Port of Halifax Winter 2016

WINT E R 20 1 6

port OF HALIFAX MAGAZINE

Sea change

With its new master-planning exercise, the Port of Halifax looks years and decades into the future

ABOVE IT ALL Crane operator Brendan Reid shares a unique perspective on the Port of Halifax, as he and his coworkers keep cargo moving 24/7

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Table of Contents

port

Portside Notes

OF HALIFAX MAGAZINE

The latest on cargo and ship movements, key stakeholders, and new development­­ Marketing a port: complexity and transformation . . . . . . . . . . . . . . . . . . . 4 Going global . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Swing away . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Strong season . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 International recognition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Sailing into the future . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Supporting students . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

First Call

2016 WAS A YEAR OF SOLID GROWTH FOR THE PORT OF HALIFAX,

WITH MORE TO COME IN 2017 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Feature Sea change

WITH ITS NEW MASTER-PLANNING EXERCISE, THE PORT OF HALIFAX LOOKS

YEARS AND DECADES INTO THE FUTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

12

Above it all CRANE OPERATORS SHARE THEIR PERSPECTIVE ON THE PORT OF HALIFAX

Port of Halifax Magazine is produced in collaboration with the Halifax Shipping Association.

For more information on the Port of Halifax and its stakeholders, please contact:

Year in review

Port of Halifax Magazine is distributed free of charge to maritime, industrial, and transportation interests around the world. Permission to reproduce any original material in whole or in part, with the exception of photography and advertising, is available by contacting Metro Guide Publishing. Please also address questions concerning editorial content, advertising, and circulation to Metro Guide Publishing.

. . . . . . . . . 16

Halifax Port Authority, Business Development & Operations P.O. Box 336 Ocean Terminals, 1215 Marginal Road Halifax, Nova Scotia B3J 2P6 Canada Tel: 902-426-2620 • Fax: 902-426-7335 Email: info@portofhalifax.ca Website: www.portofhalifax.ca or Halifax Shipping Association P.O. Box 1146, Station M Halifax, NS B3J 2X1 Email: info@hfxshippingassn.com Website: halifaxshippingassociation.com

Printed in Canada Copyright © Winter 2016 Port of Halifax Magazine Produced by Metro Guide Publishing

Sailing Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

Publisher Senior Editor Contributing Editors Production Coordinators Art Director Printing

Patty Baxter Trevor J. Adams Kim Hart Macneill, Suzanne Rent Emma Brennan, Mike Roy Mike Cugno Advocate Printing & Publishing

F OR A DV E RT I SI N G S A L E S C ON TAC T:

902-420-9943 publishers@metroguide.ca

ON OUR COVER: With its new master-planning exercise, the Port of Halifax works to anticipate customers’ needs and wants years in advance.

Photo: HPA

INSET: With careful training and the latest technology, crane operators like Brendan Reid keep cargo moving through Halifax.

Photo: Submitted

2882 Gottingen Street Halifax, Nova Scotia B3K 3E2 Tel: 902-420-9943 Fax: 902-429-9058 E-mail: publishers@metroguide.ca

www.metroguidepublishing.ca

Mailed under Canada Post Publications Mail Sales Agreement No.40601061 Return undeliverable Canadian addresses to Metro Guide Publishing at the address above.

WINTER 2016 ||

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PORTSIDE NOTES

OPINION

Marketing a port: complexity and transformation Kevin McCann is a self-described “port nerd” and partner at National Public Relations. He works with the Port of Halifax as a strategist and adviser, and has been a presenter at the American Association of Port Authorities Conference and Halifax’s Port Days. Building on his remarks at Port Days 2016, he shares these thoughts with Port of Halifax magazine.

There was a time when a port didn’t have to work very hard to be great. By virtue of their connections to any particular hinterland, they were important and successful. They were mostly insulated from any real rivalry, relying on the luck of geography, weather, and population to determine their success. Ports were like the general store, gradually awoken from a centuries-old siesta when the town next door suddenly got a lot closer, with its own general store and a real choice for customers.

• The Lego blocks stacked on massive ships didn’t exist prior to 1956.

Containerization was a great leap forward, moving us from shipping practices that had been roughly the same for 400 years to a Fordassembly-line breakthrough in just a few decades. Today, about 90 per cent of the world’s trade by volume is conducted via shipping line and containerized cargo. This is a staggering transformation for something so big, so important, and so connected to massive infrastructure.

• The increasing ability to gather and share information has also changed the game. Weather, traffic, ocean currents, supply chain efficiencies: we know more about them than we ever have before. Shippers can make more informed choices than they could even 4

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Port of Halifax

10 years ago, putting information (and thus power) in the hands of movers instead of in the hands of port authorities.

• Ships are a lot bigger. The newest can hold 18,000 TEU, when just a decade ago the limit was 10,000. And with this growth, we’ve seen ports must adjust their infrastructure to handle the bigger vessels, lest their next closest port neighbour take some of their top customers.

Add to this: Ports are community hubs and nostalgic hotbeds. They welcome cruise ships bearing human cargo just as much as break bulk. They are tourist destinations, large landholders, important employers. How do we make sense of all this? How can a port position itself amidst this change and complexity?

Cargo movers and logisticians sweat the details. True to form, we’ve found that the target audience is hell bent on the details of the value proposition, and the port’s ability to deliver. A marketing message that doesn’t get to the point, fast, is dismissed.

Diversity of audience means diversity of message and delivery. A port serves many audiences: all important, vocal, and connected to the place. More than most organizations, a port must carefully plot the interests and needs of each audience, and use the right channels at the right time. Cargo owners don’t care about the vibrancy of the latest seaport festival.

Customer service and customer experience are most important. This is true across all industries. You must develop a deep understanding of who you are talking to and what they care about, putting their needs and a frictionless customer journey at the top of the priority list. Choice is power, and when a shipper has many options, the best experience and delivery on the value proposition can win the day.

When your target audience can get immediate data, international shipping routes and calculators all on a mobile device in their pocket, you’d better be able to articulate your value proposition and deliver on the experience. Because if you don’t, someone else will. Q

PHOTOS: HPA

By Kevin McCann

||

BY TREVOR J. ADAMS

In a recent press release, the Halifax

Port Authority welcomes the signing of the Comprehensive Economic and Trade Agreement (CETA) between Canada and the European Union.

“The Comprehensive Economic and Trade Agreement between Canada and the European Union is a landmark deal that will increase trade opportunities,” says Karen Oldfield, president and CEO of the Halifax Port Authority. “The government of Canada and European Union countries deserve recognition for their dedication in reaching this historic agreement.”

She sees growth opportunities for Atlantic Canadian exporters. “Among the early winners identified are fish and seafood, agricultural products, and manufacturing,” she says. “Atlantic seafood is known the world over for its high quality.

This is a positive development for our entire seafood industry in Atlantic Canada, from the boat captains and deckhands in places like Yarmouth and Sheet Harbour to

the global industry leaders who base their operations here in Nova Scotia.”

The Port of Halifax, with ultra-vessel infrastructure, is Canada’s closest full service gateway port to Europe. Including Britain, European markets account for 38 per cent of total containerized cargo throughput. Q

Karen Oldfield, Halifax Port Authority president and CEO.

PHOTOS: HPA

Going global Patrick Bohan (left) and Sean Griffiths present Jennifer Holland with her holein-one trophy.

Swing away At the 2016 Port Days Golf

Tournament at the Chester Golf Club, Jennifer Holland from the Atlantic Pilotage Authority scored a hole-in-one on one of the par-three holes for the men’s “Closest to the Hole” challenge. (Another par-three hole was hosting the women’s challenge).

As far as organizers can recall, it’s the first ace in the event’s history. Recently, they presented Holland with a trophy marking the accomplishment. Q

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PORTSIDE NOTES

Strong season The Port of Halifax’s 2016 cruise

PHOTOS: HPA

season wrapped up on October 28 with a visit from Royal Caribbean International’s Serenade of the Seas. Overall this season, Halifax welcomed 238,217 guests arriving on 136 cruise vessels. That’s a seven-percent increase compared to the previous season.

Highlights of the 2016 cruise season in Halifax include inaugural visits from some of the industry’s largest cruise vessels such as the Norwegian Breakaway on June 29 and the Royal Caribbean International Anthem of the Seas on September 1, the return of Disney Magic, and four calls from the Cunard Line flagship Queen Mary 2.

Local businesses welcome the traffic.

The East Coast Lifestyle flagship store has been operating out the Halifax Seaport Immigration Annex for two cruise seasons.

“We have seen tremendous year-overyear growth at this location,” says CEO Alex MacLean. “The cruise guests are a big part of that. They come in looking for an authentic East Coast product they can take back with them, and we are more than happy to provide them with what they are looking for.

It has been a great season for us.”

Cruise passenger interest in nearby landmarks like Peggy’s Cove and Lunenburg kept tour operator Ambassatours Gray Line busy through the season.

“We are very fortunate here in Nova Scotia to live in a place where people come to spend their vacations,” says Ambassatours Gray Line CEO Dennis Campbell. “It is our privilege to provide our cruise guests with a service that helps make their time in our region even more memorable while supporting the local tourism economy.” Q

Calendar of events Last Friday of each month Mission to Seafarers’ popular monthly luncheons continue.

They are held every month at the Mission except December and are on the last Friday of the month at noon. The cost is $10 and $7.50

6

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Port of Halifax

for seniors. The Halifax Mission to Seafarers is a Canadian non-profit charity. As part of a worldwide network of Anglican sponsored Missions, the Halifax Mission offers seafarers help and support when their ships arrive in Port.

If you have an event to contribute for the next issue, email the editor at tadams@metroguide.ca.

International recognition The Halifax Port Authority’s air gap monitoring program has won

PHOTO: SUBMITTED

an award from the American Association of Port Authorities (AAPA).

According to a press release, the Halifax Port Authority received the AAPA’s Information Technology Award in the Improvements in Intermodal Freight Transportation for its submission “The Big Lift—Air Gap Monitoring During Bridge Reconstruction Project.”

To address challenges associated with replacing the suspended structure of the harbour-spanning Angus L. Macdonald Bridge, the HPA developed several innovative systems to help ensure the safe transit of vessels under the bridge. “With dozens of vessel movements each week, including several post-Panamax vessels destined for the Fairview Cove Container Terminal, maintaining unencumbered access to the inner harbour was a necessity,” says the press release. “The challenge was in coordinating vessel traffic with bridge construction activities and managing bridge air gap in an environment where the geometry of the bridge was changing every week.”

With the help of these systems, workers replaced all bridge deck segments within the navigational channel with little effect on vessel traffic. Jim Nicoll, director of information and technology services for the Halifax Port Authority, led the project. Q

Sailing into the future first deployment as the Royal Canadian Navy’s experimental ship. Based in Halifax, the modernized frigate deployed in October with a full schedule of missions including combat-enhancement training, crew trials, and testing the new Cyclone shipborne helicopter.

The experimental ship (or X-Ship) program is designed to advance leadingedge naval concepts. Many of the trials conducted will focus on human factors such as variations of crew size and impacts on crew rest and performance, plus operational trials.

“We have been given the extremely important mission of setting the course for the future fleet in manning, innovation, and air operations,” says Commander Chris Sherban in a press release.

As the sea portion of the X-Ship program began, Montréal headed south with the rest of the Canadian Task Group (Fredericton, St. John’s, and Athabaskan) along with the Spanish navy’s replenishment oiler ship Patino, conducting force generation and development work.

“The crew is very excited that their efforts will directly influence the structure and shape of the future fleet,” says Sherban. “As an example, defence scientists

hoped that we would have 150 officers and sailors willing to conduct sleep and fatigue studies. We had 178 sailors volunteer.”

After this deployment, Montréal enters a work period until early January when it returns to sea in support of the Cyclone project. “We will be searching for the worst weather in the North Atlantic so that we can test the operating limits of the helicopter,” Sherban says.

Montréal trials as part of the experimental program will continue for five years, says a navy press release. Q

PHOTO: RCN

HMCS Montréal recently sailed on its

Craig Fougere

Terminal Manager

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Maritime-Ontario Freight Lines Limited 81 Simmonds Dr. Dartmouth, NS B3B 1N7

www.m-o.com

WINTER 2016 ||

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PORTSIDE NOTES

Supporting students The Halifax Shipping Association

PHOTO: HSA

recently presented Adam Lambe with a scholarship for $1,500. A recent graduate of Hants East Rural High, he was captain of the soccer and track and field teams, and active with the student council. Currently he’s studying at Dalhousie University, and plans to pursue a career in cardiology. Q

Left to right: HSA chair Richard Danells, Adam Lambe, and HSA treasurer Patrick Bohan.

8

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Port of Halifax

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PHOTO: STEVE FARMER

FIRST CALL

Year in review 2016 WAS A YEAR OF SOLID GROWTH FOR THE PORT OF HALIFAX, WITH POSITIVE SIGNS FOR 2017

By Tom Peters Strong marketing efforts by Port

stakeholders and the inclusion of some new liner services kept container cargo numbers trending upward at the Port of Halifax throughout 2016.

“It was during the third quarter last year that the O3 Alliance started calling Halterm and the G6 Alliance added an outbound call at Ceres,” says Halifax Port Authority president and CEO Karen Oldfield. “Here we are, one year later, with a year-over-year increase of about 50,000 containers.”

According to statistics released by the HPA, “third quarter 2016 throughput volumes at the container terminals are up 16.1 per cent (354,544 TEU) year-to-date.

Non-containerized cargo is up 19.4 per cent (tonnage) year-to-date.”

In the third quarter of 2016, TEU increased 9.9 per cent to 119,181 TEU compared to the third quarter of 2015. Non-containerized tonnage is up 19.4 per cent year-to-date with 10

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Port of Halifax

290,740 tons, and is down 15.6 per cent in the third quarter of 2016 compared to the third quarter of 2015 with 63,844 tons. Total cargo tonnage through the Port of Halifax is up 11.1 per cent in the third quarter 2016 with 1,063,378 tons and up 19.7 per cent year-todate at 3,259,613 tons.

In addition to the two new services, there are “other factors” contributing to the cargo increase, says the HPA spokesman Lane Farguson. “There is a fairly significant [marketing] push on now into the U.S. Midwest and markets like Toronto and Montreal,” he says.

The HPA has been involved in marketing into those regions with the Port’s terminal operators and “CN is the same, promoting their capabilities into those markets as well,” Farguson says.

Those marketing efforts have been paying off with an increase in business in the first nine months of this year of 38.2 per

cent from the Midwest and 38.5 per cent for Toronto and Montreal, says Farguson.

The marketing push, says Farguson, included information on cargo delivery times and the Port’s ability to take on new cargoes and offer a direct link to China with the O3 service. The information helps companies decide if that supply chain works from them. “We are certainly going to work to keep that trend going,” Farguson says.

As the size of container vessels coming into Halifax continues to increase, such as the CMA CGM Tage, a 9,365-TEU vessel that called at Halterm in early October and the largest to visit Halifax to date, HPA has turned its focus to “the next chapters of port development,” says Oldfield. “We are preparing for the arrival of ultra-large container ships over 10,000 TEU and we must continue to attract a critical mass of cargo to maintain Halifax’s competitive position. It is important that we are able to

“We are preparing for the arrival of ultra-large container ships...we must continue to attract a critical mass of cargo to maintain Halifax’s competitive position.”

—Karen Oldfield

The Port of Halifax has wrapped up another successful cruise season. There were 136 cruise ship visits, bringing approximately 238,000 passengers and an estimated 80,000 to 90,000 crew members. “Overall it has been a good, solid season,” says Farguson.

Halifax’s cruise business has an estimated economic impact of $104.3 million to the region and the province. The latest impact study included passenger spending, all tariffs, money spent on provisions taken on by the ships, etc.

This year also saw another successful Port Days event. This year, it was built around a technology theme: Technological Advances Spur Innovation. “One of the strongest years yet [for Port Days],” says Farguson. Q

PHOTO: STEVE FARMER

berth two of these ultra-large container vessels simultaneously. At the same time, we must maintain our cruise and non-containerized cargo stakeholders.”

As the HPA is now focused on a long-term strategic plan that will take it into the next 15 to 20 years, it has retained the firm of WSP/Parsons Brinckerhoff, one of the world’s leading master planning and port-related consulting firms with Canadian offices, to spearhead that planning endeavour. (See story on page 12).

There has been much speculation of what the Port will look like in the future with discussion around the possibility of building a mega terminal and the merging of terminal operators Halterm and Ceres.

“Some meetings have taken place and more meetings are planned for the upcoming months,” says Farguson. “The goal right now is to get out and talk to people, listen, bring all the options back and examine them. That will help determine the direction for the next five, 10 to 15 years.”

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WINTER 2016 ||

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PHOTO: HPA

FEATURE

Sea change WITH ITS NEW MASTER-PLANNING EXERCISE, THE PORT OF HALIFAX LOOKS YEARS AND DECADES INTO THE FUTURE

By Kim Hart Macneill

A once-in-a-generation master planning

exercise is underway at the Halifax Port Authority to prepare for the arrival of ultraclass ships (10,000+ TEU) at its terminals and stay competitive during a time of major change for the industry.

“We’ve got a long history here of investing in infrastructure and readying as ships continue to get larger and shipping patterns change,” says Paul MacIssac, senior vice president of the Halifax Port Authority.

“That’s not stopping. Ships are getting larger, shipping companies are continuing to create alliances with other companies.”

HPA picked WSP/Parsons Brinkerhoff, an international transportation consulting company based in New York City, to lead 12

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Port of Halifax

the project. The company has a history stretching back to 1889 and a global reach.

“We hired WSP, which is a renowned port planning firm, to firstly test our hypothesis for us,” says MacIssac. “They agree with us that shipping lines are going to reconsolidate and use larger and larger ships, which will allow only certain ports to compete.”

Halifax, he says, is poised to be one of these ports, as one of the world’s largest naturally ice-free harbours, and its deepwater berths.

The master plan will happen in two phases. Phase one is already underway. It will look for ways to service two ultra-class ships at the Port at once, and look at means to reduce truck traffic in downtown Halifax

from the nearby terminals. It should be complete in early 2017.

Servicing two ultra-class ships at once is one of the most important issues for the master plan, MacIssac says. The two bridges spanning Halifax Harbour can currently accommodate post-Panamax vessels, but as ultra-class vessels become the norm passing through Halifax Harbour will become impossible.

The Fairview Cove Container Terminal operated by Ceres Halifax Inc. can currently accommodate ships up-to 10,000 TEU. The South End Container Terminal, operated by Halterm Container Terminal Ltd., is already capable of berthing and servicing one ultraclass vessel at a time.

PHOTO: STEVE FARMER

HALIFAX CARGO-GROWTH TRENDS

Source: HPA

But MacIssac says a port Halifax’s size will need two to “stay flexible.” He says there are several options that WSP/Parsons Brinkerhoff will examine, including adding a second berth to the Halterm location, and investigating relocating or opening a new facility on the Dartmouth side of the harbour.

“The landside connections were a major consideration in the master plan as well,” says MacIssac. Landside traffic is split evenly between rail and trucking. “Another goal of the master plan is to reduce, I don’t think we can eliminate it, the truck traffic that is currently transiting through downtown.”

Another reason reducing truck traffic is important is that in fall 2017 the city will tear down and rebuild the Cogswell Interchange.

The under-utilized overpass was originally supposed to be part of a waterfront expressway that would have replaced Upper and Lower Water streets, and extend over the Northwest Arm. The project was scrapped in 1971.

HPA and its stakeholders met with the city several times about the project. “Obviously, it’s very important to us what’s there when

it’s completed is still conducive to Port traffic,” he says. “We also understand that it’s going to be approximately three years from the time they begin to demolish what’s there until they cut the ribbon on the new facility, so during that time we have to try to stay in business as well.”

Phase two will begin as soon as phase one is complete. It will focus on cargo and cruise traffic, and real estate, and should finish by the end of 2017.

“The big thing about the master plan is that it’s not just what we’re doing at the Port,” MacIssac says. “We’ve taken steps to make sure that all of our partners, whether they are port users or stakeholders like the city and the province, are fully engaged. What we do at the Port Authority impacts many things around the city so we have to make sure that our plan dovetails with what the city and the region are doing.”

As a part of the master planning project, the Port Authority is soliciting public input via a web survey and invites the public to sign-up for project updates. Learn more at planourport.ca. Q

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WINTER 2016 ||

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SAILING SCHEDULE Line

Service

Ports Served (alphabetically)

Cargo Type

Frequency

Day

Terminal

Agent

NORTH EUROPE Atlantic Container Line

ACL A Service

Antwerp (BE) - Gothenburg (SW) - Hamburg (GE) - Liverpool (UK)

cc-gc-tc-rr

Weekly

Mon-Ex / Sat-Im

Ceres

ACL

Atlantic Container Line

ACL B Service

Antwerp (BE) - Bremerhaven (GE) - Rotterdam (NE) - Southampton (UK)

cc-gc-tc-rr

Weekly

Monday

Ceres

ACL

APL

APL PA1 (Transatlantic) Service

Antwerp (BE) - Bremerhaven (GE) - Rotterdam (NE) - Southampton (UK)

cc-tc

Weekly

Sunday

Ceres

APL

CMA CGM

CMA CGM SL1 Service

Antwerp (BE) - Bremerhaven (GE) - Rotterdam (NE)

cc-tc

Weekly

Saturday

Halterm

CMA CGM

Eimskip

Eimskip Green Line Service

Reykjavik (IC) - Rotterdam (NE) - Immingham (UK)

cc-tc

18 days

Halterm

Eimskip

Hapag Lloyd

HL A Service (ATA)

Antwerp (BE) - Gothenburg (SW) - Hamburg (GE) - Liverpool (UK)

cc-gc-tc

Weekly

Mon-Ex / Sat-Im

Ceres

Hapag Lloyd

Hapag Lloyd

HL PA1 (Transatlantic) Service

Antwerp (BE) - Bremerhaven (GE) - Rotterdam (NE) - Southampton (UK)

cc-tc

Weekly

Sunday

Ceres

Hapag Lloyd

Hyundai

Hyundai PA1 (Transatlantic) Service

Antwerp (BE) - Bremerhaven (GE) - Rotterdam (NE) - Southampton (UK)

cc-tc

Weekly

Sunday

Ceres

HMM

Maersk

Maersk Canada Atlantic Express Service (CAX)

Antwerp (BE) - Bremerhaven (GE) - Rotterdam (NE)

cc, tc

Weekly

Saturday

Halterm

Maersk

Melfi Marine

Melfi Med-Canada Service

Lisbon (PT)

cc-gc-tc

10 days

MOL

MOL PA1 (Transatlantic) Service

Antwerp (BE) - Bremerhaven (GE) - Rotterdam (NE) - Southampton (UK)

cc-tc

Weekly

Nirint Shipping

Nirint ECCE Service

Bilbao (SP) - Rotterdam (NE)

cc-tc

Nirint Shipping

Nirint Med-Canada Service

Lisbon (PT)

cc-gc-tc

NYK Line

NYK PAX (Transatlantic) Service

Antwerp (BE) - Bremerhaven (GE) - Rotterdam (NE) - Southampton (UK)

cc-tc

Weekly

Sunday

Ceres

NYK

OOCL

OOCL PA1 (Transatlantic) Service

Antwerp (BE) - Bremerhaven (GE) - Rotterdam (NE) - Southampton (UK)

cc-tc

Weekly

Sunday

Ceres

OOCL

Wallenius Willhelmsen

WW ACL A Service

Antwerp (BE) - Gothenburg (SW) - Hamburg (GE) - Liverpool (UK)

gc-rr

Weekly

Mon-Ex / Sat-Im

Ceres

Wallenius

Tuesday/Sunday

Ceres

APL

Halterm

Melfi

Ceres

MOL

15 days

Ocean

Nirint

10 days

Halterm

Nirint

Sunday

SOUTH EUROPE (MEDITERRANEAN) APL

APL AZX Service

Cagliari (IT) - Damietta (EG)

cc-tc

Weekly

Bahri

Bahri (NSCSA) North America Service

Livorno/Leghorn (IT)

cc-gc-rr

Monthly

CMA CGM

MA-CGM Bengal Bay Service

Cagliari (IT) - Damietta (EG)

cc-tc

Weekly

Tuesday/Sunday

Ocean

Protos

Ceres

CMA CGM

Hapag Lloyd

HL AZX Service

Cagliari (IT) - Damietta (EG)

cc-tc

Weekly

Tuesday/Sunday

Ceres

Hapag Lloyd

Hyundai

Hyundai AZX Service

Cagliari (IT) - Damietta (EG)

cc-tc

Weekly

Tuesday/Sunday

Ceres

HMM

Melfi Marine

Melfi Med-Canada Service

Barcelona (SP) - Genoa (IT) - Livorno/Leghorn (IT) - Valencia (SP) Salerno (IT)

cc-gc-tc

10 days

Halterm

Melfi

MOL

MOL AZX Service

Cagliari (IT) - Damietta (EG)

cc-tc

Weekly

Tuesday/Sunday

Ceres

MOL

Nirint Shipping

Nirint Med-Canada Service

Barcelona (SP) - Genoa (IT) - Livorno/Leghorn (IT) - Valencia (SP) Salerno (IT)

cc-gc-tc

10 days

Halterm

Nirint

NYK Line

NYK AZX Service

Cagliari (IT) - Damietta (EG)

cc-tc

Weekly

Tuesday/Sunday

Ceres

NYK

OOCL

OOCL AZX Service

Cagliari (IT) - Damietta (EG)

cc-tc

Weekly

Tuesday/Sunday

Ceres

OOCL

Zim Integrated Shipping Line

Zim Container Service Atlantic (ZCA)

Barcelona (SP) - Genoa (IT) - Haifa (IL) - Livorno/Leghorn (IT) Tarragona (SP) - Valencia (SP) - Piraeus (GR) - Ashdod (IL)

cc-tc

Weekly

Thursday

Halterm

Zim

Zim Integrated Shipping Line

Zim SAS Service

Cagliari (IT) - Damietta (EG)

cc-tc

Weekly

Tuesday/Sunday

Ceres

Zim

LATIN AMERICA (CARIBBEAN, CENTRAL & SOUTH AMERICA) APL

APL PA1 (Transpacific) Service

Manzanillo (PA)

cc-tc

Weekly

APL

HL PA1 (Transpacific) Service

Manzanillo (PA)

cc-tc

Weekly

Tuesday/Sunday Sunday

Ceres

Hapag Lloyd

Ceres

Hapag Lloyd

Sunday

Ceres

HMM

Hyundai

Hyundai PA1 (Transpacific) Service

Manzanillo (PA)

cc-tc

Weekly

Melfi Marine

Melfi Med-Canada Service

Altamira (MX) - Veracruz (MX) - Progreso (MX) - Mariel (CU)

cc-gc-tc

10 days

MOL

MOL PA1 (Transpacific) Service

Manzanillo (PA)

cc-tc

Weekly

Nirint Shipping

Nirint ECCE Service

Havana (CU) - Moa (CU) - Willemstad (AN)

cc-tc

Nirint Shipping

Nirint Med-Canada Service

Altamira (MX) - Veracruz (MX) - Progreso (MX) - Mariel (CU)

cc-gc-tc

NYK Line

NYK PA1 (Transpacific) Service

Manzanillo (PA)

cc-tc

Weekly

Halterm

Melfi

Ceres

MOL

15 days

Ocean

Nirint

10 days

Halterm

Nirint

Ceres

NYK

Sunday

Sunday

OOCL

OOCL PA1 (Transpacific) Service

Manzanillo (PA) - Balboa (PA

cc-tc

Weekly

Sunday

Ceres

OOCL

Zim Integrated Shipping Line

Zim Container Service Pacific (ZCP)

Kingston (JA) - Balboa (PA)

cc-tc

Weekly

Wednesday

Halterm

Zim

SOUTH / SOUTHEAST ASIA & MIDDLE EAST APL

APL AZX Service

Via the Suez Canal: Colombo (SL) - Jebel Ali (UA) - Laem Chabang (TH) - Singapore (SG)

cc-tc

Weekly

Tuesday/Sunday

Ceres

APL

APL

APL CE2 Service

Via the Suez Canal: Hong Kong (CH) - Yantian (CH) - Vung Tao/Ho Chi Minh (VN) - Port Kelang (MY)

cc-tc

Weekly

Sunday

Halterm

APL

Bahri

Ocean

Protos

Bahri (NSCSA) North America Service

Via the Suez Canal: Damman (SA) - Jeddah (SA) - Mumbai (IN) Port Said (EG) - Dubai (UA)

cc-gc-rr

Monthly

China Shipping Container Line

China Shipping AAE1 Service

Via the Suez Canal: Hong Kong (CH) - Yantian (CH) - Vung Tao/Ho Chi Minh (VN) - Port Kelang (MY)

cc-tc

Weekly

Sunday

Halterm

China Shipping

CMA CGM

CMA-CGM Bengal Bay Service

Via the Suez Canal: Colombo (SL) - Jebel Ali (UA) - Laem Chabang (TH) - Singapore (SG)

cc-tc

Weekly

Tuesday/Sunday

Ceres

CMA CGM

CMA CGM

CMA-CGM Columbus Service

Via the Suez Canal: Hong Kong (CH) - Yantian (CH) - Vung Tao/Ho Chi Minh (VN) - Port Kelang (MY)

cc-tc

Weekly

Sunday

Halterm

CMA CGM

COSCO

COSCO AAE1 Service

Via the Suez Canal: Hong Kong (CH) - Yantian (CH) - Vung Tao/Ho Chi Minh (VN) - Port Kelang (MY)

cc-tc

Weekly

Sunday

Halterm

COSCO

Hamburg Sud ECAS Service

Via the Suez Canal: Hong Kong (CH) - Yantian (CH) - Vung Tao/Ho Chi Minh (VN) - Port Kelang (MY)

cc-tc

Weekly

Sunday

Halterm

Montship

HL AZX Service

Via the Suez Canal: Colombo (SL) - Jebel Ali (UA) - Laem Chabang (TH) - Singapore (SG)

cc-tc

Weekly

Tuesday/Sunday

Ceres

Hapag Lloyd

Hyundai AZX Service

Via the Suez Canal: Colombo (SL) - Jebel Ali (UA) - Laem Chabang (TH) - Singapore (SG)

cc-tc

Weekly

Tuesday/Sunday

Ceres

HMM

MOL AZX Service

Via the Suez Canal: Colombo (SL) - Jebel Ali (UA) - Laem Chabang (TH) - Singapore (SG)

cc-tc

Weekly

Tuesday/Sunday

Ceres

MOL

NYK AZX Service

Via the Suez Canal: Colombo (SL) - Jebel Ali (UA) - Laem Chabang (TH) - Singapore (SG)

cc-tc

Weekly

Tuesday/Sunday

Ceres

NYK

OOCL AZX Service

Via the Suez Canal: Colombo (SL) - Jebel Ali (UA) - Laem Chabang (TH) - Singapore (SG)

cc-tc

Weekly

Tuesday/Sunday

Ceres

OOCL

UASC AUC1 Service

Via the Suez Canal: Hong Kong (CH) - Yantian (CH) - Vung Tao/Ho Chi Minh (VN) - Port Kelang (MY)

cc-tc

Weekly

Sunday

Halterm

UASC

Zim SAS Service

Via the Suez Canal: Colombo (SL) - Jebel Ali (UA) - Laem Chabang (TH) - Singapore (SG)

cc-tc

Weekly

Tuesday/Sunday

Ceres

Zim

Hamburg Sud Hapag Lloyd Hyundai MOL NYK Line OOCL United Arab Shipping Company Zim Integrated Shipping Line

14

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Port of Halifax

WINTER 2016 Line

Service

Ports Served (alphabetically)

Cargo Type

Frequency

Day

Terminal

Agent

APL CE2 Service

Via the Suez Canal: Ningbo (CH) - Pusan/Busan (SK) - Shanghai (CH)

cc-tc

Weekly

Sunday

Halterm

APL

APL

APL PA1 (Transpacific) Service

Via the Panama Canal: Kobe (JA) - Nagoya (JA) - Pusan/Busan (SK) Shanghai (CH) - Tokyo (JA) - Yokohama (JA)

cc-tc

Weekly

Sunday

Ceres

APL

China Shipping Container Line

China Shipping AAE1 Service

Via the Suez Canal: Ningbo (CH) - Pusan/Busan (SK) - Shanghai (CH)

cc-tc

Weekly

Sunday

Halterm

China Shipping

CMA CGM

CMA-CGM Columbus Service

Via the Suez Canal: Ningbo (CH) - Pusan/Busan (SK) - Shanghai (CH)

cc-tc

Weekly

Sunday

Halterm

CMA CGM

COSCO

COSCO AAE1 Service

Via the Suez Canal: Ningbo (CH) - Pusan/Busan (SK) - Shanghai (CH)

cc-tc

Weekly

Sunday

Halterm

COSCO

Hamburg Sud

Hamburg Sud ECAS Service

Via the Suez Canal: Ningbo (CH) - Pusan/Busan (SK) - Shanghai (CH)

cc-tc

Weekly

Sunday

Halterm

Montship

Hapag Lloyd

HL PA1 (Transpacific) Service

cc-tc

Weekly

Sunday

Ceres

Hapag Lloyd

Hyundai

Hyundai PA1 (Transpacific) Service

cc-tc

Weekly

Sunday

Ceres

HMM

cc-tc

Weekly

Sunday

Ceres

MOL

cc-tc

Weekly

Sunday

Ceres

NYK

cc-tc

Weekly

Sunday

Ceres

OOCL

NORTH ASIA APL

Via the Panama Canal: Kobe (JA) - Nagoya (JA) Shanghai (CH) - Tokyo (JA) - Yokohama (JA) Via the Panama Canal: Kobe (JA) - Nagoya (JA) Shanghai (CH) - Tokyo (JA) - Yokohama (JA) Via the Panama Canal: Kobe (JA) - Nagoya (JA) Shanghai (CH) - Tokyo (JA) - Yokohama (JA) Via the Panama Canal: Kobe (JA) - Nagoya (JA) Shanghai (CH) - Tokyo (JA) - Yokohama (JA) Via the Panama Canal: Kobe (JA) - Nagoya (JA) (JA) - Yokohama (JA)

- Pusan/Busan (SK) - Pusan/Busan (SK) - Pusan/Busan (SK) -

MOL

MOL PA1 (Transpacific) Service

NYK Line

NYK PA1 (Transpacific) Service

OOCL

OOCL PA1 (Transpacific) Service

United Arab Shipping Company

UASC AUC1 Service

Via the Suez Canal: Ningbo (CH) - Pusan/Busan (SK) - Shanghai (CH)

cc-tc

Weekly

Sunday

Halterm

UASC

Zim Container Service Pacific (ZCP)

Via the Panama Canal: Ningbo (CH) - Pusan/Busan (SK) - Shanghai (CH) - Qingdao (CH) - Slavyanka (RU)

cc-tc

Weekly

Wednesday

Halterm

Zim

Zim Integrated Shipping Line

- Pusan/Busan (SK) - Shanghai (CH) - Tokyo

CANADA, UNITED STATES, ST. PIERRE & MIQUELON Atlantic Container Line

ACL A Service

Baltimore (MD) - New York (NY) - Norfolk (VA)

cc-gc-tc-rr

Weekly

Mon-Ex / Sat-Im

Ceres

ACL

Atlantic Container Line

ACL B Service

New York (NY) - Norfolk (VA) - Savannah (GA)

cc-gc-tc-rr

Weekly

Monday

Ceres

ACL

APL

APL AZX Service

New York (NY) - Norfolk (VA) - Savannah (GA)

cc-tc

Weekly

Tuesday/Sunday

Ceres

APL

APL

APL PA1 (Transatlantic) Service

New York (NY) - Norfolk (VA) - Savannah (GA)

cc-tc

Weekly

Sunday

Ceres

APL

APL

APL PA1 (Transpacific) Service

Los Angeles (CA) - New York (NY) - Norfolk (VA) - Oakland (CA) - Savannah (GA) - Tacoma (WA) - Vancouver (CA)

cc-tc

Weekly

Sunday

Ceres

APL

Bahri

Bahri (NSCSA) North America Service

Baltimore (MD) - Houston (TX) - Jacksonville (FL) - Savannah (GA) Wilmington (NC)

cc-gc-rr

Monthly

Ocean

Protos

China Shipping Container Line

China Shipping AAE1 Service

New York (NY) - Norfolk (VA) - Savannah (GA)

cc-tc

Weekly

Halterm

China Shipping

Sunday

CMA CGM

CMA CGM SL1 Service

Montreal (QC)

cc-tc

Weekly

Saturday

Halterm

CMA CGM

CMA CGM

CMA-CGM Bengal Bay Service

New York (NY) - Norfolk (VA) - Savannah (GA)

cc-tc

Weekly

Tuesday/Sunday

Ceres

CMA CGM

CMA CGM

CMA-CGM Columbus Service

New York (NY) - Norfolk (VA) - Savannah (GA)

cc-tc

Weekly

Sunday

Halterm

CMA CGM

COSCO

COSCO AAE1 Service

New York (NY) - Norfolk (VA) - Savannah (GA)

cc-tc

Weekly

Sunday

Halterm

COSCO

Eimskip

Eimskip Green Line Service

Argentia (NL) - Portland (ME)

cc-tc

18 days

Halterm

Eimskip

Hamburg Sud

Hamburg Sud ECAS Service

New York (NY) - Norfolk (VA) - Savannah (GA)

cc-tc

Weekly

Sunday

Halterm

Montship

Hapag Lloyd

HL A Service (ATA)

Baltimore (MD) - New York (NY) - Norfolk (VA)

cc-gc-tc

Weekly

Mon-Ex / Sat-Im

Ceres

Hapag Lloyd

Hapag Lloyd

HL AZX Service

New York (NY) - Norfolk (VA) - Savannah (GA)

cc-tc

Weekly

Tuesday/Sunday

Ceres

Hapag Lloyd

Hapag Lloyd

HL PA1 (Transatlantic) Service

New York (NY) - Norfolk (VA) - Savannah (GA)

cc-tc

Weekly

Sunday

Ceres

Hapag Lloyd

Hapag Lloyd

HL PA1 (Transpacific) Service

Los Angeles (CA) - New York (NY) - Norfolk (VA) - Oakland (CA) - Savannah (GA) - Tacoma (WA) - Vancouver (CA)

cc-tc

Weekly

Sunday

Ceres

Hapag Lloyd

Hyundai

Hyundai AZX Service

New York (NY) - Norfolk (VA) - Savannah (GA)

cc-tc

Weekly

Tuesday/Sunday

Ceres

HMM

Hyundai

Hyundai PA1 (Transatlantic) Service

New York (NY) - Norfolk (VA) - Savannah (GA)

cc-tc

Weekly

Sunday

Ceres

HMM

Hyundai

Hyundai PA1 (Transpacific) Service

Los Angeles (CA) - New York (NY) - Norfolk (VA) - Oakland (CA) - Savannah (GA) - Tacoma (WA) - Vancouver (CA)

cc-tc

Weekly

Sunday

Ceres

HMM

Maersk

Maersk Canada Atlantic Express Service (CAX)

Montreal (QC)

cc-tc

Weekly

Saturday

Halterm

Maersk

MOL

MOL AZX Service

Norfolk (VA) - Savannah (GA)

cc-tc

Weekly

Tuesday/Sunday

Ceres

MOL

MOL

MOL PA1 (Transatlantic) Service

cc-tc

Weekly

Sunday

Ceres

MOL

MOL

MOL PA1 (Transpacific) Service

cc-tc

Weekly

Sunday

Ceres

MOL

NYK Line

NYK AZX Service

New York (NY) - Norfolk (VA) - Savannah (GA) Los Angeles (CA) - New York (NY) - Norfolk (VA) - Oakland (CA) - Savannah (GA) - Tacoma (WA) - Vancouver (CA) New York (NY) - Norfolk (VA) - Savannah (GA)

cc-tc

Weekly

Tuesday/Sunday

Ceres

NYK

NYK Line

NYK PA1 (Transatlantic) Service

New York (NY) - Norfolk (VA) - Savannah (GA)

cc-tc

Weekly

Sunday

Ceres

NYK

NYK Line

NYK PA1 (Transpacific) Service

Los Angeles (CA) - New York (NY) - Norfolk (VA) - Oakland (CA) - Savannah (GA) - Tacoma (WA) - Vancouver (CA)

cc-tc

Weekly

Sunday

Ceres

NYK

Oceanex

Oceanex Service

St. John’s (NL)

cc, gc, tc, rr

2x week

Tuesday & Friday

Halterm

Oceanex

OOCL

OOCL AZX Service

New York (NY) - Norfolk (VA) - Savannah (GA)

cc-tc

Weekly

Tuesday/Sunday

Ceres

OOCL

OOCL

OOCL PA1 (Transatlantic) Service

New York (NY) - Norfolk (VA) - Savannah (GA)

cc-tc

Weekly

Sunday

Ceres

OOCL

OOCL

OOCL PA1 (Transpacific) Service

Los Angeles (CA) - New York (NY) - Norfolk (VA) - Oakland (CA) - Savannah (GA) - Tacoma (WA) - Vancouver (CA)

cc-tc

Weekly

Sunday

Ceres

OOCL

Transport Service International

Transport Maritime Service (St. Pierre et Miquelon)

St. Pierre and Miquelon (FR)

cc-gc-tc

Weekly

Friday

Halterm

902481-9335

United Arab Shipping Company

UASC AUC1 Service

New York (NY) - Norfolk (VA) - Savannah (GA)

cc-tc

Weekly

Sunday

Halterm

UASC

Wallenius Willhelmsen

WW ACL A Service

Baltimore (MD) - New York (NY) - Norfolk (VA)

gc-rr

Weekly

Mon-Ex / Sat-Im

Ceres

Wallenius

Zim Integrated Shipping Line

Zim Container Service Atlantic (ZCA)

New York (NY) - Norfolk (VA) - Savannah (GA)

cc-tc

Weekly

Thursday

Halterm

Zim

Zim Integrated Shipping Line

Zim Container Service Pacific (ZCP)

New York (NY) - Norfolk (VA) - Savannah (GA)

cc-tc

Weekly

Wednesday

Halterm

Zim

Zim Integrated Shipping Line

Zim SAS Service

New York (NY) - Norfolk (VA) - Savannah (GA)

cc-tc

Weekly

Tuesday/Sunday

Ceres

Zim

b – bulk

gc – general cargo (includes breakbulk)

c – container

rc – refrigerated cargo

rr – roll-on/roll-off

For agent information, surf to www.halifaxgetsitthere.com.

WINTER 2016 ||

15

PHOTO: BRENDAN REID

F EFAETAUTRUER E

Above it all CRANE OPERATORS SHARE THEIR PERSPECTIVE ON THE PORT OF HALIFAX

By Suzanne Rent

Brendan Reid has a unique view of the

Port of Halifax.

He’s a longshoreman and works at the Port of Halifax. One of his jobs is operating the post-Panamax cranes that lift the cargo off and on the ships.

In 2012, he started the Twitter account @Mr_Crane_hfx, where he shares photos he takes from the cab of the cranes. He only takes those photos when there’s a lull in the action. Operating a crane requires a lot of attention.

“Basically, you see everything first,” Reid says. “But usually you’re busy. Your head is down and you’re going. It’s a challenging job, that’s for sure. I would venture to say most crane operators are people who like to get stuff done. [They’re] productive people.”

16

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Port of Halifax

Reid’s Twitter account is personal, and doesn’t represent his employer. Halterm, he says, encourages people to share their photos of the Port on its Facebook page.

His photos get the attention; several hang on the walls of the Longshoreman’s Hall on Morris Street.

Some of the photos are shot looking through the glass floor of the cab of the crane on the pier that is loaded with containers. Others are of ships waiting to be unloaded. He likes when the fog rolls in.

“You can see over the top half of things, but not the bottom,” he says.

Ron Twohig is the operations manager at the Port. He’s in charge of the daily aspects of the running of the terminal, including safety, efficient operations, and ordering

the labour to work the vessels. During his 21 years at Halterm, he’s seen the many changes in crane technology.

“The cranes today they are much faster, much more energy efficient,” he says. “There are a lot more safety devices on them.”

Currently at Halterm, there are four postPanamax cranes. Two of those, Max 1 and Max 2, date back to 2001. The two most recent cranes, Max 3 and Max 4, which are on the northern part of the pier, came in 2013. ZPMC in Shanghai built the cranes at a cost of $10 million. Twohig says it takes from 18 to 24 months to get a new crane from working on its specifications to delivery to the port.

The newest cranes arrived at Halterm fully assembled and ready for work. The

cranes at Fairview Cove, meanwhile, were dissembled so the ships carrying them could fit under the bridges. Each crane weighs about 900 tonnes. ”So they aren’t going anywhere,” Twohig says.

Halterm can work with all four cranes at once; Twohig says at least two are always operating. All of those cranes have twinlift capabilities, which means they can lift and carry two 20-foot containers at a time.

Being a crane operator isn’t for everyone. First, there is the height.

A set of stairs takes operators up about one storey to an elevator, which delivers them to the deck where the cab is located.

“We’ve had some people who were nervous about heights,” Twohig says. “Some of them didn’t make it. Some of them thought they could deal with it and they couldn’t. And other guys have gone up, overcame it, and became rather good crane operators.”

Longshoremen have to work for years before they become crane operators. They first start working as lashers, then they move on to driving yard tractor. Next, they operate the top lift, then the rubber tire gantry cranes (RTGs), and finally, it’s the ship-to-shore cranes.

“It takes a number of years to go through those progressions,” Twohig says.

When longshoremen are chosen to work on the ship-to-shore cranes, they attend a two-week training course to learn how to operate the equipment. Twohig says they then serve a three-month probationary period months and get evaluated on what they’ve learned. If they pass, they’re ready to work as crane operators.

The view from the cab is spectacular. A glass floor lets operators see what’s happening on the pier. The cab is equipped with a rotating chair, a radio that is activated by foot pedals, and two joysticks that control the crane, including its hoist, trolley, and gantry. Newer cranes have more bells and whistles such as automatic load levelling, which makes the work of a crane operator easier and more precise.

PHOTO: BRENDAN REID PHOTO: BRENDAN REID

PHOTO: SUBMITTED

Brendan Reid

The boom on the newer cranes can be operated from the cab. On the older models, the boom was controlled via a little hut outside of the crane itself.

Like Reid, Gary Hawes is a longshoreman and crane operator.

He’s worked at the Port in some capacity since he was 15. He grew up in South End Halifax, in a neighbourhood just on the other side of the grain elevators. As a kid, he sold Kool-Aid to the stevedores working at the Port.

“I’ve been around a long time,” he says.

He also enjoys the challenges of his job. “One day I could be on the crane, the next day I could be on the front-end loader or in the yard,” he explains. “You don’t get bored doing the same thing all the time.

He demonstrates how the cranes work, running the cab out to the end of the trolley, lowering the spreader, and picking up the containers. It’s almost like putting together a puzzle.

WINTER 2016 ||

17

PHOTO: BRENDAN REID

FEATURE Historically, cargo was transported in bulk. Back then, the cranes were on the ships that did the unloading. More manual labour was required too, with 12 to 18 men unloading a ship. Containerization required cranes on shore, and that changed everything.

“Now, we can unload a ship with a gang of eight men,” Twohig says. “It’s easier on the guys. I think they like it a lot better.”

The cranes operate year-round and only shut down in high winds or major storms. In heavy snow, operators can’t see the row numbers that are painted on the ground showing them where to place containers. Cranes are safe to operate in winds of about 88 kilometres per hour, but a warning will sound at 72 km/h. Twohig says they will shut them down in 80-km/h winds.

“Then we will stop operations, secure everything, and wait until the wind subsides,” he says. There is a risk of containers “helicoptering” when the operators are trying to load them.

“It can get a little hard on the guys,” Twohig says.

Reid likes seeing how the cranes are one of the cogs in the wheel of how the entire port is run. “When I can get a rhythm going, it’s awesome,” he says, comparing his job one the cranes to a game of Tetris. “Seeing a ship sail out of the harbour a happy customer?

[That’s] awesome.” Q

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||

Port of Halifax

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