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2022 m. kovo 14 d., pirmadienis

Automation Inc; Industrial technology.


"A little-known pinch-point in global supply chains

S HORTAGES AND bottlenecks have been a source of constant frustration for manufacturers around the world for two pandemic-afflicted years. For a handful of companies in the business of keeping factories running and supply chains intact, these frustrations have been a source of cheer--and profits. Japanese makers of industrial equipment, in particular, have seen orders surge as companies turned to automation, first amid the disruption wrought on human workforces by covid-19, then as a result of tight labour markets and rising wage costs.

The world's stock of industrial robots has tripled in the past decade. According to the International Federation of Robotics, a trade group, Japan furnishes 45% of new ones each year. It also produces lots of other automation equipment, from laser sensors to inspection kit. Even after the recent sell-off in tech stocks, Japan's four standout gear producers--Keyence, Fanuc, SMC, and Lasertec--are collectively worth two and a half times what they were five years ago (see chart on next page). Last year the founder of Keyence, Takizaki Takemitsu, briefly became Japan's richest man. His $29bn fortune is half as large again as that of Son Masayoshi, a flamboyant tech investor who is corporate Japan's most globally recognisable face (see Schumpeter). Mr Takizaki's firm and its fellow equipment-makers are hardly household names. But the hardware they produce is becoming as mission-critical to many industrial supply chains as semiconductors are.

It is no surprise that Japan, a famously robot-loving place, has spawned a strong Automation Inc. Just-in-time manufacturing, pioneered by efficiency-obsessed Japanese companies such as Toyota in carmaking or Panasonic in consumer electronics, has involved replacing humans with machines for decades. This source of competitive advantage became an existential necessity for domestic manufacturers after Japan's working-age population began to shrink in the 1990s. Today it is becoming one for other rich countries as they enter demographic dotage. Keyence and SMC now derive more than half their revenues from abroad. Fanuc and Lasertec are even more international, with more than 80% of sales coming from overseas.

Some of the new foreign demand is the result of the world's insatiable hunger for computer chips. SMC, which sells pneumatic control devices to chipmakers, has seen its business boom, especially as places including America and Europe (see next article) strive to bring more semiconductor production home, says Masahiro Ota, who sits on SMC's board. Lasertec enjoys a near-monopoly on inspection tools for the most advanced semiconductor photomasks--plates through which circuit patterns are etched onto silicon wafers. Its share price has ballooned four-fold since the start of 2020, making it one of the best-performing blue-chip stocks in Asia. Keyence's precision sensors are likewise crucial for the detection of flaws in semiconductor surfaces.

The companies' devices are, of course, also handy in other sectors. Fanuc, which makes large factory-floor robotic arms, has long been a fixture of car assembly lines. Mike Cicco, who runs Fanuc's American operations, notes that the development of electric cars requires a range of new capabilities on the part of carmakers--and that in turn necessitates new types of robot. Fanuc expects to supply Ford's factory in Cologne, in Germany, with 500 robots this year as the plant becomes the Ford Cologne Electrification Centre.

Being indispensable has proved to be lucrative. All four stars of Japan's automation-industrial complex boast operating-profit margins of over 20%. That of Keyence, the most profitable of the lot, exceeds 50%. The firm has reported record net profits in each of the past three quarters. Like chip firms such as Nvidia, Keyence does not manufacture products but rather designs them and assists customers in deploying them in their factories. Lasertec, too, does little of its own manufacturing. This capital-light approach helps sustain profits. Keyence spends just 3% of its net sales on research and development (R& D). Similarly, SMC spends around 4%. Fanuc does make almost all its products independently and invests more in production capacity and R& D. But it uses that capital efficiently, not least, as befits a robot-maker, by deploying plenty of its own robots to build robots for customers. Its biggest "lights out" factory can run for more than a month with no pricey human operators around.

Japan's automation firms also owe some of their success to corporate culture. SMC maintains a network of 6,000 salespeople who double as systems engineers with in-depth knowledge of customers' equipment. Keyence uses no middlemen to sell its products, relying entirely on its own sales force. As with SMC, many are engineers, who spend a lot of time on customers' factory floors identifying niggles and tweaks that might otherwise go unnoticed. They are rewarded handsomely for their efforts. Nikkei, a Japanese publisher, reports that average salaries at Keyence exceeded $150,000 in the last fiscal year.

The automation stars, like Japan Inc as a whole, tend to be less generous with shareholders. Most sit on piles of cash; Keyence held over $10bn in current assets in the last financial year. The reserved character of the companies and their tightfistedness is so well-established that some investors say any sudden shifts in that attitude may be a sign of big and possibly unwelcome changes at the firms.

Investors have to rely on such rune-reading because it is not always clear what is going on inside the companies, at least by contemporary Western standards of open shareholder relations. SMC's "traditional Japanese approach to corporate governance", as Baillie Gifford, a tech-focused British asset manager, delicately put it in 2020, offers only limited engagement with shareholders. One asset manager with a stake in Keyence reports never speaking directly with its management.

As the companies become ever more international, they will face pressure to be more candid--and less frugal, both with payouts to shareholders and with investments. Fanuc increased its dividend sharply in 2015 under pressure from Third Point, an American activist hedge fund. As Japan becomes less averse to gadfly investors, Automation Inc should expect more such calls. To maintain their innovative edge, meanwhile, the firms may need to spend considerably more on R& D. Amid tech-inflected geopolitical tensions with the West, China wants to reduce its reliance on foreign suppliers of all manner of advanced technology, including robotics. If successful, the Chinese strategy would at once deprive the Japanese firms of a big market and create new global rivals. Becoming indispensable is one thing. Staying so is quite another." [1]


 

·  ·  ·  1. "Automation Inc; Industrial technology." The Economist, 12 Feb. 2022, p. 55(US).

 

Autonominiai pristatymai; Logistika


    „Jūsų draugiškas kaimynystės botas

 

    Šaligatvio robotai jau užsiima bakalėjos prekių pristatymu

 

    Nors tai yra verslas, apie kurį mažai kas žino, šaligatvių robotai per dešimtmetį turėtų tapti pramone, kurios metiniai pardavimai sieks 1 mlrd. dolerių, skaičiuoja britų analitikų įmonė IDTechEx. Šios keturių ar šešių ratų autonominės mašinos, dažniausiai lagamino dydžio, jau pristato bakalėjos ir kitas prekes Amerikoje, Kinijoje ir Europoje.

 

    Dėl to jie lenkia daugelį kuriamų be vairuotojų automobilių, furgonų ir sunkvežimių. Tas didesnes transporto priemones stabdo ne technologijos, o reguliavimas, sako Zehao Li iš IDTechEx. Tai reiškia, kad automobilyje turi būti „saugos vairuotojas“, pasiruošęs perimti, jei kiltų problemų, o tai vargu ar sutaupo darbo jėgos.

 

    Dėl šių didesnių daiktų reguliuotojai nori, kad saugos sistemos būtų kruopščiai įrodytos. Tačiau yra ir teisinių kliūčių. Sausio mėnesį Didžiosios Britanijos teisės komisija, kuri peržiūri teisės aktus, rekomendavo, kad už transporto priemonės avariją autonominiu režimu baudžiamoji atsakomybė tektų ne vairuotojo vietoje sėdinčiam asmeniui, o gamintojui ar įstaigai, kuri siekė leidimo ją naudoti.

 

    Tuo tarpu šaligatvių robotai imasi darbo. Tarp jų San Franciske įsikūrusi „Starship Technologies“ mano, kad daugelyje miestų, universitetų miesteliuose ir verslo parkuose Europoje ir Amerikoje jau buvo pristatyta daugiau, nei 2,5 mln. „Amazon“ atlieka bandymus su panašia mašina, kurią vadina „Scout“. Kolumbijos startuolis „Kiwibot“ Kalifornijoje pristato prekes ant šaligatvio.

 

    Paprastai šie robotai nešioja kelis maišus bakalėjos, naudodami įvairius jutiklius, įskaitant kameras, radarą ir GPS, kad galėtų naršyti ir išvengti kliūčių bei žmonių. Jų eigą galima stebėti telefono programėlėje, kuri taip pat atrakina prekes, kad būtų galima paimti. Kadangi jie yra maži, juda lėtai (Žvaigždžių laivo robotai gali pasiekti svaiginantį 6 km/h greitį) ir juos „telestebi“ valdymo kambaryje esantys žmonės, galintys perimti valdžią, atrodo, kad valdžios institucijos labiau nori leisti jiems žalią šviesą.

 

    Tokie robotai taip pat tampa savarankiškesni. Sausio mėnesį „Serve Robotics“ kita San Pranciškonų įmonė, kurios rėmėjai yra pavėžėjimo milžinas „Uber“, paskelbė įdiegusi naują šaligatvio robotą, turintį „4 lygio“ autonomiją, o tai reiškia, kad kai kuriose iš anksto nustatytose vietose gali veikti be nuotolinio stebėjimo.

 

    Taip pat atsiranda robotų versijų, kurios veikia keliuose, bet neturi vairuotojo kabinos. Silicio slėnio įmonė „Nuro“ gamina maždaug mažo automobilio dydžio automobilį, galintį vežti 24 maišus bakalėjos. Jame yra šaldomi ir šildomi skyriai maistui ir gėrimams. „Udelv“, taip pat Kalifornijos įmonė, kuria didesnio tipo „Transporter“, skirtą veikti greitkelių greičiu. Būdami kur kas toliau kelyje užsidirbdami savo išlaikymą, šie pristatymo robotai padeda nutiesti kelią laikui, kai prie jų galės prisijungti didesnės autonominės transporto priemonės." [1]

 

·  ·  · 1.  "Autonomous deliveries; Logistics (2)." The Economist, 12 Feb. 2022, p. 69(US).

Autonomous deliveries; Logistics


"Your friendly neighbourhood bot

Sidewalk robots are already busy delivering groceries

A LTHOUGH IT IS a business not many are aware of, sidewalk robots are set to become an industry with annual sales of $1bn within a decade, reckons IDTechEx, a British firm of analysts. These four- or six-wheeled autonomous machines, usually the size of a suitcase, are already delivering groceries and other goods in America, China and Europe.

That puts them ahead of many driverless cars, vans and lorries being developed. Those bigger vehicles are held back not by technology but regulation, says Zehao Li of IDTechEx. This means having a "safety driver" on board ready to take over if there is a problem, which is hardly labour-saving.

For these larger contraptions regulators want to see safety systems thoroughly proved. But there are legal hurdles, too. In January Britain's Law Commission, which reviews legislation, recommended that it should not be the person in the driver's seat who faces prosecution if a vehicle in autonomous mode crashes, but the manufacturer or body that sought approval for its use.

Meanwhile, sidewalk robots are getting on with the job. Among them, Starship Technologies, based in San Francisco, reckons it has already clocked up more than 2.5m deliveries with bots in a number of cities, university campuses and business parks in Europe and America. Amazon is carrying out trials with a similar sort of machine it calls Scout. Kiwibot, a Colombian startup, is making sidewalk deliveries in California.

Typically, these robots carry a few bags of groceries using a variety of sensors, including cameras, radar and GPS to navigate and avoid obstacles and people. Their progress can be monitored on a phone app, which also unlocks them for goods to be retrieved. As they are small, move slowly (Starship's bots might reach a heady 6kph) and are "telemonitored" by people in a control room who can take over, authorities seem more willing to give them a green light.

Such robots are also becoming more autonomous. In January Serve Robotics, another San Franciscan firm whose backers include Uber, a ride-hailing giant, said it had deployed a new sidewalk bot with "level 4" autonomy, which means it can operate without telemonitoring in some predesignated areas.

Robotic versions which operate on roads but have no driver's cab are also appearing. Nuro, a Silicon Valley firm, makes one about the size of a small car that can carry 24 bags of groceries. It has chilled and heated compartments for food and drinks. Udelv, also a Californian firm, is developing a larger type called Transporter to operate at highway speeds. Being much further along the road in earning their keep, these delivery bots are helping to pave the way for the time when bigger autonomous vehicles can join them.” [1]

 

·  ·  · 1.  "Autonomous deliveries; Logistics (2)." The Economist, 12 Feb. 2022, p. 69(US).

 

Malininas heads what is left of the bulk cargo terminal destroyed by the Liberal Conservatives

Only empty berths are left:

 

    "The Klaipėda Bulk Cargo Terminal (BKT), which has lost millions of tons of Belaruskalij cargo since February and laid off almost all its employees, is managed by Ruslan Malininas since March 1, replacing Vidmantas Dambrauskas, who has been managing the company since April 2008.

 

    BKT notified the Register Center on March 9 about the change of the head.

 

    According to the data of the Center of Registers, R. Malininas is the Chairman of the Board of Gargždų geležinkelis, a company related to Igor Udovickis, a shareholder of BKT.

 

    BKT, whose quays have been empty since February 10, plans to lay off 142 workers by the end of May. The company has informed the Employment Service that it is suspended indefinitely due to government decisions and has no capacity to handle other bulk cargo.

 

    Belaruskalij's transit from the border with Belarus to Klaipeda port has been going on for more than a decade, ending on February 1, after the Liberal Conservative Lithuanian Government confirmed that the agreement between Lithuanian Railways and Belaruskalij, which was valid until the end of 2023, was not in the country's security interests.

 

    Last year, sanctions were imposed on the Belarusian company by the United States and, more recently, by the European Union.

 

    Udovickis' 65% stake in BKT was transferred from Latvia to Switzerland earlier this year, the Siena investigative journalism center reported. Belaruskalij owns 30% of BKT shares, and I. Udovickis himself owns another 5%.

 

    VŽ wrote that about 30 people out of 146 laid off are already being offered work in other companies in the city. "

 

We villagers cannot support a maritime state.

 


Tam, kas liko iš liberalkonservatorių sunaikinto birių krovinių terminalo, vadovauja R. Malininas

Liko tik tuščios krantinės:

"Milijonų tonų „Belaruskalij“ krovinių nuo vasario netekusiam ir beveik visus darbuotojus atleidžiančiam Klaipėdos Birių krovinių terminalui (BKT) nuo kovo 1 dienos vadovauja Ruslanas Malininas, pakeitęs nuo 2008-ųjų balandžio įmonei vadovavusį Vidmantą Dambrauską.

BKT apie vadovo pasikeitimą Registrų centrui pranešė kovo 9 dieną.

Registrų centro duomenimis, R. Malininas yra su BKT akcininku Igoriu Udovickiu susijusios bendrovės „Gargždų geležinkelis“ valdybos pirmininkas.

BKT, kurio krantinės nuo vasario 10-osios stovi tuščios, iki gegužės pabaigos ketina atleisti 142 darbuotojus. Bendrovė Užimtumo tarnybą informavo, jog veiklą neribotam laikui stabdo dėl valdžios sprendimų, be to, neturi galimybių krauti kitus birius krovinius.

„Belaruskalij“ tranzitas nuo sienos su Baltarusija iki Klaipėdos uosto vyko ilgiau, nei dešimtmetį, jis nutrauktas vasario 1-ąją, Vyriausybei patvirtinus, jog iki 2023 metų pabaigos turėjusi galioti sutartis tarp „Lietuvos geležinkelių“ ir „Belaruskalij“ neatitinka šalies saugumo interesų.

Pernai sankcijas Baltarusijos bendrovei pritaikė JAV, o neseniai – ir Europos Sąjunga.

I. Udovickiui priklausantis 65% BKT akcijų paketas šių metų pradžioje perkeltas iš Latvijos į Šveicariją, pranešė tiriamosios žurnalistikos centras „Siena“. 30% BKT akcijų valdo „Belaruskalij“, dar 5% – pats I. Udovickis.

VŽ rašė, kad maždaug 30-čiai žmonių iš 146 atleidžiamų jau siūlomas darbas kitose miesto įmonėse."  

Mes, kaimiečiai, negalime būti jūros valstybe.