0 35.0 10000 2500 7.15 0.94 3.66
L 0306 1 FR0006 TRIU6403752 -23.3¡C 20' 15 REE #NAME? IMPORT 1600 74.97 0.5 2 58.3 -23.3 35.0 3000 2500 6.21 4.44 3.75
L 0306 2 FR0221 GCEU2019315 +3.0¡C 20' 23 CEE #NAME? IMPORT 2850 74.97 0.5 2 32.0 3.0 35.0 12000 2500 31.35 3.03 3.56
L 0307 1 FR1625 MAEU5698165 -18.0¡C 20' 22 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 11.04 3.59 3.97
L 0307 2 FR2226 MWCU5686671 -20.0¡C 20' 22.5 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 10.87 7.33 3.71
L 0308 1 WE1758 GESU9338708 -20.0¡C 20' 19.9 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 9.61 6.49 3.71
L 0308 2 FR0402 GESU9338082 c+2.0¡C 20' 23.6 CHEE #NAME? EXPORT 2850 74.97 0.5 2 33.0 2.0 35.0 10000 2500 31.16 3.74 3.57
L 0309 1 FR0655 MWCU6869553 -1.0¡C 40' 26.1 CHMT #NAME? V EXPORT 1340 135.26 0.5 2 36.0 -1.0 35.0 10000 2500 8.21 1.94 4.41
L 0311 1 FR1445 OOLU6311352 +1.0¡C 40' 26 GRAP #NAME? EXPORT 3680 135.26 0.5 2 34.0 1.0 35.0 10000 2500 23.82 5.32 4.32
L 0401 1 FR1143 MWSU9024166 0.0¡C 40' 24 CHMT #NAME? V EXPORT 1340 135.26 0.5 2 35.0 0.0 35.0 10000 2500 7.77 1.79 4.37
L 0401 2 SA1219 PONU4956617 -1.0¡C 40' 29.3 CHMT #NAME? V EXPORT 1340 135.26 0.5 2 36.0 -1.0 35.0 10000 2500 9.22 2.18 4.41
L 0403 1 WE2322 CRXU5297836 -20.0¡C 20' 9.7 FZFS #NAME? EXPORT 1900 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 5.06 3.41 3.71
L 0404 1 WE2228 TRLU1055263 -20.0¡C 20' 10 FZFS #NAME? EXPORT 1900 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 5.22 3.52 3.71
L 0404 2 WE2229 IRNU2804531 -20.0¡C 20' 10.7 FZFS #NAME? EXPORT 1900 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 5.58 3.76 3.71
L 0405 1 FR0643 POCU2816187 -25.0¡C 20' 20.8 FZJC #NAME? V EXPORT 2510 74.97 0.5 2 60.0 -25.0 35.0 3000 2500 13.12 9.67 3.77
L 0407 1 TH1609 GESU9298170 -20.0¡C 20' 20.7 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 10.00 6.75 3.71
L 0407 2 FR0408 GESU9338992 c+3.0¡C 20' 23.6 CHEE #NAME? EXPORT 2850 74.97 0.5 2 32.0 3.0 35.0 12000 2500 32.17 3.11 3.56
L 0408 1 FR1635 PCIU5808542 -18.0¡C 20' 17.2 FZBU #NAME? EXPORT 1260 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 6.18 2.01 3.97
L 0408 2 FR1947 CBHU2656216 -18.0¡C 20' 20.8 FZMT #NAME? EXPORT 1760 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 10.43 3.39 3.97
L 0409 1 FR1220 MWCU6790989 -1.0¡C 40' 30.3 CHMT #NAME? V EXPORT 1340 135.26 0.5 2 36.0 -1.0 35.0 10000 2500 9.53 2.26 4.41
L 0411 1 FR1416 MSCU7328528 -1.0¡C 40' 21.2 CHMT #NAME? V EXPORT 1340 135.26 0.5 2 36.0 -1.0 35.0 10000 2500 6.67 1.58 4.41
L 0501 1 MO0510 GESU9289769 -18.0¡C 40' 29.8 FZMT EXPORT 1760 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 8.29 4.86 4.72
L 0503 1 TU0712 CBHU2643100 -18.0¡C 20' 17 FZMT #NAME? EXPORT 1760 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.53 2.77 3.97
L 0503 2 TH1046 CBHU2674185 -18.0¡C 20' 14.4 FZBU #NAME? EXPORT 1260 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 5.17 1.68 3.97
L 0504 1 TH1741 PCIU5814041 +18.0¡C 20' 8.6 REEF #NAME? IMPORT 3060 74.97 0.5 2 17.0 18.0 35.0 15000 2500 24.41 0.97 3.08
L 0507 1 TU2024 PCIU5805939 -21.0¡C 20' 20.1 FZMT #NAME? EXPORT 1760 74.97 0.5 2 56.0 -21.0 35.0 3000 2500 9.53 6.55 3.72
L 0508 1 WE0109 POCU2841718 -20.0¡C 20' 17.8 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 8.60 5.80 3.71
L 0508 2 WE0614 MSCU3610940 -18.0¡C 20' 17.9 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.98 2.92 3.97
L 0509 1 TH0529 MWCU5748367 -1.0¡C 20' 18.9 CHMT #NAME? V EXPORT 1340 74.97 0.5 2 36.0 -1.0 35.0 10000 2500 10.73 1.41 3.66
L 0509 2 TH0539 PONU2972352 -20.0¡C 20' 18.6 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 8.99 6.06 3.71
L 0510 1 WE0008 POCU2828871 -20.0¡C 20' 17.4 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 8.41 5.67 3.71
L 0510 2 WE0026 PONU2976126 -1.5¡C 20' 15 CHMT #NAME? V EXPORT 1340 74.97 0.5 2 36.5 -1.5 35.0 10000 2500 8.39 1.12 3.67
L 0601 1 TH1330 MSCU7439753 +13.0¡C 40' 11.4 CHIL #NAME? EXPORT 3640 135.26 0.5 2 22.0 13.0 35.0 15000 2500 16.24 1.54 3.80
L 0601 2 TH1331 CRLU1277520 +13.0¡C 40' 11.4 CHIL #NAME? EXPORT 3640 135.26 0.5 2 22.0 13.0 35.0 15000 2500 16.24 1.54 3.80
L 0603 1 WE1143 OOLU3831746 +4.0¡C 20' 16.5 CHEE #NAME? EXPORT 2850 74.97 0.5 2 31.0 4.0 35.0 12000 2500 23.24 2.18 3.53
L 0603 2 TH0525 GESU9339031 -20.0¡C 20' 20.4 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 9.85 6.65 3.71
L 0604 1 FR1314 OOLU3828336 +15.0¡C 20' 15.9 CONF #NAME? EXPORT 3350 74.97 0.5 2 20.0 15.0 35.0 15000 2500 41.59 1.97 3.18
L 0604 2 FR1355 PCIU5802903 0.0¡C 20' 15 GRAP #NAME? EXPORT 3680 74.97 0.5 2 35.0 0.0 35.0 10000 2500 24.07 3.07 3.63
L 0605 1 TH1430 MWCU5644022 -18.0¡C 20' 22.3 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 11.19 3.63 3.97
L 0607 1 TH1518 CRLU1206907 +13.0¡C 40' 8.2 CHIL #NAME? EXPORT 3640 135.26 0.5 2 22.0 13.0 35.0 15000 2500 11.68 1.11 3.80
L 0609 1 FR1215 KNLU4724520 +15.0¡C 40' 19.7 CONF #NAME? EXPORT 3350 135.26 0.5 2 20.0 15.0 35.0 15000 2500 28.56 2.44 3.68
L 0611 1 FR1640 SUDU1123328 -18.0¡C 20' 20.9 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 7.98 2.59 3.97
L 0701 1 FR1206 MNLU9720216 +15.0¡C 40' 21.9 CONF #NAME? EXPORT 3350 135.26 0.5 2 20.0 15.0 35.0 15000 2500 31.75 2.72 3.68
L 0701 2 FR1318 OOLU6092070 -21.0¡C 40' 24.3 FZMT #NAME? EXPORT 1760 135.26 0.5 2 56.0 -21.0 35.0 3000 2500 6.39 7.92 4.16
L 0703 1 TH1734 CBHU2647235 -18.0¡C 20' 11 REEF #NAME? TRANSSH 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 4.20 1.36 3.97
L 0705 1 TH2002 APRU5074912 -18.0¡C 40' 27 REEF #NAME? IMPORT 1340 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 5.72 3.35 4.72
L 0707 1 TH1955 APRU5083107 -18.0¡C 40' 27.5 REEF #NAME? IMPORT 1340 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 5.82 3.41 4.72
L 0709 1 TH0638 CRLU1217218 -18.0¡C 40' 24.5 FZFS #NAME? EXPORT 1900 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 7.35 4.31 4.72
L 0801 1 WE1612 PCIU5999285 -18.0¡C 40' 29 FZMT #NAME? EXPORT 1760 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 8.06 4.73 4.72
L 0801 2 FR2245 OOLU5961950 -20.0¡C 40' 25 FZMT #NAME? EXPORT 1760 135.26 0.5 2 55.0 -20.0 35.0 3000 2500 6.69 8.15 4.15
L 0806 1 TH1731 CBHU2648714 -18.0¡C 20' 11.1 REEF #NAME? TRANSSH 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 4.24 1.38 3.97
L 0807 1 WE1547 GESU9341050 -20.0¡C 40' 25.5 FZPY #NAME? EXPORT 1590 135.26 0.5 2 55.0 -20.0 35.0 3000 2500 6.17 7.51 4.15
L 0807 2 WE1957 CBHU2983760 -18.0¡C 40' 29.6 FZMT #NAME? EXPORT 1760 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 8.23 4.82 4.72
L 1001 1 WE1653 CRXU6805715 -18.0¡C 40' 21.9 REEF #NAME? IMPORT 1340 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 4.64 2.72 4.72
L 1003 1 FR1417 MWCU5672596 +4.0¡C 20' 15.6 BUTR #NAME? EXPORT 2600 74.97 0.5 2 31.0 4.0 35.0 12000 2500 20.04 1.88 3.53
L 1003 2 FR1654 CRLU3807430 +4.0¡C 20' 12.5 CHIL #NAME? EXPORT 3640 74.97 0.5 2 31.0 4.0 35.0 12000 2500 22.49 2.11 3.53
L 1004 1 TH0532 SUDU1031052 -18.0¡C 20' 21.6 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.25 2.68 3.97
L 1005 1 FR1358 SCZU8677047 -18.0¡C 20' 14.9 FZFS #NAME? EXPORT 1900 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.07 2.62 3.97
L 1005 2 FR1351 SCZU8262354 -18.0¡C 20' 15.2 FZFS #NAME? EXPORT 1900 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.23 2.67 3.97
L 1101 1 MO0602 HDMU5934579 -18.0¡C 40' 29.3 FZMT EXPORT 1760 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 8.15 4.77 4.72
L 1103 1 26-Mar MWCU5741151 -1.0¡C 20' 17 CHMT #NAME? V EXPORT 1340 74.97 0.5 2 36.0 -1.0 35.0 10000 2500 9.65 1.27 3.66
L 1103 2 26-Mar PONU2928792 -20.0¡C 20' 19.6 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 9.47 6.39 3.71
L 1104 1 26-Mar CBHU2635173 +9.0¡C 20' 23.1 CHEE #NAME? EXPORT 2850 74.97 0.5 2 26.0 9.0 35.0 15000 2500 39.05 2.44 3.38
L 1104 2 26-Mar CBHU2637670 +9.0¡C 20' 23.1 CHEE #NAME? EXPORT 2850 74.97 0.5 2 26.0 9.0 35.0 15000 2500 39.05 2.44 3.38
L 1105 1 WE0924 PONU2951093 +4.0¡C 20' 18.1 CHIL #NAME? V EXPORT 3640 74.97 0.5 2 31.0 4.0 35.0 12000 2500 32.56 3.05 3.53
L 1105 2 WE1101 PONU2880235 +4.0¡C 20' 18.2 CHIL #NAME? V EXPORT 3640 74.97 0.5 2 31.0 4.0 35.0 12000 2500 32.74 3.07 3.53
L 1106 1 WE2316 MWCU5691847 -20.0¡C 20' 17.6 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 8.50 5.74 3.71
L 1106 2 WE2332 MWCU5630707 -20.0¡C 20' 21.1 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 10.19 6.88 3.71
L 1107 1 WE1936 CRLU1251249 -18.0¡C 40' 29.7 FZMT #NAME? EXPORT 1760 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 8.26 4.84 4.72
L 1107 2 TH0607 MNLU9721613 -18.0¡C 40' 27.9 FZPY #NAME? EXPORT 1590 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 7.01 4.11 4.72
L 1201 1 WE2157 PCIU5989060 -18.0¡C 40' 29.7 FZMT #NAME? EXPORT 1760 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 8.26 4.84 4.72
L 1203 1 WE1821 SUDU1054090 -18.0¡C 20' 21.1 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.06 2.62 3.97
L 1204 1 SA0157 PONU2957511 +4.0¡C 20' 21.7 CEZ #NAME? IMPORT 2500 74.97 0.5 2 31.0 4.0 35.0 12000 2500 26.81 2.51 3.53
L 1205 1 FR1649 CRLU3149452 -18.0¡C 20' 21.1 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.06 2.62 3.97
L 1206 1 WE2247 SUDU1054401 -18.0¡C 20' 21.5 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.21 2.67 3.97
L 1207 1 TH0523 SUDU1090203 -18.0¡C 20' 22.4 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.56 2.78 3.97
L 1207 2 TH0532 CRLU3166969 -18.0¡C 20' 21.7 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.29 2.69 3.97
L 1301 1 FR1319 OOLU6400660 0.0¡C 40' 22.4 GRAP #NAME? EXPORT 3680 135.26 0.5 2 35.0 0.0 35.0 10000 2500 19.92 4.58 4.37
L 1401 1 26-Mar GESU9307311 -20.0¡C 40' 31 FZMT #NAME? EXPORT 1760 135.26 0.5 2 55.0 -20.0 35.0 3000 2500 8.30 10.10 4.15
L 1401 2 TH1357 GESU9204062 -20.0¡C 40' 25.5 FZPY #NAME? EXPORT 1590 135.26 0.5 2 55.0 -20.0 35.0 3000 2500 6.17 7.51 4.15
L 1403 1 26-Mar GESU9319729 -18.0¡C 40' 29.8 FZMT #NAME? EXPORT 1760 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 8.29 4.86 4.72
L 1403 2 WE1313 CBHU2941975 +13.0¡C 40' 10.9 CHIL #NAME? EXPORT 3640 135.26 0.5 2 22.0 13.0 35.0 15000 2500 15.53 1.47 3.80
L 1405 1 WE1459 GESU9273192 -18.0¡C 40' 28.5 FZMT #NAME? EXPORT 1760 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 7.92 4.64 4.72
L 1405 2 WE1715 GESU9340855 -18.0¡C 40' 28.5 FZMT #NAME? EXPORT 1760 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 7.92 4.64 4.72
L 1407 1 FR0620 OOLU6092260 -18.0¡C 40' 29.6 FZMT #NAME? EXPORT 1760 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 8.23 4.82 4.72
L 1407 2 FR0903 CRLU1234914 -18.0¡C 40' 25 HFSF #NAME? EXPORT 1590 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 6.28 3.68 4.72
L 1501 1 23-Mar ZCSU5971009 -18.0¡C 40' 30.2 FZMT #NAME? EXPORT 1760 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 8.40 4.92 4.72
L 1503 1 FR1416 SUDU1146160 -18.0¡C 20' 25 FZMT #NAME? EXPORT 1760 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 12.54 4.07 3.97
L 1504 1 FR2224 OOLU3832341 -20.0¡C 20' 21 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 10.14 6.84 3.71
L 1601 1 FR2247 MSCU7434772 -18.0¡C 40' 29.6 FZMT #NAME? EXPORT 1760 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 8.23 4.82 4.72
L 1603 1 FR1633 MWCU6709046 -18.0¡C 40' 29.7 REEF #NAME? IMPORT 1340 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 6.29 3.69 4.72
L 1605 1 FR1628 PONU4728026 -18.0¡C 40' 28.8 REEF #NAME? IMPORT 1340 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 6.10 3.57 4.72
L 1605 2 FR1631 CRLU5153678 +1.0¡C 40' 21.5 REEF #NAME? IMPORT 3060 135.26 0.5 2 34.0 1.0 35.0 10000 2500 16.38 3.66 4.32
L 1702 1 TH2157 MNLU8720356 -18.0¡C 20' 18.1 FZMT #NAME? EXPORT 1760 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 9.08 2.95 3.97
L 1702 2 FR1150 OOLU3842587 -18.0¡C 20' 17.7 FZMT #NAME? EXPORT 1760 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.88 2.88 3.97
L 1801 1 FR1336 OOLU6110569 0.0¡C 40' 20.1 GRAP #NAME? EXPORT 3680 135.26 0.5 2 35.0 0.0 35.0 10000 2500 17.88 4.11 4.37
L 1807 1 FR1139 MSCU4916826 FAN 40' 29.1 FANT V EXPORT 1 135.26 0.5 2 35.0 35.0 10000 2500 2.50
L 1903 1 26-Mar MWCU5695082 -20.0¡C 20' 22.2 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 10.72 7.24 3.71
L 1903 2 26-Mar PONU2896360 -20.0¡C 20' 19.4 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 9.37 6.32 3.71
L 1904 1 24-Mar SUDU1003106 +12.8¡C 20' 15.9 REEF #NAME? IMPORT 3060 74.97 0.5 2 22.2 12.8 35.0 15000 2500 34.04 1.80 3.25
L 1904 2 WE2138 NYKU7557281 -18.0¡C 20' 11.9 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 4.55 1.48 3.97
L 1905 1 TU1301 PONU2872250 -21.0¡C 20' 22.6 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 56.0 -21.0 35.0 3000 2500 10.72 7.37 3.72
L 1905 2 TU2043 PONU2973364 -20.0¡C 20' 19.9 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 9.61 6.49 3.71
L 1906 1 WE1754 SUDU1037493 -18.0¡C 20' 19.4 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 7.41 2.41 3.97
L 2003 1 WE1108 MSCU3619063 +1.0¡C 20' 17 CHEE #NAME? EXPORT 2850 74.97 0.5 2 34.0 1.0 35.0 10000 2500 21.77 2.69 3.60
L 2003 2 FR2114 MWCU5603276 -20.0¡C 20' 17.5 FVG #NAME? IMPORT 1900 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 9.13 6.16 3.71
L 2004 1 WE2356 SCZU8670490 -20.0¡C 20' 17.4 REEF #NAME? IMPORT 1340 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 6.40 4.32 3.71
L 2004 2 TH0846 CGMU2971754 -25.0¡C 20' 8.8 ICRM #NAME? IMPORT 1880 74.97 0.5 2 60.0 -25.0 35.0 3000 2500 4.16 3.06 3.77
L 2005 1 TH1548 MSCU3629544 +4.0¡C 20' 17.5 CHEE #NAME? EXPORT 2850 74.97 0.5 2 31.0 4.0 35.0 12000 2500 24.65 2.31 3.53
L 2007 1 FR2145 MWCU5673273 +12.0¡C 20' 12.3 CHC #NAME? IMPORT 3640 74.97 0.5 2 23.0 12.0 35.0 15000 2500 30.18 1.66 3.28
L 2008 1 FR2048 CGMU2978701 -20.0¡C 20' 14.5 REEF #NAME? IMPORT 1340 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 5.33 3.60 3.71
L 2008 2 FR2055 ANNU5015892 +4.0¡C 20' 21.6 REE #NAME? IMPORT 3060 74.97 0.5 2 31.0 4.0 35.0 12000 2500 32.66 3.06 3.53
L 2009 1 SA0717 PONU4938017 -1.0¡C 40' 24.5 CHMT #NAME? V EXPORT 1340 135.26 0.5 2 36.0 -1.0 35.0 10000 2500 7.71 1.82 4.41
L 2011 1 FR0104 CRLU1305303 -1.5¡C 40' 25.6 CHMT #NAME? V EXPORT 1340 135.26 0.5 2 36.5 -1.5 35.0 10000 2500 7.94 1.91 4.44
L 2101 1 26-Mar PONU4871802 -1.5¡C 40' 25.6 CHMT #NAME? V EXPORT 1340 135.26 0.5 2 36.5 -1.5 35.0 10000 2500 7.94 1.91 4.44
L 2103 1 26-Mar CRLU3602960 -18.0¡C 20' 25 FZMT #NAME? EXPORT 1760 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 12.54 4.07 3.97
L 2103 2 26-Mar CRLU3603740 -18.0¡C 20' 20 FZMT #NAME? EXPORT 1760 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 10.03 3.26 3.97
L 2104 1 26-Mar GESU9336691 0.0¡C 20' 23.5 CHEE #NAME? EXPORT 1670 74.97 0.5 2 35.0 0.0 35.0 10000 2500 17.11 2.18 3.63
L 2104 2 26-Mar CBHU2669912 +9.0¡C 20' 22.8 CHEE #NAME? EXPORT 2850 74.97 0.5 2 26.0 9.0 35.0 15000 2500 38.54 2.41 3.38
L 2105 1 TU2039 MWMU6363457 -1.0¡C 40' 25.4 CHMT #NAME? V EXPORT 1340 135.26 0.5 2 36.0 -1.0 35.0 10000 2500 7.99 1.89 4.41
L 2105 2 TU2145 MWMU6342290 -1.5¡C 40' 24.7 CHMT #NAME? V EXPORT 1340 135.26 0.5 2 36.5 -1.5 35.0 10000 2500 7.66 1.84 4.44
L 2107 1 WE0113 MWMU6306631 -1.5¡C 40' 26 CHMT #NAME? V EXPORT 1340 135.26 0.5 2 36.5 -1.5 35.0 10000 2500 8.06 1.94 4.44
L 2107 2 TH0128 MWCU6718120 -1.5¡C 40' 24.9 CHMT #NAME? V EXPORT 1340 135.26 0.5 2 36.5 -1.5 35.0 10000 2500 7.72 1.85 4.44
L 2109 1 WE1755 SUDU1102691 -18.0¡C 20' 19.7 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 7.52 2.44 3.97
L 2109 2 WE1827 SUDU1043304 -18.0¡C 20' 21.2 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.10 2.63 3.97
L 2110 1 FR2321 GESU9336310 -20.0¡C 20' 17.8 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 8.60 5.80 3.71
L 2111 1 TH1730 CRLU7229514 -1.0¡C 40' 29 CHMT #NAME? V EXPORT 1340 135.26 0.5 2 36.0 -1.0 35.0 10000 2500 9.12 2.16 4.41
L 2111 2 FR0915 MWMU6430555 -1.0¡C 40' 29.1 CHMT #NAME? V EXPORT 1340 135.26 0.5 2 36.0 -1.0 35.0 10000 2500 9.15 2.17 4.41
L 2201 1 FR1412 FSCU5645249 -18.0¡C 40' 29 FZMT #NAME? EXPORT 1760 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 8.06 4.73 4.72
L 2203 1 FR0003 CBHU2652695 +15.0¡C 20' 8.3 REEF #NAME? IMPORT 3060 74.97 0.5 2 20.0 15.0 35.0 15000 2500 19.83 0.94 3.18
L 2203 2 FR1815 CBHU2675509 -15.0¡C 20' 20.9 REEF #NAME? IMPORT 1340 74.97 0.5 2 50.0 -15.0 35.0 6000 2500 8.47 2.59 3.91
L 2205 1 FR0650 MWCU5601329 -25.0¡C 20' 20.4 FZJC #NAME? V EXPORT 2510 74.97 0.5 2 60.0 -25.0 35.0 3000 2500 12.86 9.48 3.77
L 2207 1 FR1656 FBLU6207507 -20.0¡C 20' 18 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 8.70 5.87 3.71
L 2209 1 FR1135 MSCU5611272 FAN 40' 29.1 FANT V EXPORT 1 135.26 0.5 2 35.0 35.0 10000 2500 2.50
L 2211 1 FR1149 TRIU8282372 +15.0¡C 40' 17.2 CONF #NAME? EXPORT 3350 135.26 0.5 2 20.0 15.0 35.0 15000 2500 24.93 2.13 3.68
L 2301 1 FR0807 GCEU7720400 +15.5¡C 40' 16 REE #NAME? IMPORT 3060 135.26 0.5 2 19.5 15.5 35.0 15000 2500 21.76 1.81 3.65
L 2303 1 FR2121 PONU2976471 -20.0¡C 20' 17 FVG #NAME? IMPORT 1900 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 8.87 5.98 3.71
L 2304 1 FR0214 GCEU3128603 +3.0¡C 20' 23 CEE #NAME? IMPORT 2850 74.97 0.5 2 32.0 3.0 35.0 12000 2500 31.35 3.03 3.56
L 2306 1 SA0530 ANNU5019223 +4.0¡C 20' 21.6 REE #NAME? IMPORT 3060 74.97 0.5 2 31.0 4.0 35.0 12000 2500 32.66 3.06 3.53
L 2306 2 SA0537 GCEU2954323 -20.0¡C 20' 19.8 REEF #NAME? IMPORT 1340 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 7.28 4.91 3.71
L 2308 1 FR2056 MAEU5667652 -20.0¡C 20' 20 REEF #NAME? IMPORT 1340 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 7.36 4.96 3.71
L 2308 2 FR2103 CGMU2971008 -20.0¡C 20' 16.4 REEF #NAME? IMPORT 1340 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 6.03 4.07 3.71
L 2309 1 SA0524 GCEU2029210 -20.0¡C 20' 17.4 FPT #NAME? IMPORT 1900 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 9.07 6.12 3.71
L 2309 2 SA0528 MWCU5686100 -20.0¡C 20' 16.9 FVG #NAME? IMPORT 1900 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 8.81 5.95 3.71
L 2310 1 FR1957 GESU9084199 -25.0¡C 20' 10.5 FFS #NAME? IMPORT 1900 74.97 0.5 2 60.0 -25.0 35.0 3000 2500 5.01 3.69 3.77
L 2401 1 SU1740 SUDU5202662 +18.0¡C 40' 17 REEF #NAME? IMPORT 3060 135.26 0.5 2 17.0 18.0 35.0 15000 2500 26.74 1.93 3.51
L 2403 1 SA1824 SUDU5118968 -18.0¡C 40' 22 REEF #NAME? IMPORT 1340 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 4.66 2.73 4.72
L 2403 2 SU1737 SUDU5203231 +18.0¡C 40' 17.3 REEF #NAME? IMPORT 3060 135.26 0.5 2 17.0 18.0 35.0 15000 2500 27.21 1.96 3.51
L 2503 1 SA0534 PONU2965482 -20.0¡C 20' 17.1 FVG #NAME? IMPORT 1900 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 8.92 6.02 3.71
L 2505 1 FR2110 CGMU5500402 -23.0¡C 20' 17.5 FFS #NAME? IMPORT 1900 74.97 0.5 2 58.0 -23.0 35.0 3000 2500 8.65 6.16 3.75
L 2506 1 FR2119 MWCU5616674 +4.0¡C 20' 23.7 CEZ #NAME? IMPORT 2500 74.97 0.5 2 31.0 4.0 35.0 12000 2500 29.28 2.74 3.53
L 2509 1 FR2044 PONU2895873 -20.0¡C 20' 18.5 FMT #NAME? IMPORT 1900 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 9.65 6.51 3.71
L 2510 1 FR1939 MWCU5675281 +4.0¡C 20' 20.6 CEZ #NAME? IMPORT 2500 74.97 0.5 2 31.0 4.0 35.0 12000 2500 25.45 2.38 3.53
L 2510 2 FR2000 PONU2964064 -20.0¡C 20' 16.1 FVG #NAME? IMPORT 1900 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 8.40 5.66 3.71
L 2511 1 TH0543 MSCU7445015 +3.0¡C 40' 29.3 VEGS #NAME? EXPORT 3850 135.26 0.5 2 32.0 3.0 35.0 12000 2500 29.90 5.22 4.28
L 2511 2 TH0532 MSCU7402477 -20.0¡C 40' 31.6 FZMT #NAME? EXPORT 1760 135.26 0.5 2 55.0 -20.0 35.0 3000 2500 8.46 10.30 4.15
L 2601 1 26-Mar MNLU9722076 -18.0¡C 40' 29.5 FZMT #NAME? EXPORT 1760 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 8.20 4.81 4.72
L 2601 2 26-Mar GESU9340710 -20.0¡C 40' 29.5 FZMT #NAME? EXPORT 1760 135.26 0.5 2 55.0 -20.0 35.0 3000 2500 7.90 9.61 4.15
L 2603 1 WE1219 GESU9271820 -20.0¡C 40' 25.5 FZPY #NAME? EXPORT 1590 135.26 0.5 2 55.0 -20.0 35.0 3000 2500 6.17 7.51 4.15
L 2603 2 WE1430 CBHU2964712 +13.0¡C 40' 11.4 CHIL #NAME? EXPORT 3640 135.26 0.5 2 22.0 13.0 35.0 15000 2500 16.24 1.54 3.80
L 2605 1 FR1547 MOLU5541765 +15.0¡C 20' 16.7 CONF #NAME? EXPORT 3350 74.97 0.5 2 20.0 15.0 35.0 15000 2500 43.68 2.07 3.18
L 2605 2 FR1548 OOLU3890348 +15.0¡C 20' 10.7 CONF #NAME? EXPORT 3350 74.97 0.5 2 20.0 15.0 35.0 15000 2500 27.99 1.33 3.18
L 2606 1 WE0609 GESU9298246 -20.0¡C 20' 20 FZMT #NAME? EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 9.66 6.52 3.71
L 2606 2 FR1354 OOLU3849684 -21.0¡C 20' 21.7 FZMT #NAME? EXPORT 1760 74.97 0.5 2 56.0 -21.0 35.0 3000 2500 10.29 7.07 3.72
L 2609 1 WE1504 GESU9340428 -18.0¡C 40' 29.6 FZMT #NAME? EXPORT 1760 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 8.23 4.82 4.72
L 2609 2 TH1736 TRIU8295127 -20.0¡C 40' 30.7 FZMT #NAME? EXPORT 1760 135.26 0.5 2 55.0 -20.0 35.0 3000 2500 8.22 10.01 4.15
L 2611 1 27-Mar GESU9318810 -18.0¡C 40' 30 FZMT #NAME? EXPORT 1760 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 8.34 4.89 4.72
L 2611 2 WE0611 GESU9342117 -18.0¡C 40' 28.7 FZMT #NAME? EXPORT 1760 135.26 0.5 2 53.0 -18.0 35.0 6000 2500 7.98 4.68 4.72
TE 0128 1 FR0922 HLXU3737483 -25.0¡C 20' 21.2 REEF #NAME? IMPORT 1340 74.97 0.5 2 60.0 -25.0 35.0 3000 2500 7.14 5.26 3.77
TE 0128 2 FR0921 HLXU3729600 -25.0¡C 20' 21.1 REEF #NAME? IMPORT 1340 74.97 0.5 2 60.0 -25.0 35.0 3000 2500 7.10 5.24 3.77
TE 0228 1 FR0926 FBLU6207404 -25.0¡C 20' 21.3 REEF #NAME? IMPORT 1340 74.97 0.5 2 60.0 -25.0 35.0 3000 2500 7.17 5.29 3.77
TE 0228 2 FR0930 HLXU3716412 -25.0¡C 20' 21.5 REEF #NAME? IMPORT 1340 74.97 0.5 2 60.0 -25.0 35.0 3000 2500 7.24 5.34 3.77
TE 0328 1 FR0924 CRXU5269351 -25.0¡C 20' 21.3 REEF #NAME? IMPORT 1340 74.97 0.5 2 60.0 -25.0 35.0 3000 2500 7.17 5.29 3.77
TW 0108 1 TH0527 SUDU1040460 -18.0¡C 20' 22.9 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.75 2.84 3.97
TW 0108 2 TH0534 SUDU1072956 -18.0¡C 20' 22.1 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.44 2.74 3.97
TW 0109 1 WE1830 SUDU1036141 -18.0¡C 20' 21.2 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.10 2.63 3.97
TW 0109 2 TH0522 SUDU1061611 -18.0¡C 20' 22.4 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.56 2.78 3.97
TW 0110 1 WE1801 SUDU1101210 -18.0¡C 20' 20.6 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 7.87 2.56 3.97
TW 0110 2 TH0521 SUDU1070444 -18.0¡C 20' 22.2 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.48 2.75 3.97
TW 0111 1 TH0525 SUDU1001037 -18.0¡C 20' 23 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.78 2.85 3.97
TW 0111 2 WE1803 SUDU1002157 -18.0¡C 20' 19.7 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 7.52 2.44 3.97
TW 0112 1 WE1833 SUDU1060913 -18.0¡C 20' 21.3 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.14 2.64 3.97
TW 0112 2 WE1758 SUDU1081623 -18.0¡C 20' 20.7 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 7.91 2.57 3.97
TW 0113 1 WE1750 CRXU5271111 -18.0¡C 20' 21.2 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.10 2.63 3.97
TW 0208 2 TH0529 SUDU1048008 -18.0¡C 20' 23 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.78 2.85 3.97
TW 0209 1 WE1829 SUDU1045056 -18.0¡C 20' 21.3 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.14 2.64 3.97
TW 0209 2 WE1811 SUDU1010738 -18.0¡C 20' 21.3 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.14 2.64 3.97
TW 0210 1 WE1803 SUDU1072365 -18.0¡C 20' 21 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.02 2.61 3.97
TW 0210 2 WE1837 CRLU3157210 -18.0¡C 20' 21.2 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.10 2.63 3.97
TW 0211 1 TH0519 SUDU1051260 -18.0¡C 20' 22.1 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.44 2.74 3.97
TW 0211 2 WE1811 SUDU1003908 -18.0¡C 20' 21 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.02 2.61 3.97
TW 0212 1 WE2249 CRXU5269480 -18.0¡C 20' 21.4 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.17 2.66 3.97
TW 0212 2 WE2246 SUDU1031330 -18.0¡C 20' 21.5 REEF #NAME? IMPORT 1340 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.21 2.67 3.97
V 0101 1 FR2134 MWCU5742760 +12.0¡C 20' 13 CHC #NAME? IMPORT 3640 74.97 0.5 2 23.0 12.0 35.0 15000 2500 31.90 1.75 3.28
V 0201 1 FR1940 PCIU5797598 -18.0¡C 20' 21.4 FZMT #NAME? EXPORT 1760 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 10.74 3.49 3.97
V 0301 1 FR0106 MAEU5661079 -20.0¡C 20' 22.5 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 10.87 7.33 3.71
V 0401 1 TH2240 PONU2870221 -20.0¡C 20' 22.5 FZMT #NAME? V EXPORT 1760 74.97 0.5 2 55.0 -20.0 35.0 3000 2500 10.87 7.33 3.71
V 0501 1 TH1353 TRLU1044459 -18.0¡C 20' 16 FZMT #NAME? EXPORT 1760 74.97 0.5 2 53.0 -18.0 35.0 6000 2500 8.03 2.61 3.97
V 0601 1 WE1108 CBHU2933183 +13.0¡C 40' 10.9 CHIL #NAME? EXPORT 3640 135.26 0.5 2 22.0 13.0 35.0 15000 2500 15.53 1.47 3.80
APPENDIX E
Data Volume
183
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