Australian Ports News edition June 2013

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Auspac Consortium first to call at new Brisbane Container Terminal Story Page 19

See our Corrosion Control Feature on Pages 9-17 Highlighting the Latest Technology Systems and Equipment used for the Protection of Valuable Port Assets

New Minister for Victoria’s Ports - Hon. David Hodgett MP

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AKING on the task as the new Victorian Minister for Ports at a time of record growth and rapid development across the sector is a great privilege and an exciting prospect.

We have had record throughput at our major ports in recent years with 2.6 million containers handled at the Port of Melbourne in the last financial year. This was 39 per cent of Australia’s total container trade. Trade at the Port of Geelong reached its highest volume in five years with 16 million gross tons passing through the port last year, while the Port of Portland also continued the record growth trend with 5.4 million tonnes passing through the port in 2011-12.

This level of growth is exciting. The performance of our ports is a key component of what makes Victoria the nation’s freight and logistics capital.

We are seeing no signs of slowing either with the freight task growing faster than population growth and at a rate that will see the current container handling capacity at the Port of Melbourne reached by the mid-2020s.

The Victorian Government recognises the value of maintaining a healthy ports and freight sector, and with over $82 billion in trade handled through the Port of Melbourne alone last financial year, its importance to the economy as a whole cannot be understated.

The challenge we face now is to ensure we have capacity to keep growing in the future and have the right network in place to ensure this growth is managed effectively. The Coalition Government has taken decisive action to ensure we have the infrastructure and planning in place to safeguard the industry and maintain the economic growth the industry provides to the state.

To achieve these objectives, we have begun the $1.6 billion expansion of the Port of Melbourne.

This expansion will accommodate an additional one million containers at Webb Dock East and increase capacity at Swanson Dock. The automotive capacity will almost be doubled with the development of Webb Dock West that will accommodate 600,000 cars.

Importantly, the Government has also provided $110 million over four years to kick start the development of the Port of Hastings to accelerate planning for a future multi-billion dollar container port capable of handling 8-9 million containers.

These actions will provide the certainty of efficient port capacity up to 2050 and beyond, while generating thousands of jobs. However,

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HE Alliance for Supply Chain Innovation (ASCI) has signed a two-year research agreement worth over $800,000 with Ports Australia supported by 9 Ports Australia-wide - into minimising the risks of moving vessels in port waters.

Predominantly focussing on using technology to reduce the time through the port, the research will also lead to maximising safety and shortening this component of the supply chain.

“We have been looking for innovation in the Page 2 - Australian Ports News

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Above: Hon. David Hodgett MP ensuring adequate capacity at our ports is only half of the solution. Efficient transport connections are also critical.

Right now, the Coalition Government is developing the Victorian Freight and Logistics Plan which has been developed hand in hand with industry input. This Plan will provide clear direction for enhancing efficient land side access to and from Victoria’s ports.

The Plan will include discussion of how we will work with industry to increase the movement of freight on rail – in particular, building on the current Mode Shift Incentive Scheme. Supporting increased use of High Productivity Freight Vehicles will also be a key feature. The Plan will also highlight critical transport links which the Government will consider for future investment and investigate how we might work with industry to leverage opportunities presented with the use of new technologies.

Through careful planning and decisive action, we are getting on with the job of delivering essential ports and freight projects that will secure Victoria’s position as Australia’s leading freight and logistics hub. With foresight and vision for development of Victoria’s ports, the Government is ensuring that generations to come will continue to benefit from a thriving freight and logistics sector.

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Editorial Contributions

In this issue: • Ports News

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ASCI secures major project with Ports Australia

Above: Mr Pieter Nagel, CEO of ASCI

AUSTRALIAN PORTS NEWS PTY LTD

ports arena, where our ports can contribute to improved productivity and throughput times as well as safety”, says David Anderson, CEO of Ports Australia “I am confident that this research will bring us closer to that.”

Complementing the project, is Ports Australia’s industry partnership with the University of Wollongong (UoW) in an Australian Research Council (ARC) funded Linkage Project with an additional $652,000 from the ARC; further research that directly aligns with this project.

According to Dr Pieter Nagel, CEO of ASCI, the project represents an excellent example of ASCI’s model of inter-university collaboration. “In addition to the grant contribution from the ARC, it provides a great example of industry research requirements being met by academic research.

This is an excellent example of the fundamental philosophy on which ASCI was founded.”

Researchers from the University of Wollongong, University of Technology Sydney, University of Western Sydney, University of Newcastle, University of Technology Sydney, RMIT University and Curtin University are involved in the project.

Prof Tim Coltman of UoW said: “Australia is particularly reliant on port waters and this research will support technology and innovation management when the need to ‘err on the side of caution’ is high.”

“The nature of this project poses unique challenges”, Dr Nagel said, “but the rewards for Ports Australia and the participating research institutions will be enormous.”

Port Authorities including all industries represented within Port Authorities, associated Associations and Organisations are invited to submit editorial, photo input highlighting Port expansions, new technology being introduced to Port precincts, purchases of major equipment to assist in port handling, new senior appointments, including all associated news matters related to the smooth and efficient operation of all Port precincts to appear in all future issues of the Australian Ports News, free of charge to allow and inform our Australasian readership.

In the first instance, please contact the publisher, Tom Cook for further details on: (07) 5478 9432 or email: admin@austportsnews.com.au

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New Seafarers Centre Opens State Planning Approval for Port Spencer Project Marine Pilot career opportunity Page 3 Port of Darwin - Australia’s Gateway of Choice AMS Take Darwin Port to the Top of the Class Pages 4-5 Page Macrae Engineering Leaders in Dust Emissions Control Page 6 The Reach Stacker Forklift vs the Laden Container Handler Page 7 Ports News New Light boosts harbour safety Page 8 Corrosion Control Feature Pages 9-17 Ports News Ports re-modernisation program consistent with Government’s policies Page 18 Ports News Auspac Consortium first to call at new Brisbane Container Terminal

New Port Hedland Port Authority General Manager, Commerce and Development Appointed Page 19 • Ports News Macquarie Wharf Cruise and Antarctic Shipping Terminal Opens Page 20

New Seafarers Centre Opens

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HIEF Minister Adam Giles officially opened the Port Darwin Seafarers Centre recently.

The Centre, based at Darwin’s East Arm Port, will provide a recreation facility for over two hundred maritime workers.

The new and improved Centre includes computers with internet access, free wifi, a payphone, a free pool table, a television, a DVD player and a canteen.

“This is the only facility of this type in Darwin and will play a pivotal role in supporting our maritime workers who support so many other industries,” Mr Giles said.

“It is a great honour to open this Centre that so many others have worked hard to achieve.

“I would like to recognise the generosity of the International Transport Workers Federation, which has contributed nearly $150 000 and the Darwin Port Corporation

which also provided financial and logistical support for this project.

“I would also like to thank the members of the Centre’s Committee who manage the dayto-day operations of the facility.

“The East Arm Port is strategically vital to becoming Northern Australia’s gateway to Asia. It provides passage for our mining and pastoral industry exports. Those exports guarantee jobs for workers right across the Territory.

“This facility stands as a physical form of gratitude to all maritime workers who work hard to keep this Port buzzing.

“As our economy grows our Port will have to grow to manage the increase in demand.

“The Country Liberals Government is focused on doing what’s right for the Territory and growing our economy.

“Delia Lawrie’s former Government wasted money and stifled our economic growth potential.”

Marine Pilot career opportunity WHO WE ARE Lyttelton Port of Christchurch (LPC) is New Zealand’s third-largest deep-water Port. It provides a vital link in international trade routes and plays a key role in the global transport network.

As the South Island’s biggest port, handling over 330,000 TEUs (20-foot equivalent unit) of containerised cargo a year, LPC is the preferred trade gateway for the exports and imports of Canterbury and beyond, and is essential to the region’s businesses and consumers.

The Port caters for a diverse range of containerised, bulk and break-bulk cargoes, and offers a full array of shipping services, 24 hours a day, 365 days a year.

Lyttelton Container Terminal provides specialised cargo-handling and stevedoring services for general and refrigerated containers.

The facility offers heavy-duty berths with a maximum draught capability of 12.4 metres.

The berth area is serviced by three ship to shore container cranes, and has a storage capacity of up to 7,500 containers and approximately 800 reefer (refrigerated) plugs. The container terminal is fully serviced by rail.

Located six kilometres from the main Port, CityDepot is LPC’s inland container port. It has the capacity to store up to 7,000 TEUs, and provides an extensive container repair, wash and storage facility in a centralised location. It is one of the most substantial and sophisticated off-wharf container operations in New Zealand, and offers both road and rail interchange.

LPC’s coal facility is the largest in New Zealand and currently exports 2.5 million tonnes annually. Coal is received from the West Coast of the South Island and stockpiled in the coal yard in preparation for loading onto specialised vessels. The Port has storage for up to 335,000 tonnes of coal, with some stockpiles over 15 metres high and weighing up to 70,000 tonnes.

The timely berthing and safe handling of vessels is critical to the shipping industry.

LPC provides full marine services, including tugboats to manoeuvre vessels in and out of

berths, pilots to guide ships into and out of the Port, staff to assist with berthing and casting off, and security.

The Port has the South Island’s only dry dock, which is regularly used by a wide variety of vessels for maintenance, repairs and repainting. Also within the Inner Harbour, LPC caters for bulk products such as petroleum, fertiliser, gypsum, cement, logs, conventional break-bulk, imported vehicles and the fishing industry.

LPC is by far the largest employer in the Lyttelton Harbour basin, with almost 500 permanent and part-time staff with a wide variety of skill sets and backgrounds. The Company has approximately 800 shareholders, the majority of whom are the people of Christchurch, who own 79.57% of the Company through the Christchurch City Council holding company, Christchurch City Holdings Limited.

Over the years, the Port has undergone many changes to increase its cargo-handling capacity, and cater for the needs of cargo owners and the shipping industry. It has adapted to changes in vessel sizes and types, the containerisation of cargoes and cargo-handling methods.

The key to on-going success is the ability to develop and expand to meet the existing and

State planning approval for Port Spencer project A $250 million deep-water port facility on the Eyre Peninsula is now a step closer with the Governor approving the Public Environmental Report (PER) on the Centrex Metals ‘Port Spencer’ project.

Stage 1 of Centrex Metals Ltd’s Port Spencer (Sheep Hill) Deep Water Port Facility proposal comprises a 500-metre long deep water jetty/ wharf, ship loading facility, storage areas and associated infrastructure for the export of iron ore and grain.

The facility, located north of Tumby Bay and approximately 70km from Port Lincoln, would allow for cape-sized vessels to export up to 20 million tonnes annually, including iron ore and grain.

The assessment report considered by the Governor recommended approval of the project subject to a number of reserved matters and conditions to safeguard the environment.

Minister Patrick Conlon (right) welcomed its approval.

“There is no doubt that the Port Spencer project will be a massive boon for regional investment and local jobs,” Mr Conlon said.

“The State Government is committed to unlocking investment in regional infrastructure but it is important to ensure that all environmental and social checks and balances are met.

“I am pleased now that the final State Government hurdle for this project has been cleared and the Port Spencer project moves one step closer to a reality.”

Centrex Metals General Manager Phil Staveley said that the development would provide about 200 jobs during construction and 50 long-term positions, with most filled by local residents.

“It will also help accelerate the emergence of the Eyre Peninsula as an important new iron ore province,” Mr Staveley said.

“Port Spencer is integral in this process as it will allow iron ore mined on the Eyre Peninsula to get to port quickly and efficiently, keeping transport costs to a minimum.”

The proposal was granted Major Development status in January last year with the Development Assessment Commission determining a Public Environmental Report be undertaken and issuing guidelines for assessment, given its environmental, social and economic significance.

Among other issues, the PER examined the impact of a deep water facility on the rural coastal location, implications for traffic and the local road network, impacts on the marine and coastal environment as well as examining the potential economic benefits to the region.

The State Government will now await the completion of an environmental impact report under the Commonwealth Environment Protection and Biodiversity Conservation Act 1999. It is expected to be completed mid this year.

future needs of its customers and stakeholders.

A GROWING REGION The Port continues to grow with the ongoing expansion of Canterbury, one of New Zealand’s strongest regional economies. Commodity exports, such as dry and reefer dairy, and frozen meat and vegetables, are forecast to keep rising. Imports are also rising, and are tipped to continue their upwards path over the long-term as Christchurch rebuilds after the 2010-2011 earthquakes.

LPC is an integral part of the Christchurch Economic Development Strategy (CEDS), which provides a leadership and co-ordination role for projects that support a thriving and prosperous economy for greater Christchurch through integrated infrastructure networks.

Above: Aerial view over Lyttelton Port of Christchurch

www.lpc.co.nz Australian Ports News - Page 3

Port of Darwin – Australia’s Northern Gateway of Choice

East Arm Wharf

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HE Darwin Port Corporation is continuing to experience growth with a 66% increase in container and general break bulk cargo recorded over the last year, primarily related to major projects. This trend is expected to continue over the next two to three years.

The Port of Darwin is strategically positioned as Australia’s northern gateway to important Asian markets and is the only Port between Townsville and Fremantle with full access to multi-modal transport services to handle Australia’s growing trade.

The Port’s East Arm Wharf, located within Darwin’s East Arm Logistics Precinct, is a major service and supply hub for the region’s offshore oil and gas industries and is also the terminus of the AustralAsia Railway which connects Adelaide to Darwin.

Ongoing major upgrades are underway at East Arm Wharf to increase the Port’s capabilities to meet the future demands of increased port traffic and the growing volumes and diversity of cargo across the Wharf.

Darwin Port Corporation CEO Terry O’Connor says the Corporation has successfully managed rapid and significant changes to infrastructure, trade and corporate strategies in order to provide superior services and additional capabilities to its diverse customers and stakeholders.

“We have already increased services with the addition of a new 14.2metre $1.7 million pilot vessel and the implementation of a new Vessel Traffic Management System to ensure maximum safety and efficiency.

“Leading edge harbour management technology and systems have been installed to ensure harbour safety, improve environmental sustainability, extend our ability to handle increased vessel movements and also our capability to support major projects and a growing Defence Force presence.

“The Corporation’s new Port Management Information System was activated earlier this year and provides Port users with live access to shipping information such as resource and berth allocations and ship scheduling. The system is integrated into the Corporation’s internal Page 4 - Australian Ports News

management functions,” said Terry O’Connor.

Planning for ongoing growth is firmly in place with the East Arm Wharf Facilities Masterplan 2030 which lays out an extensive 20 year land-use strategy for the development of East Arm Wharf and adjacent areas.

Increased cargo capacity is also being created at East Arm wharf with the reclamation of Pond F, which has already been filled and surcharged, to create an extra 2.8 hectares of hardstand area for additional export and projects cargo.

East Arm Wharf provides over 775 metres of continuous deep water quay line with the flexibility to cater for multiple users from bulk liquids and dry bulk to live cattle and containers with short berthing times and the room and capacity to grow within one of Australia’s largest natural deep water harbours.

Darwin remains Australia’s largest live cattle export port with Indonesia the largest market, followed by China. In 2012 over 237,000 head of cattle valued at almost AU$177 million were exported from the Port of Darwin. The Corporation is continuing to work closely with cattle producers to keep growing this important export industry.

Project management responsibilities for Darwin’s $110 million Marine Supply Base being built on 8.55 hectares adjacent to East Arm Wharf to service the region’s oil and gas industry have recently been handed over to the Corporation.

This move will provide inter-relationship benefits to the Corporation, future users and the Marine Supply Base operator ShoreASCO, as well as 300 metres of valuable additional quay line and capacity at East Arm Wharf.

Major expansion at the Port of Darwin also includes the massive $34 billion INPEX Ichthys facility now under construction at Blaydin Point, the second LNG plant to be located in Darwin harbour.

The INPEX Ichthys LNG project is already bringing substantial increases in cargo traffic into East Arm Wharf including pre-assembled accommodation units for the project’s workers’ village under construction at Berry Springs just outside Darwin.

Loads of building materials for the construction phase of the Ichthys LNG plant at Blaydin Point are also arriving along with large pipes needed for laying the approximately 820 kilometres of underwater pipeline from the offshore gas field to the Port.

Other recent significant oversized project cargo traffic over the wharf has included several large brine concentrator facility components for ERA’s Ranger Mine in Jabiru, with each module weighing up to 100 tonnes and measuring 26 meters in length.

The flexibility of the infrastructure and continuous quay line at East Arm Wharf is proving valuable for assisting businesses like ERA and INPEX with a seamless supply chain.

“The Corporation’s strategic planning also includes the recent signing of a number of significant Heads of Agreement with major resource companies for future export of ore and minerals cargo via the Port of Darwin.

“In January, TNG Limited signed a key agreement to use East Arm Wharf to export vanadium, titanium and iron ore products from its Mount Peake site, 235 kilometres northwest of Alice Springs. Sherwin Iron is also confirmed and investigating an early export strategy with the Corporation that involves the delivery of concentrate from its Roper River Iron Ore Project through the Port of Darwin.

“The Corporation is working hard to capitalise on identified opportunities to ensure it is positioned to deliver on the demands of the many trade sectors, support major projects and further develop the Port of Darwin’s

infrastructure and capacity for a sustainable future,” Terry O’Connor said.

Darwin also continues to grow as a popular cruise ship destination and the Port’s Fort Hill Wharf is one of the few facilities in Australia able to receive mega liners including the Queen Mary 2 at its dedicated cruise ship berth and terminal, just minutes from the city.

Improvements to the cruise ship facilities are ongoing, including a new gangway to accommodate the increasing numbers of larger cruise vessels.

Darwin’s capacity to accommodate multiple and simultaneous cruise ship visits has also increased following the $21 million infrastructure upgrade of Stokes Hill Wharf adjacent to Fort Hill Wharf.

During the first three months of 2013 there were 14 cruise ship visits to Darwin. March was a particularly busy month with seven large cruise ships visiting within the first two weeks beginning with the Europa and Queen Victoria arriving on the same day.

The flow-on economic benefits to the local Darwin economy is enormous. This was demonstrated during the visit on three consecutive days in mid- March of the cruise ships Sea Princess, Radiance of the Seas and the Diamond Princess.

Darwin tourism and city retailers reaped substantial rewards from this combined influx of around 10,666 passengers and crew with an estimated average spend of $250 per head, which meant over $2.6 million was injected into the local economy in just 3 days.

The Corporation has welcomed the news that the Northern Territory’s new Chief Minister Adam Giles has retained his former Transport portfolio which will mean this important area will continue to be a priority.

The Port of Darwin also welcomes the appointment of Captain Tony O’Malley as the new Darwin Harbourmaster for the next three years. Captain O’Malley recently retired as Chief of Staff, Headquarters Northern Command and Deputy Commander Northern Command following a 32 year naval career.

The Harbourmaster has an important role in setting safety standards and enforcing maritime regulations and the appointment of someone with Captain O’Malley’s exceptional experience will significantly increase the capabilities of the Port of Darwin to meet the needs of increasing traffic movements within the harbour.

The ability of the Port of Darwin to service and supply the growing needs of Australian trade and the resources industry ensures its position as the port of choice and a key player in the economic development of the Northern Territory and Australia.

Above: Captain Tony O’Malley, Darwin Harbourmaster

AMS Takes Darwin Port to the Top of the Class W HEN Australian Maritime Systems (AMS) was awarded the contract to provide a vessel tracking system for the Darwin Port Corporation (DPC) it marked the beginning of a unique and significant relationship. For its part, AMS is particularly proud of the association because it represents a number of ‘firsts’ in Australian maritime installations.

Not least is the application of a unique leasing arrangement that enables the Darwin Port, through its own initiative, to benefit from the safety and security provided by an expansive, world class, vessel tracking system (VTS).

This special 8 year leasing arrangement carries even greater significance, given that the installation further enhances border security at the top end of our continent. The strategic location of the port, as Australia’s gateway to and from Asia, carries with it the extra weight of responsibility to ensure, not just harbour security, but the safe passage of the many vessels entering or leaving the port.

Bearing mind that the port caters for a huge variety of marine traffic from the biggest ocean going liners in the world to the smallest fishing craft. As an import and export hub the Darwin ‘port system’ is a key ingredient in the welfare of the national economy as it manages the movement of around 5 million tonnes of cargo annually.

This particular contract is an extremely clever arrangement between client and provider and may well motivate other such initiatives with regard to ensuring maritime safety throughout Australia. The fact that AMS is prepared to conduct an operational

Above: Servicing works underway (in this case on the Great Barrier Reef VTS systems) lease of this type highlights the confidence that the company has in its own expertise and in its ability to provide world’s best practice in maritime technology.

For Darwin Port Corporation it’s a worry-free outcome because AMS is providing the VTS

Above: The system intended for Darwin in service in Rotterdam Port

through an innovative maintained lease structure that guarantees DPC ongoing service. In simple terms, AMS will be responsible for supply, testing, installation, commissioning, training and maintenance for the duration of the 8 year lease. Of course the lease also negates the need for DPC to source a huge amount of upfront capital that would normally be required to fund such an installation.

In a sensible ‘horses for courses’ approach DPC has entrusted its harbour security and safety to those who know and AMS is the perfect choice. There is no question that AMS has the necessary expertise with a proven track record in the design and provision of maritime technology.

This particular installation represents the ‘best in breed’ in integrated componentry and the culmination of over 10 years’ experience in port vessel management and traffic systems. AMS has successfully designed and installed similar vessel tracking systems worldwide with its list of achievements including a variety of systems installed in Africa, Canada, South America, South East Asia and elsewhere.

Apart from the design and installation of VTS technology, AMS is also highly experienced in the design, fabrication and installation of navigation aids throughout Australia, both for government agencies as well as for the resource sector including the offshore oil and gas industry.

This includes a range of related services including visual navigation aids, VTS systems and offshore platform installations that provide collision avoidance capabilities for vessels operating in range of the platform.

The AMS system to be installed in Darwin combines logistical innovation with world’s best practice and when completed, will be the most advanced VTS in use at any Australian port.

AMS will incorporate solid state radars, ultra long range CCTV, as well as advanced state of the art software as used in Hong Kong, Rotterdam and other major international ports. In yet another Australian first, the system will be integrated with back office MIS functions which ensures that both management and operation of the system is efficient and failsafe.

The DPC can be justifiably proud of its VTS because, apart from it being a world class system, it will place the port ahead of the field in terms of compliance. The Australian Maritime Safety Authority (AMSA) is the authority responsible for VTS installations in Australia under the appropriate regulatory international standards such as those defined by the International Maritime Organisation (IMO) and the International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA).

AMS already complies with these standards in all areas of the company’s operations and ultimately, all Australian ports will require AMSA accreditation to ensure conformity of VTS status and standards. AMS has ensured that the system to be installed in Darwin is fully compliant with all IALA recommendations well in advance of the introduction of accreditation requirements.

From its head office in Brisbane and with an operational reach that stretches across the country, Australian Maritime Systems occupies the leading edge in advanced marine technology on the global stage. The company is represented in nine countries around the world and has successfully delivered and managed hundreds of projects both here and overseas.

It’s obvious that the wealth of in-house skill and expertise available at AMS provides the company with a huge advantage and for its clients it’s a ‘one stop shop’ for all maritime navigational requirements and electronic systems. AMS has a proven capacity to effectively manage, construct and maintain aids to navigation networks, maritime information systems and associated maritime assets.

There is no doubt that the ‘partnership’ between Darwin Port Corporation and AMS is a class act. This unique arrangement is a win-win for both DPC and AMS and one that I’m sure, will endure for many years to come.

For more information about AMS visit;

www.maritime-systems.com

AUSTRALIAN MARITIME SYSTEMS F I X E D A N D F LO AT I N G N AV I G AT I O N A L A I D S , E L E C T R O N I C N AV I G AT I O N A L A I D S , R E M OT E P O W E R S Y S T E M S & M A R I T I M E S T R U C T U R E S • Strengthening, Repair and Condition Assessment of Maritime Structures, integrating with latest technology • Supply, I nstallation and Maintenance of Fixed and Floating Navigational Aids, Buoys, Lights, Marks and Structures • S u p p l y, I n s t a l l a t i o n a n d M a i n t e n a n c e o f E l e c t ro n i c N a v i g a t i o n a l A i d s, A I S , R a d a r, V T S a n d V TMIS, Differential Global Positioning Systems (DGPS) and Meteorological Ocean Sensors and Equipment • Design and Integration of Remote Power Systems • Remote Area Logistics AU S T R A L I A N MA R I T I M E S YS T E M S p h : +61 7 3633 4100 i n fo @ m ar sys.com.au w w w. m a r i t i m e - s ys te m . co m

Australian Ports News - Page 5

Page Macrae Engineering Leaders in Dust Emissions Control

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NVIRONMENTAL considerations have become one of the most important factors in choosing new bulk cargo handling equipment.

Above: Newly designed hopper being towed into place at Port Geelong, Victoria spouts, filter modules, conveyors and valves can handle a wide range of bulk materials including limestone, salt, alumina, grain, fertiliser and cement.

Because of their superior quality, DCL components are a good fit with Page Macrae’s focus on providing environmentally friendly solutions while also improving efficiency and productivity. The dust spouts are capable of operating at up to 600 tonnes an hour, but a high degree of dust suppression is provided by flexible sleeves and rubber skirted lining, and additional suppressors can give almost dust-free product handling. “DCL discharge spouts are a key component in our hoppers,� Mr Ennis says. “We put them through a rigorous assessment process and found that they really were the best available.�

The DCL agency works well for both companies, especially given Page Macrae’s increasing focus on whole chain bulk handling solutions, he says. “That can include from ship to storage, and also equipment for any handlers of bulk materials that create a dust problem.�

Page Macrae’s line of hoppers has recently been expanded with the design of a totally new

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And it is Page Macrae Engineering’s strong focus on this aspect of grab and hopper design that has seen its award-winning grabs, dust controlled hoppers and other equipment selected by port and stevedoring operations throughout Australasia.

The company has won an international reputation for designing and building quality equipment that is not only robust, efficient and built to last, but can also provide operators with substantial savings in time and money, through low operating costs and increased productivity.

While it might not be the cheapest on the market, it is in strong demand from companies looking for high quality equipment that will meet strict environmental standards while still operating efficiently in sometimes challenging situations.

Page Macrae produces a range of grabs and discharge hoppers and specialises in providing integrated solutions for bulk discharge with a strong focus on assisting clients in reducing their operations environmental impact.

Mr Ennis, who visited Darwin recently to carry out a two-year follow up on equipment sold to QUBE Ports and Bulk, says it has been a major success, resulting in another order for two diesel hydraulic grabs and two discharge hoppers which have been commissioned at QUBE’s operation in Bunbury, Western Australia.

He says tight control over dust at bulk transfer points increases system productivity by cutting material losses, which can be a significant amount of the total product handled.

Page Macrae has a strong partnership with Michigan, US-based Dust Control and Loading Systems (DCL) as their Australasian agent. DCL manufactures a large range of highly regarded dust control loading system components. Some of these have been incorporated in Page Macrae’s equipment, bringing benefits for both companies.

Mr Ennis says the DCL range of discharge

product that integrates the dust collection system with the hopper. This not only makes it easier to control dust emissions, but also eliminates the time involved in deploying a separate dust collection unit to wherever the hopper is located to be working on the wharf. “It’s a new evolution in the line of equipment we produce and it complements our hopper package,� says Cargo Handling Equipment manager Bruce Ennis.

Two companies who have already taken advantage of this new design are Boral Cement, Geelong, Victoria and Port Taranaki in the North Island of New Zealand. Both client’s primary focus was controlling dust emissions without compromising on discharge productivity.

Boral’s Divisional Capital Program Manager, Domenic Saffioti, says.

Boral started the product evaluation process late in 2012 by conducting a worldwide search of suppliers of portside clinker hoppers. “A review of the proposals submitted, including those by Page Macrae, showed that there were two suppliers within contention that could deliver most, if not all, of what Boral required,� Mr Saffioti says.

“Page Macrae demonstrated that they had firsthand experience with these hoppers in Australia, and showed a willingness to modify their design to incorporate Boral’s needs. A responsive and co-operative tender process also supported the decision to engage Page Macrae for the two hoppers.�

Mr Saffioti says the final decision was based on the fact that Page Macrae’s could supply fit for purpose equipment. Other important criteria included delivery time, price, Boral’s confidence in the product and the company, and Page Macrae’s strong reputation.

Page Macrae continues to be a leader in the field of dust controlled loading and unloading equipment, with a strong focus on designing solutions to meet their customer’s requirements.

Above: Port Taranaki hopper during commissioning

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EMAIL: enquiries@page-macrae.com WEB: www.page-macrae.com.au Page 6 - Australian Ports News

The Reach Stacker Forklift vs the Laden Container Handler.

What’s the difference?

F

OR a lay man with very little heavy machinery knowledge, it can often be difficult to know the difference between the operation of the Reach Stacker Forklift and the Laden Container Handler. When looking at the differences between Reach Stacker Forklifts and Laden Container Handlers, it is worthwhile to categorise their features to give an accurate comparison of these machines. The breakdown between both machines goes as follows: 1) CAPACITY The Reach Stackers can reach up to second row with a full container and also handle light weight containers in the third row. The Laden Container handler can only handle containers in the first row. Reach Stackers, when equipped with stabilisers (that cannot be fitted on Laden Container Handler) can also be used for second rail applications. The Reach Stacker can also perform general terminal stacking making it an extremely versatile piece of equipment.

2) ABILITY TO SELECT CONTAINERS IN A BLOCK STACK This ability of the Reach Stacker equates to much more efficient use of the stacking space in the terminal as it makes possible to block stack containers up to 4 rows with a minimal impact on the number of shifts required to select any container in the stack.

3) WEIGHT DISTRIBUTION For a Laden Container Handler the mast is a “negative weight”, which means the weight of the mast sits beyond the fulcrum (drive axle centre). This means that more counter weight is required to effectively stabilise the machine.

With the Reach Stacker, the boom is a “positive weight” as it is behind the fulcrum (drive axle centre). This determines a completely different weight distribution between the two machine types. This huge difference in weight distribution reflects very strongly on the tyres

and the ground as well as on the stability and speed of operation.

a substantial safety advantage when moving containers around the terminal.

4) STABILITY As a result of the weight distribution; the Reach Stacker has a Longitudinal Stability that is far superior to the one of the Laden Container Handler. When driving – which is the phase of the operation where the stability is most important and where typically the truck is at a higher risk of overturning, the Reach Stacker – which has the ability to “reach-in” and carry its load over its front axle ‘the fulcrum” has a much higher stability factor than the equivalent Laden Container Handler. In fact more than double the stability.

8) OVERALL HEIGHT The Reach Stacker can lower the boom so that its overall height in this position is just approximately 5 metres. This enables the unit to negotiate low doorways, power cables and passing roadways. It also enables the machine to be parked indoors for maintenance. The Laden Container Handler requires extremely high doorways, cannot work where there are power cables, indoors without extremely tall buildings with very tall doors and it requires man-lift to perform any checks or maintenance to the upper part of the mast.

5) SPEED OF OPERATION (driving) The much higher stability in driving configuration enables the Reach Stacker to be a lot faster than the Laden Container Handler when performing load transfers. In short, the longer the distance covered in a working cycle, the higher the productivity of a Reach Stacker.

6) CONTAINER HANDLING ABILITY The Reach Stacker is equipped with a spreader that is connected to the boom through a very high articulation ability system: • the Spreader has a Side-Shift Ability of +/- 800 mm (against the +/-300 mm of the LCH) • the Spreader has a +190/-100° spreader rotation ability (against a +/- 3° of the LCH) • the Spreader has a dampened (and power controllable) load swing range of +/- 60° (whilst the fork-lift can only allow 10° max load swing) Due to the overhead boom and its high stability, the Reach Stacker has enormous load reach ability (2.4 metres with retained full container capacity) whereas the Laden Container Handler can in the best case grant just 200 mm.

This results in a massive difference in the flexibility of the Reach Stacker and in its speed of operation when picking up or positioning containers. Also, the possibilities that a Reach Stacker provides in terms of space utilisation & efficiency are unmatched by the Laden Container Handler. The Reach Stacker can handle containers even with the chassis positioned at 45 degrees against the stack, substantially reducing the stacking aisle and therefore making it possible to stack in areas that would normally be too narrow.

A Reach stacker can rotate a container so as to position the door to the back of a truck (which is compulsory by law) without having to double-handle the container. The Reach Stacker can even handle containers longitudinally (at low stacking heights). The very long side-shift range of the Reach Stacker enables the unit to balance containers that are out of balance and still retain much of its side-shift ability to perform a safe and fast positioning of the outer balanced container on the stack.

7) VISIBILITY The Reach Stacker does not have the mast to obstruct the vision of the operator. This is

9) MANOEUVRABILITY The Reach Stacker can withdraw its spreader (even with load) over the front tyres. This makes the machine extremely compact when driving in yards. This is not at all possible for the Laden Container Handler as it is not capable of rotating its spreader or load at angles which would allow it to fit into narrow spaces.

Also, due to its far superior stability the Reach Stacker can safely drive with the container fully lifted such to pass over high stacks and cut turning corners to drive in very narrow drive-ways. This is not possible for the Laden Container Handler. For safety reasons, a Laden Container Handler needs to travel with the container lowered so that the bottom of the container is just above the height of the driver’s eyes.

Overall, the Reach Stacker is a more efficient machine than the dedicated Container Handling forklift because the Nominal capacity is increased. The operator does not need to be at 90° to the stack to pick up or drop a container and the Visibility is higher on the Reach Stacker making it a more versatile and efficient piece of equipment.

MLA Vulcan Leaders in container handling Lifting to new heights

131 MLA For more information www.mlaholdings.com.au Australian Ports News - Page 7

New light boosts harbour safety T

HE brightest ‘sector’ navigation light in Australasia was switched on recently at the entrance to Whangarei Harbour. The$300,000 navigation aid, commissioned and installed by Northport, is one of the top 10 brightest sector lights globally. It replaces one which was 26 years old and only bright enough to operate at night.

The new light is at the tip of Marsden Point, on the seaward side of Refining NZ’s plant.

It is visible from five nautical miles during daylight hours and 10 nautical miles at night.

It improves the ability of ships to navigate their way safely and accurately through the main shipping channel.

Marine traffic into Whangarei Harbour is growing significantly. Northport’s cargo volumes have almost doubled from 1.58 million tonnes in 2003/4 to a projected 2.97 million tonnes in 2012/13. Last year the port, one of only two deep water ports in New Zealand and the only one on the North Island, handled an unprecedented 215 ship calls, up from just 93 a decade ago.

The harbour is also used by the ships servicing Refining NZ, New Zealand’s only oil refinery.

“Given this growth in traffic, the strategic importance of the harbour and the complexities of navigating the narrow entrance, it was imperative that we upgrade the aging sector lighting,” said Northport chief executive Jon Moore.

“The brightness of the light during daylight hours will provide a far more accurate position indicator for shipping than the ‘day shapes’ used previously.”

A sector light projects three colours across the width of a channel; red, white and green.

Only one colour can be seen at a time, so a helmsman can see that his vessel is on the port (left) side of the channel when he can see red, on the starboard (right) side when he can see green, and safely in the middle when he can see white.

The new Whangarei Harbour port entry system features two lights stacked above each other. This increases the intensity of the light, allowing all three colours to be seen at least five nautical miles out to sea when viewed against a setting sun.

It also incorporates an oscillating boundary feature, meaning that as a vessel approaches the port or starboard side of the ideal course the helmsman will see either a white and red signal or a white and green one. This provides early warning of deviation from the centre line and enables highly precise navigation. It is ideal for

Page 8 - Australian Ports News

large ships moving in very narrow channels, especially when there is adverse wind or tide.

The system comprises four lights; two large, powerful PEL6 day/night lights and two VLB46 lights for night use only. It runs on mains power but has a 500Amphr battery backup system charged by solar energy. It also runs a GPRS (General Packet Radio Service) system that notifies Northport duty staff by SMS of any power or light failures and enables the light to be turned off and on from any mobile phone.

The light is only the second of its type in the world. The other is in Durban, South Africa.

It’s also the first such navigation aid designed and built entirely in New Zealand by Kiwi companies.

The complex electrical system was designed and built in-house at Northport, and both Refining NZ and North Tugz provided extensive logistical and technical assistance.

Above: The sector light projects three colours across the width of a channel; red, white and green

John Holland Awarded $186 Million Cape Lambert Port B Wharf Extension Contract

J

OHN HOLLAND has been awarded a $186 million contract to deliver the Cape Lambert Port B – Wharf Extension project on behalf of Rio Tinto Iron Ore Expansion Projects.

The project will extend the wharf currently being constructed by John Holland to provide an additional two berths at Rio Tinto’s Cape Lambert Port B (as part of its announced expansion to 353 Mt annual capacity).

John Holland Group Managing Director, Glenn Palin, said the project will draw on John Holland’s industry-leading skills in marine construction and fabrication.

“We believe that John Holland’s strong track record in the successful delivery of major wharf projects in the resources sector would have been a major contributor to this award,” he said.

“In addition, the project team pulled together a smart modularisation, procurement and logistics solution by working closely with our colleagues at Leighton Asia. This offshore strategy, which reflects our broader focus on developing strong partnerships with organisations with complementary skills, will provide surety for our client on the timing for project delivery.”

Mr Palin said John Holland is also leading the way in environmental innovation in the area.

“In early 2012, the Cape Lambert project trialled a “Sponge Jet” blasting and recovery system in place of a more conventional garnet abrasive blasting unit. This absorbs particles and prevents them from becoming airborne

over water at the site.”

“This vastly reduces dust levels and significantly cuts any risk of contamination.”

Brendan Petersen, Executive General Manager, Energy & Resources, said the contract will reinforce John Holland’s presence on major port expansion projects in both Queensland and Western Australia and extend John Holland’s strong working relationship with Rio Tinto.

“Our project team is currently on site delivering the first stage of the project, so this award builds on this existing work at Cape Lambert and most importantly our ongoing

relationship with Rio Tinto,” he said.

“The John Holland project team has developed a strong safety culture and detailed technical knowledge of the project. We are particularly excited about the success we are having with our engagement programmes with both local and Indigenous communities in the Pilbara region”.

“There are currently 22 indigenous workforce members working at Cape Lambert, representing 6% of the total workforce, which we aim to increase yet further with this additional scope.”

Fremantle Ports – protecting the unseen

Introduction

I

N MAY 1897 Fremantle Ports’ Inner Harbour was officially opened bringing increased trade into Western Australia. One hundred and fourteen years later in 2011, the Port saw 26 million mass tonnes of trade pass through its facilities at a value greater than $25 billion.

Fremantle Ports is a harbour seemingly forever in expansion. With imports and exports increasing, 2011 alone saw Fremantle receive 1952 shipping visits. Vessel capability and size is increasing and capacity for container storage is at a premium.

To ensure the Ports can meet the requirement to handle larger vessels, receive the increased container throughput and store the additional containers, means a continual improvement to Port facilities.

In 2009/10, Fremantle deepened the Inner Harbour and Entrance Channel to 14.7 metres and the Deepwater Channel to 16.5 metres, allowing larger vessels to enter the port fully loaded.

The project also involved strengthening of the North Quay container berths to cater for the heavier loads the bigger ships impose on wharf infrastructure.

Corrosion concerns Further to addressing improvements in Port throughput, Fremantle has been attacking (over many years) other less seen, and critical, issues occurring below deck level. Accelerated Low Water Corrosion (ALWC) and Microbially Influenced Corrosion (MIC) are the main corrosion morphologies identified at Fremantle Ports resulting in significant degradation to steel support piles.

Substrate loss through ALWC was the first concern identified at the Port (both Inner and Outer Harbours) more than ten years ago and a dedicated petrolatum tape wrap system with HDPE overlay was implemented to assist with corrosion management.

Pile wrap removals and inspections have identified great success in this system at the attack zone, predominantly at the splash zone and approximately 500mm below low water level.

In 2004, the first reported MIC was observed on the submerged portion of the steel support piles and sheet-piling within the Fremantle Inner and Outer Harbours, identified by the presence of what has been described as the “Orange Bloom”.

The presence of this “Orange Bloom” has been directly linked to increases in corrosion rates of the underlying substrate. Further inspections and testing located substrate loss and pile perforations (in certain areas) below the level of the wrapping project and within the locations of identified “Orange Bloom”.

As a result of an increase in identified corrosion to steel support piles outside the protected wrap zones, Fremantle Ports have undertaken a comprehensive Inner and Outer Harbours Cathodic Protection Management Plan incorporating Impressed Current Cathodic Protection (ICCP) Systems (Sacrificial Anode and Impressed Current).

Project Scope of Works Innovative Corrosion Management (ICM) commenced the design, supply and installation of the ICCP systems for the Inner Harbour in 2007. Fremantle Ports requested an ICCP system with a projected 30 year service life, with a specified protection potential of -900mV vs. Ag/AgCl reference cell, to allow for protection against MIC. Design works were first completed taking into consideration both immersed and embedded zones of steel support piles and with particular consideration to the difficulty of access, cable runs and anode and TR Unit placement. Design check and verification was provided by Mr John Grapiglia to ensure all aspects of the CP design were adequate to provide the final design requirements.

Over a five year period working in with shipping schedules and project budget allocations, ICCP systems have been installed to Berths, 4, 5, 6, 7, 8, 9, 11 and 12 at Fremantle Ports.

In total ICM have installed the following as part of system installation: •

27 off 200 amp Transformer Rectifier Units supplied by M Brodribb.

All TR Units had to be installed below berth deck.

•

Eighty four (84) off Mixed Metal Oxide anodes supplied by NMT electrodes.

•

In excess of 3.5km of cabling.

•

ICCP Remote monitoring units operating to provide system emails for real time notification of unit status (on/off).

Project Considerations With a port facility operating on a 24hr 7 day basis, access to the steel support piles and berths was a major challenge to maximise man hours on site and reduce downtime due to shipping. With shipping taking precedence over installation works, constant contact with Fremantle Ports Operations to determine berthing status dictated which berths ICM could work on.

Having several berths available under each contract enabled movement around the berths depending on shipping, reducing project stand down time.

The most difficult aspect of CP installation on this project was the access restrictions due to limited walkways below the berths and congestion with new and old steel support piles taking up considerable room below decks making manoeuvring and accessing locations at times of high tides almost impossible. In the end, rigging experience and expertise became one of the most valuable asset to CP installation in particular at stages of manoeuvring and installing the TR Units below deck level, supported from the deck soffit.

Continued on page 10

Busy times at Fremantle Ports

Lining them up – Berthing at Fremantle Australian Ports News - Page 9

Fremantle Ports – protecting the unseen Continued from page 9

System Operations Prior to commissioning of the CP units throughout the berths it was apparent that, ensuring continuity of the system and piles was going to be a significant consideration with the berths being all of varying ages and construction methodologies.

CP was not a consideration for bonding and continuity at the time of original berth construction, a practice that has changed with all new berth works at the ports implementing good bonding and continuity practices and provision for CP installation. On commissioning, piles that did not meet specified protection criteria were mechanically bonded and all piles are now achieving specification requirements.

Fremantle Ports have also undertaken a dedicated monitoring and maintenance regime for the systems with ICM providing this service in accordance with the guidelines of AS 2832.3 In 2011, ICM worked with Fremantle Ports to increase awareness of the CP systems at the Port, with the biggest concern being CP Units being turned off for project works, and not being re-energised for extended periods.

To this end, dedicated remote monitoring capabilities with real time email notification of TR Unit status (on/off) have been installed which has eliminated unnecessary CP downtime.

Fremantle Ports’ Viewpoint The installation of the various Cathodic Protection Systems within the Inner Harbour over the past few years, has been a total success and has totally met Fremantle Ports expectations.

The 2000 or so tubular steel piles supporting the various wharfs are of vital importance to the Port to ensure that the berths continue to operate well into the future.

All works were undertaken within project specifications, timeframe, budget and with no safety concerns or lost time injuries.

In addition, and of particular note, is the amount of time and effort given by the contractor to details and of the technical support, expertise and advice provided over the years.

Innovative Corrosion Management Pty Ltd – Craig Hutchinson Fremantle Ports – Dario Vallini Originally published in the April 2012 issue of Corrosion & Materials. Re-published with permission from The Australasian Corrosion Association Inc.

Page 10 - Australian Ports News

Above: Queen Mary 2012 Left: Typical Remote Monitoring Unit Below: Typical steel pile layout under wharf structure Bottom: Typical CP Transformer Rectifier Unit

AQURON Adds Real Value to Concrete Marine Structures

A

NY structure within 50 kilometres of the coastline is regarded as a marine environment according to international definition and so the impact of corrosion on reinforced concrete structures is a destructive and costly force.

Wharves and concrete structures located throughout Australian and New Zealand ports are right in the firing line and the use of Aquron 7000 spray on concrete corrosion protection treatment is regarded as the most cost effective and fool-proof solution in the fight against concrete corrosion.

Internationally one need only look at the corrosive process, why it happens and how such a simple but very effective formula can, not only stop corrosion in its tracks, but provide protection in the years to come.

All reinforced concrete structures have a permeability factor but moisture within the concrete matrix is the potential enemy.

Free moisture moves in and out of the concrete providing the transport system for corrosion. Reinforced concrete that is exposed to a marine environment is therefore at the mercy of rain, sea spray and of course sea water

Above: AQURON application to underside of wharf

so the potential for chloride contamination and the loss of integrity of the embedded steel within the concrete is always at risk.

It is this alkalinity combined with the ionisation solution of free moisture that protects or, to use an engineering term, passivates the surface of the embedded steel. The steel’s surface is positively charged (galvanic potential) and this charge attracts the negative oxygen atoms from the alkalinity and ionising solution within the free moisture.

So how does the proactive use of Aquron 7000 prevent corrosion?

Above: AQURON application to top deck of wharf

Aquron spray on concrete corrosion protection treatment can be applied to protect new or existing concrete. When applied to the

surface of the concrete the Aquron solution, which has a molecular attraction to the moisture and the alkalinity within the concrete, penetrates deeply and this is where Aquron 7000 comes into its own.

Aquron 7000 then transforms the free moisture transport system used by the chlorides by inducing an extensive Hydrogel formation within the concrete matrix.

Any moisture moving though the porosity is stopped in it tracks and so the transport system used by the chlorides comes to a grinding halt.

The embedded steel is no longer under threat of contamination. But it gets better! The Aquron formed Hydrogel is inherently highly resistant so Aquron actually improves the concrete’s

natural resistance to corrosion from that point on.

Oxygen is the fuel of corrosion but its availability is dramatically reduced because it is no longer carried by the free moisture transport system and fails to reach the steel.

Aquron 7000 spray on concrete corrosion protection also eliminates the potential for ‘corrosion breakout’ alongside repairs (incipient anode syndrome). When used in conjunction with repairs Aquron 7000 prevents the advent of corrosion and extends the service life of the concrete structure.

A huge practical advantage when using Aquron 7000 is that the spray can be applied to wet concrete and has no curing or drying time so its application in tidal zones and exposed marine environments is safe and effective.

There is no doubt that the application of Aquron 7000 increases the value of concrete structures located within a marine environment because it inhibits and stops corrosion, extending the durability and life of any reinforced concrete structure for over 25 years.

Markham Global are the Australasian specialists in the wide range of Aquron products including concrete sealers, hardeners, protection and waterproofing. The company has been providing innovative concrete solutions since 1996 and has offices and representation in Australia, New Zealand and the UK. Aquron range of products have been proven on over 100 million square metres applied worldwide and over 6 million square metres applied in Australasia since 1996.

For more information about Markham Global and Aquron 7000 email; info@markhamglobal.com or visit; www.aquron.com.au or www.aquron.co.nz

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Australian Ports News - Page 11

The Australasian Corrosion Association Inc The science and engineering of corrosion remains an important international issue with the annual cost of corrosion worldwide estimated to be 3% of the world’s GDP.

W

ith the combination of the world’s ageing infrastructure and the demand for materials to enter nextgeneration applications and environments, the range of corrosion issues that cover design, materials selection, predictive modelling and application of protective measures such as coatings or cathodic protection are all critical to the our modern way of life.

The Australasian Corrosion Association (ACA) is a not-for-profit industry association established in 1955 to service the needs of Australian and New Zealand companies, organisations and individuals involved in the fight against corrosion.

Its members are drawn from a wide cross section of industries that are united by their common interest – to reduce the impact of corrosion in Australasia.

By increasing their membership value proposition in recent years, the ACA has

increased its membership base by over 70 percent in the past five years.

“Our membership now exceeds 1,900 and the possibility of surpassing 2,000 is well within grasp. This year also promises further growth for the ACA with a number of new member benefits being developed for delivery,” ACA CEO Ian Booth said.

One of those new member benefits is the launch of a Scholarship Program valued at over $100,000 per annum. Members can apply for international travel, to attend international conferences, attend the annual ACA conference and training programs, post graduate education and more.

The Scholarship Program is coordinated through The ACA Foundation Limited which focusses its activities on the provision of scholarships, awards for academic excellence, exchange programs which foster the international exchange

ACA is a not-for-profit industry association established in 1955 to service the needs of Australian and New Zealand companies, organisations and individuals involved in the fight against corrosion.

of scientific and industrial expertise and the development of the industry’s future leaders.

The ACA Foundation also finances the annual Future Leaders Forum which aims to assist younger members of the industries that ACA serves to meet for two days to develop skills which will assist in their personal and professional development.

By providing support, ACA is leading the way in positively contributing to the work and personal lives of those who are likely to advance to senior positions in the industry in the future.

Education and training, technical meetings, member networking opportunities, conferences, certification/ accreditation and publications continue to be regular and necessary activities conducted by the ACA. The ACA provides the NACE Coating Inspection Program which is the world’s most widely recognised coating inspection certification. It has also recently introduced the internationally recognised SSPC C7 Dry Abrasive Blaster and C12 Airless Spray Basics Certification Courses.

Being a membership based organisation, the ACA has a responsibility to satisfy the Objects for which it was formed and it does so through the activities which are outlined above. In the pursuit of the interest of its members, consequential benefits will flow to the wider community.

For further information on the Australasian Corrosion Association, please refer to the website: www.corrosion.com.au or contact the ACA direct on +61 3 9890 4833 or email: aca@corrosion.com.au Page 12 - Australian Ports News

Corrocoat High Performance Customised Marine Protection C

ORROCOAT is a corrosion engineering company and a world leader in the production and application of high performance anti corrosion industrial coatings. Our coatings and linings are used extensively in the Oil and Gas, Mining, Marine, Petro Chemical, Power, Infrastructure and Structural Steel industries.

Corrocoat has a focused area of expertise and an enviable set of core competencies. These include: corrosion, mechanical and chemical engineering, the manufacture of heavy duty composite coatings, selection, application and testing of these coatings.

Over the years this focus has resulted in the production of high performance, anticorrosion industrial coating systems for plant and equipment Corrocoat provides a total solution from initial design consultation, through to manufacturing and application. The bespoke nature of the service enables the company to respond swiftly and accurately to individual customer requirements. Through years of relationship building and thousands of successful projects, we have earned our place in the market as a company that can be trusted to carry out work right, first time every time.

The coatings use glass flake fillers, which are impermeable and significantly increase the diffusion path through the coating. This produces a barrier layer, slowing moisture diffusion and the corrosion potential to an almost non existent level.

The flakes of glass orientate themselves within the coating film to reduce the passage of moisture vapour. This effect is known as the tortuous path. Corrocoat’s sister company produces the unique, uniform, and high aspect ratio glass flakes.

Substantial coating improvements are achieved by using these flakes rather than the variable and much thicker flakes or beads available in other coatings. The end result is Corrocoat materials achieve better corrosion protection.

In the marine environment Corrocoat materials offer effective protection in areas where contact with seawater or a salt-laden atmosphere greatly reduces equipment life expectancy.

Typical applications include on and around hulls, high erosion areas such as bow thrust tunnels, installations operating cooling water systems using seawater and structural steelwork.

Components treated include: Pumps, Pipes, Valves, Seawater intakes and outflows, Riser pipes, Filter screens, Deck areas, Marine superstructures, Stern frames, Stabiliser arms, Ballast tanks, Piling, Sea walls, Evaporators, Fresh water tanks, Manifolds, Strainers, Valve chests, Flotation buoys, Ice breaker lines, Splash zone steel and Sub-sea structures.

The extensive range of advanced coatings is used for both the repair of existing equipment and protection of new plant and equipment.

In many cases we are able to use basic carbon steel and advanced coatings as an alternative to expensive metallurgical solutions.

The improvements in glass flake quality, have allowed for the production of superior grades of industrial coatings. These have been formulated to offer not only high performance, but also excellent application properties. The range of coatings extend from some available for high temperature chemicals to single coat structural steel protection.

Propeller Before

Propeller After

The coating application is often the time restricting factor during the fabrication process.

Due to the rapid cure of most of our products, the cost and time benefits when using our materials can be hugely advantageous.

Corrocoat’s highly skilled work force is available to carry out coating work at our Canning Vale facilities south of Perth or by our site application team. Many customers find our unique fly in fly out work force more cost effective and efficient than full time, onsite workers.

We are so confident our coatings will perform in the most arduous conditions we will provide a material and labour warranty on any coating that is applied by Corrocoat’s specialist applicators.

With international operations in over 30 countries, Corrocoat is truly a global operator with extensive overseas network offering a comprehensive service with fully trained personnel and technical support available from the UK Research and Development laboratories if required.

Corrocoat Engineering (Aust) Pty Ltd, provides local marketing, engineering and application of the heavy duty coatings for projects throughout Australia, Papua New Guinea, and surrounding islands.

Please keep Corrocoat in mind next time you need any corrosion coating related services, or if you would like more information please check out the website www.corrocoat.com. au or contact directly on 1300 728 887 or via email at info@corrocoat.com.au.

High performance anti-corrosion industrial coating systems

Extreme Weather. Extreme Environments. Extreme Performance.

LUMI 7004

As the largest glass flake coating producer in the world, with operations in some 30 countries, our experience and organisation spans the globe. Our unique heavy-duty composite coatings have proven themselves

everywhere, from the North Sea to Alaska and Argentina to New Zealand. Everywhere we’ve applied our engineering expertise and polymer technologies, we’ve saved our clients’ equipment, plant and ultimately, money.

To find out more about how we can protect your new assets, or repair and refurbish existing ones, visit www.corrocoat.com.au or call 1300 728 887

Australian Ports News - Page 13

CCE proves Corrosion Solutions can be value for money The marine environment due to its very nature can be a breeding ground for corrosion and fortunately there are solutions.

However, when seeking methods of prevention and cure it pays to ensure that those employed to respond with solutions have the right expertise and are cost effective.

O

NE PARTICULAR company which has a proven record in the fight against corrosion in the marine environment is Corrosion Control Engineering (CCE) and it is the largest privately owned corrosion engineering entity in Australia.

The company’s influence and operational reach extends beyond Australia with clients in New Zealand, South West Pacific and South East Asia.

The high demand for the company’s services is understandable when you consider that it’s ‘corrosion control’ team consists of highly qualified professional engineers and technicians who are certified with the Australasian Corrosion Association and/ or NACE and MIE Aust.

On average every engineer at CCE has at least 25 years frontline experience in applying corrosion protection.

CCE prides itself on the extremely high level of in-house skill and expertise available within the organisation. It’s a problem solving capacity which is

Page 14 - Australian Ports News

second to none and it’s a strength clearly illustrated by the fact that each office throughout Australia is managed by a Senior Principal Engineer.

John Kalis, Principal Engineer in CCE’s NSW office believes that the reasons for the company’s success go beyond the company’s ability to provide solutions.

“We’re extremely confident in our abilities to provide ports and other

marine facilities with the right corrosion solutions but we also believe that it’s our responsibility to provide our clients with a cost effective response. It’s an aspect of our business which we take very seriously when protecting marine infrastructure.

“Of course we do have an advantage because our in-house expertise is extremely broad and we have the capacity and the flexibility to respond to the most complex of problems and providing value for money is always a key ingredient in that response.”

John Kalis typifies the wealth of expertise available throughout the engineering ranks at CCE and it is particularly relevant when seeking cost effective solutions for marine environment corrosion.

Like his senior colleagues who are all veterans in the field of corrosion methodology, John has extensive experience working with both impressed current and sacrificial cathodic protection as well as conducting corrosion investigations. He has also overseen design, tendering, installation, commissioning and maintenance of cathodic protection projects for gas, oil and water pipelines; LPG, water and saltwater bottomed storage vessels; offshore, onshore, plant, platforms, jetties and shipping.

Apart from providing value-adding solutions for corrosion in marine

infrastructure, such as cathodic protection systems for all industries, the services that CCE provides are extensive and they can be provided as part of a turnkey project or separately.

CCE’s range of services includes design consultancy, feasibility studies, personnel training, earthing and corrosion investigations, failure analysis, material selection, coating inspection and High Voltage Induction surveys.

The operational reach of the company is evidenced by the fact that the CCE team has been involved in the design, supply of specialist materials, installation and monitoring of cathodic protection systems and the supply of specialist materials across many industry sectors.

Some of the projects include; •

Concrete, steel reinforcing – foundations, marine structures, commercial buildings.

•

Wharves/ jetty, steel and sheet piling – oil, LNG, chemicals, bulk handling.

•

Pipelines – oil, water, gas and LPG.

•

Storage tanks, above and below ground – oil, water, gas, minerals and chemicals.

•

Marine vessels – commercial and other forms of shipping.

CCE proves Corrosion Solutions can be value for money CCE recently completed the installation and commissioning of cathodic protection at the Port of Newcastle for the Newcastle Coal Infrastructure Group. The Group includes a number of significant coal producers located in that region of New South Wales such as BHP Billiton, Hunter Valley Energy Coal, Peabody Energy, Yanzhou Coal Mining as well as other major coal producers.

The aim of the project was to accommodate substantial export growth by upgrading the port to ensure that there is adequate long term coal loading capacity. The project also addressed infrastructure shortages within the Hunter Valley coal chain.

The project has been conducted in three stages and CCE installed cathodic protection systems in each stage to protect the new infrastructure from corrosion. The company’s contribution was successful with corrosion protection systems now operating as expected.

Of course when you are extolling the virtues of any company word of mouth is always the best advertisement and so perhaps it’s best to leave the final word to Jon Moore, CEO of Northport Pty Ltd in New Zealand.

Northport Ltd owns and operates a major deep water, multi-purpose port

located just two hours from Auckland and Jon Moore highlighted his perspective of Corrosion Control Engineering; “We’ve been looking at corrosion solutions for Northport’s wharf sheetpiling and have met with a number of international corrosion companies.

There’s no doubt that from a financial perspective Corrosion Control Engineering stands out as a company that can provide value for money.

“Importantly, it’s clear that the company has the necessary expertise to fulfil the required task. The level of cooperation that we have enjoyed with Corrosion Control Engineering during discussions is excellent and the company’s preparedness to work with local installers wherever possible is also a potential bonus for our local economy.”

It’s obvious that with that kind of positive feedback; if you are seeking solutions for corrosion protection in a marine environment, you can rely on Corrosion Control Engineering to provide the right cost effective answers. It’s also a proudly Australian company that has what it takes to lead the fight against corrosion wherever it occurs both here and abroad.

For more information about Corrosion Control Engineering visit; www.cceng.com.au

Opposite and above: CCE installed cathodic protection for all 3 stages of the project for Newcastle Coal Infrastructure Group (NCIG)

Corrosion Control Engineering (CCE) Australian owned corrosion engineering company specialising in Cathodic Protection Design, Consultancy, Analysis, Field Surveys, Material Supply, Installation and Maintenance.

CCE provides a full range of services to all states, Asia and the Pacific regions under an ISO.9001 Quality Management System. All services are provided using highly qualified engineers and technicians, who are accredited with the Australian Corrosion Association.

CCE have been involved in the design, supply, installation, and monitoring of Cathodic Protection systems and the supply of specialist materials for: ■ Wharves and jetties, steel and sheet piling – oil, LNG, chemicals bulk handling ■ Steel reinforced concrete – foundations, marine structures, commercial buildings ■ Marine vessels – commercial and other ■ Storage tanks, above and below ground – oil, water, gas, minerals and chemicals ■ Pipelines – oil, water, gas & LPG ■ Mine sites – thickeners and clarifiers, pipelines, water treatment units ■ Bridges and tunnels

Top: GLNG Above: Abott Point Wharf Cathodic Protection Power Supply Left: Urangan Pier

BRISBANE TOWNSVILLE SYDNEY MELBOURNE PERTH +617 3393 3200 +617 4771 3269 +612 9763 5611 +613 9338 4900 +618 9248 9133

www.cceng.com.au Australian Ports News - Page 15

Absafe goes where no man has been before When corrosion strikes it’s those hard to reach places which are bread and butter for the team at Absafe Pty Ltd.

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HIS TALENTED Victorian company specialises in remedial engineering and maintenance including testing, inspection and the application of industrial coating, waterproof membranes and abrasive blasting no matter the location or the logistical challenge.

What separates Absafe from the rest of the field is its ability to do the seemingly impossible with high level skills that make access by rope or rigging second nature for the Absafe team. No place is too remote, too high or too confined. Whether it’s the deep and perilous interior of a chimney, the cavernous walls of ship hold or the dizzy heights of towers, silos and high rises, nothing is unreachable and despite the inherent risks Absafe always puts safety first.

Typically, although Absafe headquarters is situated in Melbourne there are no boundaries and the Absafe team can apply their engineering skill anywhere in Australia. No location is beyond the company’s reach and it thrives on the hardest of challenges.

Above: Absafe specialise in remote, high and confined places.

LEADERS IN ROPE ACCESS INSPECTION AND REPAIR Highly Experienced, Reliable and Safe Absafe provides industrial rope access inspection, repair and maintenance to all forms of Bridge, façade and structures Australia wide.

absafe.com.au Ph 03 9486 3777 info@absafe.com.au Building 1, 433 Smith Street Fitzroy 3065 Australia

Such is Absafe’s reputation for achieving mission impossible the company is the first choice for organisations like Melbourne Water, Tru Energy, Yallourn Power Station, International Power, SP AusNet, Cement Australia and a host of other major clients in the mining, construction, power, oil, gas and shipping sectors throughout Australia.

The Absafe team specialise in protecting steel structures from corrosion and use thickness and map testing, visual data compilation and assessment analysis to determine the level of corrosion. With over 15 years’ experience in preparation, testing and coating, Absafe can respond with corrosion solutions to protect valuable assets and infrastructure no matter how difficult the environment.

There is no doubt that Absafe has all the qualifications and the proven expertise to do the job. Importantly, given the type of lofty environments that the Absafe team work in, the company is IRATA certified for rope access. IRATA certified companies are globally recognised as offering the highest standard of safety procedures, training and auditing for twin rope equipment and services.

Absafe is also a member of ACA (Australian Corrosion Association); ACRA (Australian Concrete Repair Association and CCF (Civil Contractors Federation).

The company’s in-house talent also includes fully qualified engineers and NACE Coatings inspectors.

If you would like to know more about Absafe and the range of services they provide visit; www.absafe.com.au or phone Absafe on 03 9486 3777.

Page 16 - Australian Ports News

AMAC protecting Australian Ports for over 30 years I

N 1997 AMAC Corrosion, part of the AMAC Group, became the first anode manufacturer in Australia to be accredited and certified ISO9001. But the company’s manufacturing history really began in 1974 and since then they have designed, manufactured and installed a broad range of cathodic protection solutions for ports around Australia, New Zealand and worldwide.

The company’s expertise in customising anodes to fulfil specific client requirements is well proven with an established international reputation that ensures a steady demand for the company’s product.

According to Mark Rigg, General Manager of AMAC Corrosion the reason for the popularity of the company’s products is because of a number of factors.

“I think our strength lies in the fact that we have been designing and manufacturing corrosion protection materials and equipment for many years, so we know our business very well. We know what type of solution works best given the nature of the problem and our clients benefit from that experience.

“Our quality control system is also very strict and governs the quality of materials we use and is applied throughout every step in the manufacturing process. At the end of the day our clients know that the cost effective solution we provide will do the job it’s meant to do in safeguarding their valuable infrastructure against corrosion.”

Above: Stack of anodes for protecting port infrastructure Left: Topping up Anode using hand cast ladle

wharves so that when ships were docking they didn’t destroy the anodes.

The company worked closely with the port authority as it does with every client and succeeded in designing and installing the custom designed anodes so that they remained in place to protect the wharves regardless of ship movements.

AMAC design corrosion protection material and equipment so that they are easy to install once on site and the range includes sacrificial anodes, impressed current anodes as well as associated accessories. In recent times the company

There are many examples of the company’s innovation and flexibility in terms of custom design but one particular case highlights that ability. A few years ago AMAC was faced with the task of designing anodes to fit the Devonport

has supplied over 150,000 kg of sacrificial anode material as well as a large number of impressed current anodes to Australian ports.

Located in Melbourne, AMAC Corrosion has its own manufacturing, casting and assembly facilities for the production of aluminium, magnesium and zinc sacrificial anodes. The company operates under strict and rigorous quality control methodology to ensure that all products produced meet both national and international standards.

One of the most critical aspects of sacrificial anode performance is alloy composition and laboratory technicians at AMAC are very conscious of this responsibility. In order to provide optimum protection from corrosion, sacrificial anodes must meet the chemical composition requirements specified in standards such as the Australian Standard AS2239.

To ensure all anodes meet that required specification, laboratory technicians spectrographically test at least one sample from every batch of anode material against a NATA approved master sample. Every sample from each batch is then stored for the design life of the anode.

This process ensures that every AMAC anode will function at its optimum capacity and will provide the most effective protection.

AMAC takes great pride in both its relationships with clients and the products it manufactures and as the company approaches its 40th anniversary it’s clear that in the consistent delivery of proven cathodic protection solutions, AMAC is a proven leader.

For more information about AMAC visit; www.amacgroup.com.au

AMAC Corrosion

Protecting Australia’s assets for over 39 years ●

Proudly manufacturing in Australia since 1974

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Corrosion Protection Materials Design and Manufacture

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Sacrificial & Impressed Current Anodes and Associated Equipment

38 Research Drive, Croydon South, VIC 3136 Ph: 03 9729 8888 E: amac@amacgroup.com.au

www.amacgroup.com.au

Australian Ports News - Page 17

Ports re-modernisation program consistent with Government’s policies PNG Ports Corporation Limited’s (PNGPCL) current efforts to remodernise its network of ports are geared towards meeting private sector growth and is consistent with the Government’s overarching policy frameworks.

These policy frameworks include the PNG Vision 2050, medium term development strategy (MTDS) and the long term development strategic plan (LTDSP) which were linked to the PNGPCL’s 20 years corporate strategic plan.

In his presentation titled “Port Infrastructure Developments and inherent Challenges” to the Australia/PNG Business Council Forum held in Port Moresby from the 15th to the 16th April, Chief Executive Officer, Mr. Stanley Alphonse said the selections of capital projects are based on the long term strategic needs of PNGPCL’s business under the 20 years corporate strategic plan (2012-2032) and the National Government’s development objectives under the MTDS, LTDSP and PNG Vision 2050 with particular emphasis on the remodelling of Port Moresby and Lae Ports.

“PNGPCL has bold plans to re-modernise its port network,” he said.

Mr. Alphonse said port infrastructure is an essential part of Papua New Guinea’s economy and efficient transport infrastructure improves and facilitates commerce, trade and cut cost of doing business.

Mr. Alphonse statement was echoed by the Prime Minister Hon. Peter O’Neill, who told the participants in his opening address that apart from improving living standards, delivering better education and health services, maintaining a sound fiscal position, attracting investment and creating employment that the Government was focused on delivering – infrastructure was among the top priority.

“We are committing K12.1 billion over five years, starting this year, towards a national building infrastructure investment program,” Mr O’Neill said.

In his opening remarks, Mr O’Neill said many key infrastructures will be rehabilitated in the next five years while the engineering design work on the Port Moresby Port was progressing and the project will be funded through concessional borrowings and to commence construction in 2014.

Mr. Alphonse said PNGPCL aims to partner with the Government and other organisations to carry out some of its major projects.

Mr. Alphonse said that various models of public private partnership will be investigated and adopted in the delivery of some of the bigger projects.

PNGPCL has faced significant challenges in meeting increased customer demand which

are closely linked to economic growth; current infrastructure capacity has been unable to meet such growth, with Shipping and Port Demand Studies projecting further growth.

This placed the PNGPCL Board and Management to undertake forward planning with an overall view to improve productivity and efficiency at the ports especially Port Moresby and Lae ports.

Various projects have already being progressed at the ports of Port Moresby and Lae at the cost of about K200 million that has been expended since last year.

Mr. Alphonse said port productivity and efficiency remains PNGPCL’s core interest with the challenge to invest in appropriate wharf infrastructure and technology which may affect and change the way business is conducted.

“However, there are significant gains for all stakeholders, engagement and dialogue with key stakeholders is required as inherent net gains far outweighs the costs,” he said.

A specific strategy has been the deployment of Mobile Harbour Cranes (MHC) and Rubber Tyred Gantries (RTG) which has proven beneficial to PNGPCL’s operations and allows business to release efficiencies that can translate into lower prices or reduced cost of doing business.

Such a strategy has reduced congestion, delivery of goods and services in a timely manner, lowers transportation costs and has long term benefits for the PNG economy.

Above: Mr Stanley Alphonse, Chief Executive Officer PNG Ports Corporation

Past congestion challenges did not only come about due to liquefied natural gas (LNG) project cargo coming through the ports of Port Moresby and Lae. Mr. Alphonse said efficiency of ports depends on the appropriate infrastructure and technology.

He said severe underinvestment in the core network of ports had resulted in a dilapidated state of the infrastructure.

Current management efforts has revitalised the network; undertaken fit-for-purpose infrastructure investment in line with operational and investment planning (Corporate Strategic Plan) and capital expenditure plans.

With the use of MHCs, an estimated K6.0 million is saved from demurrage costs, berth occupancy has been reduced from 4 days to 1.5 days, berth utilisation has been reduced and movement of cargo has increased from 7 twenty-foot equivalent units (TEUs) to 20 TEUs per hour.

Gains due to use of RTGs are the increase in cargo storage space, efficient identification and processing of cargo and higher productivity rates leading to lower berth times.

Above: Mobile Harbour Crane at the Lae Port being used to unload grain from a vessel

Background: Lack of inter-modal transport network gives prominence to ports as the key link in trade whereby PNGPCL facilitates 80% of domestic and International seaborne Trade.

Ports acts as interface in the logistical chain; the ports of Port Moresby and Lae handle the bulk of PNG’s International and domestic trade.

Above: An RTG being used to remove containers at the Port Moresby Port Page 18 - Australian Ports News

Auspac Consortium first to call at new Brisbane Container Terminal

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UTCHISON’s Brisbane Container Terminals has entered agreements with Auspac Consortium members Neptune Pacific Line and Pacific Forum Line.

The Neptune Pacific Line vessel, MV Captaine Tasman, is the first vessel to call Hutchison’s new terminal in Brisbane. It is arrived at the terminal in the on Friday 10 May. BCT Chief Executive, Dr Stephen Gumley, says the arrival of the Captaine Tasman at the Brisbane terminal is a significant event in the development of the Hutchison’s Australian operations and an historic event for the Australian container shipping market.

Above: LR: Mr Ray Bancroft, General Manager Australia, Pacific Forum Line; Mr Rolf Rasmussen, Managing Director, Neptune Pacific Line; Mr John Willy, HPA Commercial Manager; Mr Bill Macdonald, Group General Manager Neptune Pacific Line, Dr Steve Gumley HPA Chief Executive

“We’re delighted that Neptune Pacific Line and Pacific Forum Line have elected to be the first to entrust us with their business,” Dr Gumley said. “We intend it to ensure their trust is well placed and that the arrival of the first ship marks the start of long and a mutually successful partnership.

“While our first client and first ship are very important to us, it also marks the introduction of more choice and competition in the market.

“Shipping lines now have a new option in Brisbane and soon in Sydney. While we intend that our entry into the market is a game-changer, we are under no illusions about how tough it is for companies breaking into markets dominated by two large players, particularly in Australia.

This again underlines the importance to us of the agreements with Neptune Pacific Line and Pacific Forum Line,” Dr Gumley said.

Neptune Pacific Line says it believes an additional terminal operator in Brisbane and Sydney would definitely be of benefit to its customers and the industry.

Right: Auspac consortium members and HPA suppliers and representatives on hand to witness the arrival of MV Captaine Tasman, the first ship to call at Hutchison’s New Brisbane Container terminal

New Port Hedland Port Authority General Manager, Commerce and Development Appointed

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HE Port Hedland Port Authority (PHPA) is pleased to announce the appointment of Mr Lyle Banks (left) as the new General Manager, Commerce and Development commenced on 30 April 2013.

Lyle Banks brings 25 years national and international experience in port development, across both the private and public sectors, to his new role at the PHPA. “Mr Banks brings a wealth of experience in port development and management to the Port Hedland Port Authority, and I am delighted he is joining the executive team as the port continues this period of significant growth.” said Mr Johnston, PHPA Chief Executive Officer.

In his most recent position as Manager

Planning and Development at Fremantle Ports, a position he has held for seven years, Mr Banks was responsible for the management of the Port’s planning, environmental and port development functions, overseeing a successful, integrated approach to t h e Por t ’ s strategic development and asset use.

He was also responsible for Fremantle Port’s recent Inner Harbour Deepening and Berth Upgrades project, one of the largest projects undertaken at the port and essential to the longterm sustainability of Fremantle Port as a major gateway for national and international trade.

Before his service with Fremantle Ports, Mr Banks spent 19 years with a number of private consultancies as Senior Project Manager or Engineer, responsible for a range of significant marine and coastal infrastructure projects in Australia and overseas.

Largest Iron Ore Shipment Leaves Port Hedland

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HE Port Hedland Port Authority has recorded its largest iron ore shipment recently, with 255,816 tonnes headed for China.

The Fortescue loaded vessel PSU Seventh made its maiden voyage on a draft of 18.82m.

It beat the previous record set by Abigail N last November by 1,802 tonnes.

Iron ore carrier, Bao Fu, also sailed on the same morning tide, resulting in exports of over 502,000 tonnes on just two vessels.

Australian Ports News - Page 19

Macquarie Wharf Cruise and Antarctic Shipping Terminal Opens T

ASMANIA’s new $7 million Macquarie Wharf cruise ship and Antarctic and Southern Ocean logistics terminal was unveiled recently by the Premier Lara Giddings.

Tasports Chairman Dr Dan Norton said the completion of the $7 million redevelopment of Macquarie Wharf No 2 would strongly enhance Hobart’s reputation as a tourism port and the gateway for Antarctic and Southern Ocean research.

“It provides Hobart with a dedicated modern terminal to allow us to better service the growing number of cruise ship visits each year,” Dr Norton said.

Dr Norton said the terminal was designed to meet the needs of key customers including the Australian Antarctic Division, the Tasmanian Polar Network and the cruise industry.

“This multi-purpose facility will generate economic benefits for port users, the tourism industry and the greater Tasmanian community.”

Dr Norton said the design kept faith with the historic values of the former Macquarie Wharf No 2 shed exterior, but dramatically improved the access, floor space and dedicated cruise and Antarctic operational areas.

“Having a dedicated cruise ship terminal will greatly improve the experience for passengers, providing them with a much higher level of service and amenity.”

The cruise terminal would enable the growing number of cruise ship passengers to be processed efficiently as well as experiencing

Above: Tasports recently completed work and officially opened the new Macquarie Wharf No 2, a dedicated Cruise Terminal and Antarctic logistics facility in Hobart superior services upon their arrival at the port.

“On the back of a bumper cruise season for Tasmania, and Hobart in particular, there is every indication that we will continue to see cruise ship visits and passenger numbers rise.

“This season 55 cruise ships visited the State, with 40 of these ships visiting Hobart, bringing with them the largest number of cruise ship passengers ever to the city. Next season there are already 65 cruise ships booked to call to Tasmania, with 39 of these already scheduled to visit Hobart.”

Above: Tasports’ Chairman Dan Norton officially opening the facility Above and below: Consrtruction of the redevelopment of Macquarie Wharf No. 2

Dr Norton said Antarctic and Southern Ocean research were a very important market sector for Tasports and for the State.

“The Antarctic office and cargo area will provide the Australian Antarctic Division with a functional operational area with improved logistics facilities in the heart of the Port.

The redevelopment saw the installation of new internal walls to create three sections for the establishment of the cruise terminal, cargo handling spaces, offices and new amenities, completion of the entry ramp, installation of a new roof and new road works to manage cruise ship traffic.

“The facility will help develop Hobart as a prime gateway to Antarctica and assist the State to continue to market the port as an international base for Antarctic and Southern Ocean Research vessels and logistics operations.”

Dr Norton said Tasports had also spent more than $4 million in the past three years on remediation of Hobart’s Macquarie Wharves, including full remediation of Macquarie Wharf No 4 back to its original design specifications.

Tasports selected Tasmanian award winning architects Circa Morris Nunn to design Macquarie Wharf No 2 Shed in November 2010 and appointed local construction firm Fairbrother Pty Ltd as the contractor for the construction works, which commenced in July last year.

Dr Norton said the redevelopment demonstrated Tasports’ commitment to maintaining and developing its infrastructure to meet existing and future customer needs.

Page 20 - Australian Ports News