<p>A container crane of STS-type, Ship To Shore, consists of a spreader hanging underneath a railrunning trolly. As the container is under the influence of wind, it is likely that it starts to turn in a torsional pendulum. This report handles how the torsional pendulum of a container crane can be damped. </p><p>A number of different models have been developed to analyze how different placement of the actuators affects the system. Two differens types of controllers, LQG and MPC, have been developed and applied to these models. The different models and controlers were evaluated and compared by studying simulation results in timedomain. Moreover in order to make the simulations more realistic, a wind model has been developed and applied. </p><p>The models and controllers have been analyzed with bodediagrams and sensitivity functions. </p><p>The analyses shows clearly that the best placement of the actuators for control of the torsional pendulum on an STS-crane is in the trolly, pulling and relaxing the wires. This control is best handled by a state feedback control (LQG). Furthermore, the control should in this way, with addition of in the horizontalplane movable suspensions in the trolly, work acceptably in the whole operational area of a STS-crane.</p>

A container crane of STS-type, Ship To Shore, consists of a spreader hanging underneath a railrunning trolly. As the container is under the influence of wind, it is likely that it starts to turn in a torsional pendulum. This report handles how the torsional pendulum of a container crane can be damped. A number of different models have been developed to analyze how different placement of the actuators affects the system. Two differens types of controllers, LQG and MPC, have been developed and applied to these models. The different models and controlers were evaluated and compared by studying simulation results in timedomain. Moreover in order to make the simulations more realistic, a wind model has been developed and applied. The models and controllers have been analyzed with bodediagrams and sensitivity functions. The analyses shows clearly that the best placement of the actuators for control of the torsional pendulum on an STS-crane is in the trolly, pulling and relaxing the wires. This control is best handled by a state feedback control (LQG). Furthermore, the control should in this way, with addition of in the horizontalplane movable suspensions in the trolly, work acceptably in the whole operational area of a STS-crane.

Container traffic in seaports around the world in constantly increasing, with energy costs being a significant part of the total costs. The container terminal (CT) of the Port of Gävle, the largest in the east coast of Sweden, is not an exception to this. With traffic growing annually, a new terminal will be opened in the following years, adding three more ship-to-shore (STS) cranes to the two existing ones, and six electric rubber tyred gantry (eRTG) cranes. Therefore, it is highly important to strengthen energy efficiency measures, reducing the energy consumption and the costs associated with it. This is why the aim of this report is to analyse whether implementing energy storage systems in the cranes of the container terminal Port of Gävle can contribute to reduce electricity costs by recovering energy when braking lowering containers, and by shaving power peaks. After a literature review of current energy recovery and storage options, this work presents three solutions: two alternatives for the current situation with two ship-to-shore (STS) cranes, and a third solution to be implemented in the three future STS cranes to be installed, which can also be beneficial for any other crane in the terminal. According to the made calculations, the three alternatives can reduce considerable energy consumption, and they are highly profitable. However, those solutions are a preliminary study and more work needs to be done to determine the exact profitability and technical system details. This work has been done in collaboration with the Port of Gävle and Yilport, the company operating the container terminal.