IoT arrives on containers - World Cargo News [PDF]

OCTOBER 2015

IoT arrives on containers Pictured is CMA CGM’s new “flagship vessel”, the 18,000 TEU bougainville. What gives it flagship status is not just its size, but its position as “the first container ship in the world to be equipped with Traxens technology, which transforms containers into smart connected objects”, said CMA CGM. “The Traxens-equipped smart containers aboard the CMA CGM bougainville will be able to communicate among themselves and to the ship’s communication infrastructure by using built-in relay antennas, allowing even the most deeply hidden container to be connected. All the collected data will then be sent to CMA CGM headquarters in Marseilles via Traxens’ data centres,” the carrier added.

The CmA CGm Traxens technology

bougainville

is the first in its fleet to be equipped with

CMA CGM’s move follows Maersk’s even bigger step with the Internet of Things (IoT). As discussed on page 28, the carrier now has 290,000 reefer containers fitted with cellular modems that allow two-way communication and monitoring of the reefer units virtually anywhere in the world, including on Maersk vessels equipped with Ericsson’s integrated maritime mobile

and very-small aperture terminal (VSAT) satellite solution. The importance of Big Data to shipping cannot be overstated – carriers stand to gain efficiencies and differentiation from data-driven process improvement, something they cannot achieve with their ‘steel age’ tactics of trying to cut costs by buying bigger and bigger vessels. Yet most carriers still approach container

Savona Vado step forward APM Terminals has ordered handling equipment from ZPMC for its new Savona Vado terminal on Italy’s Ligurian Sea coast. The semi-automated terminal, in the deepwater port of Savona Vado, has been in process now for several years.The Italian government has now committed €300M for civil works and APMT is finally ready to order equipment, slated

for delivery in H1 2017. Capable of servicing ships in the 18,000plus TEU range, the terminal is set to open in January 2018, with an installed capacity of 800,000 TEU/year. APMT has ordered four STS cranes and 14 ASCs from ZPMC as part of its €150M investment commitment. “This crane and container handling equipment

order is a very important milestone in the development of APM Terminals Vado, and the future of the Savona Vado area,” said APM Terminals Vado managing director Carlo Merli. “This shore-side infrastructure is essential to the development of new logistics networks and inland transportation possibilities for Italy as the Ligurian coast becomes

tracking as a cost they can only justify if it can be passed on to the shipper as a value-added service. Maersk has taken a bold step, and is now in a position to leverage data to drive down costs in key areas. The challenge for other carriers is how to get onboard. Maersk’s system is an amalgamation of different components, relying as much on partnerships and leverage to obtain data as it does on hardware. No one single vendor has all the pieces. CMA CGM’s investment in Marseilles-based start-up Traxens indicates the direction it is heading. The carrier is building a Big Data system that will bring together information on physical factors, such as location, temperature, shock, vibration and humidity, with process data such as customs clearance status at the container level. accessible to the global shipping fleet’s largest vessels.” Ships of up to 14,000 TEU capacity are now calling at Ligurian coast facilities, as larger containerships are introduced into the Far East/Europe trade lane. The new terminal, which will handle liquid bulk cargoes as well as containers, will be integrated operationally with the existing 275,000 TEU/year capacity Vado Reefer Terminal, which was acquired by APMT in August. At this stage, it is not known whether APM Terminals is proceeding with the tractor and cassette system it had earlier planned to use for the quay-to-stack transfer.

VPA to buy VIG As this edition of WorldCargo News was going to press, Governor Terry McAuliffe of Virginia announced that the state had reached an agreement with Alinda Capital Partners to extend its lease on Virginia International Gateway Terminal (VIG), with an option to buy the facility from its private owners. Constructed as the first automated terminal in the US when it was privately owned by APM Terminals North America, VIG was built with capacity of around 1.4M TEU. Over the last year, the terminal has been operating at 80-90% capacity, and Virginia Port Authority (VPA) has wanted to progress the Phase II expansion. As initially planned, this would increase capacity to 2.6M TEU by adding 650ft of berth, 15 further yard blocks with 30 ASCs, and two new rail spurs. Under the terms of its lease, VPA must pay for the expansion, but the short lease term and other conditions mean the investment is uneconomical. The 20-year term ends in 2030, and VPA has no right of renewal.

Furthermore, if it opts to build the Phase II expansion during that time, it must be done to the owners’ exact specifications and all the equipment would revert to the owners at the end of the lease. VPA has pushed to renegotiate the terms of an agreement that Governor McAuliffe famously once referred to as “one of the worst deals I’ve ever seen negotiated”. While the terms of the new agreement are not yet known, the fact that an agreement has been publicly announced before the details have been finalised suggests the governor is happy with the result. As well as adding capacity at VIG, the VPA is seeking US$350M from the Commonwealth of Virginia to upgrade Norfolk International Terminal (NIT), currently a straddle carrier facility. No announcement on the design of the upgrade has been made, but it is understood consultants are already working on concepts to convert the terminal to an ASC system, to increase capacity to over 2M TEU per year.

As well as expanding VIG,Virginia Port Authority has plans to convert NIT to an ASC terminal

Reefer demand booms Lift AGV from ZPMC

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ROLLTRAILERS // GOOSENECKS DRAWBAR TRAILERS // CHASSIS LIFT TRAILERS // CASSETTES

Demand for reefer containers has reached its highest level in years, just as Maersk Container Industry’s (MCI) new facility in San Antonio starts to ramp up production. The new factory has so far booked four orders, split between Maersk Line and CMA CGM, and MCI is eyeing building up to 25,000 reefers at the plant in the short term. The WorldCargo News market survey on page 31 predicts reefer output will rise 20% this year to 260,000 TEU. The number could be even higher, however, as Carrier Transicold announced this month that Maersk Line had placed one of the largest orders ever for its PrimeLINE reefer machines, totalling 12,900 units, for both new and replacement containers. The new mCI San Antonio facility will have an eventual capacity of 40,000 units

ZPMC is to supply 38 lift AGVs to Qingdao Port Group for the first phase of its new automated terminal. This will have two berths and a capacity of 1.5M TEU/year. ZPMC is supplying seven STS cranes, 20 ASCs, and now 38 lift AGVs, which it is calling “L-AGVs”. ZPMC had previously devel-

in this issue NEWS

Rostima assets sold 2 Tender for Southport 7 Oceania trades exodus 17 Polish intermodal moves 19 Composites for reefers 22

CONTAINER INDUSTRY Box building in freefall

24

REEFER INDUSTRY

Monitoring centre stage 28 Demand up, prices down 31

TANKS/FLEXITANKS

SEACOM AG · Berbiceweg 5 · CH-8212 Neuhausen Switzerland · Tel: +41 (0) 52 632 04-00 · Fax: +41 (0) 52 632 04-09

oped its lifting rack, a groundmounted frame with hydraulic lifting gear, to decouple moves between AGVs and ASCs, and this system can be seen at the Xiamen Ocean Gate Terminal. However, the L-AGV concept is more flexible, and does not require any sensors or other technology on the racks themselves.

On track in Europe Taking the express train

SHIPPING

Big ships, big problems

41

PORT DEVELOPMENT

Box slowdown hits India 42 India deregulating 43

CARGO HANDLING

Innovation takes a pause 45 Tractors go global 48 Kalmar T2 Europe debut 50

Tanks still on a roll? 33 Flexitank bulkhead woes 34

WEIGHING

INTERMODAL

INSURANCE

Promising outlook for rail 35

37 39

SOLAS Chapter VI rules Constant uncertainty

51 53

CARGO hAndLInG nEwS

Rostima assets sold off Liebherr LhM 800 delivered to Australia’s ComOps Assets of UK-headquartered workforce management software developer Rostima have been sold to ComOps of Australia, but the sale does not cover all of Rostima’s contracts, and Rostima has filed for insolvency in the UK. Rostima has a long history in the marine terminal market, having been selected by P&O Ports to develop the workforce management component of the Integrated Stevedoring Information System (ISIS) it was developing before P&O Ports was acquired by DP World. The Dubai-based operator stopped the ISIS project, but implemented the Rostima solution at several terminals. It is also used at PTP in Tanjung Pelepas. In announcing the sale, ComOps said it had purchased “certain Rostima assets”, and listed several references. The notable

omission was a significant project it announced in Virginia in 2013 to support a new Hampton Roads Labour Hiring Pool – an online portal that was meant to allow International Longshoremen’s Association (ILA) members to accept daily jobs without going to an ILA hiring hall. The project was a joint development between the Hampton Roads Shipping Association, the ILA and terminal operators in the Port of Virginia. There was a lot of interest in the development, as the human algorithms behind the job allocation process that takes place in a hiring hall are difficult to replicate in a software environment. When the system was announced, Rostima said it would be implemented by the end of 2013, but it is understood a final software specification was never agreed, and legal options were

being considered by the Virginia groups. ComOps declined to comment but the contract was not novated (legally carried from Rostima to ComOps) in the sale process. The sale price for Rostima’s assets, including its intellectual property, indicates the company was in difficulty. The price was £60,000 plus 10M ComOps shares on completion, plus an earn-out of a further 10M shares, subject to performance hurdles. At the time of the sale, ComOps shares were trading at A$0.02, putting the value of 10M shares at just A$200,000 (£94,000). Administrators were appointed for Rostima in the UK on 26 August. Rostima’s investors included Oxford Capital Partners and Albion Ventures, which lists the total amount it raised for the company over several years as £4.2M.

As correctly surmised by WorldCargo News in February 2015 (p1), the first customer for the world’s most powerful mobile harbour crane, the Liebherr LHM 800, is the new Port of Bronka in the Russian Baltic. The only sale of an LHM 800 that had been disclosed by Liebherr up to now is to Montecon in Montevideo, which will also be the first LHM 800 in container configuration. Designed for handling of oversized and heavy lift cargo, Bronka’s LHM 800 is equipped with a specially reinforced 64m boom, with a total weight of 63t. The two winch (4-rope) configuration provides a maximum SWL under hook and rotator (6t) of 308t at 13-15m outreach. This exceeds the maximum SWL of what has been, up to now, Liebherr’s biggest MHC, the LHM 600, by 100t (208t at 12-17m outreach). At maximum 64m outreach, capacity is 57.9t (the LHM 600 offers 47.8t at 58m outreach). If equipped with Lie-

bherr’s Sycatronic synchronised tandem lift system, two LHM 800s could lift 616t at 13-15m, and almost 116t at 64m outreach. After eight months of production, the LHM 800 was shipped in September from the Liebherr plant in Rostock aboard Combilift’s 4,500 dwt semi-submersible heavy load carrier papenburg. The modular cruciform propping system of the crane forms a 15m square. To facilitate roll-on/roll-off, the vessel was equipped with a steel and wood 3m enlargement, providing a total width of 18m. With the help of a specifically designed ramp, just one hour was needed to drive the crane aboard. Onboard stowage took a day and a half, and the 1,300 km voyage to Bronka took three days. Meanwhile, the crane for Montecon is in production in Rostock. Montecon has ordered a high-rise version of the LHM 800, with a specially designed tower extension of nearly 10m that provides an eye level of more

Equipped with a specially reinforced 64m boom, and with a total weight of 63t, Bronka’s LHm 800 is readied for shipment in Rostock than 40m. The fulcrum point is above 36m, which naturally eases the handling of large vessels. Thanks to its outreach of 64m, the LHM 800 is able to service container vessels stacking up to 22 rows across.

LEds for lift trucks

Energy and Data Transfer Systems for Mobile Consumers

LED lighting specialist Phoenix has introduced a DC version of its Sturdilite series of fixtures, called the Sturdilite E-DC. Phoenix had earlier introduced a Sturdilite for AC applications, and the new DC version is specifically developed for cranes and other mobile equipment. Three models are available: E36-36W, up to 2,400 lumens; E56-56W, up to 4,500 lumens; and E9090W, up to 7,100 lumens. On mobile equipment, fixture

life is a more important factor than energy savings.The Sturdilite LED fixtures have a 50,000-hour rated life, and are capable of operating in a wide temperature range. They are also price-competitive, with a short lead time. Phoenix’s global manager ports and terminals, Ryan Hertel, said large fleet operators have been buying quantities to replace current fixtures when they fail, or at regular service intervals, with a view to reducing long-term maintenance costs.

Rhenus takes hybrid reach stacker

We energize mobility. Worldwide. Hartmann & König can draw on an extensive expertise and 70 years of experience in developing and manufacturing motorized cable reels, spring cable reels and slip ring bodies. Our tailor-made energy and data transfer systems are technologically advanced and sturdy designed – for both continuous operation in ports and container terminals and reliable power supply of ship and construction cranes, excavators, and hoisting devices.

Rhenus Group has become the second customer worldwide, after the Port of Helsingborg in Sweden, for Konecranes’ hybrid reach stacker. Rhenus subsidiary Contargo GmbH & Co KG recently bought a SMV 4531 TC5 hybrid reach stacker for use at the trimodal Duisburg Intermodal Terminal (DIT) in Germany. Bernd Putens, DIT’s managing director, said: “DIT and the Contargo group place a high value on technologies that are eco-friendly and sustainable.The machine should have the same high build quality and expert after-sales service we have come to expect from Konecranes, but with the added benefit of exceptional fuel and cost savings, as well as of course a bold contribution towards lowering our CO2 emissions.” The first hybrid machine, designated SMV 4531 TB5 HLT, was launched in January 2013, and completed a full year of

testing at the Port of Helsingborg before being purchased by the Swedish port. During the test year, fuel savings varied between 30 and 50% in over 4000h of handling laden containers and CO2-E were lowered by 80t. The machine also is eco-efficient in other ways, said Konecranes. Its engineers significantly simplified the driveline and hydraulic system, and fully eliminated maintenanceintensive components, such as the transmission and variable displacement pump. Controllers and inverters are placed in easily replaceable modular boxes, thus improving uptime. Lars Fredin, Konecranes senior vice president and head of lift trucks, said: “We are proud of having now set the bar in our industry for hybrid machines, and plan on continuing to set that bar higher as more of our customers begin demanding more eco-efficient machines.”

The first hybrid reach stacker operates in the Port of Helsingborg

Motorized cable reels Spring cable reels Slip ring bodies

Hartmann & König Stromzuführungs AG Siemensstraße 6 | D-76676 Graben-Neudorf | Phone +49 (0) 7255 7120-0 | [email protected] | www.hukag.com

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TPS and Terex Fuchs team up Terex Port Solutions (TPS) and Terex Fuchs recently commissioned their first jointly developed custom bulk handling solution, for use at the Henkel power plant in Düsseldorf. A Terex Fuchs SHL860D material handler with a cranked boom and a maximum working radius of 18m was fitted to a rail-mounted undercarriage, specially designed for this application. It replaces a Gottwald rope drive crane that had been in operation since 1958, but was no longer compliant with safety and environmental standards. It runs on the existing 5m elevated track-way with a track gauge of 3,500mm that spans the coal storage area and power plant instal-

hyster scores big down under

Following an international competitive tender, Hyster has reported an order from Australian rail operator Pacific National (PN), part of Asciano, for 31 big trucks - 21 reach stackers, five masted container handlers, two 48t FLTs and three dedicated steel handling 18t FLTs. The deal, concluded in June, though only just disclosed by Hyster, is the largest single big truck fleet management contract ever awarded in Australia. PN has placed very large orders previously, including a 2006 contract with MLA Holdings for 20 Vulcan C4531 reach stackers, which were produced by Linde. The company worked with its nationwide Australian dealer Adaptalift Hyster (AALH) and PN to evaluate the specific requirements of each rail site across Australia (Perth, Melbourne, Moolabin, Townsville, Adelaide and Sydney), where the machines will be deployed to move containers, trailers and steel coils. “We were able to provide tailored solutions for each site, meeting Pacific National’s diverse requirements,” said Jan-Willem van den Brand, manager of Hyster’s big truck centre in Nijmegen, the Netherlands. “The tender focused on total cost of ownership, ergonomics and safety.” PN’s various rail sites handle different types of loads, ranging from high-top containers with round roofs, to curtain containers with bottom pick points, and the reach stackers will be equipped with customised combi-attachments from Elme. In Melbourne, a RS46-41XLS on a 7.5m wheelbase and with Hyster’s patented stabiliser control system (designed to spread the load evenly over the stabiliser and tyres) will be equipped with a tool changer, so it can switch between a C-hook for coil handling and a container spreader. With the C-hook, the truck will be able to pick 32t coils from the second rail with the stabilisers deployed. The 18t FLTs will be supplied with special coil handling carriages and chamfered forks. Several years ago, PN purchased a Fantuzzi reach stacker with a cab mounted on a scissor lift to elevate and give the driver better visibility, but it is not continuing with this concept with Hyster. Where improved visibility is required, Hyster offers camera systems, which have improved significantly in recent years. All trucks will be serviced by AALH, which has also worked with PN on advanced in-cab telemetry for the reach stackers, covering container management, video analytics and safety.

lations. In addition to coal, it transfers combustion residues into the power plant’s hoppers or on to road trucks. The machine uses the existing electrical infrastructure in the power plant via a cable reel, and has an onboard transformer to reduce the works voltage of 500V to 400V. It has been designed to meet existing local structural limits and the application profile requested by Henkel, including the handling rate required for running the power plant. To provide good all-round visibility, the pantographic cab can be moved forward 2.2m and raised by around 6m above the rail level. The crane also features automatic overload shut-off.

Deadweight is 20t lower than that of the previous crane, so there is less load on the track-way and foundations. Power consumption is up to 40% lower, depending on operating conditions. The new machine is also much quieter and requires little maintenance. TPS announced in 2013 that it would include Terex-Fuchs hydraulic materials handlers in its offer at the smaller end of the spectrum for mobile harbour cranes, on a case by case basis. The Terex Fuchs SHL860D crane in operation at the Henkel power plant in Düsseldorf, where it runs on the existing 5m elevated track above the coal storage area

PROVEN 30% LESS FUEL CONSUMPTION AND 20KG LESS CO2 PER RUNNING HOUR. AT LEAST.

THE HYBRID REACH STACKER Konecranes is a pioneer in lifting industry with over 20 years of experience in manufacturing reach stackers. The world’s first hybrid reach stacker combines time-tested, Konecranes heavy-duty technology with innovative, eco-efficient features to enhance productivity, cut fuel consumption, and reduced emissions. With improved operator performance and maintenance-friendly solutions to boot, the hybrid reach stacker leads the way to the future of container handling

Corrigendum An article last month incorrectly stated that the capacity of ICTSI’s Manila International Container Terminal (MICT) was 1.9M TEU (WorldCargo News September 2015 p31). ICTSI have brought it to our attention that the capacity of MICT is actually 2.5M TEU. We apologise for the error. October 2015

kclifttrucks.com 3

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EMO set to automate The container handlers at Maasvlakte II will not be the only Rotterdam operators with automated ship handling. Bulk handler EMO at the Mississippi Dock on Maasvlakte I is preparing to convert its five gantry grab unloaders. The project to convert the first unloader is said to be in its final stages, with remote operations slated to start in January 2016. The other four will follow in turn. Over the past few years, EMO has automated its seven stacker/reclaimers, its coal wagon loaders and all conveyor belts, so automating ship unloading and

inland vessel loading is seen as the final step. EMO has not disclosed details of the technology it will use, but it is being tested at the Amazon Dock, on the north side of EMO’s 170-ha complex. One operator in the control room can direct 10 fully automated machines, but eventually the number could be doubled. It is not yet clear how EMO will operate the unloaders when payloaders are working in the hold to build piles for the grab. The company noted: “Offloading isn’t necessarily faster when it is automated rather than

hyundai reach stacker and top pick coming It is understood Hyundai Forklift is preparing to launch a reach stacker and top pick container handler in the United States in 2016. Hyundai has been developing progressively larger pneumatic-tyre forklifts, and now has a Tier 4 Final 55,000lb lift truck on sale in the US market, the 250D-9. It is equipped with a Cummins

Tier 4 Final engine, ZF transmission, Rexroth hydraulic system and Kessler drive axle. Other features include a reinforced mast and a stator free wheel torque converter that improves fuel consumption during travelling by up to 4%. A number of machines are now in service in breakbulk and industrial applications in the Houston and Galveston area.

done directly by a crane operator. However, it does offer the advantages of increased flexibility in a contracting labour market, as well as allowing us to respond more effectively to peak hours and market fluctuations. In addition, automation improves general safety conditions and reduces damage counts.” EMO added that it has developed its own terminal management system that supports the client order, planning, production and invoicing process, and allows continuous monitoring of stock in real-time with the aid of 3D

Sany for Costa Rica

The unloaders will be converted to remote control one at a time (photo: Ron Jenner) scans. Europe’s largest dry bulk terminal, handles an average 30 Mtpa of iron ore and coal. In early

First electric reach stacker Pictured is what is believed to be the world’s first fully electric reach stacker, in operation at the

Port of San Diego, where it was used by Terminal Lift to handle wind turbines.

The reach stacker, equipped with an electric drive system, in operation

VOLUME 22 NUMBER 10 • ISSN 1355-0551

EDITORIAL: PAUL AVERY • EDITORIAL DIRECTOR E-Mail: [email protected] BENEDICT YOUNG • MANAGING EDITOR E-Mail: [email protected] VINCENT CHAMPION • CONSULTING EDITOR E-Mail: [email protected] JOHN FOSSEY • CONSULTING EDITOR E-Mail: [email protected] JOHN BANKS • CONSULTING EDITOR E-Mail: [email protected] CHRIS MUNFORD • CONSULTING EDITOR E-Mail: [email protected] JANE JACKSON • PRODUCTION EDITOR [email protected] ADVERTISING: SIMON PESKETT • ADVERTISEMENT DIRECTOR E-Mail: [email protected] MIKE FORDER • COMMERCIAL DIRECTOR E-Mail: [email protected] JAYANA AUSTIN • ASSISTANT ADVERTISEMENT MANAGER E-Mail: [email protected] ADMINISTRATION & CIRCULATION: GILL TILBURY • OFFICE MANAGER E-Mail: [email protected] NICCI VIGORITO • SALES & MARKETING COORDINATOR E-Mail: [email protected]

2014, EMO reached the milestone of having handled 1 Bt of dry bulk since it started up in 1973.

Bright Light for VICT US-based Bright Light Systems (BLS) has won an order to supply its Light Emitting Plasma (LEP) luminaries and wireless lighting controls to ICTSI’s new Victoria International Container Terminal (VICT) in Melbourne. VICT will be an automated terminal with ASCs and AutoShuttles supplied by Kalmar. Full yard automation reduces the lighting requirements considerably, and BLS will supply around 350 high-efficiency plasma lights for illuminating an area of 350,000 m2 on an as-needed basis. “We are very excited to offer our innovative Light Emitting Plasma high-mast lighting solution to Victoria International

Container Terminal,” said Brad Lurie, president and CEO of BLS. “The superior quality light that plasma technology offers, combined with our lighting management platform, will enable VICT to maximise energy savings, while providing a safe and secure work environment for port personnel.” The contract includes the Bright Light Management System (BLMS) to optimise lighting for the terminal and reduce maintenance costs. “The BLMS wireless lighting controls enable customers to achieve an additional 25-30% energy savings on top of the high-efficiency lighting we deliver,” said John Chalmers, director of marketing

The electric drive system was supplied by the US company TransPower, and is a highercapacity version of the system it has supplied for electric terminal tractors (described on p49-50). Terminal Lift contracted TransPower to install the first electric drive train, which is now being upgraded with the help of grant funding from the California Air Resources Board. The Fantuzzi machine, originally supplied by Mi-Jack, had a 330 HP diesel engine that was replaced with DC electric motors and AGM (absorbed glass mat) lead acid battery packs. for BLS. “Our easy-to-use webbased interface offers powerful lighting management, monitoring and reporting tools for container terminal facilities to optimise lighting around their operational needs.” Anders Dømmestrup, CEO of VICT, added: “Installing Bright Light Systems’ leading-edge, plasma lighting with sophisticated networked lighting controls helps us achieve VICT’s project goals of reducing energy consumption and minimising obtrusive lighting for surrounding communities, while providing the safest possible environment for our workers. It further demonstrates our commitment to becoming one of the most advanced and sustainable container terminal facilities in the world.”

Sany Port Equipment, represented by Nicaragua Machinery Company SA (NIMAC) has won the tender for two STS cranes from Japdeva, Costa Rica, for berths 5-6 at Moín (Gastón Kogan terminal). As earlier reported (WorldCargo News, July 2015 p20) seven companies submitted bids. Sany’s winning bid price was US$15,984,653, which includes sales taxes various duties, and was US$4.5M lower than the next complying bid. The cranes are expected to be delivered in September 2017. Japdeva is also preparing to award a contract worth around US$1.5M to install crane rails for the new cranes.

RTGs for Bolloré

Konecranes has reported that in July it received another order for RTGs from Bolloré Group. This time around, 13 RTGs will be delivered during H2 2016 to container terminals operated by Bolloré Africa Logistics in Cotonou, Bénin (five) and Lomé, Togo (eight). Konecranes sales director Antoine Bosquet said: “We already have 69 RTGs either delivered or under production, to container terminals operated by Bolloré Group in West Africa, and with this new order, the total will reach 82.” The new machines will be equipped with Konecranes’ “smarter” cabin, offering improved ergonomics, visibility and safety. They will also have Konecranes Autosteering, which keeps the crane on a pre-programmed, straight driving path, and variable speed engine and diesel fuel-saver technology. Taken together, these features help to improve operating safety and increase productivity. The RTG container positioning systems will be connected to the ports’ TOS, offering correct, realtime container positioning and an accurate inventory. They will also be equipped with Truconnect remote access technology, enabling remote diagnostics for maintenance purposes. The 40t SWL machines stack 7+1 and 1-over-5.

ITALY AGENT: EDICONSULT INTERNAZIONALE Telephone: +39 010 583684 Fax: +39 010 566578 E-Mail: [email protected] LATIN AMERICA AGENT: VICTOR GALLARDO, MUNDOMARITIMO LTD. Telephone: +562 2326 2593 Fax: +562 2326 4022 E-Mail: [email protected] JAPAN AGENT: HIDEO NAKAYAMA, NAKAYAMA MEDIA INTERNATIONAL INC. Telephone: +81 3 3479 6131 Fax: +81 3 3479 6130 E-Mail: [email protected] KOREA AGENT: JO, YOUNG-SANG, BUSINESS COMMUNICATIONS INC. Telephone: +82 2 739 7840 Fax: +82 2 732 3662 E-Mail: [email protected] PUBLISHED BY WCN PUBLISHING LTD The Coach House, 24 Bridge Street, Leatherhead, Surrey KT22 8BX, England. Telephone: +44 1372 375511 Fax: +44 1372 370111 SUBSCRIPTIONS Subscriptions are available from the address above or via our website:

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Certus for Maher Certus Port Automation has won a contract to install a new gate automation system at the Maher Terminals facility in Newark, New Jersey. The contract, said Certus, covers the “replacement and upgrade of the existing truck gate automation systems, with new features and functionalities”. Maher’s current gate system was delivered by SAIC, after it was awarded a contract to provide an Intelligent Intermodal Solutions gate system back in 2003. SAIC has since stopped tendering for new business in the gate automation market, and more recently, it is believed, stopped supporting existing installations. Phase 1 of the project at Maher includes the renewal of the OCR portals for inbound and outbound traffic, as well as replacement of the driver pedestals and related equipment throughout the facility. “Furthermore, Certus will be implementing its proprietary PASS software suite

as middleware solution, collecting data from numerous sensors, processing it and delivering the value-added information onwards to the TOS,” stated Certus. “We’re very excited to bring our latest technology to Maher Terminals,” said Leander de Nooijer, president of Certus. “A major US port operator like Maher, in full daily operation, challenges us to be smart in implementation of new technology without interrupting the dayto-day ongoing operation.” For this purpose, Certus developed a staged implementation plan, bringing new systems live, whilst existing systems will remain in place until the new ones are fully up and running. Aaron Newton, vice president of sales and marketing at Mi-Jack Products, the Certus representative for sales and service in North America, added: “We are looking forward to continuing our strong relationship as a technical solutions provider with Maher

Paceco in Constantza

Certus is picking up OCR system orders in the US Terminals. In 2012 we installed Mi-Jack’s PDS solution Mi-Star, and now we are excited to continue with the gate automation systems.” Certus is also believed to have won another contract to replace

an SAIC gate system, this time for Georgia Ports Authority at Savannah.There, the SAIC OCR system was one of the original components of GPA’s Automated Terminal Asset Management System (ATAMS).

Paceco España has provided more information on the Portainer it is supplying to port operator SOCEP in the Port of Constantza, which it listed in its return for the July 2015 STS crane survey in WorldCargo News. New information is that the company is supplying two rubber-tyred Transtainers and its “very powerful” Poseidón v4.0 terminal operating system, as well as the 65t SWL (twin 20) STS crane with 60m outreach (22-wide) and 42m lift height. All the cranes are slated to be fully operational in Q4 2016. They are being manufactured at the plant of Paceco’s majority owner, URSSA, in Vitoria. The new twin girder boom Portainer will be the largest STS crane in the Black Sea area, said Paceco. As well as spreader and

cargo beam (up to 75t lift) operations, it will be used to unload bauxite using a special grab. It will be equipped with the latest AC control system technology from Siemens, truck positioning system and an energy-efficient LED lighting system. The RTGs will be 6+1/1over-5 16-wheeled machines with 41t capacity under the spreader. They are of the latest Paceco design with a very stiff structure and a reeving design including a sway prevention system, and are said to be optimised for fuel consumption, high availability and high maintainability. They will be ready for future automation, as a complete plug-in automation package is available to convert the cranes to automated operation.

new Kalmar deal for Cartagena Long-standing customers Sociedad Portuaria Region de Cartagena SA (SPRC) and Terminal de Contenedores de Cartagena SA (Contecar) have ordered a total of 23 RTGs and 79 Kalmar Ottawa T2 terminal tractors. Both SPRC and Contecar are owned and managed by Port of Cartagena Group. Kalmar will deliver five RTGs and nine terminal tractors to SPRC, and 18 RTGs and 70 terminal tractors to Contecar. The total value of the order is around €45M, booked into Cargotec’s Q3 2015 intake. The deliveries will take place between July and December 2016. SPRC and Contecar have a long partnership with Kalmar, with an existing fleet of two STS cranes, 49 Kalmar EOne2 RTGs, 92 terminal tractors, 22 reach stackers and two lift trucks in operation at their terminals. Kalmar is providing SPRC and Contecar with a specially designed battery-powered electrical air conditioning system for terminal tractors, to improve the operator environment and to reduce the wider environment

impact, with lower emissions and reduced noise. The expected saving in fuel costs is 30%. The terminals will also implement Kalmar’s SmartPath tracking system on the new terminal tractors after delivery. Dan House, Kalmar’s managing director in Latin America, confirmed that this is the largest order to date in Latin America for the Kalmar Ottawa T2 terminal tractor, which was launched at the start of this year. “SPRC operates with one of the largest Kalmar RTG fleets globally and this agreement further demonstrates the importance of long-term partnerships, where continuous support remains paramount in maintaining efficient terminal operations,” said House. Kalmar launched the North American version of its new DCG180-330 heavy FLT series at the Breakbulk Exhibition in Houston this month.The 18-33t capacity FLTs were launched across Europe in February this year. Orders for the North American market will be assembled at Kalmar’s RT Centre in Cibolo, Texas.

Pictured is the Hyster reach stacker that the company displayed at TOC Americas in Panama this month, the first machine the company has sold in Panama for a number of years.The sale to a local company gave Hyster the opportunity to exhibit the machine. Hyster is pushing to expand its presence in Latin America.

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Tender for Southport

Philadelphia Regional Port Authority (PRPA) has issued a request for qualifications for its Southport Marine Terminal Complex.This project has a difficult history, including something of a turf battle between the Holt family, which operates the neighbouring Packer Avenue container terminal, and the owners of Philadelphia’s JH Stevedoring over a lease. In 2010, PRPA announced the preferred bidder on a 50-year lease for the site was a consortium of Delaware River Stevedores (a JV between Ports America and SSA Marine) and Hyundai Merchant Marine. Hyundai subsequently withdrew, and Delaware River Stevedores could not get volume commitments from carriers to make the project viable. PRPA is now trying again, and looking for companies to enter into a publicprivate partnership to operate the three facilities that will make up the South Port Marine Terminal Complex. These include the main Southport Marine Terminal, a 119-acre site permitted for container operations including 2,128ft of wharf, six post-Panamax cranes and yard space to support 1.1M TEU. The smaller Southport West Terminal is a 75-acre site being offered for oil and

gas operations, plus container storage and automobile processing. The third area is the north section of Pier 124, a finger pier suitable for barge transfer operations. The main Southport Marine Terminal site certainly has potential as a container terminal. Sandwiched between Norfolk and New York/New Jersey, Philadelphia has traditionally been a niche port for reefer cargoes from South America, Australasia and Europe. The depth of the Delaware River is 40ft, but the US Army Corps of Engineers is on schedule to complete a dredging project to get it to 45ft by 2017. PRPA believes there is an opportunity to grow its market as a less congested gateway to regional markets, particularly

for cargo transhipped in the Caribbean. The site also has good intermodal potential – CSX Transportation owns the branch line serving the port area, and provides trackage rights to Norfolk Southern to serve its yard adjacent to Southport. The major intermodal terminal in the area is CSX’s Greenwich Yard, an 80-acre intermodal facility opened in 2000. This is “less than one mile away from Southport, and is currently operating at 30% capacity”, the port stated. “Currently, CSX Intermodal provides overnight container service from Greenwich Yard to Cleveland and Chicago, with connections to the west”. On-dock rail is also possible via another site owned by NS. Location of the three areas on offer in Philadelphia

Big names vie for PnG concession The government of Papua New Guinea’s (PNG) quest to improve the performance of key ports has taken a major leap forward, with four leading international terminal operators shortlisted for concessions at Lae and Port Moresby. PNG Ports Corporation (PNGPC) has selected APM Terminals, Bolloré Ports, DP World and ICTSI to tender for the business, after running a worldwide expressions-of-interest (EOI) process. CEO Stanley Alphonse said PNGPC was “delighted” with the degree of interest and the standard of submissions received. In the EOI advertisements, PNGPC said: “The cities of Port Moresby and Lae are international gateways, offering the potential for private sector operational and investment partners to share in the success of this region. Both cities have strong trade forecasts, in line with growth of GDP.” Port Moresby’s container terminal is currently under transfer to Motukea, 10 km to the north of the current port. Motukea will initially handle 65,000 TEU/year plus 175,000t of general cargo on container vessels. At Lae, the new container terminal in the East Tidal Basin is set to be imminently extended to a two-berth facility, initially handling 140,000 TEU/year plus 365,000t of general cargo on container vessels. PNGPC sought EOIs for Phase 2 of the Tidal Basin project, in parallel with the terminal operator process, but has not yet announced the outcome. “The corporation now looks forward to completing the RFP process later this year... and to finalising details of the management structure needed to develop the terminals... which would incorporate a joint venture structure that includes local shareholding,” said Alphonse. Previous efforts to attract an independent operator for the ports’ facilities – which attracted interest from Australia’s Patrick, amongst others – are understood to have failed after becoming embroiled in local politics. An observer, who did not want to be identified, for obvious reasons, said of the latest attempt: “I don’t know who would want to apply. You’d have to be mad. It’s just fraught with danger.” A decision on the successful terminal bidder is expected by Q2 2016.

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Asian ports Transnet looks extramural for 25% of income powering box growth Overall, the first six months of 2015 saw container ports located in Asia increase their share of global container handling activity, while those in the US and Europe suffered declines. Ningbo-Zhoushan in China was among the fastest growing ports in H1 2015, and its throughput of almost 10.5M TEU – up 9.1% on the corresponding period of 2014 – was sufficient for it to overtake Hong Kong (-8.6%). Hong Kong, a former leader of the container port league, continues to lose traffic to Shenzhen, Guangzhou and other Chinese ports, and its fifth place is being challenged by both Busan and Qingdao (see table). Elsewhere in Asia, the Malaysian ports of Port Klang (+11%) and Port Tanjung Pelepas (+9%) also posted strong increases in their TEU throughputs. These ports serve as regional hubs in the liner networks, respectively, of O3 (CMA CGM, China Shipping Container Lines and UASC) and 2M (Maersk and MSC), and they benefitted from the deployment of additional ultra large container carrying vessels. In addition, the alliances have started to consolidate traffic through their most important hubs, in an effort to maximise their economies of scale. Europe’s four leading box ports registered varying performances. In Germany, Hamburg and Bremerhaven both suffered declines compared with H1 2014, with the former port’s traffic falling almost 7% to 4.54M TEU. The Benelux ports of Rotterdam (+3.7%) and Antwerp, which raced ahead by 9.5%, fared much better, and a similar trend is expected for the remainder of the year. Europe’s generally disappointing results reflected the ongoing weaknesses in the eurozone economies, which continue to restrict consumption, and the slowdown in China’s GDP, which has stifled exports, particularly from Germany. Antwerp performed better because it relies less than its rivals on the Asia/ Europe trade. Some of the biggest losses in H1 2015 were recorded by US west coast ports. Los Angeles box traffic fell by almost 4% compared with the corresponding period of 2014, while Long Beach slumped nearly 15% to 3.31M TEU (see table). The damaging labour dispute last year is continuing to have an impact on the San Pedro Bay ports, as several beneficial cargo owners have switched their supply chains and now use Atlantic seaboard ports for a larger proportion of their business. This partly accounted for the 13.4% increase in traffic at New York/New Jersey in H1 2015 and the double-digit rises at Savannah, Charleston and Virginia.

South African transport utility Transnet is setting up a new subsidiary to operate port, rail and pipeline infrastructure across Africa and the Middle East, called Transnet International Holdings. It has set a target of generating 25% of its income from outside South Africa by 2025, up from just 4.2% in the 2014-15 financial year. Transnet’s existing foreign operations are dominated by rail services in the rest of the Southern African Development Community (SADC) region, but it now plans to offer port and pipeline services, as well as targeting rail contracts elsewhere in the continent. Most of the work is likely to involve training and consultancy contracts,

while it could also bid for operating concessions. The company also hopes to use Transnet Engineering to market its engines and rolling stock across the continent. However, it seems unlikely that it could bid for container terminal concessions in the southern third of Africa, where its new offshoot would come into serious competition with Transnet’s South African port operations. Transnet earned R61.2B (US$4.5B) in 2014-15, but state regulators hold down most of its tariffs and other charges in South Africa, so there are limits on how much profit it can generate at home. Expansion into other markets could enable it to take on

ing in a number of these markets.” Meanwhile, in his capacity as CEO of Transnet Frieght Rail, Gama has clashed with South African transport minister Elizabeth Dipuo Peters, who wants to change the country’s rail network from Cape to Standard gauge. Peters concedes that the government and Transnet could not afford the huge cost of changing over (estimated at US$110B), but recommended that much greater private sector participation in the rail sector could help to secure the required financing. Gama is sceptical about this, and also warned that cross-border rail links with South Africa’s neighbours would be put at risk, as they use the Cape gauge.

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Throughput of the world’s top 25 container ports in H1 2015 Port H1 2015* Change** Shanghai 18 4.4% Singapore 16 -3.1% Shenzhen 11.58 5.4% Ningbo-Zhoushan 10.49 9.1% Hong Kong 10.23 -8.6% Busan 9.76 5.8% Qingdao 8.59 2.7% Guangzhou 8.2 6.1% Jebel Ali 7.88 6.0% Tianjin 7.24 5.0% Rotterdam 6.24 3.7% Port Klang 5.85 11.0% Kaohsiung 5.11 -0.6% Dalian 4.69 1.2% Antwerp 4.84 9.5% Hamburg 4.54 -6.8% Port Tanjung Pelepas 4.44 9.0% Xiamen 4.36 8.2% Los Angeles 3.9 -3.7% Laem Chabang 3.37 6.7% Long Beach 3.31 -14.9% New York/New Jersey 3.09 13.4% Bremerhaven 2.74 -3.5% Yingkou 2.98 3.8% Jakarta 2.58 -10.3%

more commercial ventures, the profits of which could be reinvested in its domestic operations. Acting CEO Siyabonga Gama said: “We have a fairly good idea where it’s going to come from and how. We are not just looking at Africa; we are also looking at the Middle East. There are a number of things that we are working on.” The first major undertaking will be improving operations at the Port of Cotonou in Benin. “We will try and improve their efficiencies, with the view that we will make some further investments once we have helped them with the port master plan. It’s small but it indicates the direction that we are tak-

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*Figures in M TEU. **% change compared to H1 2014. Source: Alphaliner, ports’ own and WorldCargo News data

October 2015

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Yilport buys Portugal’s Tertir group Basra refurbishes Istanbul-based Yilport Holding is spending approximately €275M to buy the port management and logistics activities of Portugalbased Grupo Tertir. The move, which will increase Yilport’s annual handling capacity by 2.7M TEU of containers and 4.5 Mt of general and dry bulk cargo, is further evidence of its desire to become one of the world’s leading terminal operating companies. Tertir manages 10 container, general cargo and/or bulk terminals in Portugal and Spain. In the former country, it holds concessions at the Liscont and Sotagus facilities in Lisbon, at TCL in the port of Leixões (Oporto), Socarpor in Aveiro, Sadoport and Tersado in Setúbal and a Liscont-

managed operation in Figueira da Foz. In Spain, its assets comprise the Ferrol Container Terminal in Galicia and the Concasa facility in Huelva, Andalucía. In addition, Tertir owns a 50% interest in Terminales Portuarios Euroandinos in the northern Peruvian port of Paita. The port is an important gateway for fruit and vegetable exports, and is being expanded. It is also located in Latin America, a region in which Yilport is keen to establish an operating presence. But what is also significant about this deal is Tertir’s presence in the intermodal rail and logistics sectors. The group owns Portugal’s private train-operating company Takargo, which runs a wide

range of intermodal rail and logistics services within Portugal and, through Ibercargo Rail (a joint venture with COMSA Rail Tran), between Portugal and Spain. Yilport is highly experienced in the rail cargo business, owning ETI Logistics in Turkey and investing in rail ventures in Sweden as part of its container terminal operating concession in the port of Gävle. The group sees rail and terminal management as giving it ideal opportunities to foster closer relationships with beneficial cargo owners and, in so doing, to create tailor-made supply chain solutions. Yilport has acquired the shares in Tertir from the Mota-Engil Group and Novo Banco. It is an

Gdansk offers development plots Buoyed by DCT Gdansk’s growing role for deepsea AsiaEurope business, Gdansk port authority has launched a tender for the development of “attractively located” land plots in the

outer harbour, behind the DCT terminal. The seven adjacent plots total 45-ha and are between 2-ha and 12-ha in size. They are the last available for potential investors

interested in locating businesses in the port’s outer, deepwater area. The port said that all the plots have excellent road and rail transport connections and

acquisition that Robert Yuksel Yildirim, chairman of Yilport Holdings, views as being highly strategic. He pointed to Portugal’s enormous potential to tap into the anticipated increase in trade via the Panama Canal, and to the country’s important geo-political relations with Africa and Latin America, as generating significant future business opportunities. To support this growth and improve Tertir’s overall competitiveness,Yilport will invest in the terminals and embark on building a significant and integrated cargo transport presence in the region. The transaction will seeYilport’s box handling capacity increased to 10M TEU/year and its bulk processing capacity to 22 Mtpa.

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The ICTSI team from Gdynia have become an important source of equipment expertise for the whole group, including this mafi refurbishment project in Iraq (before and after) ICTSI’s Basra Gateway Terminal (BGT) in Umm Qasr, Iraq recently refurbished six terminal tractors as part of a wider upgrade project. BGT’s engineering start-up team mostly comprises personnel from ICTSI’s Baltic Container Terminal (BCT) in Gdynia, Poland, which has become an important source of expertise and innovation for the ICTSI group. The BGT renovation, now over 80% complete and ahead of schedule, includes upgrades to the terminal’s two quay cranes, and the establishment of a modern, fully equipped workshop to perform refurbishment and maintenance.

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port dispute Brazil’s minister for ports, Edinho Araújo, has signed a contract extension with Libra Terminais, to ensure the company can continue to operate its Santos terminal up to 2035. This implies an investment of US$187M. As part of the agreement, all three concession contracts held by the private sector operator, covering terminals T-33, T-35 and T-37, have been brought together into a single concession. This allows Libra to operate them as a single entity – today they have to be operated separately – and also to build a new quay. As a result, the company’s capacity will be doubled from 900,000 TEU to 1.8M TEU. The contract extension was made possible following an agreement between Libra and port authority Codesp in respect of liabilities of up to US$250M owed by Libra and dating back to 1998. Both parties have agreed to terminate ongoing legal action, and instead accept binding arbitration, a possibility included in new ports legislation. The original dispute involved invoices levied by Codesp for the concession covering T-35. Libra argued that the area transferred to it was smaller than agreed, that

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The yard tractor work included full refurbishments for three MAFI units and three Capacity tractors. The extensive job list included a complete upper engine overhaul, replacing fuel and cooling system components as required, replacing complete electrical wiring systems, starter motors and alternators, overhauling braking systems and refurbishing the cabs. To make the cabs look virtually new, broken windshields were replaced, and the lights, indicator lamps and horn systems were changed. The metalwork inside and out was cleaned and polished. Finally new tyres were fitted.

railway tracks remained in place on half the operating area, and that the draught alongside the berths was not as agreed. The arbitration, which could take up to two years, will define how much Libra must pay Codesp. Libra will then have up to five years to settle its account. Should Libra fail to accept the arbitration, then its concession could be withdrawn. “As a result of the contract renewal, the company has agreed to pay Codesp immediately the largest amounts of rental values relating to container handling and per square metre paid by container terminals in the port of Santos,” noted the minister. He said there were other advantages to integrating the company’s operations in the port, allowing all parties involved to benefit from unified warehousing and customs, thereby reducing bureaucracy. Libra has also agreed to make changes to T-37, to reorganise the Ponta da Praia grain export corridor, and also look at a new tender for an operating area. This revised layout will make it possible to improve road and rail access to the Macuco and Ponta da Praia areas of the port. October 2015

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Antioquia attracts interest Progreso approves TCB deal Ten construction groups have indicated an interest in building the proposed new Colombian multipurpose port of Antioquia at Urabá, on the Caribbean coast. The US$400M project is being developed by Puertos Inversiones y Obras (PIO). Company president Óscar Isaza has indicated that firm bids must be in place by 1 December, and revealed that companies from Colombia, Brazil, Portugal, Spain and France are all expected to respond to the tender. Work is scheduled to commence in April 2016 and be completed in 2018, when the terminal will become operational. Latinco, Odebrecht, China Harbour Engineering Company, Conalvías, Constructora Camargo Corrêa, Ferrovial,Teixeira Duarte, Coninsa Ramón H, Odinsa and OHL are all declared bidders. As part of the initial phase of construction, a quay line capable of accommodating five vessels simultaneously will be built. This implies individual berths of around 347m, each capable of handling vessels of up to 13,000 TEU. Draught alongside will be in the order of 14m. Effectively, the facility is being built offshore, with a 4.5 km causeway con-

Raúl Torre, managing director of Progreso Port Authority in Mexico, sees the recent acquisition by APM Terminals of Barcelonabased Grup TCB in a positive light. TCB formally owned Yucatán Container Terminal in the port, and Torre believes that the new owners will be predisposed to invest and put more resources into the port, something for which

the port authority has already been fighting. “With our expansion projects, we are looking for resources, and this could be good news,” he said in response to the takeover. There is a possibility that APM Terminals could be persuaded to invest in deepening the draught in the port, prior to construction of a new quay, a facility which would allow much more so-

phisticated equipment to be deployed, something which is not possible on the existing terminal. Torre said that more cranes could also be deployed there. He also indicated that Maersk might be persuaded to recommence calls at Progreso. The line included the Mexican port in regular calls for a period of 10 years, but withdrew services four years ago.

Antioquia is an offshore development necting handling operations with the mainland. As well as containers,Antioquia will also be able to handle dry bulk, finished vehicles and general cargo. Initial capacity will be for 500,000 TEU and storage for 120,000t of dry bulk. As part of the second phase, capacity will be expanded to 1M TEU/year and storage for 240,000t of dry bulk. “This isn’t competition for other terminals, but rather expanded port capacity,” said Isaza. “By having this, more demand will be generated. The most important thing for Antioquia port is that it’s competitive; it is 340 km closer to areas where

70% of GDP is generated.” Currently, Colombia’s Transport Ministry is progressing 19 requests for new coastal and river ports. According to the National Infrastructure Agency, these will involve collective investment of US$1.25B. Among the projects are a Caribbean coast facility for gas distribution company Promigas, and dry bulk terminals on the Gulf of Morrosquillo and at Puerto Solo (at Buenaventura). No fewer than eight projects are being developed for Cartagena, one for Tumaco, two for the Gulf of Morrosquillo, one for La Guajira, and another for Santa Marta.

Lyttelton Port fined over death Lyttelton Port Company in New Zealand has been fined a total of NZ$128,000 over the death of Bradley Fletcher last year. The port worker was killed in August 2014 after the scissor lift he was using toppled over, while he was trying to jump-start a straddle carrier. He was thrown from the lift, hitting a container, before falling to the ground. A WorkSafe New Zealand investigation found multiple failures by the port company contributed to Bradley Fletcher’s death, including poor maintenance, a lack of training and inadequate systems for identifying faulty machinery and returning it to safe use.

With regard to straddle carrier jump-start procedures, WorkSafe NZ noted: “Despite the straddle carrier being designed to be safely jump-started from the ground, the port company failed to consider the inherent risks created when trying to jumpstart the machine at height. It had also failed to contact the manufacturer when, on a number of occasions, it had been unable to jump-start straddle carriers from the ground.” WorkSafe’s general manager, High Hazards and Specialist Services, Brett Murray, commented: “A proper hazard identification system would have highlighted

the need to find a safer way to jump start the straddle carriers, instead of using a scissor-lift to hoist Mr Fletcher and nearly 200 kg of batteries almost 10m into the air. In at least one other New Zealand port, a second straddle carrier is brought alongside for any jump-starting, minimising the risk of working at height. “Brad Fletcher’s death could have been avoided if the port had an effective safety management system in place that identified key risk areas and ensured those risks were controlled. It is to be hoped that the lessons of this case can help prevent similar tragedies in the future.”

Freetown expansion deal for BAL Bolloré Africa Logistics (BAL) has signed a contract with the government of Sierra Leone to expand the Port of Freetown.The announcement comes as welcome news to the country’s transport sector, after 18 months of disappointment for the mining sector, as low iron ore prices put other rail and port investment at risk. A new 270m quay is to be built, supported by a new 3.5-ha CY, and the harbour and berths will be dredged to allow access for vessels with a draught of up to 13m. The port, which handled 75,000 TEU last year, currently has capacity to handle 100,000 TEU/year, but this will be increased to 750,000 TEU. The French firm, which is now four years into its 20-year concession at Freetown, expects that the work will take three years to complete. It estimated the cost of

the work at US$120M – which seems relatively cheap for the addition of 650,000 TEU/year of new capacity – following on from the US$37M committed to the project under the concession so far. Some of the money will be used to purchase new STS and yard cranes. BAL now looks set to develop Freetown as its main transhipment port in the region, serving not just the west coast of Africa but also trade across the Atlantic Ocean. Port competition in the Mano River states is intensifying, with APM Terminals unveiling plans in September to double the handling capacity of Monrovia Container Terminal to 200,000 TEU/year, at a cost of US$34.5M, to cope with rapidly rising demand. George Adjei, managing director of APMT Monrovia, said:

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More ASC stacks in hamburg Kenyan HHLA is investing €100M in Container Terminal Burchardkai (CTB), including three more 23/24-wide cranes from ZPMC that are able to handle ULCSs in the 20,000 TEU range. The operator has two ULCS berths at CTB and one at Tollerort, where two large cranes are on order from Liebherr. More of the CY at CTB has been converted from straddle carriers to block-stacking with Hans Künz ASCs. Four more storage blocks will be added to the existing eight, of which two are for standard containers and two for reefer containers. Each storage block has a length of 380m,

CTB is increasing density with more ASC stacks and the ASCs stack 10-wide and 1-over-5, with block storage capacity being increased by 50%. Road truck dispatch is faster, as there is a reduced requirement for straddle carrier stacking. HHLA plans to phase out 134 conventional straddle carriers at

CTB over the next few years. “Storage capacity of van carrier-operated areas is 4,000 TEU, whereas on the same footprint, the new storage blocks more than double the capacity to 8,200 TEU,” said Jens Hansen, managing director of CTB. The new storage blocks should be ready in 2017, when the new ZPMC cranes are due to arrive. The on-dock rail head will also be enlarged, making it the second biggest such facility in Germany. “In future, we will be able to handle 6M TEU a year at CTB,” said HHLA board member Dr Stefan Behn, although he did not put any date on that.

nacala’s expansion on schedule TEU to 180,000 TEU a year. In this first phase of the plan, which cost US$32.6M, the port’s 310m of quay used to handle fuel and containers, including the latter’s 13,000 m2 yard, has been fully refurbished. In addition, new handling equipment has been installed. The next phases of Nacala’s modernisation programme will

focus on extending the quay, improving the port’s internal road system, and constructing a new rail terminal, as it seeks to expand its capacity and increase the speed with which cargo moves through the port. The total cost of the expansion programme has been estimated at US$300M, with funding provided by the Japanese government.

Floating crane collapse

police stated that the lattice boom crane broke at the base, and that the machinery-housing base was still welded to the pontoon deck. The fracture was immediately above the machinery house, so the entire boom came down. The crane operator was not injured. The crane was engaged in lifting a lock gate that was floating alongside the pontoon, in order to get it into an upright position so that it could be ballasted with cement.

The Mozambique government’s rehabilitation plan for its northern port of Nacala is on track, with the first stage of a three-phase programme completed at the end of September. The next stage is due to start in early 2016. By the end of the modernisation scheme, Nacala’s container handling capacity will have risen from 100,000

A pontoon-mounted crane has collapsed in the port of Rotterdam, seriously injuring one person. The incident occurred alongside the quay of the newly upgraded Broekman Project Services terminal in Rotterdam Waalhaven. Broekman was not involved in the operation,and was only providing the berth to Ravestein, which is a noted supplier of lock gates

14

to ports around the world. Ravestein has declined to comment. At the time of writing, Dutch labour inspection authorities and the National Safety Board are investigating the incident. The floating crane belongs to Ravestein BV, and the injured man is one of the shipyard’s employees. It is understood that he was on the quay as the crane came down. Initial reports by Rotterdam

rail spur

An addition has been announced to the new Mombasa-Kampala railway – a 120 km branch line to Naivasha in the Rift Valley. China Road and Bridge Corporation, which is already developing the main US$3.6B railway, will also build the Naivasha spur line, while China’s Exim Bank will provide funding, although the cost is unknown. The governments of Kenya and Uganda are keen to develop the Mombasa-Nairobi-Kampala corridor as the economic heart of East Africa, but a number of Kenyan MPs representing other constituencies have complained that other parts of the country will be sidelined by the railway. The Naivasha line is one part of the government’s response, even though other spur lines in East Africa have attracted less business than had originally been hoped. Nairobi hopes that the line will enable Naivasha to be developed as an agricultural and manufacturing hub with easy access to the port of Mombasa. President Uhuru Kenyatta said: “Our new special economic zones law allows you to manufacture goods that you can sell to Kenya and export to the region as well as the rest of the world.” About half the bridges on the new railway are now complete and 60% of the required earthworks have been finished. Rift Valley Railways (RVR), which operates the existing MombasaNairobi-Kampala railway, has expressed confidence that its line will be commercially viable in the face of the new competition. It recently bought 500 new flat wagons from Chinese manufacturers.

djibouti-Addis Ababa The new US$4B electrified railway from Djibouti to Addis Ababa is more than 90% complete, and is scheduled to begin running early next year. The 750 km standard gauge line replaces the old 1m gauge line.The fate of the old line is unknown, but it will presumably be decommissioned. Freight trains take two days to travel from Djibouti to the Ethiopian capital, so most cargo is currently carried by road. However, the new line will have a transport time of just 10 hours, and so the two governments hope that most cargo will now be switched off the highway. The railway is yet another Chinese-led infrastructure project in Africa. It is being built by China Railway Group and the China Civil Engineering Construction Corporation, while Chinese banks have provided funding. Despite the promotion of Mombasa as an alternative and plans to develop a new port at Lamu, more than 90% of Ethiopia’s trade passes through the port of Djibouti. Vague plans have been pro-

posed to extend the line across the heart of Africa, from Addis Ababa through South Sudan and then to Cameroon, ending either in Douala or Kribi, but this seems unlikely for the foreseeable future, not least because of the dire security situation in South Sudan and the Central African Republic. Djibouti will also benefit from the development of the new Djibouti Free Trade Zone by China Merchants Holding. It will be built in phases over the next 10 years, at a projected total cost of US$7B. In addition, the Turkish government has announced plans to set up a manufacturing and processing zone at the port, to make use of the new line. The government of Ethiopia maintains a firm grip on many parts of the national economy, and there is no competition in some sectors. Nevertheless, the economy grew by 10.2% last year, and the population is expected to exceed 100M by the end of 2018, so the potential for greater trade volumes is huge.

The Port of Dunkirk’s new customs-approved phytosanitary inspection centre (SIVEP) has been officially inaugurated. As previously reported (WorldCargo News, February 2015, p27), the new SIVEP is the fourth in France after Le Havre, Roissy (for air cargo) and marseilles-Fos. It cost around €2m to build and equip, funded jointly by the port and the town. It is licensed to exercise control over all animal products intended for human and animal consumption, all plant products intended for animal consumption and other products including wood.

October 2015

PORT nEwS

ICTSI Colombia gears up Trelleborg buys US company ICTSI affiliate Sociedad Puerto Industrial de Aguadulce SA (SPIA) recently received four 60t SWL (twin 20) STS cranes with 65.7m outreach and 46m lift height, along with five 41t SWL RTGs, as it gears up for the operational launch in 2016 of Aguadulce Multi-User Container Terminal (AMCT) in Buenaventura. The cost of the equipment, supplied by ZPMC, is around US$50M, said ICTSI, and is part of a total investment of US$545M it is making in the port. Development of AMCT is divided into three phases. The first phase, which is slated for completion by April next year, will yield an annual capacity of around 600,000 TEU. It includes a 600m berth with a 14.5m controlling depth, an 11-ha container yard, a 250m coal bulk dock, conveyor belt-equipped silos and a 21 km access road leading to the terminal. It also includes the construction of warehouses and inspection areas, as well as the deployment of automation and

ZPmC cranes and RTGs arriving at Aguadulce other latest port technologies. ICTSI won the 30-year concession for the construction and operation of a container terminal and grains and coal-handling facility at the port of Buenaventura in July 2007. It acquired stakes in two Panamanian companies to gain effective control of SPIA,

which owns 240-ha of land in the Aguadulce Peninsula and its surroundings. In 2013, ICTSI and PSA International Pte Ltd signed an agreement to develop and operate jointly the container terminal and its ancillary facilities (WorldCargo News, October 2013, p3).

Cuba logistics hub

with his Cuban counterpart Raul Castro during their meeting on the sidelines of the 70th Regular Session of the UN General Assembly in New York in September, according to the Kremlin’s press service. Sheikh Abdullah bin Zayed Al Nahyan, the UAE’s minister of foreign affairs, visited Cuba in early October, while Russia’s industry minister Denis Valentinovich Manturov has been in talks with Abu Dhabi’s Mubadala sovereign investment fund leaders. It is thought that a new sea-air complex could become a major hub for US and European trade with Latin America.

Russia, Cuba and the United Arab Emirates (UAE) are considering investing in a multimodal logistics hub in Cuba. The trilateral project would include modernisation of Mariel seaport and construction of a modern international airport and cargo terminal at the aerodrome in San Antonio de los Baños, together with a new rail link. Plans for the airport were revealed early this year, with the Russians saying then that they were prepared to invest

US$200M, but the process of normalisation of Cuban-US relations has moved the agenda forward. The port of Mariel has already been substantially upgraded, following an US$800M civil engineering project, largely financed by the Brazilian government, and executed by Brazilian conglomerate Odebrecht. The project included the creation of a special economic development zone to attract foreign investors. Russia’s president Vladimir Putin discussed the transport hub

Trelleborg has increased its presence in the global fender industry through Trelleborg Offshore & Construction’s acquisition of Houston-based Maritime International Inc. Richard Hepworth, president of Trelleborg’s marine systems operation, said: “We are committing significant resources to our business in North America... This acquisition strengthens our local presence and reinforces Trelleborg’s leading position globally. “There are already many synergies in the approach both companies take to safety and technology. We are both focused on design and engineering excellence, and delivering the highest quality products to our custom-

ers, through rigorous testing and after-sales service.” David LeBlanc,president at Maritime International, said: “We’ve built a strong reputation in North America. Boosted by the financial strength of Trelleborg, we look forward to continuing to provide the excellent products and services that customers from both legacy companies have come to expect.” Employing around 90 people, Maritime International has its head office and main manufacturing facility in Broussard, Louisiana, selling primarily into the North American market. It also has a secondary quayside fabrication yard in the Port of Vermilion, Louisiana, which allows larger

fabricated structures to be loaded out directly onto barges. The company’s portfolio includes cone fenders, cell fenders, leg/element fenders and arch type fenders. It also has the capability to design and fabricate a wide range of steel structures for the marine market. Trelleborg’s marine systems operation already has two sites in the US – the recently established facility in Berryville, for manufacturing foam-based marine fenders and buoys, and a sales and business development office in Houston, Texas, which is geared to the demands of the global oil and gas industry.

Reporto new ports planned extended for Tanzania Due to expire at the end of 2015, Brazil has extended until 2020 its Reporto tax break system, for imports of port equipment not available locally. It will now also apply to dredging contracts, “secondary zone” bonded areas and port-focused training centres. However, applications were not taken up to include Special Enclosures for Customs Clearance Export (Redex) and container storage and repair depots in the scheme. For such facilities, handling equipment is too expensive – a used 27-30t FLT can cost Rs0.5M (US$130,000) – and Reporto would save 30% on the purchase of new equipment.

Tanzania Ports Authority (TPA) is planning to build several new ports, including a major regional transhipment hub, and has set aside funds in its current 2015/16 fiscal year to support both commercial feasibility and preliminary engineering designs for the projects. The new ports are planned to be developed in the southern half of the country, but north of the existing port at Mtwara, which the TPA is also expanding and modernising through the construction of four new berths totalling 1,200m. While the TPA has identified the towns of Kilwa, Lindi and Rushungi for the new gateway ports, it will be up to the consultants to decide on the location of

the transhipment hub. A southern location would also appear most likely, given that work has commenced on the huge port planned at Bagamoyo in the north. According to the TPA, the consultant(s) appointed to advise the TPA on its new port plan will be expected to provide “detailed assessments of the economic, financial, technical and environmental aspects, while meeting the authority’s cost and timescale requirements”. There is an urgent need for Tanzania to improve its infrastructure, particularly when it comes to its ports.Traffic volumes are increasing, particularly imports/exports to/from landlocked Africa, and competition for this business is intensifying.

Patrick’s Port Botany, Sydney. When Patrick Stevedores partnered with Kalmar, we both understood that the key challenge
 was not just delivering a project budgeted on time, but about delivering a terminal that was safer, reliable and more productive. The conversion from manual operations to a fully automated straddle carrier solution, with 45 Kalmar AutoStrads and real time control systems, was made by Patrick and Kalmar in only four days. The Port Botany site setting a benchmark for the whole container industry. Patrick’s worldleading fully automated AutoStradTM terminal with continuous AutoStrad support from KalmarCare, can now meet the changing demands of its business – both today and tomorrow. This is just one of the reasons why Patrick chose Kalmar. Because in this business, we both know that every move counts. kalmarglobal.com

October 2015

15

ShIPPInG nEwS

Maersk performance to hit group results Egypt plans nile A weak peak season and intense competition in the global liner trades and particularly on the Asia/Europe trade, which accounts for approximately 40% of Maersk Line’s revenue, has led to its parent company issuing a profit warning. A recent conference call arranged with investors led to chief executive Nils Andersen, CEO of AP Møller-Maersk Group (APMMG), announcing that the company’s financial outlook had changed. He said that Maersk’s poor performance in Q3 2015 meant that “its underlying group third-quarter result was expected to be around US$600M worse than the guidance issued [to the market] in August”. For the full year, APMMG had projected a net profit above US$2.2B, but with H2 2015 now only expected to generate US$400M, the end year result is now forecast to come in at

US$1.6B. Traffic volumes were flat in what is traditionally the liner shipping industry’s peak season quarter with volumes of 2.43M FEU up just 1.1% on Q2 2015. Meanwhile, stiff competition between carriers and deteriorating supply/demand balances on many routes as alliance members phased in more ultra large container carrying vessels and larger ships continued to be phased into emerging markets trades led to a sharp decline in Maersk’s freight rates. Andersen also attributed the slide in rates to general destocking by companies in Europe which he said was linked to the decline in the value of the euro. Consequently, Maersk Line’s average revenue per FEU was 4.3% lower than the second quarter and 19% softer than in the corresponding period of 2014 at US$2,163 per FEU. As the executive does not ex-

pect a quick recovery in market conditions, he stressed that action was being taken to deal with the situation. On the Asia/Europe trade, the 2M alliance where Maersk works alongside MSC, has already merged its AE3 and AE15 strings and announced the termination of an Asia-Black Sea service. But Andersen said that he didn’t think this would be sufficient to change the carrier’s outlook as prices were not expected to recover this year. This is also a crucial time for carriers as many contracts for next year’s shipping season are negotiated in the final quarter of the year. Andersen said: “The background of low rates before the start of the contract negotiation season was “unfortunate and an irritant, but Maersk Line will not agree loss-making annual contracts with shippers, preferring to increase its reliance

maritime highway

Nils S Andersen, CEO of AP møller-maersk on the volatile spot market.” He alluded to surplus ships being returned to owners and/or consigned to lay-up and to Maersk Line’s revised strategy. This will become evident in early November with Søren Skou, CEO of Maersk Line, due to be present at APMMG’s Q3 2015 results announcement.

Brazil’s downturn damages Asia/ECSA trade Brazil’s economic difficulties are having a dire effect on its liner trades, particularly on those routes from Asia. Imports have fallen dramatically since Q1, at a time when carriers have been cascading bigger ships into the market and forging new alliances,

resulting in plummeting freight rates and mounting losses. A retrenchment now appears to be in place, at least for the post-peak season period, with HMM, K Line, PIL and Yang Ming terminating their joint service during October.

Using 12 ships of 4,250-4,600 TEU, the link started only in April 2015, following an optimistic cargo forecast for the year. But WorldCargo News understands that none of the operators are leaving the market. HMM is to participate in the SEAS serv-

ices network operated by CSCL, CMA CGM, Hamburg Süd, Hapag-Lloyd and NYK, while K Line, PIL and Yang Ming will maintain existing slot sharing arrangements they have with the ECSA service operated by Coscon, Evergreen, Hanjin and ZIM.

The Egyptian Government is keen to exploit the River Nile’s potential as a maritime freight highway between the Mediterranean basin and the interior of Africa and is considering setting up a shipping line to help achieve this. The plan is based on improving navigation along the 4,000 mile plus stretch of the Nile from its outlet in the Mediterranean to Jinja on the northern shore of Lake Victoria in Uganda. An improved waterway would provide new transport options for importers/exporters trading with Egypt itself, neighbouring countries, such as Sudan, South Sudan, Ethiopia, Uganda and western Kenya, and landlocked nations, including Burundi and Rwanda. Currently most cargo originating from/destined for Europe and these countries uses the longer route via the Suez Canal and discharge/loading at Horn of Africa/East African ports,

such as Djibouti, Mombasa and Tanzania. In many cases though, and particularly for containerised cargo, transhipment over Salalah, Khor Fakkan and/or Jebel Ali is needed. In September, the Egyptian Government’s Ministry of International Cooperation and the African Development Bank (AfDB) signed an agreement to provide funding for a feasibility study on the possibility of setting up a cross-continent Nile river shipping line. US$650,000 is to be granted by the Korea-Africa Economic Trust Fund, an entity owned by the AfDB, for this purpose. But the engineering challenges alone in making the Nile a sustainable and competitive freight highway are immense, given the number of dams, bridges and waterfalls that exist along the waterway. Consequently, many observers feel the project will never come to fruition.

deltaLinx compact ferry launched

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Finnish ship designer Deltamarin Oy, part of AVIC International Maritime Holdings Ltd, presented a new LNG-propelled ferry design at the BaltExpo 2015 exhibition in Gdansk in September. DeltaLinx is a concept for shortsea ferry operations and, with an overall length of just 80.4m (73.1m LPP), it could be operated between small harbours and ports, including ‘coast hopping’ as an alternative to road transport. Capacity would be 80 passengers and the ferry could accommodate 82 automobiles or 16 trucks.

High lift rudders and a bow thruster are fitted for manoeuvrability, while an extensive freeboard in the bow area will facilitate operations in rough weather conditions. Loading/unloading is performed via bow and stern ramps, providing fast turnaround. The main deck is unobstructed, which adds to smooth operation. Beam is 18m, draught is just 4m and deadweight is 1,220 dwt. Rolling intake is 360 lane/ metres, service speed is 15 knots and installed propulsion is 6,000 kW. The design has 1A1 car ferry class notification from DNV GL.

The ELME Spreader way We’ve been manufacturing spreaders for the container industry since 1974. To this day, we’ve shipped over 14,000 spreaders to clients on seven continents. Our idea has always been the same – to design, develop, build, assemble every single unit at our plant in Älmhult. An approach that lets us have 100% control over the production and the final quality of our products. You might call us unconventional. We call it Swedish craftmanship.

16

October 2015

shipping news

Carriers to exit Oceania trades seago expands services A combination of intense competition, modest cargo volumes, massive over-tonnaging and falling freight rates is resulting in a number of operators questioning their presence in the trades linking Asia with Australia and New Zealand. Reportedly, both Seoul-based Hanjin Shipping Company and Tokyoheadquartered NYK Line are to terminate their services. In the case of Hanjin, WorldCargo News understands its withdrawal will be completed by the end of the year when the KIX/AAZ service connecting South East Asia (Port Klang and Singapore) and Australia which is operated by ANL, APL and Hanjin, is terminated. Hanjin

uses this service to move its New Zealand cargo with southbound volumes transhipped over Sydney and northbound traffic over Brisbane. According to ANL, the partners in KIX/AAZ will decide on new arrangements for the service shortly. It is unclear whether this will involve Hanjin and whether the carriers will continue to have a direct presence in the South East Asia/Australia trading sector. Clearly, NYK’s presence will only be temporary as it has confirmed its decision to withdraw from the market by the middle of 2016. Currently, the carrier is a member of: � AAX Southeast Asia-Australia opera-

tion with ANL and APL. � NEAX with compatriot carriers K Line and Mitsui OSK Lines (MOL) and Coscon and OOCL. � NZS with APL, MOL, OOCL and Pacific International Lines. Given the tough trading conditions, further withdrawals cannot be ruled out. Meanwhile, the government of the Pacific Island of Nauru is considering restarting its own service to Fiji. Nauru was served by Matson and Neptune Pacific, but in August Matson announced it would service Nauru and the Solomon Islands through slot sharing with Neptune Pacific. Shippers have subsequently complained about unfair pricing.

Macgregor to optimise vessel systems Cargotec-owned MacGregor has received an order worth US$21M for optimised cargo handling systems for the five 10,500 TEU container vessels Hyundai Samho Heavy Industries is building for HapagLloyd. The ships, slated for delivery between October 2016 and May 2017, will have 2,100 reefer plugs – equivalent to over 4,000 TEU of reefers. MacGregor earlier identified that the design of a vessel and the cargo securing system are not always considered together, and this can result in a ship not being able to load its actual nominal capacity. Speaking at the Navis World conference in San Francisco earlier this year, Henri Paukku, project manager at MacGregor, outlined how over the last few years the “usability gap” has widened between the nominal TEU capacity of a vessel and the actual cargo intake it can load. “Today, the actual container capacity difference of the best and next-best sailing container vessel is 10%,” he stated. This is partly because vessel designers and ships’ container systems suppliers are not working collaboratively. Some vessels, for example, have reduced the gap between containers to 25mm, to make small savings at the shipbuilding stage, but this severely limits the loadability and container arrangements in actual operations, by preventing efficient and safe use of loose and fixed container fittings. “Cargo system flexibility during loading and unloading operations, in combination with attaining a vessel’s actual payload capacity, is crucial for maximising a ship’s revenue and long-term profitability,” said Tommi Keskilohko, director at MacGregor Customer Solutions. “Such efficiency can only be achieved when all parts of a cargo system are designed as one integrated element at an early stage of any newbuilding project, before any restrictive decisions have been made. MacGregor is now working together with Hapag-Lloyd and Hyundai Samho Heavy Industries to optimise the cargo handling system for each of the new vessels. It will deliver a complete solution, comprising hatch covers, lashing bridges, a loose lashing system and container fittings, along with related software and a lifecycle support package. MacGregor will also support Hapag-Lloyd in maximising the cargo system’s full potential, through a training programme for crew and land-based personnel. “MacGregor markets its optimised full cargo system solutions for container ships under the name MacGregor PlusPartner,” the company added.

October 2015

Copenhagen-based Seago Line, which operates intra-European container shipping services and is a fully owned subsidiary of Maersk Line, has increased its operations in Turkey. In the past month, the carrier has started a new service between the western Mediterranean and the Marmara Sea and resurrected its specialist Black Sea reefer service linking the eastern Mediterranean region of Turkey with Russia. The carrier’s new dedicated Marmara Sea service, which offers weekly calls at Valencia, Barcelona, Genoa and the Turkish ports of Izmit Körfezi, Ambarli (Marport) and Izmir, significantly strengthens its presence in the eastern Mediterranean region’s largest economy.

Our

Previously, Seago’s only direct mainline services to/from western Mediterranean ports and the Istanbul region of Turkey had been offered as wayport calls on its Aegean loops to/from northern Europe. Additionally, the carrier had included Mersin (eastern Turkey) as a direct call on two of its western Mediterranean/eastern Mediterranean loops, focused on the Syria, Lebanon, Israel and Egypt markets. This latest move will mean Seago offering a comprehensive service to/from the western Mediterranean and all parts of Turkey as the Marmara link also includes a call at the Aegean port of Izmir. The new link is being maintained with two vessels loading approximately 1,050 TEU.

triple M approach

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17

shipping/interMOdal news

seaway pilotage costs a concern the mindset” of shippers whose first thought is an East Coast gateway for their cargo to the central eastern US region, However, price is a key consideration, and Spliethoff is now facing up to a 50% increase pilotage costs for some calls. This, said Damsgaard, would push freight rates up by 7-10% and affect the viability of the new service. Seaway traffic was delayed on Monday 19 October when the Norwegian-flagged jo spirit ran aground in a canal near Montreal. The vessel, carrying rum to Cuxhaven, Germany, suffered an engine failure and was unable to maintain its course in the canal. It was eventually freed by tug boats.

The fledgling container/breakbulk service operated by Spliethoff linking several ports including Cleveland and Toledo with Europe via the St Lawrence Seaway is under threat from a sharp increase in pilotage costs on the US side of the Seaway system. Speaking to WorldCargo News at the Breakbulk conference in Houston last month, Spliethoff VP Thomas Damsgaard said the service has done better than anticipated this year, in particular with the number of containers being booked. Ports including Cleveland, Monroe and Detroit have handled their first containers in years, and in Monroe’s case its first ever boxes. Spliethoff has been working hard to “change

Wind turbine handling at the port of Cleveland

2M and g6 close transatlantic loops Falling cargo volumes, particularly eastbound, and the fear of a deteriorating supply/demand balance resulting in further declines in freight rates in the transatlantic trade have led the 2M and G6 alliances to close several of their service loops during the quieter winter period. In the case of G6 (APL, HapagLloyd, Hyundai Merchant Marine, Mitsui OSK Lines, NYK Line and OOCL), it is stopping its AX4 loop in November, and plans to keep it mothballed until April 2016. It calls at Bremerhaven, Rotterdam, Le Havre, Savannah and New York, and deploys four ships of around 3,100 TEU capacity. While the string is suspended, and in order to minimise disruption to its customers, G6 will

add westbound calls at Savannah on both its AX1 and AX3 services. This is to accommodate the strong trading leg between Europe (notably Germany) and the south Atlantic region of the US, as this is where car manufacturers, including Mercedes Benz and BMW, have invested in large assembly plants. Meanwhile, Maersk and MSC are ending their ATL4/NEUATL4 link which calls at Bremerhaven, Rotterdam, Antwerp, New York New Jersey and Savannah. It uses four ships of 4,600 TEU capacity. Once again, Maersk and MSC are doing their best to ensure that customers have access to the same number of ports and sailing frequencies during the shutdown period. Consequently, Savannah

will be added to the carriers’ ATL 3/NEUATL3 strings, and a new streamlined shuttle will start, connecting Bremerhaven, Rotterdam and New York. The North America/North Europe trade, which has retained relative stability for the past several years, has seen a progressive decline in its performance this year. Data published by UK-based Container Trades Statistics (CTS) for the first eight months of 2015, reveal the seriousness of the situation for the lines. Container imbalances between east and westbound flows have increased by over 51% (up to more than 1.1M TEU) compared with the corresponding period of 2014, and this has raised carriers’ equipment repositioning costs substantially.

alpine rail dangerous goods moves

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DB Schenker Rail and SBB Cargo have extended an agreement made last year, covering rail transit through Switzerland via the Gotthard and Lötschberg, for a further five years to 2020. The agreement gives DB advantages even before the official opening of the new Gotthard base tunnel with P400 gauge in 2016, while the commitment from DB helps to ensure SBB Cargo’s long-term competitiveness. The two companies are also cooperating in Swiss-German bilateral trade. For example, palletised consumer goods can be dispatched from Hamburg to every region in Switzerland within 48 hours. Separately, RailCargo Austria (RCA) has taken over private German rail freight company EBM Cargo GmbH, which is being renamed Rail Cargo Carrier Germany (RCCG). RCA wants to build up services between Northwest and Central and South East Europe with a modern locomotive pool. EBM was founded in 2010 in Gummersbach, near Cologne. Annual turnover is €5M, and it has profitable operations in the Rhine-Ruhr area. RCCG’s joint managing directors are Frank Zelinski, one of the two founders of EBM, and Anton Forstner from RCA’s Production Management team. RCA plans to invest “several hundred million euros” in Germany.

Hapag-Lloyd and Maersk Line have agreed to cooperate to increase safety when transporting dangerous goods. In a meeting held in Hamburg at the end of September, Maersk Line showed interest in implementing a tracing system similar to Hapag-Lloyd’s Watchdog program (WorldCargo News, April 2015, p1). This program, together with the Hapag-Lloyd FIS (Freight Information System), continuously examines cargo data to identify anything suspicious. It has a database of more than 6,000 keywords that is constantly being added to and refined. “By implementing a similar system, we will be able to increase safety onboard of our 600 vessels and at the terminals we call,” said Søren Toft, Maersk Line’s COO. “We will also improve our risk profile, and at the same time we will be sending a strong message to the

shippers who put safety at risk.” As previously reported, HapagLloyd has had a dedicated dangerous goods department for more than 50 years, and has been developing Watchdog since 2011. “Experience, knowhow and secure processes are crucial for safe transport of dangerous goods,” said the German line’s COO, Anthony J Firmin. “The cooperation with Maersk Line is a very important step forward for increased safety and security of our industry.” This container was deformed by exploding polymeric beads, which can form a combustible vapour

landbridge in fashion Hellmann Worldwide Logistics in Osnabrück has developed a rail intermodal landbridge service between Vietnam and Europe. Landbridge services from South East Asia are gaining in acceptance for Hellmann’s fashion industry clients in Europe. Garments made by various clothes factories in Vietnam are consolidated in Hanoi and transferred to containers. Transit time to Germany is 19-20 days, which is faster than sea freight and less expensive than airfreight. Hellmann’s offer includes LCL as well as FCL shipments, customs checking and sealing, cross-

docking, HUB and warehouse solutions, and fiscal representations. So far, it has moved around 3,000 TEU this way from Hanoi. Rail from SEA to Northern Europe involves a number of changes in ambient temperature and humidity, but, so far at least, this factor has not affected the quality of goods at outturn. Hellmann is looking to expand its landbridge offering for customers moving goods from factories in inner parts of China and Europe, where rail intermodal would remove an often substantial overland leg to the Chinese seaport.

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October 2015

intermodal news

Polish intermodal moving on Intermodal cooperation between Maersk Line and PKP Cargo is gradually being extended. Regular services for Maersk between the Polish seaports and inland terminals at Katy Wroclawskie (in Silesia) and Slawkow were introduced in January this year, and subsequently a block train service was launched between Gdansk and Warsaw. Now, PKP Cargo is to provide portto-door services for Maersk, with responsibility for local collection and delivery services. “The customer orders the organisation of the entire transport, from the port to the final destination, at a specific time from PKP Cargo, not worrying about the details,” said Szymon Mikolajczak, board member for PKP Cargo’s forwarding affiliate Cargosped. “This is the direction in which PKP Cargo wants to go with all its shipping line customers.” Meanwhile, more new intermodal terminals are being opened in Poland. CLIP Logistics has opened a €25M, 10-ha facility in Swarzędz, near Poznan, with four

750m tracks. Capacity is put at 250,000 TEU/year. In July this year, CLIP started a block train service between Swarzędz and Rotterdam, together with ERS Railways BV. ERS’s managing director Frank Schuhholz said that Swarzędz will soon offer a direct connection with Milan. Netherlands-based Schavemaker group has opened a new terminal in Katy Wroclawskie. Around €11M has been invested in the 5-ha facility, including €3M from the EU Cohesion Fund. With static storage capacity of 2,700 TEU, including a reefer area, the terminal is equipped with two 45t reach stackers and an RTG. “We have been looking for a place close to the border in a well developed industrial zone,” said Rico Schavemaker,

president of Schavemaker Invest. “This is a vast area and we invested here a lot, to redecorate it and buy the machines.” In a separate development, PKP Cargo has introduced drones to help tackle pilferage of coal and other commodities from hopper cars. The problem has been particularly acute in the Voivodeship Province of Silesia. Equipped with sophisticated thermal imaging equipment, the drones are operated 24/7 in all weathers, and it is claimed that they can detect irregularities at up to 1 km range. PKP Cargo reported a decline in value of thefts of 59% during H1 2015, while the number of criminal incidents went down by 44%. Thefts of coal went down by 36%.

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etihad and transworld sign moU Etihad Rail, which is developing and will operate the 1,200 km rail system in the UAE, has inked another Memorandum of Understanding (MoU), this time with locally based shipping and freight distribution group Transworld Logistics. “This agreement cements an important relationship between our two companies,” said Faris Saif Al Mazrouei, CEO of Etihad Rail. In addition to their warehousing and logistics offerings, the Transworld Group also represents other organisations alongside Transworld Logistics, including Orient Express Lines and Balaji Shipping Lines.” The executive stressed that the MoU would ensure that Transworld and its various entities would be able to offer customers highly competitive rail options for their local freight transport and distribution requirements. Moreover, this option would extend across the whole of the Gulf Cooperation Council region as other countries constructed their systems and a near 2,100 km network was completed (see p39-40). Commenting on the deal, Mannan Balasubramanian, general manager of Transworld Logistics, said “We are confident that our partnership with Etihad Rail will create an even more effective goods transport service across the Middle East, and it will be an environmentally friendly method, which is always a key consideration for us.” Etihad Rail has been testing and commissioning equipment on the first stage of the network, a 264 km stretch of track that was completed in 2014 between sulphur mines located in Shah and Habshan and the port of Ruwais.To date, the company has transported 2 Mt of this cargo. Currently, Etihad owns seven locomotives and 240 hopper wagons. Stage two of the system, which will stretch for almost 630 km, will connect Mussafah, the port of Khalifa and the port and free zones at Jebel Ali port as well as with the Omani border in the south and the Saudi Arabia border to the north.

PKP will provide port-to-door services in Poland for Maersk

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new link for tanks/swaps

A new rail intermodal service for (tank) containers and swap bodies/ tanks has been introduced between KombiTerminal Burghausen, Southern Germany and the port of Rotterdam, via the port of Köln-Niehl Container-Terminal GmbH, by chemical logistics company DB Schenker BTT GmbH, affiliated to DB Schenker Rail.

October 2015

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interMOdal news

Berlin turns on the gas

BEHALA already operates a project cargo shuttle barge service Berlin port company BEHALA (Berliner Hafen- und Lagerhausgesellschaft mbH) is planning to install a floating ro-ro barge for storage and transport of heavy, outsize cargoes, mainly gas turbines produced at Siemens Gasturbinenwerk in Berlin.

Exports have been increasing, and Siemens needs to move the turbines, which can weigh up to 650t, to Hamburg on the River Elbe. “In addition to the innovative development and production of such equipment, the accompanying logistics service chain is of utmost im-

portance,” said Udo Pollack, transport manager of Siemens AG in Berlin. BEHALA already operates a project cargo shuttle barge service, capable of carrying loads of more than 400t, as local road and rail infrastructure cannot cope with such weights and dimensions. “With gas turbines, intermediate floating storage is indispensable, to provide a buffer between production in Berlin and shiploading in Hamburg,” said Klaus-Günter Lichtfuss, BEHALA’s logistics services manager. The vagaries of the Elbe river and canal network, such as low water and winter ice, also have to be taken into account. The cost of the new barge project is estimated at €10M, and support from the EU TEN-T programme is being sought. It is hoped to have the new barge in service in 2017.

driver protection aid UK haulage firm Dobbs Logistics is trialling Driver Buddy, a new system designed by security specialist Barry Southon to help truck drivers detect the presence of clandestine migrants. Many hauliers using the Dover-Calais crossing (ferries and Eurotunnel) complain of being under siege from migrants. There are cases of truck drivers being complicit in people-smuggling on various UK-Continent routes, but most hauliers caught up in the crisis have been unwittingly caught out, and ended up paying fines through no fault of their own. From infrared motion cameras to CO2 detection, Driver Buddy Defence works in tandem with a bespoke App.

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This allows drivers to monitor their truck in situ and remotely. A driver can view all cameras onboard and underneath the truck, and any clandestine passengers aboard can also be detected via monitoring of increased CO2 levels, and the driver will be silently alerted. Via the App, drivers are also able to provide real-time photographic records of their statutory security checks, and this is instantly logged onto a secure server. Using GPS tagging, the App records location, time, date and the driver’s ID. The data can then be later produced to show to border security personnel when required. Dobbs Logistics’ MD, Steve Morgan, said that the feedback from the company’s drivers was very positive. “It is bombproof photographic and real-time evidence that the checks have been carried out. We can see what checks have been done, at what time and the exact spot they were carried out. There’s no comparison with manual forms that drivers fill out at present – they are not worth the paper they are written on.”

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20

The new Kranwerke crane in Worms Rhenania Worms AG, which operates the German inland trimodal Port of Worms on the Rhine/Neckar and Rhine/Main, has acquired a new €4M gantry crane from KW Kranwerke AG Mannheim. The multipurpose crane with rotating trolley has a 45t SWL for container handling, 33t for general cargo operations and 25t in bulk cargo grab mode. Last year, Rhenania Worms handled around 1.5 Mt of agri-bulks and steel coils and around 21,000 TEU. Board member Oliver Schüttler said that the new crane, with its quick changeover from one cargo type to another, will stimulate more traffic, particularly by barge. Elsewhere, after almost five years in planning, construction work has finally started on a new rail/road intermodal terminal at Kreuztal in the German state of North Rhine Westphalia (NRW). The facility, to be known as Container Terminal Südwestfalen, is being built by regional rail company Kreisbahn Siegen-Wittgenstein GmbH (KSW), which handles around 2 Mtpa of bulk goods. The terminal is aimed at “plugging a gap” in Germany’s intermodal network, as the closest existing terminals are 80120 km away, and the aim of the federal and NRW governments is to reduce truck transport as much as possible. Operations should commence towards the end of 2016, and capacity will be built up to 45,000 TEU/year in containers, swap bodies and trailers. Berlin is providing €5.7M towards the €8M cost, without which subvention the project could never have materialised. “Container Terminal Südwestfalen presents a substantial improvement in transport infrastructure for regional industry and provides an important contribution to the environment by switching transport from road to rail,” said Andreas Müller, chairman of the KSW advisory board. At the moment, there are no intermodal options for transporting goods within a ‘triangle’ formed by the three German states of NRW, Hesse and Rheinland Pfalz. October 2015

container induStry neWS

new online M&r tool WindBreaker takes flight Global technical services company CMC International and US-based cenTTra International have developed a webbased tool to help shipping lines manage the container maintenance and repair (M&R) process. Called Equipment Optimization Solution (EOS), the new tool is a web application that enables real-time management of the complete repair cycle using a web and mobile phone framework. EOS is designed to work within existing M&R practices, accepting EDI files and direct data input from depots, and it uses the ISO 9897 (CEDEX) coding system that has emerged as the industry standard for container repair operations. EOS also supports pictures, the use of which has become almost standard, to support work approvals, confirmations and other aspects of the M&R process. The EOS service includes a free App (iOS and Android) that allows depots to upload pictures to a global public website. EOS Mobile works in real time with the EOS web portal to allow depots to prepare estimates and upload photos at the header or line item level. Pictures are date and location stamped, stored independently, and can be attached to estimates and other documents at any stage in the repair process. With EOS, users can manage the M&R process from a browser or any mobile Android or iOS device. Customers with no current M&R system, or those wanting to replace a legacy system, can

use EOS as a complete system, or it can be integrated with in-house systems. Deployment options include SaaS, a hosted system or on-site installation. Customers have the option to use the public application or to purchase a license, install on their own hardware and add custom features. Built using standard .Net and SQL components, it can be installed as part of an existing IT structure, and supported using in-house resources or local IT contractors. “We’re not necessarily proposing to replace the customer system, but to offer a set of functions, such as tariff control, auto approvals, mobile estimating and image storage, that can be integrated with the in-house system to improve productivity,” said Mark North from cenTTra International. While shipping line M&R systems are good at recording costs,“EOS is focused on equipment turnaround and streamlining estimate processing, so containers can be returned to service”, he added. “It’s really an optimisation tool.” Lines can leverage EOS to interface to all parties in a repair transaction, using the EOS database to bring the wider M&R process into a shared workflow environment. North noted that this is becoming more important as the industry moves towards greater outsourcing of M&R, integration of off-hire and in-service M&R, and using software tools to gain visibility into operations and generate business intelligence, which EOS supports with management reports.

Storm Protector launched German company FT Containerparts has recently launched a container securing device called Storm Protector. Designed to secure containers in high stacks in container depots, the device is a “double stacking cone” inserted at both upper longitudinal sides of the container. The lower part of the Storm Protector is formed into a “T” that is turned 90

degrees and locked into the corner casting. When positioning the container, the lower cone slides into the corner casting of the adjacent container, thereby holding the boxes against one another.The simple handling and solid construction of the device is based on equipment used on ships. FT Containerparts highlights that the advantage of the Storm Protector is the

WindBreaker is now in use at approximately 90% of the depots in Rotterdam The WindBreaker container security device introduced last year is proving very successful, according to Ron Mekkes, managing director of WindBreaker International. Developed in Holland by Mekkes, the WindBreaker is a hook device that connects empty containers, reducing the risk of a stack being blown over in high winds. The WindBreaker design is a manual twistlock with a hook for connecting two containers. The twistlock locks into the top front two corner castings of an empty container before it is placed in the top row of a stack. When the container is lowered into position the hook element drops into the corner casting of the adja-

cent container. Securing a whole row of containers in this manner provides a very high level of wind protection. Mekkes said the device has been very well received by the market. Around 90% of the depots in the Rotterdam area are now using it, and soon the first shipment will arrive in Hong Kong for testing with DP World. WindBreaker International has signed a contract with Dubai-based World Crane Services (WCS) for it to become an exclusive distributor. WCS will represent WindBreaker in east, west and southern African countries below the equator, as well as in the Far East, Australia and the Middle East.

upper cone, on which another container can be positioned when a “staircase” stack is built, which is a common depot practice. Testing and certification by DEKRA is now underway. The design means the Storm Protector can be used in any tier, without requiring a man-lift. Inserted before the container is lifted, it slides into the container behind it, without any manual operation, due to the design of the lower cone. The upper

cone secures a container placed on top, also without requiring manual operation. Started as a one-man business by Frank Techau, FT Containerparts now has a staff of 12, and recently celebrated its 15th anniversary, along with the expansion of its warehouse facility.

Flatracks for Samskip Samskip has purchased 35 units of a 40ft A-frame flatrack, specially designed for handling slabs of natural stone as well as other cargo. “Designed in very close cooperation with natural stone suppliers and importers, the new 40ft flatracks are a new type of equipment to Samskip. They feature two custom-designed sets of A-frames to carry slabs of natural stone. The flats’ design also allows for a combination of slabs and crates – for instance with tiles – catering for specific market demand,” Samskip stated. For other applications, the A-frames fold fully into the floor. “The A-frames have been constructed without any loose items, creating service reliability,” added Samskip. The new units are CSC (Container Safety Convention) plated, allowing them to be operated across Samskip’s network of its own trains, barges and shortsea vessels. Tare weight is 5,200kg, which Samskip said is 250kg lighter than its regular 40ft flatracks. “In addition, as with our other flatrack equipment, payload can be increased, due to intermodal routing of these A-frame flatracks. Whether a decreased tare weight to transport more cargo weight or less overall weight, both options mean reduced CO2 emissions per tonne transported,” the company stated.

The Storm Protector device is inserted into the bottom right container, and the containers to the left and above are secured automatically

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October 2015

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21

container induStry neWS

composites for reefers Cargoshell BV has announced a reefer container design using its composite container concept. Cargoshell had previously introduced a folding container and a standard dry container design using composite material. In 2012, its non-folding container design received CSC certification from Germanischer Lloyd in Hamburg. Speaking with WorldCargo News, inventor René Giesbers said tests of the dry container identified that the composite material had very high insulation properties, and he began developing a reefer version, which is now patent-pending.

Using Cargoshell’s composite panels for walls, ceiling and doors, together with its own design “T” panels for the floor, Cargoshell claims it can reduce the weight of a reefer box by 300-350kg. The insulation property of the material, added Giesbers, is actually superior to a standard reefer container construction, with a K value of