Port Strategy Sept/Oct 2024 Non Subscription

OCR: The ‘Science Fiction’ Age | Offshore Opportunities Build | Drug Tsunami: Countermeasures

VIEWPOINT

MIKE MUNDY

It is that Time of Year - See You There!

The international magazine for senior port & terminal executives

EDITORIAL & CONTENT

Editorial Director: Mike Mundy mmundy@portstrategy.com

Features Editor: A J Keyes keyesj186@gmail.com

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Regular Correspondents: Felicity Landon; Stevie Knight; Ben Hackett; Peter de Langen; Charles Haine; AJ Keyes; Andrew Penfold; Oleksandr Gavrylyuk Johan-Paul Verschuure; Phoebe Davison

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The conference season is upon us and we look forward to engaging with you at the IAPH World Ports Conference in Hamburg. The event is a great stimulator of ideas, collaborations and a sure-fire way to get to know more influential contacts via the many networking opportunities

It is conference season again and Port Strategy will be available to delegates attending the IAPH World Ports Conference and also TOC Americas – two landmark industry events.

Let me interject a small commercial here, if you are attending the World Ports Conference – please do attend the session I will be moderating on the topic of Partnering with Investors to Optimise Concessions. This will run from 1500 to 1545 in Hall G on the second day of the conference, Wednesday 9 October. I expect it to be a thought-provoking session, there is an awful lot going on the area of concessions, both new awards and renewals. See you there!

Generally, there is much of interest in the World Ports Conference programme for port management and other stakeholders – resilience in supply chains, managing risk (including the use of AI to do this and cyber attack mitigation), innovative new technologies, combatting illicit trade and developing new business models for ports are all hot topics on Day 1 plus an array of technical visits to choose from.

Day 2 morning highlights include: creating a clean energy marine hub; towards a net zero maritime ecosystem, port leadership in climate action and green fuels and de-fossilised ports. The afternoon of Day 2 maintains an interesting focus on investment and a strong focus on the environment/sustainability including the opening afternoon session on Financing Energy and Climate Investments. Late afternoon there are also 2 x Port Endeavor Games – a unique IAPH crafted experience. Apply early, places are limited.

Day 3 sees the Conference formally close at lunchtime but prior to that I would highlight two papers I am particularly looking forward to hearing, the current risk landscape for shipping and ports, a presentation by Drewry Shipping Consultants, and global port markets in motion, a sector-by-sector analysis.

If all this hasn’t whetted your appetite, then the gala dinner on Wednesday evening might as well as good networking throughout the event.

Port Strategy looks forward to seeing you at the World Ports Conference and wishes to extend our very best wishes to TOC Americas for a great event.

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the Smart Port and there are more coming. The Smart Port concept promises to advance rapidly with the advent of powerful new technologies such as Spatial and Quantum Computing and Generative AI. The influence of these and other cutting-edge technologies will be felt at both the port management and terminal operations levels combining to have a transformative effect on the sector overall.

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CMA CGM SET FOR TAKEOVER OF SANTOS BRASIL OPERATIONS

After one of the longest courtships in port terminal history, involving many suitors, it looks like Santos Brasil will finally be taken over by French based liner company CMA CGM, for an initial outlay of around US$1.12BN and an eventual cost of approximately US$2.26BN.

The global carrier, which already has significant interests in Brazil (employing a workforce of more than 10,000 in eight offices) has signed an agreement offering to buy just under 48% of the shares of the Sao Paulo stock exchange (Bovespa) listed Santos Brasil, and reliable sources in Santos say the majority of shares will fall into their hands “in the near future”.

For nearly 10 years South America’s biggest container terminal outfit, which includes the largest terminal in Brazil (Tecon Santos, with 1.832M TEU handled in 2023, for a 38% share of all Santos), has been courted by the world’s leading terminal operating companies and shipping lines -including Maersk, MSC, Hutchison, and China Merchants Port Holdings, among others – and finally one of its suitors has stepped forward and made a concrete bid.

The French outfit has offered to buy (at Bovespa on September 23) 47.55% of the shares, all owned by chief shareholder Opportunity Group. At Reais15.30 a share (higher than the closing price of Reais12.71) the total cost to CMA CGM will be around Reais6.33BN (US$1.12BN) and more than double that if they buy the rest of the shares.

For its money it will get the 2.5M TEU per annum capacity Tecon Santos terminal, TEV, a car terminal in Santos, Tecon Imbituba

(for boxes and general cargo) in the south of Brazil, Tecon Vila do Conde (in the North region), a liquid bulk terminal in Itaqui (North region) and a growing logistics subsidiary, that will tie in with CEVA Logistics, which is also well established in Brazil, with a 7500 strong workforce.

In the first seven months of this year Tecon Santos increased its market share from 38% up to 41.3% of the 3.094M TEU handled up to end of July 31, 2024. This was at the expense of BTP (a joint venture between regional rivals MSC and Maersk), whose market share fell from 39% to 34.9% due to operational difficulties.

For the 12 months to June 30, 2024, Santos Brasil generated Reais2.55Bn in revenue and EBITDA was Reais1.28BN.

CMA CGM bought Mercosul Line, from Maersk, back in December of 2017, and has been ramping up its Brazilian operations even more since then. It is especially keen to continue improving and expanding its cabotage and Mercosur coastal services from the River Plate/

south of Brazil to Manaus, in the state of Amazonas. As the Santos Brasil group includes the Tecon Vila do Conde box terminal, on the outskirts of Belem (at the mouth of the Amazon River), it will tie in with Mercosul Line and CMA CGM’s growing business in Manaus (a city in the heart of the Amazon jungle with a 2.4M population). Last year and this year, severe droughts have hampered ship calls through the 1200 Km from the mouth of the Amazon to Manaus and Vila do Conde has been an important back-stop port for vessels to transship onto barges for the onward journey.

The CMA CGM offer for the Santos Brasil shares is subject to the usual Brazilian regulatory checks (from CADE, the monopolies watchdog and from Antaq, the Waterways and Ports regulator) but it is expected to pass those without hindrance or delay.

JAN DE NUL BOOSTS MIDDLE CORRIDOR

Maritime construction Group Jan De Nul has been awarded two major contracts in Georgia and Kazakhstan.

The first contract involves constructing a new deep-water port in Anaklia, Georgia, while the second project involves the

expansion of the Kuryk Port in Kazakhstan.

The company believes both projects will provide a significant boost to the “Middle Corridor,” (which is also known as the Trans-Caspian International Transport Route).

The construction of a new deep water port in Anaklia, Georgia, and the expansion of the Kuryk port in Kazakhstan, are being viewed as alternatives to the northern route through Russia, or the established southern route via the Suez Canal.

BRIEFS

Moldova Port Bid

The Romanian government is reportedly in talks to buy Moldova’s only port. The Giurgiulești International Free Port is located at km 133 of the River Danube in the south of Moldova near the borders of Romania and Ukraine. Giurgiulești Port is the only facility in Moldova capable of servicing seagoing vessels, with its seven metre water depth.

Tbilisi Deal

AD Ports Group (AD Ports) has confirmed the acquisition process for Tbilisi Dry Port, making the Group the majority owner with a 60 per cent stake. This intermodal logistics hub is rail-linked and has customs bonded status. The deal further strengthens AD Ports’ plan to connect Asia and Europe via the Middle Trade Corridor, linking manufacturing centres in Western Asia to consumer markets in Eastern Europe. On-Dock is Go

A US$52 million infrastructure project to significantly improve on-dock rail capacity at the Pier 300 terminal in the Port of Los Angeles has been approved. Construction at the facility, operated by Fenix Marine Services, is expected to commence in early 2025 and will add five loading/ unloading tracks in the intermodal yard, enabling more cargo to be moved directly onto trains via the on-dock railyard.

Hodeida Hit

The Port of Hodeida, Yemen, has been damaged by an airstrike from Israel according to port officials. This facility is reportedly controlled by Iranianbacked Houthi rebels and the strike was in response to an attack on Tel Aviv.

■ CMA-CGM has emerged as the favoured party to acquire Santos Brasil’s terminal portfolio which includes the jewel in the crown of Tecon Santos

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Good and bad news for Sri Lanka’s leading container port, Colombo. The facility ended the first half of 2024 with a 9.6% increase in transshipment cargo, due to double digit growth for the January to end of April period.

However, activity in June 2024 was down by five per cent, with July then seeing a further drop of six per cent, year-on-year.

The extent of the recent trends for this current year are more pronounced if the port’s vessel call data is noted, with containership visits falling by 18% for July 2024.

Keith Bernard, Chairman, Sri Lanka Ports Authority, put a positive spin on the situation: “The port is poised to become a key transshipment hub serving the Middle East, as many shipping lines are rerouting vessels to avoid prevailing risks in the Red Sea and Suez Canal,”

While the port has benefitted from Red-Sea ship diversions, capacity constraints at the port have challenged Colombo and resulted in reports of frequent congestion this year. As a consequence, both regular and ad-hoc shipping line customers have targeted alternate options – with some Indian ports benefitting.

For example, DP World Cochin, also known as Vallarpadam Terminal, more than doubled its container transshipments between April and July – the first four months of Indian fiscal year 2024/25 – to 70,701TEU, from 29,358TEU in the period a year ago, according to recently released port information.

Praveen Thomas Joseph, CEO, DP World Cochin, explains how

Neighbourly Help

The African nation of Malawi looks set to lease a terminal at the port of Nacala in the north of Mozambique. The country is landlocked, so has no gateway port of its own. Similarly, Botswana has signed a deal with Zimbabwe and Mozambique for a new rail and port project, subject to financial closure, which includes a new US$1.5bn port at Technobanine, south of the Mozambique capital, Maputo.

SRI LANKA STRUGGLES

the terminal was ready to take advantage of the congestion in Colombo: “In Q1 2024, we introduced new STS [ship-toshore] cranes, e-RTGs [rubbertyred gantry cranes] and expanded the yard space, boosting our capacity to approximately 1.4 million TEU a year, solidifying DP World Cochin as one of the largest terminals in South India.”

Elsewhere, Chennai Port saw its April-July transshipment movements jump to 35,417TEU, compared to just 6848TEU for the comparable previous period.

At the same time, Adani Group’s Vizhinjam Port in southern India is targeting a role as a potential “hub contender” by commencing a trial Maersk Line vessel call with 6900TEU moves. The new

PSA Takes Loconi

PSA Baltics N.V., a subsidiary of PSA International (PSA), is acquiring an 85% majority stake in Loconi International S.A. (Loconi), one of Poland’s leading intermodal operators, from Polish freight forwarder ATC Cargo S.A. Established in 2011, Loconi provides logistics solutions integrating rail transport, last mile trucking and depot services across. It runs 220 trains monthly across five corridors and moves 250,000TEU p.a.

Portland plots to enlist a private operator

The Port of Portland in Oregon has confirmed that it hopes to have a new third-party operator in place by early 2025.

After two years of reported losses, the port had threatened to close the terminal, which would have removed direct access to transpacific container markets for shippers in Portland and Oregon.

■ Despite a good start to 2024, Sri Lanka’s Colombo port has seen recent transshipment volumes drop – at a time when India’s ports are targeting more subcontinent trade and bringing on new capacity

terminal is shortly to officially launch its phase-one operations. Clearly, Colombo will remain the focal point of transshipment activity for the subcontinent trade but port competition is intensifying. The attractive service rates reportedly on offer for transshipment calls at Vizhinjam, lower than the scale of vesselrelated charges at Colombo, are facilitating shipping lines considering their regional options. Pricing is said to be aggressive with part of the game plan aimed at building market share fast as per a high volume low-margin business.

Future Proof Tees

The Emerald Duchess has arrived on the River Tees, in the UK. The £23m dredger is 71m long and will keep the 12 miles of the Tees to the North Sea and at Port of Hartlepool accessible for all vessels that enter its waters annually. Fitted with an innovative intelligent power management system, the vessel swaps between power from a battery pack equivalent to 10 Tesla cars and renewable diesel.

Submission of a business plan to Tina Kotek, Governor of Oregon, included the need for US$40 million of state funding to keep the facility open, which comprises US$5 million in stop-gap funding to help cover the current fiscal year’s loss and $35 million for dredging the Columbia River and long-term capital work at the T6 facility.

Portland is hopeful of following the landlord model that is commonplace to other West Coast ports. The port’s Board of Commissioners said it wants to negotiate an agreement with a private terminal operator to take over T6 and handle management and daily operations, along with marketing the facility to ocean carriers and cargo shippers.

“An agreement with a private operator would shield the port from the highly cyclical nature of the business and remove the current stevedore management structure for hiring labour and managing the terminal.”

BRIEFS

Green Gateway

The Port of Long Beach (POLB) has been awarded US$283 million from the federal government to support construction of “America’s Green Gateway.” This rail project will allow POLB to move more cargo by rail as part of easing supply chain congestion and reducing the environmental impact. This funding is for the port’s US$1.6bn Pier B On-Dock Rail Support Facility through the U.S. Department of Transportation’s Mega Grant Program.

CRUISE CAPITAL OF THE WORLD

GLOBAL GATEWAY OF THE AMERICAS

CRUISE & CARGO

WORKING TOGETHER FOR ECONOMIC SUCCESS

GSTS GAINS FUNDING FOR AI POWERED MARITIME DATA PLATFORM

Global Spatial Technology Solutions (GSTS) has closed a C$11 million (US$8.2 million)

Series A funding round to accelerate the international commercialisation of its AI-powered maritime data platform. The company is specifically targeting near term expansion in the Asia Pacific and Europe, Middle East and Africa (EMEA) regions.

The OCIANA platform developed by GSTS provides operational optimisation, risk and compliance management support for the maritime industry, with ports, terminal operators and shipping lines as target customers.

The system offers dynamic route planning to support Just-In-Time Arrivals and delivers a platform for digital communication between ships, ports and terminal operators to allow vessel movements to be managed with real time

predictive visibility for better resource demand forecasting.

Richard Kolacz, CEO, GSTS, notes: “This funding is a strong endorsement from a highly recognised institutional investor upon completion of a detailed market assessment and an independent validation that OCIANA will be pivotal in facilitating upcoming maritime industry requirements. GSTS will

■ GSTS has secured additional funding to facilitate the expansion of its OCIANA platform into new regions

extend its presence and innovation in international regions and augment its development and delivery of novel solutions enabled by new data sources with AI-powered intelligence to solve the world’s most critical supply chain and climate challenges.”

KUMPORT TERMINAL ISTANBUL LINKS TO PORTCHAIN CONNECT

■ Kumport Terminal Istanbul has joined the Portchain Connect network. The terminal is using the system to increase the quality and speed of its berth alignment with customers through digital handshakes and secure data sharing. Portchain will help Kumport Terminal Istanbul to simplify its communication channels and improve overall berth alignment by enabling receipt of real-time schedule and move count updates directly from carrier systems, This process allows immediate responses and serves to better synchronise vessel schedules with the terminal’s berth management.

BRIEFS

Portbase Launch

Rotterdam-based Portbase has announced the launch of its new Portbase Marketplace. This central hub provides access to port logistics services, including to the Portbase services provided in Dutch ports, as well as a range of new offerings delivered through collaboration between Portbase and its ecosystem of community members to create products and services such as data storage and data conversion, identification, authorisation and authentication.

Milford Haven Tool

A new predictive software tool that analyses forecasts of port facility usage and resources is being developed to assist the Port of Milford Haven, UK in anticipating and adapting to changing demands on the Waterway. The project commenced in July 2024 and will run until March 2025 focusing on data analysis, programming and machine learning capability to support capacity planning via the development of a modelling tool for the strategic planning of port resources.

Digital India Phase 3

The Ministry of Electronics and Information Technology (MeitY) in India has launched the third phase of its capacitybuilding initiatives, as part of an ongoing commitment to the Digital India vision. Key focus areas are Digital Public Infrastructure, Contract and Procurement Management, Digital Governance, and Data Management. A series of related specialised training programmes are being conducted across the country.

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ONESTOP MODAL AND VBS SYSTEM GOES LIVE IN NEWCASTLE

Software solutions company, OneStop, has confirmed a new strategic partnership with the Port of Newcastle in New South Wales, Australia. The arrangement is targeting transformation of containerised freight operations, as part of three main goals covering supply chain ecosystem sustainability, efficiency, and economic growth.

OneStop Modal and Vehicle Booking System (VBS) solutions went live at the port in August 2024 with the mandate to enhance container handling coordination, improve turnaround times, and integrate seamlessly with existing logistics processes.

As part of the process, the VBS will function to minimise truck waiting times and reduce bottlenecks, ensuring smooth container flow and boosting productivity.

OneStop notes that its technology will efficiently manage and schedule vehicle movements, with the objective of alleviating congestion within the port and surrounding transport networks. This process will consequently result in faster and more reliable freight transit, as Sam Askin, CEO, OneStop, explains: “By leveraging our advanced OneStop Modal &

VBS solutions, and incorporating the latest technology capabilities, we are poised to transform containerised freight operations and drive significant economic and environmental benefits for the region,” he underlines.

C3 SOLUTIONS COMBINES WITH EAIGLE

Leading enterprise yard management systems provider, C3 Solutions, has announced a new partnership with EAIGLE, a premier vision AI platform renowned for its vision-based solutions tailored for the supply chain and logistics sectors.

This new collaboration will integrate C3’s yard management solution with EAIGLE’s advanced AI and computer vision technologies to deliver unparalleled automation and efficiency to yard operations at the gate, yard, and loading quay.

Gambia Award

The Gambia Ports Authority (GPA) has awarded a contract to Prodevelop and Lasting Solutions to implement its Posidonia Management system. GPA is expecting this project to improve vessel and cargo handling processes, reduce ship response times and ensure full compliance with international maritime regulations and standards, while improving data management and reporting capabilities with all port facilities.

C3 Solutions offers dock scheduling and yard management systems, and when combined with EAIGLE’s Vision AI technology, provides:

● Reduced Gate Processing Times: Significantly faster processing for inbound and outbound vehicles, minimises delays and bottlenecks.

● Enhanced Security: Vision AI technology brings advanced security features, including automated vehicle identification and tracking.

● Optimised Labour Efficiency:

Digital Carbon

A new UK research hub will lead the use of digital twins in determining how transport systems, from road and rail to air and maritime, can be decarbonised as quickly, safely and cheaply as possible.

The TransiT Hub, led by Heriot-Watt and Glasgow universities, supported by a £46 million investment grant, will use digital replicas of the physical world to collect data in real time by sensors connected to infrastructure.

Kongsberg Digital and Smart Ship Hub Alliance

Kongsberg Digital and Smart Ship Hub are joining forces to integrate Kongsberg’s Vessel Insight with Smart Ship Hub’s digital platform.

The partnership plans to link data collected by Vessel Insight, that is processed in the cloud, to deliver enhanced performance management and machinery condition monitoring, with initiatives to reduce carbon emissions.

In addition, there is an aim to offer a tailored experience for both individual ships and entire fleets, with a focus on efficient data collection, standardisation, and intelligent management.

AI-driven automation and insights streamline tasks, maximising workforce productivity.

● Regulatory Compliance: Automated data logging and reporting ensures adherence to regulatory standards.

Nicholas Couture, CEO, C3 Solutions, highlights the value of the new partnership, with users benefitting from advancements and cost savings in yard management operations, processes, and overall productivity.

Auto’ Vessel Test

The POS SINGAPORE vessel is an integral part of the Korea Autonomous Surface Ship (KASS) project and is set to undergo a year of testing on trade routes between Korea and Southeast Asia. The tests will be aimed at targeting the effectiveness of the vessels automated systems, engine automation and also supporting cyber security systems. The POS SINGAPORE was built by the Hyundai Mipo Dockyard and delivered to operator Pan Ocean.

Kim Evanger, Director Ecosystem P&A at Kongsberg Digital, highlights: “This collaboration is an important advancement in our efforts to drive enhanced efficiency, sustainability, and innovation through the digitalisation of the maritime industry. Smart Ship Hub represents a fantastic hub of expertise and technological innovation, perfectly aligned with the capabilities of Vessel Insight. Together, we are perfectly positioned to deliver great value to our customers by transforming data into actionable insights for the crew and operators.”

Live in Austell

INFORM has announced that it has successfully deployed its Syncrotess Optimization Plus solution at Norfolk Southern’s Austell terminal in Atlanta, Georgia enabling the terminal to have complete transparency of its stacked operations. The Yard Optimizer works in conjunction with the TOS to allocate storage locations for containers within the yard, to automatically determine the next operationally efficient move.

■ The Port of Newcastle has deployed OneStop’s Modal and Vehicle Booking System

KALMAR CORP’ AND CES THINKING BIG…

Kalmar Corporation, the specialist provider of material handling equipment and services, and CES Srl, an Italian manufacturer of super-sized heavy-duty material handling equipment, have confirmed a new partnership. The deal will see distribution and servicing of CES reachstacker units, which are over 125 tons capacity, on a global basis. As part of the agreement, Kalmar will also provide training and support to its customers on CES products.

Until now, Kalmar’s current offering of reachstackers was limited to a 125 ton capacity upper limit, but this new partnership will allow the Helsinki-headquartered company to provide its customers with even larger sized equipment.

“We are excited to partner with CES to offer our customers a comprehensive range of heavy-duty material handling solutions. This partnership will enable us to better serve our customers especially in heavy

logistics, such as wind energy, heavy bulk handling and heavy container handling industries,” confirmed Peter Olsson, Head of Global Sales of Counter Balanced Equipment at Kalmar.

“We are confident that our partnership with Kalmar will provide our customers with the best possible solutions for their heavy-duty material handling needs,” underlines Giovanni Bolcato, CEO of CES. “Kalmar’s global reach and expertise will enable us to reach new customers and markets, and we

are excited to work together to drive innovation in the heavyduty material handling industry.”

CES Srl, headquartered in Domegliara, Italy, specialises in the design and manufacture of traditional and super heavy reachstackers, which are unique on the market in lifting capacity and technology. Kalmar operates globally in over 120 countries offering a diverse product range.

…WHILE DPW SOUTHAMPTON BUYS MORE

Kalmar has concluded an agreement with longterm customer DP World Southampton to supply another 14 hybrid straddle carriers. The order was booked in Kalmar’s Q2 2024 intake, with delivery scheduled for Q2 2025.

The St. Vincent and Grenadines Port Authority (SVGPA) has ordered a new Konecranes Gottwald ESP.7 Mobile Harbor Crane to boost container and general cargo handling capacity in the Port of Kingstown.

This Generation 6 machine will join an existing Konecranes Gottwald mobile harbour Generation 5 crane in a new terminal, opening in Q1 2025, as Kingstown seeks to expand its service offering. The new crane will run on electricity from the harbour mains, reducing carbon emissions.

The Konecranes Gottwald ESP.7 Mobile Harbor Crane has a working radius of up to 51m and a maximum capacity of 125-tons to serve container ships up to post-Panamax class.

DP World Southampton has been operating Kalmar straddle carriers since 2007. This order will bring the total number of units at the terminal to 82. Being hybrid machines means a reduction of both fuel consumption and CO2 emissions during operations,

compared to traditional dieselpowered equipment, plus also generating less noise.

The units operated at Southampton are powered by hydrotreated vegetable oil (HVO), a biofuel made from 100% renewable raw material.

GENERATION 6 MOBILE FOR ST VINCENT AND GRENADINES

BRIEFS

Antwerp Buys Electric

Brabo, specialist provider of pilot and port services in Antwerp, Belgium, has signed a deal with clean maritime technology company, Artemis Technologies, for an Artemis EF-12 Pilot boat. Scheduled for delivery in late summer 2025, the vessel is 100% electric, produces zero operational emissions and reduces operational costs by up to 80%. The Artemis eFoiler® electric propulsion system minimises wake and allows higher-speed transit to boost pilot hour utilisation.

India Green Tugs

India’s Ministry of Ports, Shipping and Waterways has unveiled the Green Tug Transition Program (GTTP). It is a key part of the government’s ‘Panch Karma Sankalp’ initiative, which intends to replace traditional fuel-powered harbour tugs with greener, more sustainable alternatives, playing an important part in decarbonizing India’s maritime activities. Phase 1 of GTTP runs from October 1, 2024 until December 31, 2027, with the four major ports of Jawaharlal Nehru, Deendayal, Paradip and V.O. Chidambaranar purchasing/chartering at least two green tugs each.

Auto’ RTGs Arrive

Hutchison Ports Felixstowe has taken delivery of five new automated electric rubber tyred gantries. These new units will initially operate in semi-automated mode but are capable of fully automated operation. They are able to lift a container 1 over 6 high and span up to seven container rows plus a roadway.

■ Via a new alliance with CES Kalmar will distribute and service reachstackers with lift capacities in excess of 125 tons

■ The St. Vincent and the Grenadines Port Authority is expanding its cargo handling capabilities with a new terminal and Generation 6 Konecranes Gottwald ESP.7 Mobile Harbor Crane

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CAMERA TELEMATICS ROLLS OUT

MULTI-CAMERA

SYSTEM AT ROSSLARE

A fleet of 20 terminal tractors has been fitted with an advanced multi-camera system to mitigate risk and improve safety at Rosslare Europort, the primary Irish port serving mainland Europe.

Port operator, Iarnród Éireann Irish Rail, is partnering with Camera Telematics to develop and roll-out the camera solution as part of a major IT project to create an integrated smart port system.

The multi-camera system introduced utilises a five-channel mobile digital video recorder (MDVR) to provide a four-camera solution that covers the front,

off-side and near-side of the terminal tractors, along with a wireless magnetic device that can be located at the rear of the trailer. The near-side camera is fitted lower, over the wheel arch, to provide added visibility underneath the trailer and the trailer leg, with footage available to the driver in real-time via an in-cab monitor.

A charging cradle is fitted in the terminal tractor for the wireless magnetic camera. When the device is removed from the cradle, it starts recording and displays a live view on a second monitor located in the cab. All footage

from each camera is automatically uploaded to Camera Telematics’ web-based Advanced Reporting and Viewing Software, so members of the Health & Safety and Operations teams can quickly access video and supporting data of any incident.

Rosslare Europort’s fleet of terminal tractors is used to load and unload both ro-ro (roll-on/ roll-off) and con-ro units between vessels and a storage terminal handling 200,000 freight units on an annual basis.

BEST LIFTS STORAGE CAPACITY: NEW AUTOMATED STACKING CRANES

BEST container terminal at the Port of Barcelona, operated by Hutchison Ports, has taken delivery of 14 new automated stacking cranes (ASC) from Konecranes of Finland.

These new automated cranes have raised storage capacity by 25%, as the number of automated blocks rises from 27 to 34. The new blocks will be introduced in phases between September 2024 and Q1 2025, with the units acquired all electric and rail-mounted, like most of the terminal’s equipment.

Guillermo Belcastro, CEO, Hutchison Ports BEST, notes: “This new investment will result in an increase in the terminal’s operational and storage capacity and will contribute to the continuous improvement of the

quality of service in both maritime and inland operations.”

BEST currently has 13 Super Post-Panamax quay cranes, 54 automated cranes (ASC) and 40 Shuttle Carriers to operate the 80ha terminal, offering 1500m of berthing and a water depth alongside of 16.5m.

■ New Automated Stacking Cranes for the BEST Terminal, Barcelona

Hutchison Ports BEST is the first semi-automated terminal of the Hutchison Ports Group and is claimed to be the most technologically advanced port development project in Spain.

BRIEFS

WA State Funding

Washington state has awarded US$26.5 million to 11 ports to electrify operations, as part of the Port Electrification Grant Program, created in 2023 and funded by its Climate Commitment Act. Funding is provided for shore power projects introduced by the ports of Anacortes, Bellingham, Benton, Edmonds, Everett, Friday Harbor, and Seattle. The Northwest Seaport Alliance also received US$2.6 million for shore power planning.

Rapid Loading

Stockholm Norvik Port has introduced a new automated container loader that it says can place 30 tonnes of goods into a 40-foot container in just five minutes. The equipment will increase capacity and enhance services supporting the Swedish export industry.

“Unlike all other ports in Sweden, Ports of Stockholm has a surplus of empty containers, and there is a high demand for containers from the Swedish export industry,” reports Johan Wallén, CCO, Ports of Stockholm.

MoorMaster in Tangier

Cavotec has confirmed the successful commissioning of a MoorMaster automated vacuum mooring system at the APM Terminals (APMT) MedPort facility in Tangier, Morocco. The system was originally deployed on 400m of new quay wall developed during the terminal’s phase two expansion and it is designed to play a major part in reducing vessel turnaround times, increasing terminal productivity and lowering vessel fuel consumption.

■ Multi-camera systems are being deployed on terminal tractors at Rosslare

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CHANCAY – HIGH RISK?

Significant new capacity is due on stream at the port of Chancay, Peru. For this to succeed as an investment it will require the alignment of several key factors. Andrew Penfold takes a look. What are the lessons for other southern port developments?

The new port at Chancay in Peru is due on-stream by the end of the year for bulk handling and will expand to become a front-rank container handling terminal over 2025-2026. The new US$3.6bn terminal is being formatted to handle 18,000TEU vessels and clearly represents a major push to integrate the South American West Coat trades with China and other East Asian markets. The initial phase of development should provide around 1.5m TEU of capacity from 2025-2026. The driving force behind this is China’s Cosco Shipping and it clearly represents a major aspect of the – now somewhat uncertain – Belt and Road Initiative (BRI). Cosco’s share of the project is placed at 60%.

Although the terminal will be well formatted to meet current and future needs the entire project is controversial, both from geopolitical and container shipping perspectives. In the former category are US concerns about the influence of Chinese interests in South America, with the scale of the project raising concerns in Washington and being directly responsible for nascent US programmes to step up investment in the region. The degree to which these factors will shape the trade and port sector in coming years remains uncertain but attempts to raise real hard finance for such major projects on the open market would clearly prove much more difficult than under the soft financing available from the BRI.

The role of Chancay has been a matter of some dispute of late. The original idea was that the container facilities at the port were to be exclusively operated by Cosco. Recently, the Peruvian government sought to backtrack on this arrangement – possibly under US pressure – and to redefine the role of operation of the terminal on a non-exclusive basis. This did not last long, however, with political pressures from China (ahead of the Peruvian president’s visit to China) seeing this attempt to rewrite the position reversed.

The primary goal of the port is to operate as a hub offering services to multiple lines, not just Cosco.

Perhaps of more immediate (and readily quantifiable) interest is the degree to which such large-scale projects can be effective catalysts in the introduction of the largest vessels into the southern trades. Is the local demand there to justify regular (at least weekly) direct calls by Ultra Large Container Ships? Is the ship size advantage over currently deployed vessels sufficient to radically alter the structure of the trades and is it realistic to move from large scale feedering via northern ports In Mexico to/from East Asia to direct services? All these points need to be considered in order to adequately test the axiom ’build it and they will come’.

THE PERUVIAN MARKET

Total Peruvian container port demand has increased rapidly since 2018 by 14.8 per cent to reach a 2023 total of 3.1m TEUs – a CAGR of around 2.8 per cent. Trade and the Peruvian economy are dominated by the greater Lima region which is currently served by the two terminals at Callao operated by APM Terminals and DP World. Table 1 summarises demand development at Peruvian ports since 2018.

The focus of demand is generated by Lima, and this is also where national distribution centres are located. Only Paita enjoys a significant and different local hinterland primarily based on northern reefer commodities.

Total national demand, as noted above, reached 3,1m TEU last year, of which Callao accounted for around 87 per cent. This role has not and will not change. In addition, there is a limited role for transshipment at Callao with this reaching 0.7m TEU in 2023. This has increased marginally but remains a limited aspect of the national demand profile.

The current capacity of APM Norte is placed at 1.3m TEU and DP World offers 2.7m TEU of capacity. The combined capacity of the port is placed at some 4m TEU, which provides some significant headroom to accommodate anticipated growth. It should be noted that APM is fast filling up and the

■ The new port

of Chancay, 77 kilometres from the Peruvian capital Lima, is fast approaching completion – will its hub ambitions be fulfilled?

proposed development at Chancay is a major factor in determining optimum development for the company regarding its expansion plans at Callao. With demand anticipated in the region of 2.5-3 per cent per annum there is a clear danger that the introduction of the first phase of Chancay (1.5m TEU from 2025-2026 with scope for rapid further expansion) will deliver overcapacity for the greater Lima area. There is no effective difference in the costs of current delivery of containers to the Callao terminals to/from the hinterland in contrast to Chancay – indeed, there are indications that trucking costs to the new terminal will be slightly higher from the major DCs. On this basis, only the ability of the new terminal to berth larger vessels will have a significant impact on transport cost structures. A review of current facilities confirms a water depth advantage of just one metre between Callao and Chancay –given tidal ranges and the level of part-loading on the trades this is a very limited advantage.

CHANCAY’S COMPETITIVE POSITION

A review of the rationale for the terminal confirms only a limited water depth (ship size) advantage and inland costs are broadly comparable. The primary advantage stated by the promoters is that the new port will significantly reduce transit times Transpacific. How realistic is this? At present the link between Peru and the broader West Coast is provided by transshipment at northern terminals primarily in Mexico and to a much lesser extent at Posorja (Ecuador) and Buenaventura (Colombia). The concept is that direct services will be offered, thus reducing both costs and delivery time for Asian cargoes.

There are problems with this scenario. Firstly, the deployment of 18,000TEUs on a minimum weekly service would generate an annual capacity of up to 1.9m TEU. The penetration of such a new – presumably Cosco – service would account for over 70 per cent of the greater Lima market. This is an unrealistic level of demand to be secured and will require steady and rapid expansion of the national market over many years to be realistic and also exceeds the Phase 1 capacity of the port. The promoters emphasise that demand can be made up by increased transshipment from other West Coast ports via Chancay, and indeed such a policy is seen as essential if the largest vessels are to be regularly filled.

Similarly, the cost advantage of stepping up from 14,000TEU vessels that can currently be handled at Callao to the 18,000TEU class is not that great in the overall scheme of things – perhaps around US$50-65 per forty-foot container. With inland costs being higher and the existing terminals enjoying the potential to reduce stevedoring charges this could soon be negated.

The basic idea is to substitute direct services for containers feedered via northern ports. The problem is that this could also be delivered by the largest vessels that could in theory call at Callao. The advantage would be limited to the scale economies from the larger vessel. This represents an adjustment not a game changer.

It can also be asked why, if the position for direct services is as described, they have not already been established?

ALLIANCE CONSIDERATIONS

The position is further complicated by the position of the major lines at Callao. Given the investment of APMT at the port it seems certain that Maersk will maintain volumes at their own terminal – at least until capacity is reached. Hapag Lloyd’s volumes under the new Gemini alliance are also likely to go in this direction. Cosco will obviously be the anchor tenant for Chancay. There is little scope for redirection of other lines’ business away from DPW. Overall, the outlook is one of overcapacity (unless truly

heroic assumptions are made with regard to demand growth) and that there will be limited scope for Chancay to redirect business from other terminals on the basis of only marginal cost advantages.

BROADER IMPLICATIONS

Of course, the introduction of large-scale new capacity into a local port market is always disruptive, but the case of Chancay – and the risks identified – has a broader resonance. In southern trades there is great pressure to introduce (much) larger vessels into the trades with this being driven as much by anxiety on the part of the lines as to where they will actually deploy their ULCS investments as by any identified unit cost advantages. It is certainly clear that without the carrot of low cost of capital input under the Chinese BRI the development of such massive new capacity would have been difficult to bank. The long story of the development of the project, which was first mentioned in 2007, and the recent re-examination of fundamental contractual issues for the project underline that financial feasibility must be questionable. A much more limited approach – probably focused on the expansion of the existing Callao terminals – would have generated a stronger ROI.

Chancay is an example of the risk of out of scale port investment based on a hope of the emergence of required conditions. It tests the “build it and they will come” theory

Attempts to short circuit port development on the basis of superficially cheap development costs risk unsettling geopolitical ramifications and also very difficult financial implications. The concept of the ‘debt trap’ that has been associated with some BRI projects is not always the case, but it is certainly true that attempts at out of scale port development driven by not strictly commercial investments have the potential to severely prejudice existing well planned projects. It may be the case that demand increases at an extremely high rate in Peru and that this offers scope for Chancay’s projections to be realised. It may also be the case that these demand changes will be sufficient to catalyse the development of direct Asian services for the South American West Coast. Also, maybe the existing players will ‘sit on their hands’ while this change takes place – although why would they?

Chancay is an example of the risk of out of scale port investment based on a hope of the emergence of required conditions. Proper risk analysis is essential however superficially attractive an investment may be. This is always the case but in the southern trades the risks are much higher – these are fundamental questions for the next generation of port developments.

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contact the events team: visit: greenport.com/congress tel: +44 1329 825 335 email: congress@greenport.com

Welcome Reception - Tuesday 22nd October 2024

18:30 Welcome Reception - Hosted by City of LeHavre

DAY ONE - Wednesday 23rd October 2024

08:00 Coffee & Networking

09:30

Welcome by Chairman

Christopher Wooldridge, Science Coordinator EcoPorts EcoSLC

09:40 Welcome Address by HAROPA Port

A representative of HAROPA Port

Session 1.1: Building a sustainable future

Priorities & challenges for meeting net-zero

10:00 Panel Moderator: Chris Wooldridge, Science Coordinator EcoPorts EcoSLC

Panellists include:

Isabelle Ryckbost, Secretary General, ESPO

Antonis Michail, Technical Director IAPH & WPSP, IAPH

Lamia Kerdjoudj. Secretary General, FEPORT

A representative of HAROPA Port

Nicolette van der Jagt, Director General, CLECAT

11:10 Coffee & Networking

Session 1.2: Electrification of Ports

Hear about the latest developments in the electrification of ports, cruise terminals and equipment.

Moderator: Dr. Mark van der Veen, Director of the Graduate School of Business, University of Amsterdam

11:30 Electrification of Ports, Cruise Terminals & Equipment Hervé Geraud, Onshore Power Supply Expert, HAROPA Port

11:45 Onshore Power Supply: The Business Case

Roland Teixeira, President, EOPSA

EOPSA’s 2024 strategy focuses on the business case and bankability of OPS, converging energy, maritime, and port experts to create a versatile, financially viable model, featuring the Cherbourg Port Microgrid.

12:00 Scaling customized shore power

Speaker to be confirmed, Powercon

Using standardized modules to create shore power solutions for ports world-wide

12:15 How to solve the “connection dilemma”?

Martin Tiling, Head of Shorepower, igus GmbH

Best practices from the Port of Hamburg becoming Europe’s shore power pioneer.

12:30 Question & Answer Session

12:45 Lunch & Networking

Book

2.1 Green Corridors

An update on recent projects and developments on creating green corridors.

2.2 Decarbonising Cruising: Sustainability Investments & Projects

A chance to hear from experts on the latest sustainability investments and the work being done to tackle the environmental, social and economic impacts of cruise operations.

Panel Moderator: Dr. Mark van der Veen, Director of the Graduate School of Business, University of Amsterdam

14:10 Green Corridors - update on recent developments and case studies

Megan Turner, Environment and Sustainability Manager, Port of Dover

In 2023, the Port of Dover led a feasibility study for a Green Corridor with Calais/Dunkirk, focusing on energy pathways, regulations, grid upgrades, and universal charging infrastructure.

14:25 Green Corridors – moving from promises to real action

Edvard Molitor, Head of International Public Affairs and Sustainability, Port of Gothenburg

A look into the rapid growth of global green corridor projects, highlighting the Port of Gothenburg’s pioneering biofuel and ammonia initiatives, emphasizing collaboration, challenges, and lessons in achieving sustainable shipping.

14:40 Validation of an Irish Sea Green Shipping Corridor

Richard Willis, Technical Director, Royal HaskoningDHV

This presentation outlines pilot projects for a green shipping corridor, detailing strategic steps, funding, and leadership needed for successful low-carbon shipping initiatives.

14:55 Speaker to be confirmed

15:10 Question & Answer Session

15:30 Coffee & Networking

14:10 The state of the art of technical environmental solutions in Mediterranean ports

Valeria Mangiarotti, Marketing Manager, Port System Authority of the Sardinian Sea European directive and regulations about the environment and the concrete solutions of the mediterranean ports.

14:25 Sustainability between challenges and opportunities in the port sector

Jamil Ouazzani, Director of Marketing & Strategic Intelligence, SGPTV SA (Tangier City Port Management Company)

14:40 Even Husby, Head of Environment, Port of Bergen

14:55 Cruise Europe

Tim Verhoeven, Projects & Policy Manager Sustainable Shipping, port of Antwerp-Bruges

15:10 Question & Answer Session

Book Online at

3.1 Resourcing the Transition to Sustainability

Are all ports equal? A look at seaports vs. inland enabling practicable implementation options for compliance, cost/risk reduction, environmental protection, and sustainability.

Panel Moderator: Chris Wooldridge, Science Coordinator EcoPorts EcoSLC

16:00 Resourcing the Transition to Sustainability

Cedric Virciglio, Strategic Planning Director, HAROPA Port

16:15 Port Readiness Level for Marine Fuels

Assessment Tool

Antonis Michail, Technical Director IAPH & WPSP, IAPH

16:30 The Role of Megaports in Climate Change

Marti Puig Duran, Chemical Engineer & University Lecturer, Polytechnic University of Catalonia EU mega ports prioritize climate change, adopting strategies like GHG reduction targets and On-shore Power Supply. The paper highlights implementation challenges, emphasizing stakeholder collaboration for sustainable port management and climate change adaptation.

16:45 Green Inland Ports – the way forward

Rob Leeuw van Weenen, Senior Project Manager, Panteia Nederland

Ioanna Kourouniotti, Freight Transport and Ports Consultant, Panteia

Developing an Environmental and Sustainable Management System for greening Inland Ports

17:00 Question & Answer Session

17:20 Day 1 Round Up with Chairman

17:30 Conference Close

3.2 Cruise Infrastructure & Development

An update on the latest projects in cruise infrastructure and development.

16:00 Malta’s Onshore Power Supply: A Groundbreaking Initiative for Cruise Liners

Norbert Grech, Senior Manager - Ports & Yachting Directorate, Transport Malta

Malta is making waves in the maritime industry with its initiative in onshore power supply (OPS), setting a new standard for environmental responsibility in Europe. As amongst the first countries in the continent to provide shoreto-ship electricity to multiple cruise liners simultaneously.

16:15

16:3

17:00 Question & Answer Session

19:30 Conference Dinner – Hosted by Haropa Port

DAY TWO - Thursday 24th October 2024

08:30 Coffee & Registration

09:20 Opening by Chairman

09:30 ESPO Environmental Report

Anaëlle Boudry, Senior Policy Advisor, ESPO

ESPO will present the 9th Annual Environmental Report. The ESPO Environmental Report is part of EcoPorts, which is the environmental flagship initiative of European Ports. The Environmental Report provides ESPO and European policymakers with insights on the environmental issues that European ports are working on, and informs the initiatives taken by ESPO.

09:55 ECO SLC Environmental Report

Marti Puig Duran, Chemical Engineer & University Lecturer, Polytechnic University of Catalonia

Christopher Wooldridge, Science Coordinator EcoPorts EcoSLC

10:20 Question & Answer Session

10:30 Coffee & Networking

4.1 Infrastructure Development for Multimodal Services

A look into the adaptations needed to meet decarbonisation goals and address ecological transitions for logistics and supply chains.

Panel Moderator: Chris Wooldridge, Science Coordinator EcoPorts EcoSLC

10:50 Infrastructure Development for Multimodal Services

Pierre de Bellabre, Multimodality Project Director, HAROPA Port

11:05 Port of Moerdijk: multimodal hub for Europe

Kyra Lemmons, Commercial Manager –Logistics, Port of Moerdijk

11:20 Sergio Nardini, Head of Strategic Development, Port of Triest*

4.2 Investments in Decarbonisation

A look into the latest investment initiatives supporting sustainability of ports.

Panel Moderator: Dr. Mark van der Veen, Director of the Graduate School of Business, University of Amsterdam

10:50 Sustainable Finance

Lisa Hubert, Investment Director: Sustainable Ocean Fund, Mirova

11:05 Managing Subsidy Opportunities in a Coordinated Manner

Tim Verhoeven, Projects & Policy Manager

Sustainable Shipping, port of Antwerp-Bruges

Managing the variety of subsidy opportunities on a coordinated manner. How the Port of Antwerp-Bruges subsidy desk creates opportunities for the port and its community.

11:35 Decarbonizing Container Logistics on the River Siene

Ulrich Malchow, Managing Director, Port Feeder Barge

The latest developments at Port Feeder Barge to decarbonize intra port container logistics.

11:20 1:20

Paving the Way to a Sustainable Future with ABB’s Shore Connection Technology

Olivier Teramo, Sales Engineer & Account Manager Abb Marine & Ports , France

Port electrification is transforming the maritime industry, significantly contributing to the reduction of CO2 emissions and enhancing energy efficiency. ABB is at the forefront of this transformation, as demonstrated by the recent implementation of its shore connection solution at Portsmouth International Port.

11:20 How AI and the fourth industrial revolution will impact the Logistics Industry

Dawn Rasmussen, Managing Director, Problems Solved Ltd

A look at the types of AI technologies and their fit for logistics, technical infrastructure for AI integrations and leveraging machine learning for enhanced logistics efficiency.

11:50 Questions & Answers 11:50 Questions & Answers *invited

Book

Session 5: Exploring the impact of revised TEN-T Guidelines

(EU Regulation 2024/1679, Adopted on June 13, 2024) and EU Funding on the green transition of the maritime sector.

Moderator: Christopher Wooldridge, Science Coordinator EcoPorts EcoSLC

13:40 New European Maritime Space

Ms. Gesine Meissner, EU TEN-T Coordinator for the European Maritime Space

New TEN-T requirement to better connect the ports with their hinterland

Mr Pawel Wojciechowski, EU TEN-T Coordinator for the North Sea Rhine Mediterranean European Transport Corridor

EU funding support, with a focus on alternative fuels

Mr Carlo Secchi, EU TEN-T Coordinator for the Atlantic European Transport Corridor

14:15 Question & Answer Session

14:50 Coffee Break & Networking

6.1 Successful Port Integration for Meeting Net-Zero

Equitable, international collaboration to benefit communities and the environment.

Panel Moderator: Chris Wooldridge, Science Coordinator EcoPorts EcoSLC

15:20 Loss of Biodiversity –An Underestimated Risk

Malte Siegert, Chairman, NABU Hamburg

Biodiversity is often overlooked in public and political spheres, overshadowed by climate change measures. Ports face challenges balancing economic development and biodiversity, risking severe ecological and economic impacts if biodiversity is neglected.

15:35 Activating APM Terminal’s NetZero strategy through local decarbonization roadmaps

Andrea Wiholm, Director and Industrial PhD Researcher, Decarbonization Office APM Terminals.

The project developed local decarbonization roadmaps for APM Terminals’ global net zero strategy across eight terminals in nine countries. The presentation covers outcomes and lessons learned from these efforts.

6.2 Green Fuel Transition for Ports

A review of the progress being made to meet the 2050 goals for decarbonisation and current projects in place.

Panel Moderator: Dr. Mark van der Veen, Director of the Graduate School of Business, University of Amsterdam

15:20 Renewable energy – latest projects contributing to port growth

Kris Danaradjou, Deputy General Manager in Charge of Development, HAROPA Port

15:35 Climate Strategies in Baltic Ports

Bogdan Ołdakowski, Secretary General, BPO Baltic ports’ climate strategies, focusing on EU compliance, decarbonization, electrification, renewable energy, and ESG reporting, highlighting BPO’s role in multiport decarbonization projects and energy transitions.

6.1 Successful Port Integration for Meeting Net-Zero

Equitable, international collaboration to benefit communities and the environment.

Panel Moderator: Chris Wooldridge, Science Coordinator EcoPorts EcoSLC

15:50 Poole Harbour Decarbonisation Plan

Deanna Cornell, Green and Smart Ports Consultant, RoyalHaskonningDHV

This presentation outlines steps for ports and tenants to eliminate Scope 1, 2 and 3 emissions, addressing new regulations and compliance risks, and driving impactful change in the industry.

16:10 Confronting the Carbon Giant: Ports as Battlegrounds for Decarbonisation

Sjoerd de Jager, CEO & Co-Founder, PortXchange

Scope 3 emissions, transparency in emissions reporting, and community mobilization for environmental accountability, emphasizing ports’ roles in decarbonization and their impact on global supply chains and climate change efforts.

16:25 Question & Answer Session

16:50 Closing Remarks

17:00 End of Conference

DAY THREE - PORT TOUR Friday 25th October 2024

10:00 Port Tour of Le Havre

12:00 End of Conference

6.2 Green Fuel Transition for Ports

A review of the progress being made to meet the 2050 goals for decarbonisation and current projects in place.

Panel Moderator: Dr. Mark van der Veen, Director of the Graduate School of Business, University of Amsterdam

15:50 Hydrogen Fuel Cells as Onshore Power Supply Solution for Grid-Constrained Ports

Anis Ayoub, Stationary Power EMEA, PlugPower

Using hydrogen fuel cells for onshore power in ports, offering a sustainable alternative to overcome grid congestion and lack of infrastructure, aiding in decarbonization and sustainable practices.

16:10 Green fuel transition from a cross border perspective.

Sophie Delannoy, Program Manager –Sustainable Transport Fuels, North Sea Port Biofuels in transition

16:25 Question & Answer Session

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TECHNOLOGICAL TIPPING POINT

The Smart Port is seen by many as the fifth-generation port management model – a ‘new kid on the block’ that together with automated container handling holds the promise of much more to come as new technologies advance. Mike Mundy assesses the trend lines

Word is that the next big IT revolution is just round the corner – what precisely this will be is not entirely clear yet but there are some candidates: spatial computing, quantum computing and generative AI for example.

Spatial computing holds the power to alter how humans interact with technology by merging the virtual and physical worlds.

Quantum computing employs qubits, which can exist in multiple states at once, to deliver huge processing power. This can lead to positive step changes in diverse fields of application.

Generative AI is progressively coming of age this year and is expected to have a growing impact over the near term.

Advances in these fields and others will have implications for container terminal operations in both a front-line and back-up context.

IN THEIR INFANCY

The Smart Port and container terminal automation are in their infancy – there is much more to come. Yes, both concepts have now been around for a while but in terms of industry take-up they are still quite limited. A recent survey estimates that automated container terminals today only account for around five per cent of annual container handling capacity.

The adoption of the fully automated container terminal concept has to-date mainly been in developed economies –where the cost of container handling operations is high with the labour component being a major factor in this respect. The industry tends not to like to say it straight out, but it is nevertheless the case that ‘replacing man with machine’ can drive cost down. It is a positive economic equation, a higher initial system cost versus labour cost, which in the end delivers more economic operations. There are other bonuses – greater accuracy and overall efficiency which can contribute to raised value-added service levels and supply chain optimisation overall.

Traditional manual processes are, in high volume situations in particular, no longer fit for purpose against a background of emerging supply chain needs – real time tracking etc.

A leading example of a Smart Port is Singapore’s Tuas Port set to be the largest automated terminal in the world. The first phase of this interesting new terminal complex opened in September 2022 with development set to take place through to 2040.

The port has on its agenda some ambitious plans – the progressive application of artificial intelligence, data analytics, robotics and other cutting-edge technology. To facilitate this PSA has introduced what it describes as an event-driven architecture (EDA) platform – supported by Solace, the immensely powerful and flexible message broker platform. The EDA platform essentially masterminds the port’s operations and support activities such as maintenance. It processes data as events occur optimising inter-related operations and providing real-time data processing and live communication abilities. EDA is, in effect. ‘the glue’ that holds together and enables the seamless operation of the Smart Port and its interfaces with the supply chain.

Physical handling at Tuas Port is via high-spec ship-toshore cranes on the quayside offering a handling capability equivalent to an 18m water draught and the ability to reach across 24+ rows of containers on deck. Landside operations are fully electric with automated guided vehicles (AGVs) comprising the main handling units.

And, of course, as part of the terminal operation there are various key other smart/automated components –automatic gate operations, remote reefer monitoring, remote equipment monitoring and so on.

Bottom line, however, PSA cites the successful integration of EDA AT Tuas Port as a definitive step in the advancement of highly efficient container handling. A step that it considers sets a new industry standard for port automation and that

■ The catalyst provided by the unfolding powers of new technologies promises a profound impact on shaping the future of container port operations

‘‘

The impact of new cuttingedge technologies has the potential to deliver fundamental changes in the business of container port management and terminal operations

offers unparalleled connectivity with stakeholders along the supply chain.

Tuas Port stands as a top-of-the-range Smart Port, using automated instead of manual processes and featuring diverse sustainable characteristics. The fact that it is also a transshipment hub, as opposed to a gateway port, also adds another level of challenging complexity.

WIDER PRESPECTIVE

There is no uniform model for a smart port or an automated container terminal – as is normally the case with port or terminal design there are always bespoke elements, sometimes tailored to the circumstances of a given facility and/or the approach decided on by the developer. Some parties define a smart port quite simply as ‘a connected network’ or a logistics platform. A recent evolution of the original smart port concept is seen as ‘a port that not only places emphasis on its customers but also cares about the community.’ This, in turn, is seen as the fifth-generation port management model.

It is further interesting to note that a smart port is not necessarily one that has a cargo handling dimension, it can achieve this status purely in an overall port management context.

Whether there is a cargo handling element or not common denominators of a smart port are the use of technologies such as IoT, Big Data, blockchain, 5G and others.

A selection of smart port initiatives at a port management level are featured in Table 1.

THE AUTOMATED CONTAINER TERMINAL

According to an estimate made by Prof. Luis Pedrayes of the Autonomous University of Barcelona in June this year, there are now around 60 fully or semi-automated container terminals in operation with another 100 automation projects under implementation.

There is no doubt that in both a port management context and at the terminal operating level there is building interest in smart/automated technologies. As the powers of new generation technologies are unleashed, interest is growing and especially where labour costs are high and rising. There is resistance from unions of course – in locations such as the USA and Australia – but suffice it to say that over time it will be a hard job to resist the inevitable march of technological progress.

Experience in China, which now has significant know-how with established automated terminals and a large number under development, suggests that the overall productivity gain for an automated terminal is in the order of 20%, the reduction in personnel costs up to 70% and in energy consumption 20%. These figures maybe somewhat inflated for public relations purposes but the margins over a conventional terminal operation remain attractive even if scaled back.

The attraction of partial areas of automation – remote ship-to-shore crane operation, gate operations, remote reefer monitoring, automated maintenance systems, container tracking, enhanced communications etc – is also

Rotterdam, The Netherlands

● Employs a digital twin of the whole port and IoT sensors for measurement of water movement, turbidity and pressure to ensure compliance with environmental standards.

● The port is introducing renewable and green energy sources and electrification initiatives as well as optimising vessel call and departure management.

Los Angeles, USA

● Setting up a cyber résilience centre

● Together with GE developing a digital platform to “boost supply chain effectiveness.”

● A digital twin enabling management to monitor all processes in real-time.

● IoT sensors monitor water flow, turbidity and pressure.

Hamburg, Germany

● The Port of Hamburg utilises an IoT platform for managing traffic congestion, pollution, and road safety which consists of the three pillars, Smart Port infrastructure, intelligent traffic flows, and intelligent trade flows.

● Initiatives include: an IoT project to track different kinds of pollution, a focus on reducing water acoustics, the introduction of low emission vessels, weather sensors installed around the port, IT systems for all maintenance and intelligent solutions for real time navigation

Valencia, Spain

● The port of Valencia identifies connectivity, efficiency and responsibility as the foundation stones of its smart port concept. A lot of work has gone into maximising the connectivity of the logistics chain through cooperation, information AI, transparency and cyber security initiatives. At an operational level optimising intermodal in the logistics chain is a primary area of attention and generally maximising space availability.

● There is a commitment to zero emissions, the circular economy, community integration, the fight against climate change and the blue economy.

Port of Shanghai, China

● The Port of Shanghai has launched a fully automated and intelligent port in its new Yangshan Harbour zone, running 24 hours a day, seven days a week. The vision was to have a port intelligence system that could control all aspects of container handling, from ship traffic coordination and automated cranes to autonomous container vehicles. Human interaction is limited, monitoring video feeds of container traffic and ensuring the port intelligence software is operating correctly. For this a data centre was required to power the mission-critical software. The intelligence software simultaneously controls the cranes and vehicles, while also collecting and analysing data to make millions of decisions per second. Cisco HyperFlex was chosen to provide the necessary infrastructure for the data centre.

manifest, possibly accounting for the area of greatest activity.

The direction of travel is set – the digital revolution is fast establishing new rewarding methods of port management and terminal operations. The impact of new technology is potentially far reaching, generating fundamental changes in the business of port management and terminal operations.

■ China has 13 ports using autonomous container carrying trucks and estimates suggest in 2025 over 6000 Level-4 autonomous trucks will come into operation – a clear indicator of the rising interest in automation

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S.A. SOUR GRAPES?

APMT’s lawyers are busy nowadays fighting offensive and defensive actions but is right on their side or is it ‘lawfare?’ The Editor assesses the situation

I had lunch with my legal eagle barrister friend the other day and we fell into talking about the law and its right and wrong use. I wasn’t entirely surprised to hear that my friend – who specialises in civil litigation – holds the belief that the law will deliver a result but not always justice. “Are you saying that the law is an ass,” I questioned him deploying the famous phrase. “Undoubtedly,” came back the rapid response, “time and time again.”

Interestingly, while he backed up this point of view with several lines of argument, the one that he was strongest on was the growing trend dubbed ‘lawfare’ – effectively the weaponisation of the legal system in the context of using it to gain a certain commercial or political advantage. Lawfare, he argues, distorts the positives on which the rule of law is based – justice, predictability, equality and so on. And worryingly, he adds, it is on the rise.

It was an interesting discussion and set me thinking about two legal interventions implemented recently in our sector by APM Terminals (APMT) – one in conjunction with the award of the concession for Durban Container Terminal Pier 2 (DC2) and another by way of an objection to Terminal Investment Limited (TIL), an affiliate of MSC, concluding a deal with the Aarhus Port Authority to set up a new terminal in its Omni Terminal port area..

APMT is, of course, an affiliate of Maersk Container Line and it is well known that APMT’s first priority is to support Maersk. In South Africa had APMT been successful in its bid for DC2 then it is clear that this would have leant significant support to Maersk building market share in the key European and Asian container trades. More control of the supply chain = more opportunity to leverage to its advantage. But it was not successful – reportedly US$100 million behind the winning bid from International Container Terminal Services Inc (ICTSI) and so it has resorted to legal action on a number of technicalities.

APMT’s main point is that ICTSI did not meet a requirement for bidders to meet a minimum solvency ratio via a specific formula. There is no real suggestion that ICTSI does not have the financial capacity to meet its obligations in terms of concession fees/investment etc, just that it does not conform with this specific ratio. Transnet used other means to satisfy itself regarding ICTSI’s financial solvency and was fully comfortable with the results.

SPEAKING CANDIDLY

In the real world, therefore, and speaking candidly, APMT appears to have sought and found an element in the bid process whereby it can try and get back in the game –leveraging a technicality or as my learned friend puts it employing ‘lawfare.’

As my learned friend also underlined, the trouble with lawfare is that it is by nature disruptive. Indeed, that is why many parties employ it!

In South Africa, APMT’s legal action against Transnet is basically holding up economic progress – the advancement of infrastructure to facilitate more efficient and cost competitive trade. One example, the upgrade of DCT2 would basically free up berthing space to facilitate the presence of

more competitive liner services. As it stands, Maersk is one of the dominant berth users, effectively barring other players from a new or stronger presence. With this in mind, the current legal challenge also works in Maersk’s favour just by maintaining the status quo.

Of course, technically speaking, APMT has the absolute right to launch a legal action but in the land of common sense is such an action well founded or more a case of sour grapes? There are many who believe the latter.

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…in the land of common sense is such an action well founded or more a case of sour grapes?

THE AARHUS QUESTION

It has been reported that APMT has filed an injunction in a local court to temporarily prevent the entrance of a second operator into the port of Aarhus, where it operates its own container terminal. It contends that it has an agreement with the port authority which gives it first right of refusal on any new development and that discussions with another party have taken place without due process.

This doesn’t sound like an entirely convincing argument if only on the basis that other operators have previously tried to defend a monopoly situation without too much success. Indeed, for example, I believe this was the case in Callao, Peru when DP World took on the port authority as a result of it awarding a concession to APM/Maersk! APM/Maersk prevailed!

The issue of ‘lawfare’ – the effective weaponisation of the legal system – is a serious one. As my friend suggests, it has a corrosive influence which needs to be taken account of properly in order to achieve fair and well balanced judgements.

■ Informed parties suggest that the minimum solvency ratio calculation method as set out in the DC2 bid process is impractical and cannot be met by some of the largest companies listed on the Johannesburg Stock Exchange including all but one of the big five banks

OCR: THE ‘SCIENCE FICTION’ AGE

SECTOR ANALYSIS: OCR GETS SOPHISTICATED

The adoption of Optical Character Recognition (OCR) technology in ports continues to grow – expanding way beyond basic, obvious applications such as container recognition at the gate. Increasingly being deployed as part of far more sophisticated solutions, across a far wider range of port equipment, and in

tandem with AI, machine learning and automation, OCR is playing a key role in the speed and efficiency of container handling operations, tracking and tracing of boxes, and damage detection and reporting. The companies referenced below all responded to a recent PS sector survey. Felicity Landon reports

AI, AUTOMATION FACILITATION AND DEEP LEARNING

█ ABB Ports: OCR systems continue to be a big part of terminals’ transformation to more efficient, automated and safer operations for processing containers, says ABB Ports. Shalev Cohen, Global Sales Manager, OCR Solutions. notes: “Utilising OCR technology combined with advanced imaging processing capabilities enables recognition of assets in the terminal, reporting in real time and keeping a visual record of where assets were dispatched to. Our OCR systems allow terminals to reduce processing time, significantly increase moves at the gates and quay, and subsequently overall throughput of the terminal, also thanks to the use of AI technology. Automatic processing of data allows staff to focus on exceptions, and higher efficiency also has the effect of reducing vehicle dwell time and related emissions throughout the terminal.”

OCR is used in gate, crane and rail applications to capture the ID numbers on containers, trailers, chassis plates and truck licence plates, in associated container terminal operations at gates and during load and discharge operations. “Together with advanced imaging processing capabilities, ABB’s OCR systems also enable automated

identification of container features such as bolt seal detection, IMDG labels and classification, door direction, twist locks and damage detection,” says Cohen.

“Automation provides terminals with insights in near real-time, so they can detect and manage exceptions immediately. This allows them to process trucks and ships faster and improve productivity throughout the terminal. Automating manual processes also allows the relocation of personnel from the gate lanes, quay and yards into the safety and comfort of a centralised, remote office workspace.”

ABB underlines that the use of AI technology makes its OCR systems even more powerful; its AI technologyenabled systems are more robust in different conditions, providing higher accuracy more rapidly, leading to less manual intervention and higher performance for the terminal. The system also keeps records of data which can be analysed to improve operations over time.

A recent addition to ABB’s portfolio is the QuayPro module, which confirms the stowage position of containers on a vessel during vessel loading and discharge operations, allowing the terminal to streamline the stowage process

■ Highlighted in the red squares the cameras located on the spreader used in ship-to-shore operations Credit: Visy Oy

automatically. Complementing the automation of container ID and features recognition, QuayPro provides a concurrent dashboard view of vessel operation and highlights any deviations from the load/discharge plan. “The ability to provide a real-time display of dynamic work instructions to

█ CERTUS Automation: The adoption of OCR technology in ports continues to grow, says Chantal Mooij, Marketing Department, CERTUS, who points out that the company has recently seen an increase in the application of OCR on yard cranes such as RTGs and RMGs.

“OCR is still the only technology that visually validates container details. There is no other technology capable of documenting the condition of a container; this requires cameras and at the moment no alternative technology can achieve this.”

Beyond its established OCR solutions like the Gate OCR portal, STS crane OCR, Yard Crane OCR and Rail OCR portal, CERTUS is extending its OCR applications to mobile harbour cranes and container handling equipment such as reach stackers, empty handlers and forklifts.

Mooij says that through AI, “the vast amount of image data we have accumulated allows us to perform extensive data labelling, further fine tuning the accuracy of our systems. However, despite these advancements, the fundamental image capturing system remains unchanged, serving as the essential component that guarantees the unparalleled quality of our OCR systems.”

Rain, fog, dust and other conditions can impact the performance of OCR systems. CERTUS has implemented measures to mitigate these effects, such as vibrating cameras that shake off water droplets from the lens during rain. It is also introducing cameras fitted with wipers to ensure clear visibility even in poor weather conditions.

█ Supplai: Rotterdam-based supplai, which develops AI-based products for the supply chain and logistics industries, developed its gate automation system based on AI and OCR, incorporating a high-quality IP (Internet Protocol) camera and using AI to analyse each frame, recognising and classifying everything from container number to ISO code.

“The ‘big guys’ still do traditional photo stitching and sensors-based capturing. They do AI but it’s still on ‘just one picture’,” says Koen de Jong, Founder & CEO. “We do it on video and thus there are exponential amounts of OCR per

█ Visy Oy: Visy Oy talks about ‘vision technology.’ John Lund, Global Sales and Marketing Director, says: “Camera systems have changed so much over the last few years, thanks to Deep Learning. This new approach has transformed OCR to ‘vision technology’ and created possibilities that until recently seemed like science fiction. Our technology,” underlines Lund, “is more critical than ever as terminals are looking for software solutions to save time and money on every move that give them a competitive advantage in the market. A serendipitous benefit of digitalisation and process automation is also that it makes the terminal a greener operation. Our systems eliminate operational waste, which in turn reduces the terminal’s carbon footprint.”

Visy Automatic Damage Detection System (ADDS) uses AI to create a ‘hot zone’ based on any damage it detects in the image, giving a damage score. The output for the customer is a picture with the damage clearly circled. This can be used by a terminal to contest a damage claim from a shipping line but also to be proactive in notifying shipping

the crane driver, updated based on pre-determined swap load rules to automate loading locations of out-ofsequence containers, is a key to increasing productivity and results in less crane stoppage time and unnecessary crane moves,” the company emphasises.

CERTUS is currently deploying its OCR solution on empty handlers; by recognising the container number and combining it with the location provided by the PDS on the empty handler, the yard map of the terminal can be updated automatically, reducing the time needed to search for lost containers.

Among recent contracts, CERTUS has equipped 17 existing and 10 new STS cranes with OCR technology at the Port of Salalah Container Terminal; installed a comprehensive automated gate solution at Pasha Hawaii, which also uses the Crane OCR solutions on five STS cranes; and supplied an automated gate system to Ferrovalle, an intermodal terminal in the Valley of Mexico City.

The company emphasises OCR has become increasingly essential in ports due to its ability to enhance operational efficiency, safety and data accuracy. “As ports face growing demands for faster and more precise container processing, OCR systems offer a reliable solution for automating data capture and minimising manual errors,” states Mooij. “Automation and AI are pivotal to our OCR systems. By embedding AI into our OCR algorithms, we have significantly elevated both the speed and precision of data processing. This advancement has made it easier to recognise shapes, improving our ability to detect elements such as damage, rust or dents.”

All new container terminals are adopting OCR as a standard, she says, and all existing terminals will implement OCR sooner or later – “it is merely a matter of time”.

wagon rail or container rail/road/crane OCR. Our portal is now mobile, on concrete blocks, showing the versatility and flexibility of our product being so ‘hardware light’.”

Supplai has expanded to PKN Orlen in Poland, ProRail and Port of Moerdijk, now capturing all trains going to the major industrial areas in the Netherlands – Moerdijk, Europort, Botlek and Maasvlakte, he says. The company also claims to be a leader in supplying mobile crane OCR. Supplai’s systems and solutions are mainly installed at shortsea, inland, intermodal and bulk terminals; it is pushing hard to get its solutions into the deep sea terminal sector.

lines if a severely damaged box arrives – with the option of holding back and repairing, or letting it go into the stack.

Visy Area track and trace system uses geofencing and AI to track trucks, trailers and boxes through the facility, automatically updating terminal systems and eliminating the need to drive around a yard manually looking for assets.

All of these systems connect into the Visy Access Gate platform, ‘a single source of truth for data collecting and sharing processes from the gate, yard, quay and rail areas’.

Oy

■ Visy ADDS uses AI to create a ‘hot zone’ based on any damage it detects in the image, giving a damage score. The output for the customer is a picture with the damage clearly circled

Credit: Visy

BIG NUMBER TERRITORY

The North Atlantic port region serves some of the most densely populated areas in North America and container growth is outperforming the national average.

AJ Keyes assesses why this is a port region of ‘big numbers’

Container port volumes through the North Atlantic region of Canada and the US have grown by 3.7% p.a. between 2000 and 2023. This is above the national average for North America over the same period of 3.1%. So, who are the winners and losers and what does the future hold for ports serving this highly established, but important, region?

There are a wide range of established ports in this area, ranging from Montreal and Halifax on the East Coast of Canada, through the US Tri-State area including New York/ New Jersey, and along the eastern seaboard to Philadelphia, Baltimore, and Virginia. To put the distance into perspective, sailing from Montreal to Norfolk (VA) represents almost 1700 nautical miles (according to sea-distances.org), so comprises a substantial area.

MASSIVE POPULATION NUMBERS

The region is home to a massive consumer base, as Dean Davison, Head of Maritime Advisory at Infrata explains: “According to the US Census Bureau, the Tri-State area of New York, New Jersey and Connecticut is home to more than 20 million people, with Pennsylvania (12.9 million), Virginia (8.8 million) Massachusetts (7.1 million), Maryland (6.2 million), and the Montreal metro area (4.3 million), all contributing to a massive local market that North Atlantic ports must serve –and this is before the US Midwest population of almost 70 million is even considered.”

As Figure 1 shows, the main ports that comprise this region handled a total of almost 7.15 million TEU in 2020, which has continued to increase until it reached 15.83 million TEU by the

■ Table 1: Development of Total Container Volumes by North Atlantic Port Since 2000, in ‘000 TEU

■ The Port of New York/New Jersey continues to grow its share of the North Atlantic region, from 43% in 2000 to 49.5% by 2023

NORTH ATLANTIC CONTAINER TRADE DEVELOPMENT

Figure 1: Development of Total Container Volumes for North Atlantic Port Region Since 2000, in ‘000 TEU

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New York/New Jersey’s dominant position is clear –escalating volume and increased market share

end of 2023. This is reflective of annual growth of 3.7% per annum.

The impact of the COVID-19 pandemic can be seen, with the 2020 total falling to 15.12 million TEU, down on the 15.35 million TEU for 2019 – and the end of continuous year-onyear growth that had been ongoing since the rebound from the Global Financial Crisis occurred in 2010 when 10.44 million TEU was recorded).

LAUNCHPAD

The recovery in 2020, in which the region’s ports saw a large increase to 17.47 million TEU as a result of supply-chain restocking, also continued into 2021 when 18.20 million TEU moved through the same ports, before a return to prepandemic levels for 2023.

Clearly, this is a launchpad for future, stable, port volume growth potential, similar to what occurred after the Global Financial Crisis in 2009, and which lasted throughout all of the last decade (as can be seen in Figure 1).

A breakdown of the long-term development of container volumes for ports in the North Atlantic region is shown in Table 1, covering the period 2000 through to the end of 2023.

The dominant volume position of New York/New Jersey is

Source: Ports, dataand.com

A breakdown of the long-term development of container volumes for ports in the North region is shown in Table 1, covering the period 2000 through to the end of 2023.

clear, confirming the port as having the highest throughput in the region. However, closer analysis shows that in 2000, the 3.05 million TEU handled represented 43% of the total regional port volumes, but by the end of 2023, this share had risen to almost 49.5% overall. Clearly, the big winner.

The dominant volume position of New York/New Jersey is clear, confirming the port as the highest throughput in the region. However, closer analysis shows that in 2000, the million TEU handled represented 43% of the total regional port volumes, but by the end this share had risen to almost 49.5% overall. Clearly, the big winner.

Elsewhere, Virginia has also seen an increase in market share over the

Elsewhere, Virginia has also seen an increase in market share over the same period, rising from 18.9% in 2000 to 20.8% for 2023, but the third largest volume port, Montreal has lost share, falling from 14.2% for 2000 to 9.8% by 2023. By comparison, Baltimore has maintained a consistent share, with the 2000 total of 7% almost identical at 7.2% by the end of 2023.

With continued growth and substantial volumes across a number of the North Atlantic’s container ports, what plans are underway to keep pace with future demand?

rising 18.9% in 2000 to 20.8% for 2023, but the third largest volume port, Montreal has lost share, falling from 14.2% for 2000 to 9.8% by 2023. By comparison, Baltimore has maintained consistent share, with the 2000 total of 7% almost identical at 7.2% by the end of 2023.

Table 1: Development of Total Container Volumes by North

MORE CAPACITY REQUIRED

Will there be sufficient container port capacity developed in the North American Atlantic region moving forward? Are intermodal rail capabilities at the region’s ports effectively competing with facilities elsewhere? AJ Keyes addresses these two key questions

There are a range of confirmed expansion plans at existing ports in the North Atlantic region of North America. New box terminal capacity and an enhanced Intermodal rail service offering figure large in the plans as is highlighted in the following port by port review.

In terms of existing ports with investment plans related to additional capacity, the following summary for each project can be noted:

Halifax:

● At the end of 2023, PSA Halifax unloaded two new Ship-toShore (STS) cranes for its Atlantic Hub terminal at the south end of the port.

● This new equipment is playing an important role in expanding PSA Halifax’s capacity from 1.1 to 1.4million TEU by the end of 2024.

● “With an outreach of 24 container rows wide and a lift height of 52 metres above ground, the new STS cranes will add significant muscle and capacity to Atlantic Hub,” says Jan Van Mossevelde, CEO of PSA Halifax. “We will now have three STS cranes that are fully capable of handling vessels larger than 20,000 TEUs in size with no limitations. This means higher vessel productivity and faster turnaround times for mega vessels.”

Saint John (NB):

● This port is a key part of the critical transportation infrastructure of Canada and a cornerstone of the New Brunswick economy - investment has been undertaken to improve the overall competitiveness of the facility, from both the marine and terminal perspectives.

● The terminal covers 82 acres and has recently completed a largescale modernisation programme, which operator, DP World Canada, confirms includes the following:

– New 345m berth, with a draft of 17.1m

– Two additional Post-Panamax cranes

– The ability to handle ships in the 10,000 TEU – 14,000 TEU size range

● The C$205 million modernisation project, completed for the start of 2024, entailed a three-way partnership between the Government of Canada, the Province of New Brunswick and Port Saint John.

Montreal:

● The Port Authority has long-standing plans to develop a new container terminal at Contrecoeur, a location approximately 25 nautical miles towards the open sea from the existing port. There is 468ha of land and 4km of shoreline available.

● Two phases of development are planned. Phase 1 expects to offer 0.47 million TEU of annual capacity, with Phase 2 increasing the total to 1.15 million TEU per annum. Current estimates provide for operations to commence in late 2026 (which has slipped from the previously planned start date of 2023) with full build out before 2030 – assuming current timescales are maintained and rising construction costs (from C$950m to C$1.4bn) are met.

■ A new container terminal in Baltimore will add two million TEU of extra capacity by 2034, with support from TiL/MSC

■ Figure 1: Proposed Layout of Contrecoeur Project

Diverse plans have been formulated to build container capacity – will they meet demand?

● Figure 1 provides a summary of the planned layout and shows it will consist of two berths and a container handling area, an intermodal rail yard connected to the main network as well as a truck entry portal connected to the road network.

● The Port Authority does not currently view Contrecoeur as a development for the relocation of existing container business but as the long-term solution to future capacity demand for the port overall.

New York/New Jersey:

● As the largest volume port on the US East Coast and serving a local population of 27 million people, and over 60 million inhabitants within a 250-mile radius this port must continue to add capacity to keep pace with demand. There are several ongoing, short-term, expansion projects at the port including the following:

– The addition of 1.8 million TEU of additional capacity at GCT USA’ facilities between 2023 and 2033, generated through doubling the capacity in Bayonne (while also enabling ships up to 22,000 TEU to call from the current maximum size of 18,000 TEU) and raising NYCT facility capacity by 65% - according to CMA CGM.

– A further 500,000 TEU of new space at PNCT from 2027.

Baltimore:

● Sparrows Point Container Terminal is a proposed, a 330-acre redevelopment project within Sparrows Point, Maryland consisting of 168 acres for a new container terminal and intermodal yard, with an additional 162 acres for support facilities to complement the operations of the terminal.

● This new facility will add one million TEU of annual capacity from 2028 (with construction occurring between 2025-2027) and then a second phase of the same amount in 2034.

● This project is a joint venture between Tradepoint Atlantic and Terminal Investment Limited (TiL) and represents a major growth opportunity for the State of Maryland and the Baltimore region.

A BOX STORY

Virginia:

Upping the Intermodal Stakes

While serving local markets occurs via trucking, the need for e6icient intermodal rail at Atlantic ports is required to serve discretionary markets in Central Canada and the US

● Modernisation plans at Norfolk International Terminal (NIT), with 36 new automated stacking cranes ordered as part of raising the North Berth capacity to 1.4 million TEU per annum by 2027, which ensures 3.6 million TEU is available when combined with the South Berth.

● Virginia International Gateway (VIG) recently expanded to 2.2 million TEU capacity and has scope to increase further to four million TEU per annum, if required.

There are a range of di6erent initiatives at several ports in the region. At NY/NJ, for example, container activity involving intermodal rail has remained consistent since 2012, between 15%, but this share is well below the port authority’s previously stated aim of targeting total container activity using rail. Yet with such a very strong and largescale local market serve, the challenge remains of attracting more discretionary cargo.

● For the longer-term, the port authority could eventually develop the five million TEU per annum Craney Island site. This very long-standing projects has slipped back and is not expected to be operational during the current decade. The impact of these various port expansion plans is summarised in Figure 2. Capacity in 2021, of around 20.3 million TEU will surpass 26.8 million TEU by 2030 – growth of 3.2% per annum. This is only slightly below the long-term regional growth of total port throughput of 3.7%.

In 2023, Montreal committed to C$355 million of investment spending in the next five years, which includes further optimising rail capacity. However, the plan as stated does not outline how much extra rail handling will be possible. Congestion has occurred in the past couple years due to access issues at Montreal and Toronto rail yards and endorses the need for improvements.

Upping the Intermodal Stakes

While serving local markets occurs via trucking, the need for efficient intermodal rail at North Atlantic ports is required to serve discretionary markets in Central Canada and the US Midwest.

There are a range of different initiatives at several ports in the region. At NY/NJ, for example, container activity involving intermodal rail has remained consistent since 2012, between 12%-15%, but this share is well below the port authority’s previously stated aim of targeting 25% of total container activity using rail. Yet with such a very strong and largescale local market to serve, the challenge remains of attracting more discretionary cargo.

In 2023, Montreal committed to C$355 million of investment spending in the next five years, which includes further

optimising rail capacity. However, the plan as stated does not outline how much extra rail handling will be possible. Congestion has occurred in the past couple of years due to access issues at Montreal and Toronto rail yards and endorses the need for improvements.

An integral part of Saint John’s improved competitiveness is the investment and connectivity from Canadian Pacific (now merged with Kansas City Southern to form CPKC). CPKC describes developments in Saint John as a “big turnaround” based on connectivity to the railroad’s to - coast network, a secured agreement with US Customs and Border Protection for a single border clearance point – Jackman, Maine, and investment of C$90 million to upgrade track infrastructure

The other major regional development is occurring in Baltimore, through its Howard St. Tunnel initiative. The project consists of vertical clearance improvements along CSX’s I-95 Rail Corridor to allow double-stack trains to move between Baltimore City, Maryland and Philadelphia, Pennsylvania.

The other major regional development is occurring in Baltimore, through its Howard St. initiative. The project consists of vertical clearance improvements along CSX’s I-95 Rail to allow double-stack trains to move between Baltimore City, Maryland and Philadelphia, Pennsylvania.

An integral part of Saint John’s improved competitiveness is the investment and connectivity from Canadian Pacific (now merged with Kansas City Southern to form CPKC). CPKC describes developments in Saint John as a “big turnaround” based on connectivity to the railroad’s coast-to-coast network, a secured agreement with US Customs and Border Protection for a single border clearance point – Jackman, Maine, and investment of C$90 million to upgrade track infrastructure

The project is scheduled for completion in 2025 and will also ensure that the entire CSX network is double stack compatible.

Volumes have been growing, capacity is increasing, and use of intermodal rail is seeing investment to support port competitiveness in reaching inland discretionary markets. The role of North Atlantic container facilities remains as important as ever. It is certainly a case of situation normal for this key gateway port region as the post-Pandemic era kicks on.

■ Figure 2: Development of North Atlantic Confirmed Capacity to 2030, in ‘000 TEU

Source: Ports, Infrata, dataand.com

CAPT – IF IT WORKS MAKE THE FOLLOWING

AMAZONIAN RESOURCEFULNESS

With access to the jungle port of Manaus restricted by low water levels in the River Amazon a highly creative solution has been developed to keep essential supply lines open. Rob Ward charts an unfolding story

The terrible drought that afflicted the Amazon region of Brazil last year led to major dislocations and delays for shipping lines using the jungle port of Manaus. This is a key facility for the Manaus Economic Free Trade Zone (FTZ), the main employer of the region with 120,000 workers and dozens of multi-national companies (600 in total), especially in the electronics sector.

Cabotage and deep-sea liner services had to re-schedule their services and arrange for expensive transshipment from faraway ports such as Belem (capital of Para state) and Pecem (in the northern state of Maranhão), respectively 1584 km and 2900 km from the usual loading/unloading port of Manaus.

The drought is proving to be even worse this year but the two port operators in Manaus – Porto Chibatao and Superterminais – have acted promptly to try and avert the chaos of last year and at the start of September introduced a new logistics system to keep the boxes flowing so that companies like Honda and Panasonic can continue normal operations.

The duo of plucky operators are taking their port operations downriver by some 200km to meet the transshipment cargo there, in the middle of the Amazon River, instead of leaving slow-moving and expensive barge services to carry out the transshipment across 1000s of kilometers.

“Yes, indeed,” says Jhony Fidelis, Executive Director, Porto Chibatao, “we have taken part of our port operations downriver to meet the ocean-going vessels near Itacoatiara, some 200km from our Manaus home base. It is an Out of the Box Solution to a terrible problem of drought and low water levels.”

This amazing operation is indeed, according to all Brazil and Amazonas experts and analysts, a “Unique event”, and it does appear to be the first time it has ever been attempted and many stakeholders and service providers have been involved.

AVOIDING CHOKE POINTS

By “moving the port” facilities downriver the vessels can avoid the two choke points in the Amazon River – one at Tabocal and the other at Enseada do Rio Madeira – where the ocean-going vessels would not have enough draft to pass by fully, or even half loaded. Incredibly, the mighty Amazon River is around 40 metres deep at most points (in high season and 31m in low-water season) but it is the various choke points – usually located near river islands – that cause the problems for larger vessels. It is at those locations where the river level reduces to around 7.5 to 8.5m, even after significant dredging, and with the water levels reducing there is a fear that vessels sailing beyond the choke points may get grounded on their return voyage.

Knowing that the drought was coming shippers and shipping lines have been moving more boxes earlier this year. Superterminais moved 84,067 containers during the first seven months, up 60% over the 50,527 boxes for the same period in 2023. Overall movement for Manaus is forecast to reach 757,716TEU this year, up 12% from 681,000TEU in 2023, and that will be a record for the port, and reflects the recovery of the Brazilian economy since Covid.

the

FTZ is producing and loading many more white and electronic goods. It also shows that the lack of movement from September to December last year pushed many shipments into January to March of 2024.

GOVERNMENT PLEDGE

The federal government in Brasilia has pledged Reais92.8M (US$16.8M) for a dredging scheme but the local dredgers are inadequate and local logistics and port managers say that money is “mostly wasted”, as the Amazon River silts up very quickly again. Many said it was all “too little, too late when it comes to dredging” and hinted that some of the dredging money “just disappears”.

A manager at one of the shipping lines affected by the switch from Manaus to Itacoatiara notes that the move represents a “huge benefit” to shippers and shows the “ingenuity” of logistics managers and port operators in the region.

And after the first day of the “unique operation”, on the Log-In Jacaranda, Felipe Gurgel, Commercial Director, LogIn, was full of praise for the Porto Chibatao solution and

Basically,

Manaus

■ The two port operators in Manaus – Porto Chibatao and Superterminais – have acted promptly to limit the damage from low water levels in the River Amazon, taking the amazing step of moving part of their respective operations downriver by some 200km. Pictured the Porto Chibato solution

In a brilliant way Fidelis has led one of the largest, and let’s say daring, projects I have ever seen in my 20 years of logistics and navigation ‘‘

Felipe Gurgel, Commercial Director, Log-In

stated: “Last year we had one of the biggest crises in cabotage... due to the worst drought ever recorded. To get the boxes to Manaus, Log-In, like several carriers, used container barges to transship from Vila do Conde (where Santos Brasil has a box terminal) to Manaus, but that system was costly and created some “logistical problems.

“In a brilliant way Fidelis has led one of the largest, and let’s say daring, projects I have ever seen in my 20 years of logistics and navigation,” he said. “This is large-scale innovation that impacts millions of people and industries in the country.”

He notes that container barge company Companhia Norte de Navegação would transship from Itacoatiara to Manaus, and that it will be likewise for Mercosul Line and Alianca.

DIFFERENT SOLUTIONS

The two terminal operators have slightly different solutions in store, matching the different clientele they currently cater for.

Porto Chibatao (PC) has set up its operation midstream on the left bank of the River Amazon and vessels of up to 4484TEU (and up to 47,800 grt) will begin by unloading sufficient boxes to reduce the draft of the vessels and thereby allow them to continue upriver to Manaus, where the bulk of the boxes will be dispatched. PC handles nearly all cabotage cargoes in/out Manaus, so its clients are Log-In Logistica (the Brazilian flag carrier now owned by MSC), Mercosul Line (owned by CMA CGM) and the market leader Alianca Navegacao (another Brazilian flag carrier, that is now part of the Maersk group, and formerly Hamburg Sud).

PC operates at Manaus with several Liebherr mobile harbour cranes including four new LBS800 HR MHCs, with an outreach of 66 metres. These were installed just a few months ago. It is, however, three post Panamax LBS600s (plus one smaller crane), along with four pontoons measuring 277.5m in length and 24m wide, which have been moved downstream 200km to their “new temporary home” by tug. The new set up has 55 tonne moorings, so can “withstand even the most challenging conditions of the Amazon,” says Fidelis. “The first week of this operation was arduous but our initial goals have been successfully achieved,” he elaborates.

Superterminais, on the other hand, is locating its “Operation Itacoatiara” emergency project on the opposite, left bank of the mighty Amazon and will see the carriers it works with (MSC and ONE with their Asia services via Panama and Norcoast, a smaller cabotage joint venture between Germany’s Hapag Lloyd and Brazil’s Norsul Navegacao), unload all their containers onto awaiting barges before sailing back downriver to the Atlantic Ocean. As PS went to press the first vessel, the 2700TEU, 34,600grt MSC Manya, called at the facility and successfully unloaded 1200 boxes onto the awaiting barges. It will take 24 hours for the goods to be transported back to Manaus for unloading and distribution. Superterminais also handles breakbulk cargo for BBC Chartering.

Marcello Di Gregori, CEO, Superterminais, emphasises that “moving our port operations is not something we wanted to do, but it’s something that had to be done.”

“Last year was a terrible drought...and we had three

months here in Manaus without receiving a single vessel,” he explains. “It was terrible for our business, but it was even more terrible for the Manaus Free Trade Zone. It is estimated that Reais1.6BN was lost in tax revenues because of the loss of cargoes at the end of last year during the drought. For several months there were no vessel calls so multi nationals like Panasonic, Honda, Coca Cola, etc struggled to keep factory lines functioning and had to enact temporary lay-offs. Apart from 120,000 direct workers another 500,000 have jobs reliant on FTZ companies.

“For this year we had to come up with a solution and we think we have, thanks to Heitor Augusto de Souza Lima and our team.”

Lima, a marine engineer with 20 years expertise and a partner at PGE, a marine engineering services company specialising in big projects, was instrumental, according to Di Gregorio, in “Operation Itacoatiara”. Superterminais module (four floating pontoons and four MHCs) will be 100m from the shore with a draft of 34 meters. “This will allow us to deal with all the types and sizes of ship we currently operate without any difficulty,” he said. Tugs from SC Navegação pulled the four large pontoons with cranes into position and now ONE, MSC and Norcoast will hire their own barge companies to transship onto Manaus for unloading at the Superterminais facility there.

Another difference between the two operations is that Superterminais owners have bought some land just outside Itacoatiara (which itself has a small port, but not for ocean going ships) and is billeting its staff and storage facilities there, whilst PC has an extra barge midstream and is housing its staff there. Di Gregorio says Superterminais has spent around Reais55M on Operation Itacoatiara so far and Reais260M on new equipment and infrastructure at its Manaus base.

MASSIVE BENEFIT

Ramesh Thadani, Manager New Business Ventures, Grupo Simoes, notes that keeping open the lines of transportation during the drought crises was “absolutely vital for the survival of Manaus and its citizens.

“Manaus is a huge city, with 2.2M people and is locked in the middle of the jungle with no road access to the rest of Brazil, therefore the Amazon River is a vital artery for logistics and for goods, supplies and fuel to reach Manaus and remote villages so that everyday life can continue,” he told Port Strategy. “I think it is a tribute to the people of Amazonas and logistics operators here that we can come up with such Out of the Box and effective solutions when literally lifethreatening problems confront us.”

“Last year Black Friday and Christmas sales were badly affected by the lack of vessels getting through so this year, these measures, along with many Manaus FTZ companies getting components in early, should ease those problems.”

Apart from those living in Manaus itself there are some 300,000 people severely affected by the drought, mainly in riverside and indigenous communities, so regular supplies from the south of Brazil and around the world are a lifeline for them.

Breaking News

As PS goes to press, it has been noted that water levels have been “even more dire than first thought,” so the onward voyage of ocean-going vessels to Manaus after unloading 1000s of boxes at the Porto Chibatao operation has been discontinued after just four vessels passed through the two choke points. The PC option – unload half the cargo and continue – is unlikely to re-appear for another month or two, say sources in Manaus.

OFFSHORE OPPORTUNITIES BUILD

Service providers must step up with integrated support in response to a surge of offshore energy projects throughout the Asia-Pacific region. So says Herman Jorgensen, GAC Malaysia’s Managing Director

The Asia-Pacific offshore energy sector is experiencing a surge in activity, especially in the upstream segment, with increased activity and growing potential for innovation.

In response to near-constant demand for supply vessels, drilling ships, and floating production storage and offloading units, the region’s ports are looking to accommodate onshore projects and meet growing demand for offshore initiatives. Competition is intense, particularly for mobilisation and demobilisation.

DUAL SPEED SECTOR

As companies aim to control supply costs and minimise risks, ports across Southeast Asia have seen increased demand.

Offshore wind projects, in particular, are getting bigger and more ambitious, prompting ports in the region to develop new infrastructure, logistics facilities, open yard space, and offshore support vessel docking facilities.

The Global Wind Energy Council (GWEC) predicts significant global offshore wind industry growth over the next decade, with approximately half of this coming from the Asia Pacific region.

As an early starter in the sector, Taiwan in particular has developed the policies, gained experience and attracted international investment to position itself as an important player in the future of the region’s offshore development. Other countries are rapidly catching up.

While ports in China, South Korea, and Singapore are wellestablished and possess strategically located maritime hubs with modern infrastructure and robust regulatory frameworks that allow them to readily take on offshore energy projects, emerging markets like Malaysia, Indonesia and the Philippines are now playing catch-up as they seek to enhance their infrastructure

This is particularly visible in Indonesia, which has significant potential for offshore energy. With more than 17,000 islands and a landscape rich in natural resources, it is ideally positioned for both offshore wind and oil & gas projects. Similarly, Malaysia’s abundance of offshore oil & gas pockets makes it a strong contender for a key regional energy role. At end of 2022, the Philippines started to make a pathway for offshore wind energy and has moved ahead rapidly in laying the groundwork since.

Ports in countries like Malaysia and Vietnam are in the early stages of enhancing their facilities and capabilities to cater for the anticipated surge in offshore energy projects.

Herman Jorgensen, GAC Malaysia’s Managing Director, says recent growth at ports across the Asia-Pacific region promises – in part – to alleviate the region’s tight supply conditions and enable them to cater to the needs of offshore projects more effectively.

“Many countries in the region are expanding and modernising their facilities and developing their gateway ports into regional hubs that can manage a multitude of maritime operations, from containers to offshore,” he adds.

“Ports in up-and-coming Asia-Pacific markets, including Malaysia, are upgrading terminals to act as supply and maintenance bases for the offshore industry. But with development in the region in its infancy, right now they are

Regional ports need to invest in developing the expertise and knowledge of their respective workforces ‘‘

looking to keep up with demand from both the floating and fixed offshore wind categories and the existing oil & gas sector. Finding a port in the Asia-Pacific that has the required capabilities and is available at the right time is a challenge.”

Regional ports need to invest in developing the expertise and knowledge of their respective workforces to expand successfully into effective offshore energy support. specific needs and skill sets.

CROSS-BORDER SUPPORT

“Stakeholders should focus on investing in training, retaining experts, and addressing labour shortages to remain competitive and maintain sustainable processes,” underlines Jorgensen.

“GAC has the advantage of established experience, expertise and resources throughout the Asia-Pacific region that we can tap into to support operations more effectively. By thinking and working across borders, we can provide more cost-effective and efficient offshore solutions for our customers. Being able to seamlessly access multifaceted and efficient cross-border support will help alleviate some of the supply chain woes that have built up in the region over the past couple of years”.

Such interconnectivity will become increasingly important for emerging Asia-Pacific offshore energy projects right through from taking advantage of economies of scale to enabling countries to achieve the best returns from their offshore energy opportunities.

■ Herman Jorgensen, Managing Director, GAC Malaysia

DE-RISKING PORT LOGISTICS

Ian McRobbie, Programme Manager for Ports and Maritime Infrastructure at BMT*, drawing on extensive project experience highlights the merits of optimising bulk transshipment through ‘Climate-Smart’ simulation technology

The global trade environment is evolving rapidly, and ports are at the heart of this international transformation, facing the dual challenge of optimising their operations while adhering to increasingly stringent environmental standards. Transshipment in a hub and spoke context –which involves feeder vessels relaying cargo to and from a hub port and connecting with deep-sea vessels is — plays a critical role in enhancing global supply chains, ensuring the seamless movement of goods between regional and international shipping networks.

However, as the complexity of maritime logistics intensifies, ports are under increasing pressure to enhance efficiency, reduce environmental impact, and maintain competitiveness. Advanced simulation technologies have emerged as a vital tool in addressing these challenges, offering a holistic approach to validating and optimising transshipment operations, while quantifying and mitigating environmental impacts.

STRATEGIC IMPORTANCE

Transshipment is a crucial component of the global logistics ecosystem, connecting distant markets and enabling the efficient distribution of goods across continents. Ports specialising in transshipment operations act as pivotal nodes in this network, facilitating the flow of cargo through strategically located hubs. These hubs, often situated near key maritime chokepoints such as the Strait of Malacca and the Suez Canal, are vital to the efficiency and reliability of global shipping routes.

However, reliance on transshipment traffic introduces a level of vulnerability to these ports, as they are subject to fluctuations in global shipping patterns, competitive pressures, and environmental challenges. The trend of increasingly larger ships and the consolidation of shipping lines have only amplified these challenges, requiring ports to adapt their infrastructure and operations to accommodate larger vessels while maintaining efficient turnaround times. The environmental impact of these operations, including emissions, spillage, capital infrastructure changes and habitat disruption, further complicates the management of transshipment hubs.

SIMULATION OPTIMISATION

Given the intricate nature of transshipment operations, simulation has become an indispensable tool for port operators seeking to balance efficiency with environmental stewardship. Simulation models allow for a comprehensive analysis of various operational scenarios, enabling ports to anticipate and mitigate potential bottlenecks, optimise cargo flows, and reduce environmental impacts.

Simulation can, for instance, model the effects of different metocean conditions on transshipment operations, providing valuable insights into how environmental factors such as tides, currents, and weather patterns might affect cargo handling and port throughput. By simulating these scenarios, ports can develop strategies that minimise delays and disruptions, thereby enhancing operational efficiency and resilience and reducing the environmental footprint of their activities.

■ Coal transshipment underway in Mozambique

‘‘

For a recent Mozambique coal transshipment project, for example, simulation was used to design transshipment units that meet the stringent environmental protection standards set

Moreover, simulation enables ports to test the impact of new technologies (e.g. automation) and infrastructure developments before they are implemented, ensuring that these investments deliver the intended benefits without unintended environmental consequences. This proactive approach is critical for ports that must navigate the complex interplay between economic demands and environmental responsibilities.

ENVIRONMENTAL IMPACT

Environmental sustainability and reporting is not just an added benefit but a core requirement for modern port operations. The maritime industry faces increasing scrutiny from regulators, environmental groups, and the public, demanding that ports adopt practices that minimise their ecological impact. Simulation plays a crucial role in this effort by providing a platform for ports to evaluate, substantiate and refine their environmental strategies.

For a recent Mozambique coal transshipment project, for example, simulation was used to design transshipment units that meet the stringent environmental protection standards set by international bodies such as the International Maritime Organisation (IMO) and the Marine Pollution (MARPOL) convention. These units were equipped with anti-spillage technologies and covered conveyor systems, significantly reducing the risk of pollution during transshipment operations. This case illustrates how simulation can be leveraged to ensure that transshipment operations are both efficient and environmentally responsible.

By integrating environmental considerations into the early stages of project planning, ports can avoid costly retrofits and regulatory penalties, while also contributing to global sustainability goals. This approach aligns with broader industry trends toward decarbonisation and the adoption of green technologies, reinforcing the port’s role as a responsible steward of the environment.

PROVEN HOLISTIC APPROACH

BMT as a maritime consultancy specialist has long recognised the importance of a holistic approach to port operations. Spanning maritime and technology infrastructure, BMT offers a comprehensive suite of services that integrate advanced simulation tools with hard earned experience. This approach ensures that ports can achieve their operational goals while meeting their environmental targets.

One notable example of BMT’s approach is a Magnetite Transshipment Feasibility Assessment, which involved a detailed simulation of the logistics chain from mine to port. This project highlighted the value of simulation in optimising system configurations, reducing environmental impacts, and ensuring the economic viability of the transhipment operation. Similarly, the Samalaju Port Development in East Malaysia demonstrated BMT’s ability to provide actionable insights that guide the design and implementation of environmentally sustainable port infrastructure.

OVERCOMING CONSTRAINTS

The need for demonstrable efficiency and sustainability in transhipment operations is more pressing than ever. Simulation technology offers a powerful tool for achieving these goals, enabling ports to navigate the complexities of modern logistics while minimising their environmental footprint. By embracing a de-risked approach that integrates advanced ‘climate-smart’ simulation technology combined with deep industry knowledge, BMT has a proven track record of helping ports around the world overcome logistical constraints and achieve long-term success. In doing so, BMT also enhances the resilience and efficiency of regional and global trade networks while contributing to the broader goal of sustainable development in the maritime industry.

*BMT

BMT’s expertise extends across the entire spectrum of port and maritime operations, from initial feasibility studies and conceptual designs to detailed engineering and environmental assessments. By drawing on its extensive maritime heritage and leveraging cutting-edge technologies, BMT provides tailored solutions that address the unique challenges of transshipment hubs. This includes the design and management of metocean survey programmes, the assessment of project capital and operating costs, and the development of sustainable bulk handling and transshipment operations.

■ An essential component of dry bulk transshipment is the transport of commodities to the transshipment point from a draught restricted port or upriver location

■ Ian McRobbie, Programme Manager for Ports and Maritime Infrastructure, BMT underlines the benefits of simulation

8 – 10 October 2024

REGISTRATION NOW OPEN

Managing risk - building resilience - unlocking opportunities 2024 will be a pivotal year for ports and their communities. Geopolitical instability is on the rise. Physical and digital security is under threat, at sea and on shore.

Shipowners, supply chain providers and cargo owners must adapt rapidly. The energy transition towards low- and zero-carbon fuels must be balanced against national energy security concerns.

#IAPH2024 will offer attendees insights on these topics, revealing how ports – from developing and developed nations – are building secure and sustainable solutions to these shared challenges, in a deeply interconnected world.

Hamburg, Germany ©

To secure your delegate place or further information on attending/sponsoring contact the events team: visit: worldportsconference.com contact: +44 1329 825335 or email: wpc@mercatormedia.com

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Don’t miss Coastlink at the Port of Bilbao!

A multimodal port on the Atlantic Arc, Bilbao is a key gateway for European trade. Learn about the latest challenges and opportunities for short sea shipping; developments in multimodal connections to create sustainable freight routes; and the collaboration between ports & shipping to facilitate renewable energy hubs.

Coastlink is a neutral pan-European network dedicated to the promotion of short sea shipping and intermodal transport networks. Learn from and network with international attendees representing shipping lines, ports, logistics companies, terminal operators, cargo handlers, and freight organisations.

For more information on attending, sponsoring or speaking contact the events team: visit: coastlink.co.uk contact: +44 1329 825335 or email: info@coastlink.co.uk

Host port:

ifm electronic gmbh ifm is one of the world’s leading sensor companies in the automation of measurement and control, optimizing technical processes in almost all industries.

+49 201 24 22 0 info@ifm.com www.ifm.com

Bedeschi S.p.A

For more than a century, Bedeschi is providing effective and reliable solutions in a wide variety of industries (bulk handling, marine logistics and mining), capitalizing on synergies and cross competences.

Via Praimbole 38, 35010 Limena (PD) – Italy

Tel: : +39 049 7663100 Fax: +39 049 8848006 Email: sales@bedeschi.com Web: www.bedeschi.com

The BEUMER Group is an international leader in the manufacture of bulk material handling systems:

Overland Conveyor Pipe Conveyor Stacker & Reclaimer Shiploader

Tel.: +49 2521 240 E-mail: info@beumer.com Web: www.beumer.com

Telestack are a leading global manufacturer of equipment for the bulk material handling industry including Ship Loaders/Unloaders, Hopper Feeders, Truck Unloaders, Bulk Reception Feeders, Stockpiling Conveyors, Link Conveyors and Telescopic Stackers. Tel: +44 (0)2882 251100 Email: sales@telestack.com www.telestack.comw

#WeHaveTonnesToTellYouAbout

CARGO HANDLING SYSTEMS

LASE Industrielle Lasertechnik GmbH

LASE offers innovative and productive solutions for ports by combining state-of-the-art laser scanner devices and sophisticated software applications. We are specialised in the fully automated handling of containers, cranes or trucks.

Rudolf-Diesel-Str 111 D-46485 Wesel, Germany Tel: +49 (0) 281 - 9 59 90 - 0 info@lase.de www.lase.de

DRY AGRIBULK MATERIALS HANDLING SYSTEMS :

– Portable grains pumps

– Pneumatics continuous barge and ship unloaders 100-1200 tph

– Simporter twin-belt unloader up to 2500 tph

– Loaders up to 2500 tph

Complete turnkey projects VIGAN Engineering S.A.

Belgium

Tél.: +32 67 89 50 41 www.vigan.com/info@vigan.com

DELLNER DAMPERS AB

Customised damper and buffer solutions for container spreaders and ship-to-shore, rail mounted gantry and process crane’s. When fitted to spreaders, our dampers protect the hydraulics’ and reduce noise. Our HYBUFF buffers protect operators and prevent damage in the event of an involuntary impact.

P.O. Box 51, SE-642 22, Sweden +46-(0)157-45 43 40 www.dellnerdampers.se/

Rohde Nielsen A/S

Specialising in capital and maintenance dredging, land reclamation, coast protection, Port Development, Filling of Caissons, Sand and Gravel, Offshore trenching and backfilling

Nyhavn 20 Copenhagen K. DK-1051

Denmark +45 33 91 25 07 mail@rohde-nielsen.dk www.rohde-nielsen.dk

VAHLE PORT TECHNOLOGY

VAHLE is the leading specialist for mobile power and data transmission

VAHLE provides the solutions to reduce the carbon footprint while increasing the productivity. RTGC electrification including positioning and data transmission making RTGC ready for Automation.

Westicker Str. 52, 59174 Kamen, Germany Email: port-technology@vahle.de Web: www.vahle.com

Vigan ID.indd 1 25/01/2022 12:03

Over 60 years supporting Container Terminals in port operations: we create strategic value and increase profitability through solid and reliable STS Portainer® and RTG Transtainer® cranes, services & Advanced Port Technologies.

PACECO® CORP. World Headquarters 25503 Whitesell Street Hayward, CA 94545 Tel (510) 264-9288 email@pacecocorp.com www.pacecocorp.com

ShibataFenderTeam Group

Heavy duty rol e-chain® P4HD.56R

The new heavy-duty rol e-chain meets all the relevant requirements for container cranes of the next and next-but-one generations. Longer and longer travels, greater dynamics, short stress cycles, zero failures.

P4.1 e-chain® Energy chain with optional intelligent wear monitoring for double the service life, travels of up to 1.000 m, speeds of up to 10 m/s and fill weights of up to 50 kg/m.

SFT is the leading fender manufacturer with +60 years of group experience in the design of safety critical fender system that protect vessels, port infrastructure and people.

SAMSON Materials Handling Ltd specialises in the design and manufacture of mobile bulk materials handling equipment for surface installation across multiple industrial segments. Designed for rapid onsite set-up and continuous high performance SAMSON equipment provides an excellent return on investment.

SAMSON Materials Handling Ltd specialises in the design and manufacture of mobile bulk materials handling equipment for surface installation across multiple industrial segments. Designed for rapid onsite set-up and continuous high performance SAMSON equipment provides an excellent return on investment.

Gemini House Cambridgeshire Business Park, 1 Bartholomew’s Walk, Ely Cambridgeshire CB7 4EA

Taylor Machine Works, Inc.

Taylor Machine Works designs, engineers, and manufactures more than 100 models of industrial lift equipment with lift capacities from 4,000-lbs. to 125,000-lbs. YOU CAN DEPEND ON BIG RED!

England, United Kingdom (UK)

Gemini House Cambridgeshire Business Park, 1 Bartholomew’s Walk, Ely Cambridgeshire CB7 4EA

England, United Kingdom (UK)

Tel: +44 1353 665001 sales@samson-mh.com www.samson-mh.com

Tel: +44 1353 665001 Fax: +44 1353 666734 sales@samson-mh.com www.samson-mh.com

3690 N Church Avenue Louisville, MS 39339 USA +1 662 773 3421 contact_sales@taylorbigred.com www.taylorbigred.com

igus® GmbH Spicher Str. 1a, 51147 Köln, Germany Tel. +49-2203-9649-0 info@igus.eu igus.eu/P4.1

igus® GmbH Spicher Str. 1a D-51147 Köln, Germany Tel. +49-2203-9649-0 info@igus.eu igus.eu/P4.1

As one of the leading manufacturers of quick connector systems,Stäubli covers connection needs for all types of fluids, gases and electrical power.

Tel: +33 4 50 65 61 97 connectors.sales@staubli.com www.staubli.com/en-de/ connectors/

We offer the full range of customized fender solutions and maintain production facilities for high-quality rubber products, steel panels and foam fenders. Join the safe side. contact@sft.group www.sft.group

Fogmaker develops, manufactures, and markets fire suppression systems for engine compartments with high pressure water mist. Fogmaker is a market leader for automated fire suppression systems with 200,000 installations in more than 50 countries since 1995.

Tel: +46 470 77 22 00 info@fogmaker.com www.fogmaker.com

Beumer Directory Jan 2021.indd

GRABS

MRS Greifer GmbH

Grabs of MRS Greifer are in use all over the world. They are working reliably and extremely solid. All our grabs will be made customized. Besides the production of rope operated mechanical grabs, motor grabs and hydraulic grabs we supply an excellent after sales service.

Talweg 15-17, Helmstadt-Bargen 74921, Germany

Tel: +49 (0)7263 - 91 29 0 Fax: +49 (0)7263 - 91 29 12 info@mrs-greifer.de www.mrs-greifer.de

Orts GMBH Maschinenfabrik

Over 40 years experience constructing and manufacturing a wide range of grabs, including electro-hydraulic grabs (with the necessary crane equipment) radio controlled diesel hydraulic grabs, 4, 2 and single rope grabs all suitable for bulk cargo.

Schwartauer Str. 99 D-23611 Sereetz • Germany

Tel:+49 451 398 850

Fax: +49 451 392 374 soj@orts-gmbh.de www.orts-grabs.de

Künz GmbH

Founded in 1932, Künz is now the market leader in intermodal rail-mounted gantry cranes in Europe and North America, offering innovative and efficient solutions for container handling in intermodal operation and automated stacking cranes for port and railyard operations.

Gerbestr. 15, 6971 Hard, Austria T: +43 5574 6883 0 sales@kuenz.com www.kuenz.com

SANY Europe GmbH

offers a broad spectrum of high-performance mobile port machines such as Reach Stacker, Empty Container Handler, Heavy Duty Forklift Trucks and Material Handler

MOORING SYSTEMS

VISYOy

Conductix-Wampfler

Sany Allee 1 50181 Bedburg, Germany Tel: +49 2272 90531 100 Email: info@sanyeurope.com www.sanyeurope.com

Sany Allee 1 D-50181 Bedburg Tel: +49 2272 90531 100 Email: info@sanyeurope.com www.sanyeurope.com

Visy systems reduce expenses, optimize safety & security, and increase throughput capacity via process automation. Our singleplatform gate operating system and OCR solutions manage all cargo, assets & personnel movements via quay, rail or road to keep operations moving.

VISY takes pride in solving operational problems, specialising in gate automation and access control solutions in ports and terminals. Their solutions streamline processes resulting in saving money and increasing productivity.

Tel: +358 3 211 0403

Portchain is the leading provider of berth alignment solutions for container terminals and carriers. Portchain works with leading container carriers and terminal operators to create sustainable win-win solutions to improve operational efficiency for container shipping. Founded in 2017 and based in Copenhagen, Portchain works on a global scale serving container terminals and carriers across Europe, Asia, North America, South America and Africa. Amaliegade 14A, st, 1256 København, Denmark sales@portchain.com www.portchain.com

Taiwan is a major maritime hub on the world’s ocean shipping routes and, because of its strategic location, it has developed into a transshipment hub for East Asian near- and ocean-going ships. In the last few years Asian ports are up against intense rivalry as a result of the economic growth of China and Southeast Asia as well as the expanding trade network in Greater East Asia. No.10, Penglai Rd Gushan Dist. 804004 Taiwan www.twport.com.tw/en/

IDENTEC SOLUTIONS is an industry-leading, trusted partner in managing and monitoring reefer containers and optimizing entire terminal operations through solutions like Reefer Runner and Terminal Tracker.

Contact: Stephan Piworus, Global VP Sales Marine & Ports, spiworus@identecsolutions.com; Mobile: +49 151 74122606 www.identecsolutions.com

The world specialist in Power and Data Transfer Systems, Mobile Electrification, and Crane Electrification Solutions. We Keep Your Vital Business Moving!

Rheinstrasse 27 + 33

Weil am Rhein 79576 Germany

Tel: +49 (0) 7621 662 0 Fax: +49 (0) 7621 662 144 info.de@conductix.com www.conductix.com

Reefer Monitoring Solutions

Increase efficiency. Reduce costs. Improve safety.

RTE’s 40 years of innovation and experience deliver the most complete system of reefer monitoring solutions for today’s growing terminal operations. Discover what over 80 reefer terminals already have.

Visit us at: rte-usa.com Or email us at: info@rte-usa.com New York | Panama

The world leading manufacturer of Sideloaders, self-loading semi-trailers for versatile & efficient container handling. www.hammarlift.com info@hammarlift.com

TVH is a global player in the field of spare parts and accessories for heavy forklifts, reach stackers, container handlers, spreaders and terminal tractors. With over 96,000 references in stock and more than 644,000 known references, TVH offers quality replacement parts for many brands and makes, including the hard-to-find ones.

Tel: +44 2476 585 000 sales.team.uk@tvh.com www.tvh.com

ELME Spreader AB

ELME Spreader, world’s leading independent spreader manufacturer supports companies worldwide with container handling solutions that makes work easier and more profitable. Over 21,000 spreaders have been attached to lift trucks, reach stackers, straddle carriers and cranes.

Stalgatan 6 , PO Box 174 SE 343 22, Almhult, Sweden

Tel: +46 47655800

Fax: +46 476 55899 sales@elme.com www.elme.com

The Brain of Logistics

With more than 30 years experience in IT Solutions and Business Operation Consultancy DSP offers a large portfolio of professional services and products to support terminal operations processes and system.

DSP Data and System Planning SA Via Cantonale 38 6928 Manno, Switzerland

Tel: +41 91 230 27 20

Fax: +41 91 230 27 31 info@dspservices.ch www.dspservices.ch

TERMINAL OPERATIONS SYSTEMS

Solvo Europe B.V.

Solvo’s software solutions such as TOS or WMS help container and general cargo terminals take full care of their cargo handling processes and make sure the clients expectations are exceeded.

Prinses Margrietplantsoen 33, 2595AM, The Hague, The Netherlands Tel: +31 (0) 702-051-709 Email: sales@solvosys.com www.sovosys.com

TERMINAL OPERATIONS SYSTEMS

Tideworks Technology provides comprehensive terminal operating system solutions for marine and intermodal terminal operations worldwide. Tideworks works at every step of terminal operations to maximize productivity and customer service. info@tideworks.com +1 206 382 4470 www.tideworks.com

TRACTORS

MAFI Transport-Systeme GmbH

Specialised in the development and production of heavy-duty equipment for transporting containers, semi-trailers, cargo/roll trailers and special container chassis in ports and industry.

Hochhäuser Str 18 97941 Tauberbischofsheim, Germany Tel: +49 9341 8990 sales@mafi.de www.mafi.de

TGI Maritime Software is a Terminal Operating System editor and integrator specialized in the support of Small to Medium Terminals. Its expertise is built on 34 years of experience within the maritime sector. TGI provides comprehensive services to its customers all along their projects. OSCAR TOS and CARROL TOS have already been successfully handled by 40 container and RoRo terminals worldwide.

Tel : +33 (0)3 28 65 81 91 contact@tgims.com www.tgims.com

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The drug problem in international trade is growing. Increased cooperation between all stakeholders has proven it can deliver results but arguably the wider application of new technology holds the greatest promise to reduce the scale of the problem over time

POSTSCRIPT

DRUG TSUNAMI: COUNTERMEASURES

The reports continue to flow in of sizable drug seizures in international maritime trade:

● Earlier this year saw the seizure of 5.7 tonnes of cocaine at the port of Southampton, the largest seizure of its kind in the UK to-date with an estimated street value of GBP450 million;

● In mid-August Dutch authorities reported the seizure of over 700 kilograms of cocaine across different shipments at the port of Rotterdam with a total street value of USD59.5 million,

● Also in August, Greek authorities discovered 34 kilos of cocaine hidden in a banana shipment. These experiences are mirrored elsewhere – Spain, India, Indonesia, Australia and so on with the drugs captured spanning diverse types including: cocaine; heroin, methamphetamine, cannabis and others.

These reports underline the growing scale of drug activity which in global terms is identified by the United Nations Organization on Drugs and Crime (UNODC) as having increased by 23% in the period between 2011 and 2021 with the involvement of some 296 million drug users. Near epidemic numbers!

Concealment of the drugs in a container is often the preferred means of gaining access to prime buying markets – Europe and the USA being two major examples.

To a certain extent the ability to deliver illicit drugs into strong user markets is a ‘numbers game’. Typically, for example, Europol reports that only 2 –10% of containers transiting EU ports are subject to a physical inspection. With these sorts of numbers involved it is just not possible to stem the flow and as such there will be drug shipments, and indeed the shipment of other illicit goods, that go undetected.

THE FIGHT BACK

The challenge is big but there is a strong and determined fightback against the rising tide of drug supply and use. The growing size of the problem is one important catalyst behind this but there is also recognition of the wider problems that come with drug use in society. In Belgium, for instance, the government has introduced a package of measures to fight increasing drug trafficking which extend from port-based measures to higher fines for users. This package was originated in the light of increasing

■ Co-operation and coordination between different agencies and the progressive roll-out of new technology offer powerful weapons to combat illegal drug importation with

drug-related violence across Belgium – a scenario not unfamiliar elsewhere.

There are a growing number of broad-based measures being implemented as part of a concerted fight back to contain the ‘drug problem.’

There is the Port Security Project, launched in 2021 by UNODC, International Maritime Organization (IMO) and Interpol. The project aims to enhance the capabilities of law enforcement agencies and port management bodies against port security threats including drug smuggling. Specifically, the scheme helps countries to build capacity in security including implementing the SOLA XI-2 and ISPS Code which provide strong foundations for security assessments of both port facilities and ships.

Another example is Interpol’s I-RAID programme which aims to strike at complex criminal networks involved in drug smuggling. The programme has at its heart cooperation, coordination and sharing intelligence backed up by training and other resource as a path to taking down drug networks.

This theme of cooperation and collaboration was highly visible and proven to be successful in Operation Tin Can which ran from November 14 to December 9 in 2022. A joint operation by UN0DC, the World Customs Organization (WCO) and Australian Border Force, Tin Can involved 58 countries and achieved 43 arrests and 158 drug seizures including 98,734 kilograms of cocaine.

It is, however, the progressive application of new technology that arguably holds the most promise to contain the drug threat. Internet of Things (IoT), container telematics working with wireless sensors offers container surveillance and other possibilities that can maximise container security. Unauthorised access to a container can be detected from a remote location as can any deviation of a container from a usual routing. As smart technology is rolled out to a greater proportion of the worldwide container fleet this will, step-by-step, narrow the window of opportunity open to highly organised drug smugglers.

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