The company’s assets worth CNY120 million (USD19 million) had been frozen by the court, a stock filing of Sainty Marine stated on 27 May.
The Bank of Jiangsu applied for the
By Reuters 2015-05-26 05:11:44
Japan will join a major U.S.-Australian military exercise for the first time in a sign of growing security links between the three countries as tensions fester over China’s island building in the South China Sea.
While only 40 Japanese officers and soldiers will take part in drills involving 30,000 U.S. and Australian troops in early July, experts said the move showed how Washington wanted to foster cooperation among its security allies in Asia.
The Talisman Sabre biennial exercises, to be held in locations around Australia, will encompass maritime operations, amphibious landings, special forces tactics and urban warfare.
“I think the U.S. is trying to get its allies to do more,” said Euan Graham, director of the International Security Program at the Lowy Institute in Sydney.
“There is an obvious symmetry between Japan as the upper anchor of the Western Pacific alliance and … Australia as the southern anchor.”
All three nations have said they were concerned about freedom of movement through the seas and air in the disputed South China Sea, where China is creating seven artificial islands in the Spratly archipelago, a vital shipping corridor.
Some security experts say China might impose air and sea restrictions in the Spratlys once it completes construction work that includes at least one military airstrip. China has said it had every right to set up an Air Defence Identification Zone but that current conditions did not warrant one.
China claims most of the South China Sea. The Philippines, Vietnam, Malaysia, Taiwan and Brunei also have overlapping claims.
The Japanese personnel will embed with U.S. forces while 500 New Zealand troops will join Australian contingents, according to the Australian Defence Force website.
Japanese Defense Minister Gen Nakatani rebuffed suggestions the exercises were aimed at China, telling Reuters that Japan simply wanted to improve military cooperation with the United States and Australia.
China’s Foreign Ministry spokeswoman Hua Chunying, asked if Beijing was concerned the exercises appeared to be targeted toward China, said it was “not worried”.
“We believe the relevant countries should all play a proactive and constructive role to strengthen mutual trust and cooperation between countries in the region,” she said at a regular news briefing.
“UNPRECEDENTED TRILATERAL COOPERATION”
Security cooperation between Canberra and Tokyo has already flourished under Prime Ministers Tony Abbott and Shinzo Abe, with Japan seen as the frontrunner to win a contract to supply next generation submarines to the Australian navy. U.S. commanders have publicly supported such a tie-up.
U.S. Assistant Secretary of Defense David Shear highlighted Washington’s goal of boosting cooperation between its allies in testimony to the U.S. Senate this month.
“To expand the reach of these alliances, we are embarking on unprecedented trilateral cooperation,” he said.
“In some cases this cooperation directly benefits our work on maritime security. For example, we’re cooperating trilaterally with Japan and Australia to strengthen maritime security in Southeast Asia and explore defense technology cooperation.”
Winning the submarine deal would be a big boost for Japan’s defense industry and potentially pave the way for the sale of advanced Japanese weapons to countries such as the Philippines and Vietnam, which are at loggerheads with Beijing over the South China Sea, experts have said.
Australia also hopes to sign a deal with Japan this year that would smooth the passage of military personnel into one another’s country for joint exercises, the Sydney Morning Herald newspaper reported over the weekend.
Deals such as this would likely become more common as Abbott and Abe push to cement the security ties they have fostered before they leave office, said the Lowy Institute’s Graham.
“There will be more of this, and it’s important in the next couple of years that the relationship beds in because otherwise … you could quickly find it isn’t a self-sustaining relationship,” he said.
By Wendy Laursen 2015-05-26 04:56:13
Overhead bridge cranes haven’t gained the acceptance at container ports that rail-mounted gantry and rubber tire gantry cranes have, but they form the basis of a new concept in container terminal design.
Frans Koch, CEO of Koch Consultancy Group in The Netherlands, believes his design will help revamp existing terminals to boost productivity and efficiency, especially as a new generation of mega-container ships challenge existing facilities. His design concepts can be applied to new terminals as well.
“There is worldwide recognition that further increases in the scale of shipping will demand a fundamentally new approach to container terminals as such factors as the outreach of the cranes and the maximum load on the quays are nearing their natural limits,” says Koch.
“Also, the inefficient use of space and energy consumption has been under discussion for years. Our new generation integrated container terminal (NGICT) concept brings a new generation of integrated container terminals a big step closer.”
The NGICT concept is suitable for reconstructing existing terminals. For example, a terminal originally designed as a straddle carrier terminal can be modified by replacing old straddle carriers with a system of two-directional automated guided vehicles (AGVs) to achieve a much higher stacking capacity and processing speed.
Alternatively, the concept can be employed if an old terminal quay wall needs to be reinforced to withstand the increasing loads of the ship-to-shore gantry cranes or to permit dredging work to increase the depth of the harbor. In this case, an alternative solution is to build a fixed support structure about 30 meters (98 feet) inland from the quay where each pillar has its own foundation.
Yet another example is a terminal where the site paving needs to be replaced, says Koch. “This might be a good time to switch to the new concept for the stacking area incorporating the special overhead cranes. All transport in this new concept takes place through the air so that the demands on the site paving and drainage are much less pressing and might even perhaps be ignored.”
Koch says the operating cost per TEU will be appreciably lower with the NGICT concept than in other modern terminals currently under construction. Simulation models have been used to confirm comparable productivity with the new concept.
“The NGICT configuration offers terminal operators the most solid answer to the requirement of increasingly shorter mooring times for increasingly larger container ships, and without congestion occurring in parts of the process anywhere on the terminal.”
Koch believes his idea of converting traditional stack areas into a NGICT concept in phases has a high implementation potential coupled with the potential for a significant energy use reduction. The energy savings are being achieved by the much lower weight of the means of transport: The overhead bridge cranes weigh approximately 35 tons as opposed to 235 tons for the most modern automatic stacking cranes such as rail-mounted gantry cranes (RMGs) at a span of nine to 10 containers wide.
“Terminals perform differently over the course of a year, but even the fastest terminals do not fulfill the expectations of shipping companies. A significant increase in handling speed requires more than improving the efficiency of each ship-to-shore (STS) crane. First of all, one needs more STS cranes working on one ship at the same time. But to stay flexible in changing between the bays of the ship, the STS crane modules are as narrow as the width of one bay. That’s exactly the point where our NGICT concept starts.”
The main characteristics of the concept are:
• Narrow STS cranes on high-positioned rails that are able to work in adjacent bays of a ship.
• A fixed support structure in the STS area with waterside columns around 30m (98 feet) behind the quay wall.
• Complete integration of the STS area and the stack area. This reduces travel distances for individual containers.
• STS cranes put containers on top of a two-directional AGV which operates parallel to a quay until the designated stack lane has been reached. At this point, the AGV drives over a short distance in the perpendicular direction until a container is underneath the stack overhead bridge crane.
• The special stack overhead bridge cranes can pass each other in the same lane and drive perpendicular to the quay from an STS area to a truck and train area. This way, no other horizontal transport devices are needed at ground level.
“Simulations carried out by TBA Netherlands have shown that a current STS crane working with two-directional AGVs could increase productivity by almost 70 percent, while the number of AGVs per quay crane can be reduced by half,” says Koch.
For a block within the stack area that consists of six stack lanes (180 meters (590 feet) wide and 300 meters (984 feet) long) with two overhead bridge cranes per stack lane (12 in total), the investment will be at least 20 percent lower than a traditional configuration with 10 RMGs in an area of the same size, says Koch. “The savings on operational costs per TEU are much higher.” – MarEx