Port Strategy April 2022 by Mercator Media

APRIL 2022 VOL 1022 ISSUE 3

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Smart Buoys | Reach Stacker: Electric Presence | Fruit: on Fertile Ground

UKRAINE CRISIS: GLOBAL CHAOS PATENGA POSITIVES BUT… SMART PORT PACESETTERS VANCOUVER: AT A CROSSROADS

PORTSTRATEGY INSIGHT FOR PORT EXECUTIVES

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 Consultant Editor: Andrew Penfold andypenfold@yahoo.com

VIEWPOINT MIKE MUNDY

Negatives and positives

And the question keeps reoccurring, why? The answer possibly lies at the bottom of the last page of this April edition of Port Strategy

I make no apology for returning to the starting point of my last Viewpoint – Ukraine. It is important to highlight the tragedy that has unfolded, at Putin’s behest, in the port of Mariupol. It is hard to fathom that the literal obliteration of Mariupol is taking place in the 21st Century. There is an unfolding humanitarian disaster here aptly described by Lesia Vasylenko, a member of the Ukrainian Parliament, as a horror akin to that endured by Bosnia’s Srebrenica or the city of Aleppo, Syria. We say to the people of Mariupol and to the Ukraine as a whole our thoughts and prayers are with you – we applaud your courage. Oleksandr Gavrylyuk, Port Strategy’s Ukraine based correspondent, provides a human perspective of life in the face of Russian aggression on p17. The impact has been extensive to-date and can be seen to be still escalating. Massive spikes in energy prices, the scramble for alternative sources of oil and gas, the deterioration of food security and the tap being turned oﬀ in Russian container trades are all outcomes that continue to gather pace, and which are signposts of tough economic times ahead. And the question keeps reoccurring, why? The answer possibly lies at the bottom of the last page of this April edition of Port Strategy in the article Shortcomings Exposed. For sure, there is no rational explanation! Its not all bad news at an industry level. There is progress in Bangladesh regarding bringing new container capacity on-stream to alleviate the pressure on the congested port of Chittagong, although there clearly remains scope for improvement of the process by which the new container terminal at Patenga will be concessioned. It would be good to see the authorities tap into best practice and hard-earnt global experience (p21). Also worthy of highlighting is the work of leading ports to constructively build smart port status. The link between digitalisation and the objective of decarbonisation is growing stronger. A key aspect of this is managing truck traﬃc flow both to/from and within container terminals. The port of Hamburg reports ground-breaking work in this sphere with the Italian port of La Spezia also getting in on the act (p26). Another positive is the progress being made with shoreside power – recent projects underline this (p34). We can also see interesting steps being taken towards independent power provision for vessels at anchor – sea trials are scheduled (p38). But there is always room for improvement somewhere and in this respect the spotlight this month falls firmly on P&O Ferries and its parent DP World (p19). Experts suggest this is a classic case of how not to ‘manage’ industrial relations.

For the latest news and analysis go to www.portstrategy.com/news101

Regular Correspondents: Felicity Landon; Stevie Knight; John Bensalhia; Ben Hackett; Peter de Langen; Barry Parker; Charles Haine; AJ Keyes; Andrew Penfold; Oleksandr Gavrylyuk Johan-Paul Verschuure; Phoebe Davison Production David Blake, Paul Dunnington production@mercatormedia.com SALES & MARKETING t +44 1329 825335 f +44 1329 550192 Media Sales Manager: Tim Hills thills@portstrategy.com Marketing marketing@mercatormedia.com Chief Executive: Andrew Webster awebster@mercatormedia.com PS magazine is published monthly by Mercator Media Limited, Spinnaker House, Waterside Gardens, Fareham, Hants PO16 8SD UK t +44 1329 825335 f +44 1329 550192 info@mercatormedia.com www.mercatormedia.com

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©Mercator Media Limited 2022. ISSN 2633-4232 (online). Port Strategy is a trade mark of Mercator Media Ltd. All rights reserved. No part of this magazine can be reproduced without the written consent of Mercator Media Ltd. Registered in England Company Number 2427909. Registered oﬃce: c/o Spinnaker House, Waterside Gardens, Fareham, Hampshire, PO16 8SD, UK.

APRIL 2022 | 3

CONTENTS APRIL 2022 VOL 1022 ISSUE 3

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Smart Buoys | Reach Stacker: Electric Presence | Fruit: on Fertile Ground

NEWS 17 Cue Controversy STS 10 Santos

17 Peru Investments 2022 spending

17 Thessaloniki Berth New Pier 6 plan

UKRAINE CRISIS: GLOBAL CHAOS PATENGA POSITIVES BUT…

18 Manila Moves Big ship ready

SMART PORT PACESETTERS VANCOUVER: AT A CROSSROADS

On the cover Boosting LNG imports is now high on the development agenda. European countries see little prospect of sticking with Russian supplies of gas and are moving to exit from this source of supply as soon as regular supplies of gas can be secured from elsewhere. The exodus will ramp up over time other countries such as India remain sitting on the fence. Cover source: Shell

18 Integraz2 Newcomers

Valencia and Pasajes join

10 Building Blocks

US national freight portal

SSA crane moves Vehicles and cranes

15 New Gladstone Shiploader Locally sourced

Online portstrategy.com 5 Latest news 5 Comment & analysis 5 Industry database 5 Events Social Media links LinkedIn PortStrategy portstrategy YouTube Weekly E-News Sign up for FREE at: www.portstrategy.com/enews

22 Ukraine Chaos

Global pain unfolds

25 Smarter on Climate Change Digital and zero emissions

26 Smart Port Paceseers

The paceseers

30 At a Crossroads

Dangerous good management

13 Electric San Diego

The Congress is a meeting point that provides senior executives with the solutions they require to meet regulatory and operational environmental challenges. Stay in touch at greenport.com

Concession process rethink required

11 Digital Solution

Hybrid network solution

13 Manzanillo Investment

GREENPORT Cruise Congress

21 Patenga Positives but…

29 Optimising Dredge and Build

Voyage optimisation +

GreenPort magazine is a business information resource on how best to meet the environmental and CSR demands in marine ports and terminals. Sign up at greenport.com

FEATURE ARTICLES

10 MSC Signs Marlink

11 Microsoft Backs Nautilus

is a proud support of Greenport and GreenPort Congress

APRIL 2022

17 From the Ukraine On-the-ground perspective

REGULARS 18 The New Yorker

FMC data coordination

The Trimble solution

Vancouver: expansion challenges

33 The Second Coming Prince Rupert 2nd Terminal

34 Innovation to the Fore

Shoreside power projects

38 Smart Buoys

Wider role for buoys

40 Electric Presence Reachstacker: electric options

43 On Fertile Ground Brazilian fruit activity

48 PS: Putin’s Shortcomings

Detached from reality

18 The Analyst

Trade horizons changing

19 The Economist

The Cold War is back

19 The Strategist P&O Ferries fiasco

For the latest news and analysis go to www.portstrategy.com/news101

APRIL 2022 | 5

PORT & TERMINAL NEWS

STS10 SANTOS GETS GOING BUT WITH SOME CONTROVERSY The planned concession of the new so-called STS10 container terminal in the port of Santos, Brazil is running into stormy waters. Maersk and MSC already operate a large container terminal in Santos (Brasil Terminal Portuario) and against this background and with various parties pointing out the risk of excessive concentration

of market power the federal government has prohibited Maersk and MSC jointly bidding for the new facility. They can, however, bid individually or in consortium with other parties. Other arguments have also been raised against proceeding with the STS10 privatisation at this time including the danger of too much capacity too soon as

well as concerns relating to the future of fertilizer and passenger terminals which are displaced by the project. A period of public consultation for the scheme commenced in March and will run through to April with the auction for the concession expected to take place in the last quarter of the year.

PERU LINES UP MAJOR PORT INVESTMENTS FOR 2022 Public and private sector port investment in Peru in 2022 is expected to come in at just under the two billion US dollar mark. Key projects include: 5 US$1.2 billion for the Chancay Multipurpose Port Terminal where Cosco Shipping & Ports are heavily involved in new port development. 5 USD350 million for the expansion of the South Pier at the main port of Callao. 5 USD94 million for the Phase 1 and 2 construction at Salaverry Multipurpose Port Terminal involving quay and landside works.

BRIEFS NAMPORT PPPs

Andrew Kanime, CEO, Namibian Ports Authority (Namport), reports that PPP initiatives in development or under consideration include: the development of a common user manganese export terminal at the port of Luderitz and green hydrogen production and export from both the port of Luderitz and North Port. In late 2021 Namport signed a Memorandum of Understanding with the port of Rotterdam with this aimed at helping it to progress its ambitions in the hydrogen sector.

JAXPORT Prepares

Local reports further indicate that Maersk (APM Terminals) is awaiting approval for development works valued at in excess of US$ 1 billion.

8 Peru’s new Chancay port is the focus of heavy investment during 2022 with initial operations expected in 2023

THESSALONIKI BERTH BUILD-OUT

JAXPORT Blount Island Marine Terminal is in the last stage of comprehensive works that will provide access to larger vessels. The summer period will see the completion of in excess of US$100 million of berth improvements that will enable the SSA Jacksonville Container Terminal, Blount Island to simultaneously accommodate two new Panamax dimension vessels. Three new ship-to-shore gantries will be installed here. Complementary channel dredging works – taking depth down to -47ft – will be completed in May and a new turning basin.

Riga €19.8 Million

The Port of Thessaloniki (ThPA S.A.), privatised in 2018, is fulfilling the terms of its concession agreement and proceeding with the development of a new deep-water berth, Pier 6. The Pier 6 development will provide the port with the capacity

to handle ultra large container vessels of up to 24,000TEU capacity. The works will include: the construction of a 513m quay wall with 470m having a draught alongside of 17.7m and the construction of a 306.5m wide associated yard area.

For the latest news and analysis go to www.portstrategy.com/news101

8 The planned construction of Pier 6 at the port of Thessaloniki targets high capacity container vessels and direct calls

Implementation of the project will take place over 2022-2025 at an estimated cost of US$166.8 million.

The Riga Freeport Administration, Latvia, reports that it will invest €19.8 million over the course of 2022. Investment will be focused on the upgrade of piers, diverse port buildings and improved road connectivity. The largest stevedoring company operating at the Freeport of Riga, Riga Universal Terminal (RUT), also states it is planning to invest up to four million euros in new equipment, construction of cargo areas and other modern technological solutions.

APRIL 2022 | 7

PORT & TERMINAL NEWS

BRIEFS Poland Switch

For reasons of suitability, as voiced by potential users, and timing of terminal construction Poland’s Council of Ministers has adopted a resolution changing the location of the installation terminal for oﬀshore wind farms from the port of Gdynia to the nearby port of Gdansk. The proposed Gdansk facility, to be located in the Outer Port area, reportedly meets all the requirements of sector stakeholders and can be ready by June 2025 complementing the first phase of oﬀshore wind deployment in Poland.

ICTSI PREPARES FOR LARGER VESSELS AT FLAGSHIP MANILA TERMINAL… International Container Terminal Services Inc. (ICTSI) has commenced the development of Berth 8 at its flagship Manila International Container Terminal (MICT) with the berth designed to accommodate vessels of up to 18,000TEU capacity. Development will be in two phases with the completed facility adding 400m of quay and up to 12ha of yard area. Depth alongside will initially be dredged to a depth of 13.5m with further potential deepening to 15m.

Alongside the Berth 8 project ICTSI is also undertaking the modernisation of Berths 1 to 5 and their respective yard and back-up areas including the installation of additional reefer racks. With Berth 8 operational MICT will possess a total berth length of 2300m raising berth capacity by 21 per cent and overall capacity by 25 per cent. Berths 6 and 7, which commenced operations in 2012 and 2014 respectively, can accommodate neo-Panamax

vessels with a maximum capacity of 15,500TEU. The quay line at Berth 7 was expanded by 150m in 2021, creating together with Berth 6 a 600m contiguous quay. A new quay crane to go into operation here is scheduled for delivery in July together with two other quay cranes for Berth 4. Berth 8 will be equipped with at least four quay cranes – two of which will be delivered in 2025 – with these new units being the largest in the terminal and in the Philippines as a whole.

…AND UPGRADES MANILA HARBOR CENTER

Russia Exit

APM Terminals, the A.P. Moller Maersk subsidiary, plans to divest its 30.75 per cent stake in London-listed Russian port operator Global Ports Investments. The move is in accord with the comprehensive sanctions applied to Russia, the resulting massive exodus of western companies from Russia-based activities and actions taken by other shipping and port sector companies which include the German-based terminal operators, HHLA and Eurogate, announcing that they will no longer handle Russian containers.

CMA CGM Signs

Early March saw CMA CGM formally sign the 10-year concession agreement for the port of Beirut. The company intends to undertake a complete infrastructure and equipment upgrade which will include the purchase of new cargo handling equipment, the construction of a new maintenance and spare parts facility and the roll-out of extensive digital systems. The port’s container terminal will be the subject of a US$33 million investment - US$19 million in the first two years.

8 | APRIL 2022

The ICTSI operated Manila Harbor Center, the Philippine’s largest dry bulk and general cargo facility, is also the subject of a capacity upgrade with this spanning bulk cargo bay development and deepening the draught

alongside berths at Terminals 1, 2 and 3. The number of Bulk Cargo Bays is to be increased from two to five, raising overall storage capacity by over 100 per cent from 24,000 to 55,000 tonnes. Dredging works will deepen to

8 The new Berth 8 at Manila International Container Terminal will be able to accept vessels of up to 18,000TEU capacity

10.5m alongside 840m of quay at Terminals 1 and 2 and to 8.7m alongside 240m of quay at Terminal 3.

VALENCIA AND PASAJES JOIN INTEGRA2 PROJECT The Spanish ports of Valencia and Pasajes (Guipúzcoa) have recently joined the Integra2 project headed-up by the national ports bod, Puertos del Estado. The scheme is aimed at rolling out a high quality IT system for use by port authorities in the management of services &

invoicing. Puertos del Estado has responsibility for financing and system maintenance. The initial contract was awarded to Valencian company, Prodevelop, in 2015. Since then, 18 Port Authorities have participated in the project and the Port Authority of Valencia is the latest to do so.

Of the ten Port Authorities not participating in the Integra2 project, nine use other solutions developed by Prodevelop. Its Posidonia suite not only allows Port Authorities to manage services and billing, it includes other modules facilitating the Smart Port actions.

For the latest news and analysis go to www.portstrategy.com/news101

LaseAYC-2 AUTOMATIC YARD CRANE The laser measurement application LaseAYC-2 is a system for automated yard cranes attached under the cranes trolley. It is built to ensure fully automated container handling in stacking yards and supports automatic truck handling in transfer areas.

THE BENEFITS gentle handling by soft landings permanent stack verification accurate picking & stacking collision prevention video: bit.ly/37e4j7d

DISCOVER

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DIGITAL NEWS

BRIEFS Auto’ Box Release

Kuehne + Nagel (K&N) and Hamburg-based container logistics technology provider, Flowfox, are working together to help container lines automate the coordination of container releases from terminals and the re-use of import containers for export loads using Flowfox’s specialist software. Forwarders and consignees have free access to the platform to calculate real-time detention and demurrage costs, provide instructions about container delivery and haulage moves and to convey changes to container pickups and drop-oﬀs.

NEXT Pilot in LA-LB

Drayage specialist, NEXT Trucking, is piloting a new approach which connects 300 containers with two container lines using one terminal each in the ports of Los Angeles and Long Beach. The initiative programme involves NEXT working with the container shipping lines to influence their stowage plans at origin ports to “clustering containers and making it easier for terminals to create multiple free-flow peel piles.”

Skills Shortage

Inmarsat has confirmed that skills shortages are hindering IoT innovation, inhibiting the adoption of the technology and the eﬀectiveness of IoT deployments across businesses on a global basis. The company’s findings conclude that little progress has been made since it conducted a similar poll in 2018. According to the research, based on interviews with 450 global respondents across the oil and gas, transport and logistics sectors, many company’s do not always have the skills they need to fully utilise their IoT projects.

10 | APRIL 2022

STANDARDS SERVE AS BUILDING BLOCKS FOR US NATIONAL FREIGHT PORTAL The drive to develop international standards for the sharing and use of digital information across the logistics supply chain is gaining traction. A joint meeting of the Supply Chain Optimisation and Resilience (SCORe) Coalition and global standards organisation, ASTM International in Long Beach (CA) brought together a wide range of public and private stakeholders that agree there is a “strong market and governmental need for enhanced standards for the exchange and use of digital information in the supply chain.” Participants at the event included John D. Porcari (Port Envoy to the Biden-Harris Administration Supply Chain Disruptions Task Force, Federal Maritime Commission (FMC) Commissioner, Carl Bentzel, plus representatives of the US Department of Commerce, MARAD, senior management from the ports of Long Beach and Los Angeles and members from the logistics supply chain. The forum concluded that the standards required must serve as

8 John D. Porcari, Port Envoy to the Biden-Harris Administration

“building blocks” for a National Freight Data Portal to support the exchange of global supply chain data as a way of primarily helping relieve port and logistics supply chain congestion, while also improving overall trade competitiveness. Porcari provided a concluding summary. “I am very pleased with the industry’s willingness to partner, share data and develop new information that will help the

goods movement chain operate more eﬃciently. I encourage the private sector to continue moving toward consensus around data sharing needs. Industry can concurrently advance data standards work while working closely with the Department of Transportation and FMC.” The next steps are to arrange a meeting to oﬃcially organise and establish a new Technical Committee to develop the standards required. Any moves that will help improve port and supply chain congestion will certainly be well-received, especially on the US West Coast that has endured significant issues over the past year or more. However, this is just one potential support aiming to ease the position and should not be regarded as a fix to the wider issues that clearly exist still, with queuing ships, terminal congestion and continued pressure throughout the logistics network including intermodal rail, trucking and distribution warehousing.

MSC SIGNS MARLINK FOR HYBRID NETWORK SOLUTION Mediterranean Shipping Co (MSC) is partnering with digital services specialist, Marlink, to further develop its digitalisation objectives. Under the deal, Marlink is going to deploy a hybrid network solution that will see a combination of its VSAT connectivity and L-band backup and global 4G connectivity across 127 ships. This new hybrid option is secured by Marlink’s Cyber Detection Service, which means there is real-time, constant scanning of inbound and outbound network activity for any potential cyber-threats and if anything is detected then countermeasures are immediately put in place to protect the system for MSC. MSC is standardising all of its onboard vessel IT systems, while also enabling fleet managers to monitor all IT systems and accompanying software

remotely from shore as part of meeting IMO 2021 requirements. This is being achieved through use of Marlink’s ITLink and covers the entire MSC fleet on a global basis in real time. Nicolas Furgé, President of Digital at Marlink, notes: “Marlink understands the critical requirements that drive container lines - operating a global service with high attention to asset availability, service reliability and security that demand a global approach. Our

8 MSC is taking comprehensive steps to enhance its digitalisation capabilities and bring greater security to its vessel fleet

partnership with MSC will enable it to build a digital ecosystem that supports eﬃcient vessel operations and compliance.” The next planned development of MSC’s digitalisation strategy is to introduce Marlink’s ITLink management solution across its shipping line fleet.

For the latest news and analysis go to www.portstrategy.com/news101

DIGITAL NEWS Labelmaster has announced a new partnership to provide a seamless solution for managing the dangerous goods shipping process and maintaining compliance with the latest regulations. The initiative is being achieved by the integration of Labelmaster’s Dangerous Goods Information System (DGIS) with Creative Logistics Solutions (CLS), a leading provider of enterprise multi-carrier shipping software. Malcolm Johnson, Vice President, Strategy and Business Development, Creative Logistics Solutions outlines how the new process works and the benefits: “In today’s dynamic and competitive supply chain market, shippers need a seamless, end-to-end shipping solution that drives operational eﬃciencies and provides peace of mind that shipments are compliant with the latest regulations. Integrating DGIS enables organisations to automate and streamline their shipping processes by providing all of the necessary DG shipping forms and rules within the InfoShip/Vx platform. This eliminates the need for companies to decouple DG shipping from their traditional shipping workflows and processes, and the need for them to learn and manage multiple user interfaces.” In practical terms, the integration of DGIS into the CLS InfoShip/Vx shipping software means that users will be able to automatically create compliant shipping documents and labels within a single interface. Importantly, DGIS then fully validates the dangerous goods

HHLA in advance

Hamburg container terminal operator HHLA is well advanced with the work of transitioning from diesel-electric powered Automated Guided Vehicles (AGVs) to battery powered AGVs. The conversion of its 90 strong fleet is planned for completion by 2023 and will result in an annual reduction of emissions of around 15,500 tonnes of CO2 and 118 tonnes of nitrogen oxide.

DIGITAL SOLUTION FOR DANGEROUS GOODS MANAGEMENT data against the latest rules and regulations, thereby reducing the risk of a rejected shipment or fines due to noncompliance. This seamless integration process eliminates the need for any participant in the dangerous goods supply chain to have to re-enter data into multiple systems and accordingly eliminates a significant area of risk.

MICROSOFT BACKS NAUTILUS R&D IN PURSUIT OF DECARBONISATION AND DOLLAR SAVINGS Nautilus Labs (Nautilus) has confirmed it has secured additional funding of US$34 million from Microsoft’s Climate Innovation Fund, to bring total capital raised to move than US$48 million overall. Nautilus is using the investment to further develop and deploy new products and services that support decarbonisation (while maximising profits), target and attract new tech talent and open/expand new offices in key shipping hub locations on a global basis. The flagship Nautilus product offering is Voyage Optimisation, which transforms how shipping voyages are operated by addressing what the company describes as long-standing inefficiencies and creating a pathway to lower emission that the global shipping industry can adopt with immediate effect. One aspect of the approach

taken by Nautilus is to promote collaboration amongst stakeholders in the shipping supply chain by connecting what it describes as “siloed owners and operators.” This means it is possible to leverage learning-based predictions to reduce fuel waste and emissions while maximising commercial and financial returns through the assessment and application of IoT data, vessel arrival and departure times and weather patterns. Matt Heider, Chief Executive Officer at Nautilus Labs explains: “Economic efficiency and environmental efficiency are best solved in unison. Today, we’re able to empower ocean shipping companies with a path to creating the most profitable business – that at the same time helps them reduce carbon intensity immediately. The firms winning in the market are mobilising resources now to

adopt a collaborative, data-driven approach to transforming their voyages. By focusing on the underlying economics, they’re stripping wasted fuel and time out of their operations. The potential for Voyage Optimization is huge: our clients have seen 10-12 per cent savings per journey, with overall savings potential reaching up to 30 per cent, as we address the root cause of this hurry-up-towait paradigm.” Microsoft is playing a key role in the funding of this initiative, with M12, Microsoft’s venture fund, and the Microsoft Climate Innovation Fund co-investing for the first time. Other notable investors in this latest round of financing include NSS Advisors, Systemiq Capital, Root Ventures, Quiet Capital, TMV, and Amplifier.

SEA-KIT Expansion

Power Switch

Navis for Bulk

SEA-KIT International is expanding its production facility to support growing demand for Uncrewed Surface Vessels (USV). SEA-KIT’s latest 12m X-class build was originally planned as a fleet vessel for demonstration of the technology to new markets, but has been acquired by leading geointelligence specialist, Fugro. SEA-KIT International is a British SME providing hi-tech, USV solutions to the maritime and research industries.

For the latest news and analysis go to www.portstrategy.com/news101

Heerema and the Port of Rotterdam Authority have confirmed that Heerema Marine Contractors’ largest crane vessels, Sleipnir and Thialf, have successfully switched from using their engines to using shore power. This successful commissioning of shore power project is the outcome of a partnership between Eneco, the Port of Rotterdam Authority and Heerema, with the support of the Gemeente Rotterdam.

BRIEFS Terminal Graneles del Norte (TGN) is implementing the N4 terminal operating system (TOS) at its greenfield site, which is expected to be operating by late 2023. TGN is a subsidiary of port operator Puerto Angamos and is located in Mejillones Bay, at the heart of Chile’s mining region. N4 will integrate and enhance existing technologies and provide guidance on loading sequences, stowage and grounding scenarios as well as direct stacking crane activity.

APRIL 2022 | 11

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EQUIPMENT NEWS

SSA PLANS MANZANILLO CRANE INVESTMENT

BRIEFS CargoNet Tests

Kalmar, part of Cargotec, has confirmed that it has signed an exclusive one-year agreement with Norwegian rail operator CargoNet covering operational testing of a Kalmar Electric Reachstacker. The deal was signed in January 2022 and will see the machine delivered to CargoNet in Q1 2023 for the testing process to commence. After one year, the rail operator has an option to continue with the machine on a commercial basis. SSA Mexico is to order two Super Post Panamax ship-to-shore gantries and six rubber-tyredgantry (RTG) units for its Terminal Especializada de Contenedores (TEC1) in Manzanillo, Mexico. The US$30 million order is to provide additional capacity on

the quay and landside with the terminal currently approaching maximum capacity. The terminal handles a strong mix of shipping line clients and SSA Mexico reports it faces a positive business horizon moving forward. TEC1 is one of three container

8 TEC 1 Manzanillo planning new SSG and RTG acquisitions

terminals on the Mexican West Coast port. SSA has operated the 45.5ha facility, which has a quay line of 1350m and a water depth of 16m alongside, since 1995.

SAN DIEGO ORDERS ELECTRIC VEHICLES… The US West Coast port of San Diego is adding new electric vehicles (EVs) to its fleet as it takes its first steps to converting to a zero emissions facility. Investment of around US$820,000 has been approved by the board of the Californian port commissioners for 14 new EVs from National Auto Fleet Group

(National Auto) with this representing an integral part of the port’s Maritime Clean Air Strategy (MCAS), a key component of its vision of “Health Equity for All.” The purchase is being made through the port’s Economic Recovery Programme, established as part of Federal Government stimulus funds

previously received as part of the American Rescue Plan Act and the State of California’s Coronavirus Fiscal Recovery Fund. Delivery of the new EVs is expected by Spring 2023. As well as these vehicles, the port has also ordered two Lordstown electric pickup trucks, due for delivery in Q3 2022.

…AND MOBILE HARBOUR CRANES San Diego has also ordered two eco-eﬃcient Generation 6 Konecranes Gottwald Mobile Harbour Cranes. The order was placed in January 2022 and the units are expected to be operational during mid-2023. The new cranes are for use at the port’s Tenth Avenue Marine Terminal (TAMT) and have a dual purpose – to help support anticipated future cargo growth expectations, but to also help achieve future clean air goals. Malcom explains the rationale behind the investment decision: “Konecranes has provided us with a unique solution that uses proven battery technology in a

8 Generation 6 all-electric Konecranes Gottwald Mobile Harbour Cranes ordered by the Port of San Diego

For the latest news and analysis go to www.portstrategy.com/news101

new way. Not only do these cranes have the power to lift the heaviest loads, but they are also all-electric, emitting no tailpipe emissions at all with much less noise….as we work towards our goal of zero emissions by 2030.” The Generation 6 cranes can be connected to an external power supply or function drawing on onboard battery packs. The new cranes are Gottwald ESP.9 units, each oﬀering a working radius up to 59m and a lifting capacity of 200 tonnes, although use of the Tandem Lift Assistant increases this figure to 400 tonnes.

Inland Shipping Battery Test

The Port of Rotterdam has been testing a battery system in the centre of Rotterdam for the inland shipping sector to trial the use of shore-based power. Green energy supplier, Skoon Energy, installed a battery system for the trial which run during March 2022. The battery supports the shore-based power boxes on the quay by making more power available for the moored ships. Results of the test are awaited.

Electric Tacoma

The Port of Tacoma’s South Intermodal Yard (SIM) has received six new electric cargo trucks. The US$2.2 million investment is part of the port’s wider electric truck project. Each of the new electric units will be used to move containers on chassis to and from both the container stack in the yard and rail cars for onward movement. Funding support is from public utility service provider, Tacoma Power, logistics company Rail Management Services (RMS) and the Diesel Reduction Act (DERA) grant funds.

APRIL 2022 | 13

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EQUIPMENT NEWS

DOUALA TARGETS INCREASED PRODUCTIVITY

BRIEFS New PSA Halifax Cranes

PSA Halifax LP has confirmed an order for two additional Super Post Panamax ship-to-shore gantry cranes. Delivery of the new units is expected in Q1 2023 and will join five existing similar specification cranes. Capable of handling the largest container ships calling to the East Coast of North America, the port operator is confident the new equipment will help its target of serving key markets such as Toronto, Chicago and Detroit.

Brazil’s Wind The Container Terminal Management of the Port of Douala (RTC) is targeting increased operational productivity with the arrival of five new reach stackers and an empty container handler from Konecranes. The order was originally booked in April 2021, with the new units recently arriving on site. RTC has been managing the terminal since January 2020 and

remains keen on updating the terminal’s equipment. The new equipment is expected to be mostly used for export yard operations and empty containers. Adepi Martin, Chief Operation Oﬃcer, RTC, states: “These new Konecranes lift trucks will help us to maximise our eﬃciency all the way from landside to quayside, reduce vessel anchorage and transit time, and improve container truck turnaround,”

8 The Douala order includes five new Konecranes Liftace SMV 4532 TCE5s reach stackers able to lift up to 45-tons and stack up to 5 containers high

The five new reach stackers are Konecranes liftace SMV 4532 TCE5s, 45-ton lifting machines able to stack up to five containers high, while the empty container handler is an SMV 6/7 ECC 90 capable of stacking six empty high-cube containers or seven standard containers.

FLSMIDTH WINS GLADSTONE CONTRACT Gladstone Ports Corporation (GPC) has selected FLSmidth to build its new shiploader 1. The contract includes decommissioning of the old shiploader at the port in Queensland, Australia. The existing shiploader 1 has successfully loaded bulk material to ships at the port for the past 43 years. Dr Anthony Lynham, GPC Chair, notes on the local sourcing of the new shiploader: “Traditionally, machines of this size are constructed overseas and imported into Australia, so to be able to have FLSmidth build one right here at our Port Central Precinct is a win for manufacturing in our state and a win for local jobs. It not only

Shell has confirmed that it has applied for environmental licenses from the Brazilian Institute of Environment and Renewable Natural Resources (IBAMA) to develop offshore wind farms along the coast of Brazil. The project involves development of six different sites off the Brazilian states of Piaui, Ceara, Rio Grande do Norte, Espirito Santo, Rio de Janeiro and Rio Grande do Sul. Combined, these areas will generate a capacity of 17GW. Environmental studies are expected to commence during 2022.

DB Jumbo Trial

shows confidence in future market demand for exports, but it’s great news in terms of local and regional jobs, trade capacity, and the region’s prosperity as GPC plans for the next 50 years.” The US$36.1 million project

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8 In an innovative step the port of Gladstone, Queensland is sourcing a new ship-loader locally

commenced in March 2022 and has a scheduled completion date of Q2, 2024.

DB Cargo UK is trialling the use of ‘combi-consists’ to increase capacity, improve customer service and improve its eﬃciency. The rail operator ran a ‘jumbo’ train from Belmont Yard in Doncaster to Barking, East London, carrying a mix of wagons for two altogether diﬀerent types of customer. The trial train consisted of two sets of empty wagons with an isolated DIT (deadin-train) locomotive in the middle. DB now plans to trial the ‘jumbo’ on a greater portion of the UK East Coast Mainline & Midland Mainline.

APRIL 2022 | 15

VIEW FROM THE UKRAINE UKRAINE’S NIGHTMARES At 4.00 AM, 22 June 1941, Luftwaffe began bombing Kyiv, the capital of then Soviet Ukraine. One of the first episodes of Nazi Germany’s invasion of the USSR, the air attack on sleeping Kyivans symbolises Nazi villainy and cruelty remembered by generations of Ukrainians. At 4.00 AM on 24 February 2022 - having celebrated the so-called “Defender of the Fatherland’s Day”, one of Russia’s most venerable holidays - its air forces started striking resting Ukrainian settlements... “I could never imagine in my life that my childhood nightmares would return one day,” says Dina Sviderska, an 83-year old survivor of WWII, recollecting the days, when her family hid from Nazi bombs in a basement. Today, she again has to look for an underground shelter, every time an air alert sounds in one of Kyiv’s districts. UNTHINKABLE REALITY Apparently, Vladimir Putin planned his invasion for quite a long time, with Russian troops and weapons gradually deployed all along Ukraine’s overland borders, as well as along the coasts of the Black Sea and the Sea of Azov. His intentions were not clear - it was difficult to distinguish between his bluff and real war preparations. “Until the very last moment, we did not believe that the Kremlin would dare wage a fully-fledged war,” Andriy Yermak, Head of the Ukrainian President’s Office, recently admitted to the media. The level of hypocrisy of Alexander Lukashenko, the long-time Belarusian dictator, is another thing that was hard to imagine. Ukraine and Belarus share hundreds of miles of common borders and centuries of interwoven history. Both viewing each other as good neighbours, they used to cherish friendly relations, no matter differences in political systems. While maintaining his loyalty to Moscow, the self-proclaimed Belarusian president repeatedly pledged to refrain from any hostile act towards his “Ukrainian brothers”.

FIGHTING TO SURVIVE Oleksandr Gavrylyuk, Port Strategy’s Ukraine based correspondent, provides a human perspective of life in the face of Russian aggression

In reality, Putin and Lukashenko transformed Belarus into a launch base for Russian rockets and troops targeting Kyiv, located approximately 90 miles south of the Belarusian border. Advancing from several directions, the invaders planned to encircle the capital. With, however, the Ukrainian army preventing the possible siege, furious Russians have razed Kyiv’s suburbs to the ground, killing and wounding numerous civilians. Scared by the escalating violence, many families have had to flee their destroyed homes. As a result, Ukraine’s largest metropolis has lost about half of its pre-war 3 three million population, according to Vitali Klitschko, Mayor of Kyiv.

‘‘

Mariupol is hell on earth

DELUDED IDEAS Since Soviet rule with its policy of centralisation and “Russification” (through education, culture, administration etc.), many ethnic Ukrainians in the country’s heavily urbanised and industrialised eastern and southern regions have used Russian as their everyday speech. While the majority of Ukrainians are bilingual, the Kremlin has made the “protection

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8 Putin’s forces are not discriminating between military and civilian targets while Russian propaganda tells the opposite story

of Russian language” a milestone of its “Ukrainian policy”, with the occupation of Crimea and Donbas in 2014. This year’s aggression is doubtless intended to extend this policy. Just like Berlin in the 1930s justified the annexation of Austria and parts of Czechoslovakia by its “Ein Volk, Ein Reich, Ein Fuhrer!” notion, 21st Century Moscow has developed its “Russian World” concept to substantiate its territorial claims. It is by no means, however, a common parlance that determines a people’s self-identification. Kharkiv, Ukraine’s second most populous city, lies just around 25 miles from the border with Russia. Following weeks of endless fire, the Russian artillery has turned it into ruins, but not managed to force the 1.5 million of its mainly Russian-speaking inhabitants to surrender. “Moscow had promised to save the people from “Ukrainian fascists”, but has instead expelled them from their homes,” So says 48-year-old Kharkiv-born Oleksandr Sydorenko, describing the fate of the thousands of homeless currently living on the platforms of local subways.

HELL ON EARTH Glorified by domestic propaganda as the second strongest military force in the world, the Russian army has increasingly adopted barbaric tactics since its conflicts in Chechnya in the 1990s and 2000s. Back then, the Russian army demolished Grozny, the rebel province’s capital city, and launched a genocide against local civilians. The same inhuman approach was deployed in Aleppo, Syria and is today manifest in Ukraine’s Mariupol. Obsessed with the idea of cutting an overland corridor to the annexed Crimea along the Ukrainian coast of the Sea of Azov, Putin sees the resistance of Mariupol as the main obstacle to his plans. As the Ukrainian stronghold has been in a prolonged assault, Russian air attacks have ruined the city’s infrastructure and destroyed about 80 per cent of its residential areas. With no heat, electricity, medicines, food and even drinking water, the locals are dying in their basements and out on the streets. The Russian “liberators” have turned the Russian-speaking city into hell on Earth, its pre-war population of over 0.5 million now nearly halved... WAR AGAINST CIVILISATION The “special operation in Ukraine”, as it is cynically labelled by Moscow, to camouflage its unprovoked aggression, has quickly proved to be the bloodiest war in Europe since 1945. Having invaded Ukraine, totalitarian Russia has eﬀectively declared war on global democracy, humanity and civilisation. If it is not stopped in Ukraine, it will go further. The Ukraine will not surrender, we will defend our right to sovereignty and basic human rights. We thank the democratic nations of the world for their continuing support against the Putin led aggression.

APRIL 2022 | 17

THENEWYORKER BARRY PARKER

By the time that this column appears, the situation in Ukraine could have stabilised, or gotten much worse; it’s impossible to forecast. Supply chain issues, already a top headline for the past year and a half, will likely remain, as trade flows shift around (likely exacerbated by the Ukraine situation). Twists and turns not imaginable at the turn of the year could bring further disruptions- stretching capacity through “inefficiencies”. The transport chain, where ports are a vital link, has become highly politicised. I have watched the efforts of U.S. governmental entities looking at parts of the maritime business. The cargo interests do much more talking than the carriers (still secretive, though some have ramped up their media efforts), so it’s not surprising which direction Washington, DC is taking. Enforcement actions - maybe (if there are indeed clear infractions), but longer-term actions that would distort and contort the playing field- I am not so sure about. I believe in market mechanisms - which, like them or not, have gotten us to where we

NO TO REGULATION BUT YES TO DATA COORDINATION INITIATIVE FROM FMC

are now (after many years of the cargo side being on top). Markets have a funny habit of reversing, so enacting rules to stifle carriers will just put regulations on the books that will only need to be modified two years out when a flood of new vessel deliveries creates more capacity. While I give the FMC’s eﬀorts (maybe teaming up with the U.S. Department of Justice) at chastising the carriers (now

8 Data coordination, a positive step from the FMC

benefitting from a tight market) a low mark, I do commend the FMC for its eﬀorts to look into wide-ranging matters connected with “data”. The FMC’s data project comes at a time when we are already seeing eﬀorts on the part of ports to look beyond their own geographies, and to increase cooperation. These actions by

the ports could provide a rough foundation for eﬀorts towards optimising cargo flows on a broader regional basis. With likely switch-arounds as a result of – and in the wake of – the ongoing hostilities in Ukraine, the need to get out in front of supply chain bumps will be demonstrated again. Competition between ports is not necessarily a bad thing; however, the potential benefits of coordinating the logistics side of future goods movements better than has been done historically are manifestly apparent; at least to me. My liner shipping friends are telling me that more cargo movements are shifting to lengthy multi-year contracts, rather than purely spot bookings. This trend, if it’s true, could better facilitate longer-term planning for all concerned including ports. Data coordination will be an integral aspect of ports working together, with FMC’s eﬀorts, representing a “baby-step” in this direction. They are not the “Moon-shot” that I have advocated, but are still to be lauded.

THEANALYST PETER DE LANGEN

POLITICAL PRESSURES SET TO CHANGE TRADE HORIZONS All of a sudden (or at least so it seems) gone is the conviction that free trade is a ‘win-win’ solution that will make all countries (and their people) better-oﬀ. And gone is the associated expectation that ultimately free trade will foment freedom and democracy. Enter a new world in which the major countries or economic blocks aim to maximise their economic (and military) strength in a turbulent international arena. In this arena, trade is good as long as it does not create ‘dependence’, especially a dependence on countries with diﬀerent values (from a western perspective: countries that are not democratic nor free).

18 | APRIL 2022

Probably it took a war for Europe to accept this reality. But Russia’s unprovoked aggression and war crimes cannot be ignored. And China’s actions are scrutinised; so far there seem to be no indications that China’s leadership is joining the international coalition calling on Russia to stop its aggression. All of this makes a scenario of a prolonged clash between a democratic and a nondemocratic block (mainly consisting of China and Russia) more likely. Barriers for trade between these two blocks may rise and countries (like Indonesia and India) may increasingly be

under pressure to choose sides. The geo-political relevance of ports further increases in such a scenario. Port infrastructure, especially for energy sources, becomes critical for energyindependence, and countries will seek to increase control over foreign ports as it gives them leverage to secure favourable positions towards ‘their block’. The uncomfortable feeling of Europe and the US about the Chinese Belt and Road Initiative may turn into an outright rejection (and the development of a competing ‘build back better’ oﬀering for developing countries), while Russia’s Arctic route

ambitions may receive a similar treatment. Regional integration within the democratic block(s) and the associated eﬀorts to improve shortsea connections, for instance in the Gulf of Mexico and the Mediterranean Sea, may get more attention. Finally, the role of the State-Owned Enterprises from non-democratic countries (including COSCO, DP World and possibly even PSA) may be increasingly scrutinised and possibly limited. All in all, not really a ‘feel good’ scenario. Let’s hope pressure, and especially domestic pressure, can positively influence the choices of Russia’s (and China’s) leadership.

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THEECONOMIST BEN HACKETT

Congestion and supply chain problems continue to be with us and now the Ukraine war has caused a thick fog over our industry. There is a vast inflow of new larger container tonnage on both the Trans-Pacific and European trades from Asia including bulkers drafted in for new carriers trying to hitch a ride on the windfall profits earned in 2021. In theory this should help to reduce freight rates as more space becomes available but given the landside congestion caused by shortages in warehousing, transportation equipment and labour, the ports at the importing end of Asian based trades will continue to suffer from congestion as terminals continue to struggle with insufficient storage capacity to hold import boxes not being picked up and empty export containers being dropped off. This is playing havoc with

THE COLD WAR IS BACK, A NEW NORMAL LOOMS

schedule reliability putting further strain on ports and terminals. Tankers and bulkers on the other hand have not fared as well. The Omicron wave further reduced demand for oil and refined products curbing crude production and creating inventories that reduced seaborne export flows. The industry had a bad year financially. All that, however, is changing with the Russian invasion of The Ukraine. The U.S., the European Union and the United Kingdom are looking to replace Russian oil and

8 Russian tankers no longer welcome at UK and other ports – sanctions bite

gas and Russian ships are increasingly not being handled by dockers. This will create a switch in sourcing, particularly in Europe which is heavily dependent upon Russian oil and gas. The Middle East is under pressure to rapidly increase production of both, but there is resistance to this and contracts with existing clients do not make it easy to meet new demand from Europe and the U.S.

As direct and indirect sanctions come into place the impact on shipping and ports is virtually immediate. Most carriers have dropped their services to Russian ports leaving cargo stranded around the world. There is also a ban on imports from Russia. War risk insurance and bunker prices, now near $1000, have shot through the roof, which will be a further cause of the rising cost of transportation. This is not a short-term crisis as it is unlikely that the destruction of the Ukraine being witnessed to date will lead to a rapid end of economic, trade and financial sanctions. The Cold War is back with a vengeance. The ports, the shipping community and land transportation will need to adjust to a new normal, particularly as we may be facing a major downturn in the consumption of goods. And who remembers Covid?

THESTRATEGIST MIKE MUNDY

DPW-P&O FERRIES: WHAT CODE OF ETHICS? DP World, owner of P&O Ferries, has gone to the trouble of publishing an eight-page document on its Code of Ethics, the openings words of which state: “DP World’s intention is to create a culture of honesty and openness…” Tell that to the 800 seafarers employed by P&O Ferries who were summarily dismissed on Thursday 17 March. Such was the peremptory manner of their dismissal it has unleashed a firestorm of criticism which has even drawn a stinging rebuke from the Archbishop Canterbury, Head of the Church of England, who described the action as “inhumane and unethical.” It seems senior management within DPW are not reading from their own manual! The DPW Code of Ethics states that its purpose is to: “set common behavioural standards

for all DP World employees who must always: (a) Act with integrity and in an ethical manner; (b) Work in a professional manner and encourage others to do so; (c) Conduct all activities with reasonable care and professional judgement; and (d) Adhere to the local laws and regulations and the basic standards of behaviour in the country or region(s) in which they are based.” It’s fair to say that in all four respects DPW, who as the parent company of P&O Ferries must have been cognizant of the planned action, fails miserably when judged by the standards set in its own ‘rule book.” Theory definitely does not go into practice… Taking a more practical view, as put to me by one shipping sector commentator, “my nine year old could have done better.” The seriousness of the

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situation should not be underestimated. The view is put that P&O Ferries may have breached UK law in its attempt to dismiss its workforce and replace it with cheaper agency workers from outside the UK, arranged via a Malta-based company, International Ferry Management incorporated in Valetta on 11 February. Kwasi Kwarteng, UK Business Secretary, has written to the company stating it could face an unlimited fine if its actions are found to have breached UK law. He further highlighted the UK government’s “anger and disappointment” at the action and pointed out the company has been the recipient of significant taxpayer support including through the furlough scheme arranged to provide support under Covid conditions. Transport Secretary, Grant Shapps, has also pushed back underlining, in a

separate communication, that he intends to review all government contracts with the company and that checks would be implemented to ensure the safety of the eight vessels under the control of new agency staﬀ. Associated seafarer unions and the ITF are also up in arms and reportedly preparing legal action. Demonstrations have been arranged at DPW’s UK Head Oﬃce and at ports around the UK. The action has made national prime time news and sparked a widespread public outcry. No one disputes the fact that if, as the company says, it is losing around GBP100 million a year corrective action has to be taken but clearly this is an ill-conceived and completely insensitive plan. The overall conclusion is that DPW’s Code of Ethics exists more for show than to be taken seriously. It hasn’t even been paid lip service in this latest fiasco.

APRIL 2022 | 19

Expand your vision (bv Ň ĺ bv ĺC Ň v-Ѵ;vŠ bv ĺC

TERMINAL DEVELOPMENT: BANGLADESH

PATENGA POSITIVES BUT… Operator selection for the soon to open Patenga Container Terminal may benefit from a more empirical approach drawing on best practice. Mike Mundy reports Reports coming out of Bangladesh indicate that the new Patenga Container Terminal will be open for business in June, however, the big question still remains as to who will end up operating it? Equally, the process via which the ultimate operator is selected appears to be an area where there is room for improvement to the all-round benefit of the terminal’s customers, the landlord Chittagong Port Authority (CPA) and the country as a whole. Currently what is known is that: 8 Demand: There is a strong need for the new capacity that the terminal will oﬀer with the present container handling facilities in Chittagong regularly congested and subject to strong annual growth rates – volume hit 3.2mTEU in 2021, up 13 per cent over 2020. 8 Location & Facilities: Located near the estuary of the Karnaphuli River, the new facility, designed to have an annual capacity of 500,000TEU, will feature a 600m quay with a depth alongside of 10.5m enabling it accept vessels of up to 4500TEU capacity, a significant step up from the draught constrained Chittagong port which is only able it to accept container vessels of up to 2000TEU.The supporting landside area will extend over 32 acres and be rail connected. 8 Operation: Initially to be undertaken by the CPA with eventual award to a private operator reportedly via Bangladesh’s Public Private Partnership Authority. 8 Cargo Handling: Will at the outset be achieved via CPA-owned cargo handling equipment with full equipment and IT systems installation to be undertaken by the incoming private operator. 8 Cost: The cost of the terminal’s civil infrastructure is put at USD240 million with this financed by the CPA. OPERATOR SELECTION RETHINK? It is apparent that the Patenga Container Terminal will soon be ready to open its gates – as further evidenced in the accompanying picture - but nevertheless one big issue remains in order to maximise its positive impact, the fundamentally important question of operator selection, i.e. the selection of an operator from the private sector. This has two key dimensions to it: the process via which operator selection is undertaken and the type of operator that is the best fit. Reports from Bangladesh indicate that there is strong interest in the opportunity from the terminal operator sector and that proposals have been lodged seeking to secure operating rights for the terminal. It

seems this is not via a structured tender process but simply via independently submitted proposals sometimes in accord with government-to-government agreements. To put it crudely, this is like an auction without too many rules.

‘‘

… this is like an auction without too many rules There is evidence to suggest that in the latter part of last year the CPA was seriously considering appointing consultants to structure a fully-fledged global tender process for the opportunity. Experience confirms this would prove to be a better option than the proposal route – oﬀering a level playing field from which to formulate bids, a process less open to outside interference/corruption and ultimately the ability to determine the best fit operator via appropriate and objective criteria. Further, this would be a stand-alone approach not influenced by other actions between governments. As stated, there is also a need in the selection process to fully appreciate that there are two main categories of operator – common user terminal operators and shipping line aﬃliated operators. The first by their very nature serve all comers on an equal basis but

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8 Patenga Container Terminal, nearing completion but operator issues

the shipping line affiliated category invariably gives priority to the parent shipping line. Certainly, this is the case with Terminal Investments Limited (TIL) and its parent MSC and with APM Terminals and Maersk both of whom have made it plain in recent years their priority is to serve the parent company. Another common point of differentiation that follows on from this is that common user terminal operators treat their terminal operations as profit centres while shipping line affiliated operators treat them as cost centres. The latter can of course have significant financial and other implications for the landlord port authority. NOT TOO LATE Patenga Container Terminal is expected to be the first of a number of terminal concessions in the container sector – for example as proposed at the Bay Terminal – which adds to the importance of getting the initial operator selection right. Even at this stage, given the intention of CPA to operate the terminal initially, it is not too late to implement a tried and tested tender process as deployed successfully globally. “The prize is worth the pain” as they say and is an option worthy of serious consideration.

APRIL 2022 | 21

UKRAINE: THE REPERCUSSIONS

UKRAINE CRISIS: GLOBAL CHAOS Initial uncertainty was focused on the impact of Russian threats on the Ukraine, we can now see that the realisation of these have far-reaching global impacts. Andrew Penfold identifies the critical factors

8 There is no going back to Russian gas – Germany is building two new LNG import terminals

Well, now we know that the worst has happened, and we have been plunged into a new era of risk. If we can get past the horrific images coming out of the country, we must try to turn our attention to the outcomes of this outrage on the port sector. These are far-reaching. MACRO-ECONOMIC FALLOUT Global trade is driven by economic growth. It goes without saying that a major downturn can be anticipated from the current crisis. This will not be confined to Russia following sanctions, but is likely to have a much broader impact. The degree to which the world order will change remains unclear but there will be both short term and longer-term restructuring. According to the IMF, Russia’s invasion of the Ukraine will affect the entire global economy by slowing growth and jacking up inflation. This could fundamentally reshape the global economic order in the longer term. The war is boosting prices for food and energy, fuelling inflation, and eroding the value of incomes. Trade and supply disruption is having both local and global effects. All of these uncertainties will depress asset prices and could well result in capital outflows from emerging markets. The IMF was predicting global growth of 4.4 per cent in 2022 – this will clearly take a major hit, but the magnitude is not clear. Some analysts are predicting growth rates below 2 per cent – even if the crisis is contained. As well as the local effects in Russia (and, of course, the Ukraine) the spill over into the EU will be severe, but the real hit will be on countries with direct trade, tourism, and financial exposure. This will focus attention on Sub-Saharan Africa and Latin America to the Caucasus and Central Asia. For Russia, a contraction in GDP of – at least – 15 per cent is on the cards. Container demand will collapse under sanctions with this impacting North European transshipment hubs. The IMF has concluded that in the longer term “the war may fundamentally alter the global economic and geopolitical order, should energy trade shift, supply chains

22 | APRIL 2022

reconfigure, payment networks fragment, and countries rethink reserve currency holdings.” Can we know what all of this will mean for the port industry? The answer at this stage is ‘no’ but some indications can be drawn. The war can only sound the death knell for true commercial development of the touted Northern Maritime Corridor. This was already facing severe issues without Russia assuming Rogue Nation status. Its very difficult to see any commercial lines using this route and if LNG is embargoed then the only realistic possibility for the route is switched off. OIL AND GAS SCRAMBLE A scramble is underway to replace oil and gas imports from Russia. Given the level of humanitarian suffering unleashed in the Ukraine it seems impossible to countenance the completion of Nordstream 2. Russia’s 40 per cent share of European gas imports will have to be replaced. In the short term (much) higher prices are certain. The European benchmark TTF gas price has increased 135 per cent so far in 2022 and it reached a near-vertical spike immediately following the Russian invasion. Interest has been renewed in North Sea gas and Germany is considering a moratorium on its shutdown of nuclear stations. There is also talk of reactivating coal powered stations. It is startling how rapidly interest has switched away from the green agenda when a real threat has emerged. It has been estimated (by Aurora Energy Research) that Europe will need to replace around 109bn cubic metres of gas over the next winter season. This can be done – but at a much higher price. This means boosting LNG imports. Existing LNG terminals in the UK, Spain and the Netherlands will need to run at full capacity to feed European demand and Norway and the UK will need to raise production. Additional imports from North Africa and reanimation of the controversial Dutch Groningen field will be necessary. This can only be an expensive short-

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UKRAINE: THE REPERCUSSIONS

‘‘

A scramble is underway to replace oil and gas imports from Russia term solution and would require a shift to a virtual ‘war footing’ to achieve. If this is a permanent shift away from Russia (as seems likely) then new LNG import terminals will be required. There are established plans for new import terminals in the UK, Ireland, and Germany but the decision to accelerate construction in Brunsbüttel and Wilhelmshaven, announced three days after the invasion, underlines the perceived urgency. It is likely that further fast-tracking will be noted. Germany’s utility RWE and the Dutch state-owned energy network operator Gasunie will be part of the deal. Under the terms of the agreement, the German bank KfW will own 50 per cent the LNG terminals and Gasunie will operate the facility. Elsewhere, construction of a new LNG terminal in Alexandroupolis, Greece is imminent. The project will include an FSRU (Floating Storage and Regasification Unit) connected to the national gas grid. The terminal will also ship gas to Bulgaria, Romania, Serbia and North Macedonia. There are also two unused facilities, within Europe, both requiring an FSRU. The first is in Kaliningrad (and therefore unusable) but the Teesport facility in the UK is undergoing upgrades and can be brought back on-line in short order. So where will the LNG come from? The US has the capacity to lift tight gas production with higher prices and could rapidly step into the gap. Qatar also has the potential to increase exports, but terminal investment will be required. Australia has the capacity and could certainly re-route cargoes, but the impact on shipping tonne-mileage will certainly lift CIF prices even further. The major trend will be increased investment in LNG terminals – with the highly exposed Baltic States and Sweden all looking to invest to allow a non-Russian gas alternative. There are similar issues with regard to Russian crude and products imports (especially diesel), but here alternative supplies can be sourced – at a price – on the global market and the level of port investment required is more limited. Although, once again, the rapid increase in oil tonne-mileage can only lift freight rates much higher. OTHER ENERGY MEASURES The loss of coal exports from the Ukraine will further upset the European energy balance. These (and Russian) coal supplies play a central role in the energy market. Substitution can only mean increased shipments of coal from the Atlantic basin – Colombia and the US – and improved viability for distant suppliers such as Australia. Import terminals are not optimised for the larger vessels involved and this will see further CIF price increases. Some renewed interest in coal terminal investment – for a long time the poor relation in the port sector – could well be the result. This will further lift tonne-mileage demand for the larger classes of bulk carriers. GRAINS AND FOOD SECURITY Wheat prices have also spiked since the invasion, with all shipments from the Ukraine and Russia eﬀectively cancelled. Around 25 per cent of global wheat exports come from Russia and Ukraine. Forty percent of wheat and corn from Ukraine goes to the Middle East and Africa, which are already grappling with hunger issues and where further food shortages or price increases risk pushing millions more people into poverty.

The UN’s International Fund for Agricultural Development (IFAD) has warned that the poorest people are at the greatest risk. As prices rise, importers in Europe and the Developed World will pay the higher prices, but elsewhere this will not be possible. This can only escalate global hunger and poverty. Freight rates will also surge as more remote sources (the US, Canada, and Australia) are substituted for the Ukraine. CIF prices will increase dramatically as a result. This is essentially a short-term problem, but it should also be noted that Russia is the world’s largest fertilizer producer. Even before the conflict, spikes in fertilizer prices last year contributed to a rise in food prices by about 30 per cent. Increased interest in alternative fertilizer suppliers will result, and this will necessitate further export terminal investments. Greater demand for high volume terminal capacity in both the grain and fertilizer sectors can be anticipated.

8 Renewed interest in coal terminal investment is feasible

CONTAINERS: IMMEDIATE AND LONG-TERM HIT As well as the deflationary impact of lower global GDP growth on containerised trade there will be immediate and long-term impacts in this sector. Preliminary estimates indicate that total trade to/from Russia has contracted by some 60 per cent since the start of the war – according to data provider Refinitiv. Sanctions are clearly having some immediate impact in the consumer sector with feeder services from north European hubs into the Baltic withdrawn by the major operators. This will impact total container volumes in these ports, with Gdansk particularly poorly placed in this regard. St Petersburg has seen a drop in vessel calls of around 70 per cent. It is not clear when these will be restored. A drop in transshipment demand to/from Russia will have an impact of at least 12 per cent in the North Continent ports. The major immediate problems are in the Black Sea where transit of the Bosphorus is still permitted to merchant vessels but calls at Russian ports are highly vulnerable and Ukrainian port calls have been curtailed. There has even been a significant drop-oﬀ in port calls in the Russian Far East. In the longer run the impact of the war may well be much more widely felt. If, as seems likely, this is the start of a new Cold War then a large part of the globalisation process could be called into question. Renewed nearsourcing pressures were already being felt due to Covid but this process could well accelerate. It is far too early to be sure, but there is clear potential for much slower growth (or contraction?) in the major Transpacific and Asia-Europe trades as a result. If this is the case the shipping lines may well look back on the current period of extremely high freight rates with a sense of fond nostalgia. Let’s hope this is the limit of our worries.

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APRIL 2022 | 23

SMART PORTS

SMARTER ON CLIMATE CHANGE How the digital transition can advance a zero-emission agenda is considered in-depth in a new Digital Playbook released by chainPORT. Felicity Landon reports

8 Digital is playing a positive role in reducing truck emissions in the port of Hamburg

Are some ports ‘smarter’ than others? As with many things, it depends where they started. Every port has a different story and being ‘smart’ can mean different things to different people. Overall, this is surely not about being smarter than someone else – it’s about a port operation becoming smarter and more knowledgeable tomorrow than it is today. That goal can involve robotics or driverless equipment. But it can also be the simple step of automating processes to do away with the need to fill in paperwork with a pen. At the Container Terminal Automation Conference in London in March, Rodrigo Garro Umbert, Sales Manager at Orbita Ingenieria, said: “If you want to improve overall you really need to form a vision of the future.” Other speakers emphasised that digitalisation should not be just for its own sake but should underpin projects that make real and positive change. This is entirely reflected in the second edition of chainPORT’s Digital Playbook, entitled ‘Digital & Sustainability’. It focuses on how the digital transition can advance a port’s zero-emission agenda, and how ports can harness the power of digital for the benefit of the environment. “Our first Digital Playbook, in 2020, covered digital solutions in crisis management when we had come into the pandemic,” says Phanthian Zuesongdham, who leads the port process solution division at Hamburg Port Authority (HPA). “We were excited to see how digital solutions could really help during the pandemic – and we wanted to share this best practice with a wider audience in the ports industry. For the second Playbook, we chose another crisis which is much more challenging – climate change. “Decarbonisation of the maritime industry should be one of the top priorities of organisations now and most of the chainPORT members are talking about ‘zero emission’ ports as a vision for 2030 or 2040. If we can share best practice on what we have already done and what it brings, that should benefit members and other ports.” chainPORT, the global network of smart ports, was initiated by HPA and the Port of Los Angeles. Both partners share best practice examples in the new publication. Green4TransPORT Hamburg’s Green4TransPORT aims to make the best possible use of the existing road infrastructure, networking and digitising it in to enable sustainable traffic management.

V2X technology enables real-time communication between trucks and the traffic light system – the system detects approaching trucks and the green phase of the lights can be extended to optimise traffic flow. The reduction of stop-and-go traffic at the traffic lights means fuel consumption, GHG emissions and material wear and tear are reduced. MOZART (Mobility OptimiZation and Analysis in Real Time) uses quantum-inspired technology to achieve an overall network analysis and network-wide coordinated traffic signal control – essentially searching through an extremely high number of possible traffic light circuits in seconds to find the optimal one. “We have completed the prototyping of MOZART, concentrating on a small number of junctions; now we are going to the next steps where we will cover the whole port,” says Zuesongdham.

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V2X technology enables real-time communication between trucks and the traﬃc light system The port has also deployed ‘Smart Area Parking’ which detects inflows and outflows, current parking space occupancies and remaining spaces, displaying the information on the road network and to B2B service providers via Mobility Data Marketplace – fewer vehicles searching for a parking space means less pollution. Zuesongdham emphasises the need to share knowledge and inspire each other in the search to be smarter and more sustainable. “We are now in the era of collaboration rather than isolating each other – that is the way we avoid making the same mistakes, to really care about the resources we use,” she says. She says three ‘smart port’ philosophies drive digital transformation in the Port of Hamburg: exploring for excellence – don’t do things that you are not good at, let people who are experts take them on board; focus on cocreation to get new ideas; and think in eco-systems – nobody is going to do everything on their own and you need partners, including start-ups and others from non-port sectors which are good at the technologies that can help,” she says.

For the latest news and analysis go to www.portstrategy.com/news101

APRIL 2022 | 25

SMART PORTS

SMART PORT PACESETTERS Felicity Landon examines the latest work of leading ports to build their smart port credentials – diverse interesting projects are unveiled

8 La Spezia’s Corridor Management Platform manages information flow throughout the supply chain

A range of interesting smart port projects are being progressed by leading ports with major emphasis on the use of digital to play a role in hitting emission reduction targets and at the same time boosting efficiency levels. The ports featured all responded to a recent PS survey – internal traffic management and managing truck flows from/to the hinterland being a major area of activity. ANTWERP – THREE PRIORITIES Many people claim they are innovative just because they are using emerging technologies … “but if you ask why they are doing these things, it seems as if they feel they have to do something because everyone else is,” says Nico De Cauwer, Senior Business Architect Digitalisation & Port Community Projects at the Port of Antwerp. Innovation is not a purpose in its own right – it is a means to an end, he insists. “For the Port of Antwerp, innovation has to be part of our mission, ‘A home port vital for a sustainable future’, and the related strategic priorities. If it doesn’t fit in there, however innovative it might be, we don’t do it.” Antwerp Port Authority has set itself three strategic priorities: growing and handling more volumes, but in a sustainable way; resilience – Covid-19 has proved the need to be resilient and able to move fast in a changing world both as a company as in its digital infrastructure; and transition, which covers both energy and digital transition. The port’s digital transformation applies to all three of its identities (or functions): as landlord port; as operator of tugs, bridges and locks, etc.; and as regulator, including the management of vessel traffic. The focus is on both the internal culture (getting employees aware and working with innovation) and attracting external companies.

26 | APRIL 2022

An example of ‘outside in’ is Seafar, which controls multiple autonomous barges within Flanders. This operation started with a new partnership five years ago – Seafar bought the tech, while the port provided a dock and vessel for testing the system. The service grew from there. Antwerp says a key element in being a ‘leading smart port’ is APICA (Antwerp Port Information & Control Assistant). This is a virtual assistant, based on a ‘digital nervous system’ with smart cameras, drones, and sensors for air and water quality, combining all this data into a digital twin of the port. APICA provides real time information on ship movements, flows of dangerous goods, air quality and weather conditions, and also detection of oil spills and inspections of maritime infrastructure. The port authority says APICA allows its staﬀ to have “full situational awareness on any anomality occurring in the port’s eco system” and this helps them make better and faster decisions. The port has also developed what it says is the first-ever fully automated depth sounding vessel, the Echodrone. Based on real-time AIS and radar information, the Echodrone navigates its way through the port ‘smartly, autonomously and safely’. Drones are being deployed for a range of services in Antwerp, including the detection of and response to oil spills, and the inspection of fenders, bridges and other infrastructure, highlighting maintenance/damage issues. CORRIDOR MANAGEMENT PLATFORM In Italy, the Port of La Spezia’s Corridor Management Platform (CMP) was developed within the European Union project WiderMoS. The CMP has made it possible to manage the information flow throughout the supply chain, at a national and international level, between the port and inland terminals, including multimodal transport operators and

For the latest news and analysis go to www.portstrategy.com/news101

SMART PORTS

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collaboration with Royal HaskoningDHV and the Connected Places Catapult, as part of the BPA’s ‘Port Futures’ thought leadership programme. The examples include a constantly learning digital twin, remote infrastructure and asset monitoring, and upstreaming of border administration.

railway companies, involving all operators and interfacing with Customs. The platform is also interoperable with the IT platform of the Italian railways company RFI, for tracking trains along the national network. The Eastern Ligurian Sea Port Authority, which is responsible for La Spezia, developed, implemented and operates the Port Community System (PCS) which is used in the port’s two container terminals; APNet went online in 2015 and has been steadily developed since then, says Federica Montaresi, Head of Special Projects, Innovation and Institutional Relations. Work is under way on a module dedicated to trucks which will facilitate access to the port and give drivers information in advance so that they can plan their journey to avoid congestion and/or queuing outside the port gates. There are also plans to upgrade the rail-related aspects of the PCS. Meanwhile, the port authority is looking at ways to use data gathered through the PCS to develop KPIs and improve eﬃciency. Montaresi says the biggest challenge is to combine digitalisation and sustainability. “We believe that the PCS can help the port authority to manage information in order to enable a more eﬃcient and more sustainable logistics chain; for example, the truck drivers’ module will reduce congestion and also save CO2 because drivers will no longer be waiting outside the port or driving around the local roads while they wait.”

PREDICTIVE TRAFFIC ANALYSIS The Port of Barcelona’s Access Time portal checks the average time between a truck entering the port and its entry into the container terminals. Now the port is working with T-Systems to go a step further, anticipating the volume of traffic two hours in advance. The system being developed combines AI with a cloud solution and video analytics technologies and monitors trucks passing through different points. The information provided by cameras will automatically establish the time it takes each truck to travel between different points, and the system also takes into account the time of day and port capacity. The port says the system minimises operational risks, enables traceability, eliminates the use of paper and links the supply chain in a reliable and automated way. The advantages – less waiting time for lorries and optimisation of vehicles, with corresponding savings on direct costs for carriers. As well as increasing the number of moves per vehicle, the system is designed for improved mobility at the port and in its surroundings by limiting queues, reducing CO2 emissions, and improving the competitiveness of land transport, which may find booking systems to be a ‘clear driver of change’.

Antwerp Port Authority has set itself three strategic priorities

PORT OPTIMIZER The Port of Los Angeles’ ‘Port Optimizer’ is a cloud-based Port Community System (PCS) solution designed to enhance supply chain performance, visibility and predictability. By integrating data from across the port ecosystem and applying machine learning, it helps users across the supply chain – road, rail or water – to monitor and respond to changing conditions, align people and resources, and proactively communicate across functions, enabling ‘maximum port throughput and delivery performance’. Knowing a vessel’s expected arrival time and what cargo will need to be offloaded/loaded increases terminal operations efficiency, which in turn reduces emissions, says the port authority. A vessel can preschedule the use of shore power or arrange for use of an emission capture control system. In the Eco-FRATIS project, the Port of Los Angeles is working with project partners to demonstrate near-zero and zero emission cargo handling equipment together with an intelligent transport system technology. The project involves the integration of ITS technologies with 100 trucks to enhance drayage operations and improve on-road truck efficiency. This involves real-time truck travel and terminal turn times via an automated mobile smart device application and an Eco-Drive application, which uses traffic signal timing information to optimise acceleration and deceleration of trucks. Eco-FRATIS will enhance market acceptance of advanced vehicle and information technology in yard tractors and drayage truck applications, in turn reducing GHG emissions and fuel consumption, improving energy cost savings and benefiting disadvantaged communities, says the port authority. BPA CASE STUDIES Five smart port technology case studies were highlighted in a report by published by the British Ports Association in

Barcelona is also using a smart tech solution to record the volume and weight of ship waste (collected in containers) in an automated and reliable way. A laser measures the volume, cameras identify the MARPOL class and infrared technology detects the temperature. The measurement reaches the Port Information System in real time, to enable rapid release of waste. HYPERLOOP TRIALS Zeleros is working with Valencia Port Authority in setting up and trialling a prototype hyperloop called ‘Sustainable Electric Freight Forwarder’ (SELF) in the Port of Sagunto. The hyperloop concept is designed for decarbonising and automating container movements between terminals. The port authority has made the land available for the pilot programme. The system consists of vehicles guided and propelled by the rails where the fully electric linear motor is installed. Zeleros, based in Valencia, compares the system to the intralogistics systems found in warehouses; it says the Port of Sagunto provides “a privileged environment to bring the technology as close as possible to the final application”.

For the latest news and analysis go to www.portstrategy.com/news101

8 The Sagunto hyperloop pilot programme will serve as a platform to demonstrate ZELEROS’ linear engine technology designed to achieve container movement with zero emissions

APRIL 2022 | 27

11 MAY Port of Antwerp 12 2022 Belgium TO

Antwerp 2022

COASTLINK Conference Hosted by:

Building connectivity: Short sea shipping & intermodal networks – Programme The Port House, Port of Antwerp, Belgium A neutral pan-European network dedicated to the promotion of short sea and feeder shipping and the intermodal transport networks that support the sector.

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DAY ONE – Wednesday 11th May 2022 08:20 Coffee & Registration 08:50 Chairman’s Welcome Nick Lambert, Director, NLA International Ltd

SESSION 1: MARKET SECTOR OVERVIEW: INDUSTRY CHALLENGES AND NEW OPPORTUNITIES FOR SHORT SEA & FEEDER SHIPPING 09:00 Port’s Welcome Address Michiel Vermeiren, Manager Maritime Business & Market Intelligence, Antwerp Port Authority 09:20 Keynote Address – Challenges create opportunities Nils Minor, General Manager Sales West & Central Europe, Unifeeder A/S The sustainability factor in transport purchasing is becoming more important for shippers. Shortsea is a solution for shippers to convert conventional road transport into multimodal transport solutions, to decrease the carbon footprint on transport. Multiple Unifeeder initiatives on digitalization and innovation, are supporting this by increasing efficiency and visibility to supply chains. 09:40 It takes two to tango! Catrien Scheers, Chairman, Fast Group Belgium What are the opportunities and challenges of Short Sea Shipping. We all dream of a better more sustainable world. How can shipping contribute to achieving the 17 SDG’s? 10:00 Post Brexit Ro Ro Rebound-disrupting supply chain geography John Lucy, Director – Liverpool Freeport, Liverpool City Region Combined Authority Post Brexit Ro Ro changes and how has the short sea shipping sector reacted? Routing and modal challenges the short sea routes have experienced so far and opportunities to come. Expected trends in UK-EU Ro Ro traffic. 10:20 Q&A 10:40

Coffee & Networking

11:10

PANEL DISCUSSION: Industry Challenges & New Opportunities Panel Moderator: Nick Lambert, Director, NLA International Panellists include: Richard Newton, Commercial Director – Logistics, Port of Tyne Andrea Bucella, Port Labour and Port Operations Unit, North Adriatic Sea Port Authority Jolke Helbing, Director, Royal Haskoning DHV Ocean Shipping Consultants Matthew Wright, Policy Manager, UK Chamber of Shipping

12:30

Lunch & Networking

SESSION 2: BUILDING CONNECTIVITY & NETWORKS FOR THE FUTURE – LINKING SHORT SEA SHIPPING TO INTERMODAL TRANSPORT ROUTES 13:50

Opening Address Patrick Verhoeven, Managing Director, International Association of Ports and Harbors

14:00

Challenges and innovations in last mile port and hinterland railway operations Dr Iven Kraemer, Head of Department - Port Economy, Infrastructure, Shipping, The Ministry for Science and Ports – Bremen How to improve the modal share of rail in ports and hinterland operations? One answer is Shunt-E, an autonomous locomotive that will speed up procedures, save capacities, better utilise rare infrastructures.

14:20

A look at the recent evolution of Peel Ports Stephen Carr, Commercial Director, Peel Ports Liverpool hub – how its role in a smarter, door-to-door supply chain has driven commercial and investment decisions

14:40

Zeebrugge’s shortsea shipping sustained by a vast state-of-the-art railway network Lieve Duprez, Chief Officer Shortsea, Port of Zeebrugge The main shortsea terminals in Zeebrugge are daily linked to the European hinterland – strong focus on Italy - through a high frequency of railway connections. The cargo is shipped to various markets in the UK, Scandinavia, the Baltic region and Southern Europe

For further information please call +44 1329 825335 or email info@coastlink.co.uk

Book Online at coastlink.co.uk/book or fax form to +44 1329 550192 15:00

Q&A

15:20

Coffee & Networking

15:50

PANEL DISCUSSION: Joining the dots: Connecting short sea shipping with other modes Panel Moderator: To be announced, Logistics UK Panellists include: Grégory Brion, Director, Conti-Lines Group/Conti-Invest Ron Buitelaar, Chief Commercial Officer, Cofano Software Solutions BV Jan Cuyt, Business Development Advisor Customer Relations – Shipping Lines KR/SHL, Antwerp Port Authority Joost Hintjens, Researcher, Transport, Logistics & Ports Department of Transport & Regional Economics, University of Antwerp 17:20

Conference Day 1 Wrap-Up – Chair

17:30

Conference Close

18:00

Evening Drinks Reception & Conference Dinner

DAY TWO – Thursday 12th May 2022 08:20 Coffee & Registration

SESSION 3: L OOKING TO THE FUTURE – IMPROVING EFFICIENCIES THROUGH DIGITALISATION & INNOVATION 08:50 Chairman’s Opening & Summary of Day 1 Nick Lambert, Director, NLA International Ltd 09:00 G old Sponsor’s Address - ZEEPORT: Are Zero Emission Electric Ports possible? Ferhat Acuner, General Manager, NAVTEK Naval Technologies Inc 09:10 Keynote Address Port efficiency and smart communication - key elements for lowering shipping’s carbon emissions Lars Robert Pedersen, Deputy Secretary General, BIMCO To reap the benefits from just-in-time port calls and thereby lower the general speed in the fleet, standardisation of communication between ships and ports is a pre-requisite. BIMCO is engaged with the World Customs Organisation, UNECE and ISO at IMO to develop the necessary elements to enable machine to machine communication in this field. This talk will elaborate on the potential benefits and what needs to be done. 09:30 Presentation title to be confirmed Eleni Bougioukou, Innovation Manager – Energy and Sustainability, Port of Tyne 09:50 Making the port and international trade flows smarter and more efficient Raoul Tan, Director at Naviporta, Port of Rotterdam Sharing our insights on how to propel seamless cross border trade between EU and UK, to enable shippers and logistics companies to further optimise their supply chains. 10:10

Q&A

10:30

Coffee & Networking

11:00

PANEL DISCUSSION – Digitalisation & Innovation - Can we benefit from this now? Panel Moderator: Nick Lambert, Director, NLA International Panellists include: Andre Fabik, Technical Sales Manager, L3Harris Norbert Kouwenhoven, Strategy & Innovation Advisor, Dutch Customs Authority Cathy Hodge, COO & Co Founder, Smart Maritime Network Richard Ballantyne, Chief Executive, British Ports Association

12:15

Conference Wrap up by Chairman

12:30

Lunch & Networking

13:30 – 16:30 TECHNICAL VISIT Short sea shipping terminal tour incorporating rail and barge intermodal transport links.

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COASTLINK Conference 11 MAY Port of Antwerp 12 2022 Belgium TO

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18 OCT 20 2022

Zeebrugge

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PORTSTRATEGY INSIGHT FOR PORT EXECUTIVES

GREENPORT INSIGHT FOR PORT EXECUTIVES

MARINE SOLUTIONS

CASE STUDY: TRIMBLE OPTIMISES DREDGE AND BUILD PROJECT

8 Dredging and piling activities were optimised at the port of Kalama, Oregon, USA via the application of Trimble technology

Precision in marine dredging and construction works is a prime determinant of an effective project solution and one that maximises all-round economic benefit. In today’s world technology has a major role to play in achieving this, as demonstrated recently by the application of state-ofthe-art technological solutions from USA headquartered Trimble Inc. at the port of Kalama on the Columbia River, Oregon, USA. The port, a major export gateway for bulk commodities, targeted the construction of a new 550ft dock at its marina facilities. Advanced American Construction (AAC) was contracted to undertake the project which had three major components: dredging; pile driving (to support the dock) and dock construction. At the bidding stage of the project, AAC recognised the contribution modern technical solutions could provide to deliver an efficient and competitive project and with this in mind engaged Measutronics Corporation, a Trimble Marine dealer, to work with it to combine the best equipment technology and workflow to guarantee project success. The net outcome of this was as follows: DREDGING The first phase of the project involved dredging approximately 8000 cu yards of material which included sand, silt, gravel and boulders. AAC and Measutronics determined that a large excavator with suspended pump and bucket and cutter attachments with a crane and clamshell would be a good configuration for the project. Measutronics equipped the excavator with Trimble Marine Construction, a system designed to optimise the efficiency

of dredging and marine and construction workflows, supported by a single beam echo-sounder (SBES) to acquire pre and post dredge survey data. Evan Clemson, VP Operations, AAC, notes: “Poor choices in managing dredging quantities can raise daily burn rates significantly. Overall, we estimate that we saved 15-20 per cent on the dredging phase by having real-time underwater data versus old school methods of measuring and re-digging, revisiting incomplete areas, or over dredging in certain areas. That is probably a six figure cost saving on a project this size.” PILE DRIVING The pile driving element of the project involved driving 25 piles and again a Trimble Marine Construction system was deployed. As Clemson explains: “Using conventional methods, we’re usually within 6-10 inches on a good day. With this project, however, we were shooting for a pile positioning accuracy of two inches. We were also faster. With the 3D data in the cab, the operator had a frame of reference underwater that provided greater confidence, which in turn drove eﬃciency.” Overall, three main Trimble technical solutions were deployed: the Trimble Marine Construction system; The Trimble SPS930 Robotic Total Station and Trimble SPS85X GNSS Modular Receiver. Six clear benefits from the overall project experience are identified: 15 – 20 per cent faster dredging compared to conventional methods; greater pile driving accuracy, faster pile placement, an eﬃcient daily burn rate, improved techniques – vibratory hammer and strong collaborative communication with the project principal.

For the latest news and analysis go to www.portstrategy.com/news101

APRIL 2022 | 29

TERMINAL DEVELOPMENT: VANCOUVER

AT A CROSSROADS The Port of Vancouver has successfully grown its container business but needs to expand – and quickly. AJ Keyes reflects on the port’s challenges and the initiatives of various stakeholders

8 Terminal utilisation is high in Vancouver (BC) and new capacity is needed

Vancouver Fraser Port Authority (VFPA) has seen its container terminals maintain good long-term growth, has a good mix of international and regional terminal operators, maintains a critical mass of major shipping line customers and has a long-term expansion strategy. This all sounds highly positive and, generally it is, albeit that the ability to develop additional container terminal capacity for the longer-term is an ongoing challenge. THE NUMBERS STACK-UP The numbers do stack up, at least in terms of demand for space at the port. Long term growth in the Port of Vancouver (BC) has been good, as Figure 1 shows. In 2011, the port handled almost 2.51 million TEU, which had increased to nearly 3.71 million TEU by the end of 2021 – albeit that last year did include some rebound from the onslaught of COVID-19 in late 2020/early 2021. Overall, there is a continuing increase in container demand, though in 2021 loaded exports were down by 14.8 per cent and empty units were up by 30.8 per cent. Normal service is expected to resume in 2022. VFPA’s own container forecasts expect short-term base case growth in the region of 3.5 per cent per annum, which simply places more pressure on the need for additional space at the port. The Port of Vancouver (BC) oﬀers modern port infrastructure, with continued investment by the governing authorities and terminal operators of DP World (DPW) and GCT Canada - both highly-experienced terminal operators in this region and each operating two terminals at the port. Both GCT Vanterm and DPW Centerm terminals are in the process of oﬀering some short-term respite with additional capacity, but the longer-term need for more capacity is the port’s ongoing and well-documented challenge. FUTURE IN HANDS OF THE GOVERNMENT The proposed development at Roberts Bank Terminal 2 (RBT2)

30 | APRIL 2022

remains embroiled in a myriad of challenges, including from GCT Canada who wants to develop its existing Deltaport facility and continued strong opposition from the environmental lobby. The latter has recently been boosted by a group of eminent scientists in Canada. They are urging the government’s Minister of Environment to reject the proposed expansion project, claiming it will threaten the ecosystem. In correspondence provided by the scientists, there is a claim that RBT2 will significantly impact Chinook salmon and Southern Resident killer whales, thereby creating a clear biological rationale for rejecting the project. The planned RBT2 initiative has long been VFPA’s perceived solution for servicing long-term container growth, but it is now fully in the hands of the Canadian government, with its final environmental impact assessment decision due sometime in Q3 2022, if it is delivered on time. CHALLENGES BEYOND PORT CONTROL There are other day-to-day operational challenges that remain in the Port of Vancouver (BC), which are beyond the control of the port authority and terminal operators. A key component of any port’s overall competitiveness are its linkages with other parts of the wider logistics supply chain. Canadian National Railway (CN) and Canadian Pacific Railroad (CP) both oﬀer competitive intermodal services in conjunction with the port. At the time of writing (mid-March 2022), however, beneficial cargo owners had been reportedly front-loading additional cargo on to CP intermodal trains due to fears of a possible strike or lockout. The existing labour agreement finished on December 31, 2021 and with no signs of a deal being reached, a two-day work-stoppage commenced. Fortunately, for shippers and the wider industry, CP subsequently agreed to start operations again and work with an arbitrator to agree a deal for its 3,000 strong workforce involved.

For the latest news and analysis go to www.portstrategy.com/news101

TERMINAL DEVELOPMENT: VANCOUVER

to be used for terminal development in the future it is reasonable to assume it will remain in use permanently. AT A CROSSROADS The Port of Vancouver (BC) is at a crossroads. With approval from the Canadian Government for RBT2 it can continue to target discretionary US market cargo because it will be developing substantial future capacity. No approval and the port will continue to meet localised demand, both imports and exports, but the discretionary cargo will likely move to Prince Rupert (which is expanding) or more worryingly from a Canadian perspective to a US facility, either Seattle-Tacoma or the San Pedro complex. Until this decision is made, Canada’s largest volume container port will remain very much in no-man’s land. In the meantime, it will continue to work to ease congestion, mostly caused by circumstances beyond its control (severe weather and, potentially, strike action by one of its major logistics service partners) and hope a positive Government decision is made – and soon.

One port that hopes to take advantage of any delays with the Port of Vancouver (BC) RBT2 project, to target US discretionary cargo, is the Port of Seattle – and its new terminal development which sits is at the heart of its ambitions. The Terminal 5 Modernisation Programme in Seattle was first launched back in 2016, long before the phrase “COVID-19” ever came to the fore. It was a project that had a simple aim – to combine existing smaller terminals to boost capacity and service the largest ships serving the Transpacific trades. The industry has moved on since this project first gained traction. In 2016, the largest Transpacific ships were then 14,000TEU, whereas now vessels above 18,000TEU are at the upper end of the size classification in Transpacific service. The Terminal 5 modernisation plan provides for a one million TEU per annum terminal with capabilities to receive 2 x

18,000TEU ships employing four new Super Post-Panamax cranes, on-dock rail and 1500 reefer plugs. Phase two of the Modernization Program is underway now with operations in the south berth expected to start in mid-2023. The new terminal’s shore power capability will reduce vessel emissions when at berth with vessels able to plug into the electrical grid and utilise cleaner energy rather than burning fuel. This will reduce negative impacts to surrounding near-port communities and help achieve emission reduction targets. Green box ticked! Total container volume growth through Seattle-Tacoma has fluctuated in recent times but overall growth from the 2000 figure of almost 2.86 million TEU to the 2021 total of almost 3.70 million TEU is just 1.3 per cent per annum. This is much lower than competing regional ports, so pressure on the new infrastructure exists. Improving on-dock intermodal rail

For the latest news and analysis go to www.portstrategy.com/news101

8 Figure 1: Total Container Volumes at Port of Vancouver (BC) 2011-2021 in ‘000 TEU

Sea-Tac gears up to capture US Mid-west cargo facilities is a key component of the project. In particular, this is designed to complement Seattle-Tacoma seeking to increase Asian cargo moving to the large US Mid-west consuming hinterlands. The initiative places the facility in direct competition with both Prince Rupert and Vancouver (BC) in western Canada, but also the massive San Pedro complex of Los Angeles and Long Beach. The facility plans to directly load containers to railcars instead of using trucks to move oﬀ-terminal and then seek rail access. This is a strategy used to good eﬀect by both Prince Rupert and the Port Vancouver (BC). On the face of it, Seattle’s T5 facilities now have the marine capabilities to be a stronger competitor for US discretionary cargo. Now it is the turn of the port’s intermodal rail service partners, Union Pacific Railroad (UPRR) and Burlington Northern Santa Fe (BNSF), to deliver on their side of the service equation.

APRIL 2022 | 31

Source: VFPA, dataand.com

Unsurprisingly, shippers using the Port of Vancouver (BC) and CP remain keen to see a deal reached and normal service resumed as soon as possible. As one cargo owner, who did not wish to be named, explained there have been a number of recent challenges through this port gateway. “We endured the impact of COVID-19, the November 2021 storms and subsequent impact on rail infrastructure and operations, the current surge in imports resulting in critical space issues and now the threat of a strike…the past few months have definitely been challenging,” he underlines. He has a point. By mid-March 2022, Port of Vancouver (BC) users and stakeholders had seen almost three months of continuous challenges involving vessel and cargo congestion. VFPA statistics at the end of the second week of March 2022 confirmed a total of 15 container ships were at anchor waiting for access to a berth, representing an increase on the February average which never went above seven vessels. This position was further emphasised by a weekly customer advisory from Maersk Line which states how the port’s container terminals were “experiencing congestion” adding that yard utilisation was “at 85 per cent” – a universally accepted figure whereby congestion occurs and operational eﬃciency is greatly compromised. Interestingly, VFPA is also still seeing container traﬃc utilising the Fraser Surrey Docks facility, operated by DPW, even though the access limits the size of ships that can call – such is the demand for space in Vancouver (BC). To help alleviate the position, a new temporary storage site for empty units has been established in nearby Richmond. Robin Silvester, President and CEO, VFPA, explains: “As partners throughout the Port of Vancouver continue work to clear supply chain backlogs in the wake of November’s flooding, this new container storage site adds valuable capacity to support activities at Canada’s largest port, which in turn supports local and national supply chains.” With the second phase of this storage facility now open, following the initial phase commencing operations in January 2022, the site is expected to remain in use until July 2022, at least. As the site is part of federal port lands and is intended

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MARINE TECHNOLOGY

GREENPORT INSIGHT FOR PORT EXECUTIVES

TERMINAL DEVELOPMENT: PRINCE RUPERT

THE SECOND COMING DP World is sizing up a second terminal at the Port of Prince Rupert. AJ Keyes looks at why this is required and what is needed to support it

FUTURE PROOFING The proposed terminal is a continuation of PRPA’s container terminal master plan from 2019 which stresses the scope for an additional box terminal, south of the existing Fairview Terminal. Maksim Mihic, CEO and General Manager of DP World (Canada) explains: “This agreement is a clear demonstration of our commitment and confidence in the viability of a second terminal at the Port of Prince Rupert. Our vision for this proposed project will ensure the Canadian trade and supply chain landscapes are future-proofed.” There is certainly a need for additional container capacity in western Canada (see preceding article). Accordingly, a second terminal in Prince Rupert is a potentially viable project and can seek to take advantage of delays in Vancouver (BC), especially if it can minimise environmental impact through eﬃcient land use and infrastructure planning, rail and truck connectivity delivering as a result supply-chain optimisation. This is a view endorsed by Shaun Stevenson, President and CEO, PRPA: “A second container terminal will help consumers, exporters and industries across the country while continuing to contribute significant economic benefit for local communities, the broader region and our Indigenous partners,” he says. Once the extended study period is complete, both partners will confirm a definitive project development plan that will be subject to regulatory review and authorisation. Based on the development of the existing container terminal, demand for a second facility looks solid. As Figure 1 identifies, total container throughput in Prince Rupert had increased from 410,000TEU in 2011 to almost 1.06 million TEU by the end of 2021. Volumes handled did surpass 1.21 million TEU for 2019, before the subsequent impact of the COVID-19 pandemic. The rescheduling of vessel calls in 2021 resulted in a drop in total volumes, but these are expected to return for 2022. Until the development of a second terminal, the existing infrastructure will continue to benefit from ongoing investment. The first phase of the Phase 2B expansion of the Fairview Container Terminal is due to be finished in mid-2022 increasing capacity to an estimated 1.6 million TEU per annum. The second phase is slated for completion by the end of 2024 and will take capacity to 1.8 million TEU per annum. CONNECTING INFRASTRUCTURE Building terminal infrastructure is a crucial requirement, especially to interface with shipping, but one thing that 2021

has shown the industry in North America is the need to ensure that the connecting steps in the logistics network beyond the marine terminal are also able to support the movement of containers. This is particularly true for Prince Rupert, which is currently an import-dominated facility and the fastest connection from Asia to North America. For example, for the movement of a container from Shanghai to Chicago via Prince Rupert is one day quicker than Vancouver (BC) / Seattle-Tacoma and three days faster than the Los Angeles/Long Beach complex in San Pedro, southern California. There are several key projects to support Prince Rupert’s connectivity and development: 5 The new Fairview-Ridley Connector Corridor: is on track to be completed in Q2 of 2022. This project will reroute container trucking from local transload and customs facilities directly to Fairview Container Terminal. This means improved existing container terminal truck and rail operations by reducing potential traﬃc congestion from provincial and municipal roads, while the more eﬃcient routing will help lower impact on air emissions and save trucking costs. 5 New modern export logistics facility. There is a need for additional transloading and warehousing facilities in the Prince Rupert area to help boost container potential for the export of key Canadian commodities, such as lumber, pulp and dry bulk grains. In early February 2022, PRPA confirmed that along with Prince Rupert operator, DPW and Ray-Mont Logistics, a new, rail-supported logistics facility on Ridley Island for exports is in the “advanced stages” of development and replicates the model successfully adopted in Vancouver (BC). 5 Import logistics facility. PRPA and the Metlakatla Development Corporation are developing an import logistics facility on 34 acres near the Fairview Container Terminal. The South Kaien Import Logistics Facility will be integrated into Prince Rupert Gateway’s logistics hub eco-system. More space, strong historic growth, improved intermodal rail and supporting logistics facilities. DPW and PRPA are putting in place the necessary building blocks to ensure that there will be no capacity crunch in Prince Rupert, or its supporting port eco-system.

For the latest news and analysis go to www.portstrategy.com/news101

8 Figure 1: Development of Prince Rupert Total Container Volumes 2011-2021, in ‘000 TEU

APRIL 2022 | 33

Source: PRPA, dataand.com

Container volumes have increased by an average of 9.9 per cent per annum since 2011 and with strong cargo growth potential, the single terminal at the Port of Prince Rupert is deemed as being insuﬃcient, according to operator, DP World (DPW) and Prince Rupert Port Authority (PRPA). Consequently, DPW and PRPA have entered into a twoyear agreement to explore development possibilities for a new container terminal in the Canadian port – a facility that could add up to two million TEU of additional annual capacity to the Port of Prince Rupert located in Canada’s Pacific Gateway region.

SHORESIDE POWER

INNOVATION TO THE FORE

8 Kiel, Ostseekai: The largest shore power system to date in a German Baltic Sea port can supply two passenger ships at the same time

The following review highlights products, services and systems in the shoreside power supply sector that have recently come to the fore as well as identifies interesting orders placed. It aims to identify developments that are of interest to ports, terminals and other parties now approaching the task of tapping into the environmental benefits of shore side power provision. The latest activities of a cross-section of the sector’s key suppliers are identified on a company-by-company basis. ABB: Surewave Introduced New to the market is ABB’s SureWave Static Frequency Converter (SSFC), a device designed to provide a smooth, automated power transfer from a ship’s onboard generator to an onshore power source. The SSFC includes some new innovations designed for convenience and ease of use. One is its 50 per cent reduction in size from previous models, allowing for easy installation on either a vessel or port side. A higher level of flexibility is oﬀered in terms of frequencies and voltage diﬀerences around the world. This means that it is possible to link 60 HZ powered equipment to a 50 HZ supply network, and vice versa. On top of this, the SureWave is accredited with the PEP eco-passport as verification of the product’s environmental performance. Sebastien Surply, Global Product Group Manager, ABB Power Protection, explains that the shipping industry is under increasing pressure to reduce global carbon emissions and its environmental impact, with many ports introducing penalties for ships using diesel generators when they are docked. “By switching to next generation static conversion technology like SureWave, operators can avoid charges and significantly lower CO2 emissions and noise pollution during their stay. “During SureWave’s estimated 15-year lifetime,” he elaborates, “operators can expect to reduce their CO2 emissions by approximately 350 tons and deliver operational

34 | APRIL 2022

cost savings to port stakeholders in the region of US$1.4 million compared to using traditional rotary systems.” Cavotec: Ampreel and Powermove Shoreside power projects have been coming in thick and fast for Cavotec. October 2021 saw three orders from South Korean shipbuilder Samsung Heavy Industries for its shore power connection systems, in use for container ships ordered by Evergreen, Seaspan and Capital. In March 2022, it was announced that Cavotec’s Power AmpReel shore power connection systems are to be used in conjunction with 13,000TEU and 7000TEU newbuild container ships owned by Chartworld and Eastern Pacific Shipping. The Power AmpReel systems connect the vessels to a shoreside electrical power supply when berthed in port. This eliminates the need for keeping ships’ engines running and thus reduces emissions. Cavotec PowerMove shore power connection systems are in use at the port of Valetta, Malta. Chosen by turnkey electrical system supplier Nidec, Cavotec provided five PowerMove systems to the port to connect cruise liners to shoreside electrical power systems within minutes of a vessel’s arrival. In this case, the systems were tailored to the port’s specific requirements including maximising the area along the berth where ships can connect to power. Four of the five systems are able to travel 45m along the berth from the shore socket box to the vessel connection point. Meanwhile, the fifth extends more than 55 metres to meet the specific requirements of the Deep Water Quay at Valetta. “Shore power will enable visitors and residents alike to enjoy the historic surroundings of Valletta in a cleaner and quieter environment. Cavotec’s shore power connection systems are a vital part of making that happen,” says Christopher Farrugia, Senior Manager of Infrastructure, Malta.

For the latest news and analysis go to www.portstrategy.com/news101

SHORESIDE POWER The systems incorporate remote-controlled telescopic arms that adjust to match tidal variations and the location of power connection sockets on cruise ships. The systems were also chosen taking into account meeting the wide range of cruise ships designs, with a variety of configurations and power requirements, including 6.6KV or 11Kv and in 50Hz or 60Hz. Igus: e-dispenser Options The big news for recent igus shoreside power products is the arrival of the shore power supply e-dispenser. Whereas the previous e-chain reel system needed to be at least partially redesigned for every new port application, the e-dispenser offers a complete system design to suit different customer requirements. Providing modular energy supply solutions for different shore applications for both medium and low voltage connections, the e-dispenser features a ready-to-install package. This includes a conveyor unit with a triflex R energy chain, chainflex cables, connectors, a junction box and harnessing. Schneider Electric: ShoreBoxX The Schneider Electric ShoreBoX is designed to deliver reliable, accessible, safe and emission-free connections. The system is said to be user-friendly, featuring an accessible touchscreen, embedded control and a monitoring system that allows the operator to easily manage settings and to keep fully up-to-date with performance levels and events. One customer employing ShoreBox X is the Port of Montreal, Canada. Vessels calling the port use the Schneider system to keep power for lighting, communications and heating while leaving the main engine switched off. Schneider’s shore power solution is claimed to help the port reduce greenhouse gas emissions to 2800 tonnes per year. Siemens: Continuous Development Siemens is continuously developing its portfolio with ongoing testing and validation. Siemens’ key product SIHARBOR enables ships to get power from the onshore power grid when berthed, so that it is not necessary to operate the diesel generators commonly used onboard – providing numerous benefits not only for port operators, but also for shipowners, local residents, and port staff. These include (for ships): the reduction of maintenance and fuel consumption costs of the diesel generators in the port; (for ports): new business opportunities for operators through the provision of power to vessels and (for local residents and port staff): improved quality of life by reduction of emissions, noise and vibrations. “SIHARBOR can be designed as a turnkey solution, from planning through system integration (with all LV and MV products and switchgear for connection to the grid) up to commissioning and service,” comments Siemens. “The system can optionally be installed in a container or in existing buildings. “In international maritime traffic,” explains Siemens, “around 75 per cent of all ships are equipped with 60 Hz networks. However, only 25 per cent of the countries operate their power grids with this frequency. Therefore, the onshore frequency must be adjusted to the onboard frequency in 75 per cent of the countries. “With the Siemens Power Link (SIPLINK) converter system, ships operating at 50 Hz and at 60 Hz can be supplied.” “SIPLINK,” elaborates the company, “is a converter system adapted for network applications. It can connect two or more medium-voltage AC networks with different voltages, phase angles and frequencies. With SIPLINK, the voltage is adjusted by transformer tap changing and by modification of the converter output voltage. Thus, any required transfer voltage to the ship can be implemented.”

The benefits are identified as: higher overall eﬃciency and reduced space requirements compared to conventional two-point low-voltage solutions and possible cable lengths with up to 1000m due to the sinusoidal output voltage of the M2C technology. As regards operation, in order to eliminate the residual risk of arcing in the plug-in connection, the cable connection to the ship is tested at rated voltage with low power before being connected. On a higher level, the SIMATIC S7 control unit with operator panel monitors the state of the whole SIHARBOR system centrally. “Thereby, all relevant messages and data can be indicated, and all operating and safety functions can be selected,” states Siemens. “The control unit ensures that only permissible switching operations according to IEC/ISO/IEEE 80005 are executed. The personnel who operate the plug-in connection on shore and onboard are generally protected by double electrical interlocks. Protection is ensured both by the software and by the hardware, independently of each other. The whole shore connection system can be remotely controlled from the ship without additional qualified personnel.” In November 2021, Siemens announced a major project in the Port of Hamburg, Germany. The Hamburg Port Authority commissioned Siemens to build the first shore power systems for container ships. An initial test phase will start next year, providing green electricity to container ships at the port’s Burchardkai and Tollerort terminals.

8 ABB’s SureWave Static Frequency Converter (SSFC) smoothly transfers power from a ship’s onboard generator to an onshore power source

Wabtec/Stemmann-Technik Wabtec with Stemmann-Technik technology has delivered shore power solutions, incorporating cable management systems, for cruise vessels, along with ro-ro, ro-pax and container ships. Recent customers include the Port of Rostock, where two cruise ships can simultaneously be supplied with electricity. Elsewhere, the Port of Kiel saw a self-propelled vehicle providing cables to a cruise ship with 16MVA power. The most recent development has just been successfully tested in Southampton, UK and overcame challenges from port operations regarding reliability, tough environmental conditions and diﬃculties with the shape of the quay. The ShoreCONNECT vehicle covered a distance of approximately 7.5m away from the edge of the quay and onto the vessel, with a 50m cable length used. This is said to be the largest vehicle ever for shore power but while maintaining crane stability and limited cable handling eﬀort from an operator, while ensuring a fully safe activity.

For the latest news and analysis go to www.portstrategy.com/news101

APRIL 2022 | 35

SHORESIDE POWER “Every port is different and even inside one port, every quay can be different,” says Georg Matzku, Head of Shore Power, Wabtec. “We see how a port authority can have many and different struggles with adapting cable management to their ‘reality’. Safety, easy handling, low cost of operations and most important – flexibility – are the values we bring to the terminal operators.” Rene Kulik, Sales & Marketing Director, Wabtec, explains further: “Wabtec is the world’s leading manufacturer of shore power and charging solutions for maritime and commercial applications, with seven pieces of self-propelled IEC80005-1 shore power cruise vehicle solutions currently in operation for customers worldwide. We provide ports and vessels with our electrification solution that reduces emissions as well as noise and air pollution. In addition, our technology is durable and efficient, resulting in maximum uptime and therefore, very limited downtime for maintenance. Making the maritime industry more efficient and sustainable is at the heart of what we do at Wabtec and is the reason we are pushing ourselves to better serve our customers, our communities, and the world.” Yara Marine Technologies/NG3 Oslo-based Yara has relaunched its shore power systems, partnering with NG3, the French Greentech company, to take on new orders. Aleksander Askeland, CSO, explains that previously the market had been slow to open up but with a recent increase in new regulations and shore power supporting grants, the NG3 partnership is responding to improved market prospects. The relaunch of Yara’s shoreside

power plans meshes with NG3’s shore connection systems, which include the fully automated cable management system, PLUG, that enables vessels to link to a shoreside power source in a matter of minutes. Camille Chevreau, Sales and Operations Manager, NG3, adds: “We are excited, confident, and proud to partner with a large yet agile company like Yara Marine Technologies and look forward to tapping into their expertise, engineering capacity, and market relations.”

For the latest news and analysis go to www.portstrategy.com/news101

8 StemmannTechnik technology recently supplied shoreside power systems to accommodate two cruise ships simultaneously at the Port of Rostock, Germany

APRIL 2022 | 37

AUTOMATED NAVIGATION AIDS

SMART BUOYS The role of buoys is being extended beyond safe navigation, even the provision of oﬀshore power to vessels is within reach. A J Keyes reports

8 A new venture from Maersk Supply Services will see new smart buoys developed that oﬀer more than just navigational assistance, oﬀshore power supply is within reach

According to maritime technological solutions provider, Arctia, smart buoys are more than just a maritime safety device and furthermore this type of equipment is now attracting the interest of the world’s biggest container shipping line too. So, what exactly are smart buoys and why are they so important to the shipping industry? Arctia explains that the significance of smart buoys is to improve navigational safety in waterways. For example, pilots and vessel tracking systems (VTS) can adjust the light output of beacons, as well as the rhythm of lights to support the traﬃc of goods, but crucially “the light output can be adjusted in real time centrally by the VTS centre and, if necessary, even with a tablet used by the pilot.” In addition, the ability to utilise remote-controlled signs means information can be made available about key areas of interest such as functionality of the light, the condition of the power supply and the actual location of the sign. Consequently, Arctia states that the navigability of the fairway is improved, along with an increase in maritime safety. The other crucial component in the modern shipping world is also addressed - modern technology now in use reduces the carbon footprint, while location inspections of signs can be successfully undertaken more eﬃciently.

38 | APRIL 2022

This is an output that is also endorsed by the UK Government’s Centre for Environment Fisheries and Aquaculture Science (CEFAS), which explains the benefits of collecting marine environmental data. A spokesperson points out there are different areas in which the information can be used. These include how evidence can be used for eutrophication assessments (i.e. richness of nutrients in a lake or other body of water, frequently due to runoff from the land, which causes a dense growth of plant life), improved understanding of environmental variability, new insights into ecosystem function, monitoring change in marine biodiversity, improved model validation and testing and confirming satellite imagery of the sea (“ground truthing”). SCANDINAVIA LEADS In terms of the new technology being developed, Arctia offers a good synopsis: “The main idea behind our smart buoy concept has been to utilise the current maritime buoy infrastructure so that there could be measuring devices owned by several different parties inside the buoy, the data produced can be filtered and distributed to several different user bodies if necessary,” the company explains. There are also virtual AIS (Automatic Identification System) buoys available too. These are different from traditional

For the latest news and analysis go to www.portstrategy.com/news101

AUTOMATED NAVIGATION AIDS buoys as the equipment itself does not exist physically in the water and is only visible on the ships’ navigation equipment. As proof of the level of demand that is known to exist for smart buoys and specialist maritime equipment, Arctia has previously installed 34 smart buoys in in the Saimaa deep fairway, which is the busiest waterway in Finland, to support an EU-led initiative to improve navigational safety (in the Baltic region). Finland is not the only location in Scandinavia taking advantage of smart buoys, with shipping routes in Kattegat and Skagerrak, Denmark, recently seeing the implementation of this equipment to finally oversee a long-standing issue of safe access through previously mined routes from World War II. Now the routes are using smart buoys to guide and separate shipping traffic. In late 2021, tests commenced for new solar-powered smart buoys in the Stockholm fairway as part of the Intelligent Sea EU project, project, intended to utilise navigational systems offering improved service efficiency and maintenance characteristics. Arctica is running the project together with the Ports of Stockholm and the Port of Naantalia and has developed new smart buoys, equipped with solar cells for charging the buoys’ batteries with this, following installation of similar items of equipment at Stockholm Norvik Port. Fredrik Lindstål, Chair of the Board at Ports of Stockholm notes: “We hope that the solar cells, in combination with the fact that the buoy is remotely controlled, using 4G, will make service and maintenance more efficient….a cold, hard winter tests the buoy in severe weather conditions.” This smart buoy is certainly unique because the solar cells are integrated into the buoy and the batteries are specially constructed to be resilient to icy winters. The rechargeable batteries are highly sustainable, with an operational lifetime of between 7-10 years, in comparison to the current normal oneyear lifetime. The buoy design is also configured for remote monitoring of its batteries, solar panel, light signal and position. The EU Intelligent Sea Project runs from 2018 until 2022. The project is funded by an EU grant from the Connecting Europe Facility (CEF) programme. “QUIET POWER” FROM MAERSK Shipping giant, AP Moller Maersk is launching a new company that will install offshore vessel charging stations, to extend the benefits of shore power to sea and support the use of batteries and electric power on ships. As part of the Danish company’s Maersk Supply Services brand, new “platforms” that look like, and act like, an ordinary ocean buoy are due for demonstration later this year for use with vessels calling at an offshore wind farm operated by Ørsted. The new company is called “Stillstrom”, meaning “quiet power” in Danish – it is an early-stage technology spin-out. The company claims it is the first-to-market in offshore charging, enabling idle vessels to power from clean electricity. Sebastian Klasterer, Manager, Stillstrom, said the goal is to install between three and 10 buoys at up to 100 ports by 2028. Ørsted plans to start the testing and demonstration of the buoy in the third quarter of this year. According to the companies involved, the new technology will be able to supply overnight power to one of Ørsted’s Service Operations Vessels (SOV). Testing of the power buoy is expected to last for six to nine months, with the company confirming that the first full-scale charging buoy will be demonstrated in Q3 2022, to support Ørsted’s target of climate-neutral operations by 2025. It is clear that the new smart buoy under development from Maersk Supply Services is being targeted to offer more than just a navigational aid to ships.

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…first-to-market in offshore charging, enabling idle vessels to power from clean electricity Indeed, Stillstrom is confident that the same approach can be scaled-up and adapted to supply power to larger vessels, enabling ships of all sizes to turn off their engines when lying idle. “Offshore charging for idle vessels is critical to facilitating the decarbonisation of the maritime industry since it allows vessel owners to replace fossil fuels with electricity while being safely moored to the charging buoy,” the company states. There is also a clear vision to enable vessels lying at anchor outside ports to be able to switch to these buoys so that the use is the same as shore power while in ports. Steen S. Karstensen, CEO of Maersk Supply Services, explains how the development of the new smart buoys represents an important step in achieving fundamental goals. “Stillstrom is part of our commitment to solving the energy challenges of tomorrow. By investing in this ocean cleantech space at an early stage, we can help lead the green transition of the maritime industry. Stillstrom has been developed within Maersk Supply Services and the timing is right to create a venture that will be focused on delivering offshore charging solutions.”

8 Part of the EU Intelligent Sea Project this smart buoy located outside Stockholm Norvik Port oﬀers remote adjustment of its light intensity and position monitoring

MORE THAN JUST NAVIGATION The new smart buoys and the technology being progressively incorporated show that this equipment is able to offer more than simple navigational assistance to shipping and ports. The base functions and optimising the efficiency of these remain important but the effective expansion of the role of buoys and the value-added services resulting open the doors to a greater contribution to maritime efficiency. As the Stillstrom project highlights, a smart buoy could soon be doing much more to support shipping – and doing so while making a positive contribution to meeting to energy challenges and other environmental considerations.

For the latest news and analysis go to www.portstrategy.com/news101

APRIL 2022 | 39

UNIT LOAD HANDLING

R. STACKER: ELECTRIC PRESENCE John Bensalhia examines the rising interest in the electric reach stacker and charts how the concept is evolving

8 Introduced in December 2021, the Kalamar range of electric reach stackers comprises eight models – six top-lift and two combi

Adopting zero emission technology is a common goal for port and terminal operators around the world. With a growing number of regulations to follow and other factors to consider, such as cost reduction and maximising safety, more operators are turning to electricity as a suitable alternative power source to traditional fuel-run machines. “Europe is the market leader regarding zero emission technology adaptation with especially the Nordic countries taking the lead – similar to what can be seen with electric passenger vehicles,” says Mette Kjems Baerentzen, Product Portfolio Manager, Counterbalanced Container Handlers, Kalmar. “Countries with ‘green’ incentives and high fuel prices in combination with reasonable electricity costs are the front runners. However, there are customers globally that have local incentives or requirements from the local municipalities that request the electric option,” she explains. RELATIVE INFANCY But while ports are buying into environmentally-friendly technology, the concept of the electric reach stacker is still in its relative infancy. As an insight to this, in 2020, Hyster Europe published some thoughts on challenges facing ports looking to use electric reach stacker technology. While battery power is an admirably emission-free solution, size and scale are problems. At the time of setting out its thoughts, Hyster Europe said that technology dictated that the size of the battery would have to be nearly as big as the truck, just to work on one shift. Charging time is also a potential logistical challenge for operators. Recharging means that the electric reach stacker is out of action for a certain amount of time, thus holding up

40 | APRIL 2022

operations. Recharging during the day requires meticulous planning on the part of the operator, who also has to consider the vast quantities of power needed for more than one electric reach stacker. Hydrogen fuel cells are, however, a worthy alternative, converting hydrogen into electricity. Hyster Europe is developing a zero-emission reach stacker featuring a hydrogen fuel cell for the Port of Valencia, Spain as part of the European Horizon 2020 programme and H2Ports project. The port will be the first in Europe to incorporate hydrogen energy into its cargo handling operations. Jan Willem van den Brand, Director Big Truck Product Strategy and Solutions, Hyster, explains the process: “An onboard Hydrogen fuel cell will charge the battery on the fully electric Hyster ReachStacker during operation, which is expected to support continuous operation while providing zero emissions and achieving comparable full shift performance to a conventional IC reachstacker. The truck architecture incorporates electricity as the main energy source at high voltage to power fully electric motors. We plan to maximise uptime, minimise refuelling requirements and help applications to manage power consumption while complying with relevant environmental regulations and incentives.” Another dilemma for ports is the cost side of considering an electric reach stacker in comparison to a conventional diesel-powered machine. Mette Kjems Baerentzen, Product Portfolio Manager, Kalmar, says that while the electric reach stacker will be more expensive to buy than a traditional reach stacker, it still oﬀers a better total cost of ownership in most countries (depending on the cost diﬀerence between diesel

For the latest news and analysis go to www.portstrategy.com/news101

UNIT LOAD HANDLING and electricity). “Part of the better total cost of ownership is also that it will be cheaper to service and maintain.” Hyster Europe adds that there isn’t a one-size-fits-all solution for each port using an electric reachstacker. Operational outcomes depend on a number of factors, including the level of demand and intensity, available charging facilities, and also geographical position – i.e: some energy options are more affordable in some countries than others, making this more of a viable solution to terminals who can afford these costs. GAINING ACCEPTANCE However, with progress in technological innovation, electric reach stackers are beginning to make their mark. Chinabased XCMG, for example, launched its XCS45-EV in 2020, with its first client, Shanghai Harbour Bureau, aiming to achieve environmental benefits but with comparable performance to conventional machines. The XCS45-EV runs on a 235 kWh maintenance-free battery that is capable of a constant eight-hour operation after just two hours charging time. An advantage of the XCS45-EV is that it can be adapted to 220V and 380V for stationary and mobile charging stations. Kalmar officially launched its electric reach stacker range in December 2021, and since then, it has seen big interest with many customers visiting the company at its Innovation Center in Ljungby, Sweden, for test drivies and specific operational analysis on transitioning from existing equipment to an electric fleet. “The change is big since you need to invest in infrastructure before you can accept and use the new technology,” explains Mette Kjems Baerentzen. Commenting on the Kalmar design Baerentzen says: “In general, it’s an electric vehicle and a similar design to other electric vehicles we design and produce, but obviously on a different scale, including larger components, batteries, drive motors etc.” “The main technological innovations are in the optimisation of energy efficiency and the balancing between machine systems for drive and load handling. “We entered into a whole new category in the market of heavy lifting, offering the customers a more sustainable solution with the electrification of reach stackers.” In terms of performance, Baerentzen notes that as a minimum the capability of the electric reach stacker matches that of a diesel reach stacker. “However, the focus is on energy-efficiency and maximising operating time between charging.” The driver of the electric reach stacker also has a lot to gain from its smooth operation. “For the driver, the machine is a dream come true: quiet, smooth and very responsive,” he says. Sany’s 45t electric reach stacker is also designed with the requirements of today’s and tomorrow’s terminal operations in mind. With respect to charging, the Sany model can work continuously for five hours after one charge. When it is not – or cannot be charged, a range extender is turned on, meaning that it can meet 20 hours operation in one day. Sany says that the reach stacker has been “greatly optimised in dynamic performance” with extra protection for both engine and gearbox boosting longevity. It features intelligent control technology, using automatic adjustments in dangerous conditions to prevent any possible rollovers or accidents. Also, the control of the position of the reach stacker spreader and boom prevents the risk of collision and accidents during port operations. Sany reach stackers in general have been used in diverse locations around the world, including Florida, South Korea and Australia. Considering the high voltage level employed with this

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The electric reach stacker oﬀers a better total cost of ownership equipment type, operators must make special arrangements for electric reach stacker system maintenance – with dedicated, knowledgable and experienced teams performing the necessary checks. “Since the electric reach stacker is high voltage equipment, service and maintenance related to the battery needs to be performed by a certified electric vehicle technician,” underlines Baerentzen. MORE TO COME While the electric reach stacker system is still in its early years and doubtless will be the subject of further refinement it is the focus of growing interest and step by step positive acceptance. Hyster particularly points out that its energy recovery systems are eliminating the problem of operational delays, boosting uptime and also lowering energy costs. “These patented Hyster energy recovery systems recover and store energy from lowering loads and braking,” says Jan Willem van den Brand. “They help to increase uptime through longer periods between charges or refills, while also helping to reduce the overall energy costs.” “The use of hydrogen also has potential to reduce planning complexity or charging. Continuous operation is possible as long as hydrogen is available from the on-board hydrogen tanks. Even when refilling is required as this is fast.” At a market level, Kalmar points to the enthusiasm of customers to adopt the system highlighting the example of Westport AS. The company took delivery of a Kalmar electric reach stacker in the early quarter of 2022 with Kurt A. Ommundsen, CEO, Westport, noting: “The fact that we are the first in the world to use a new and innovative technology from Kalmar speaks volumes about our ambition to be at the forefront of the green shift. Our investments in electrification, hybrid solutions and biodiesel will enable us to reduce our emissions by 56 per cent in 2022.” Also a positive market indicator, Kalmar reports a one-year agreement signed with Norwegian rail operator CargoNet covering the field-testing of a Kalmar electric reach stacker. CargoNet is Norway’s leading rail-freight operator, focused on n intermodal services between Norway and Sweden, and the e unit to be field tested with it will have a wheelbase of 7.5m 5m and stacking capability up to six high. The maximum lifting ting capacity of 45 – 35 – 34 – 23 tons in the 1st, 2nd, 3rd and 4th h rows respectively is, according to Kalmar, a world first for an electric reach stacker.

For the latest news and analysis go to www.portstrategy.com/news101

8 Jan Willem van den Brand, Director Big Truck Product Strategy and Solutions, Hyster – prototype development underway at the port of Valencia incorporating a hydrogen fuel cell

APRIL 2022 | 41

CONTAINERISED FRUIT: BRAZIL

FRUIT: ON FERTILE GROUND Brazilian gateway ports for fruit are capturing greater cargo volumes. Rob Ward assesses their performance and plans to facilitate further growth

8 Responding to burgeoning containerised fruit volumes, APM Terminals has a new SSGC on the way

Driven by a worldwide and southern Brazilian appetite for more fruit, the north coast port of Pecém has posted record throughput in 2021 of 470,000TEU, which is 10 per cent higher than the previous year and much more than double its throughput of 200,000TEU in 2017. To meet this growing demand APM Terminals Pecém has launched a Reais150 million (US$29.01million) spending spree on new equipment, including a new ZPMC Ship to Shore Gantry Crane (SSGC) which will be arriving in Brazil in either July or August, just in time for the next peak fruit export season. Once the new SSGC (with a reach of 22 rows) arrives, productivity at the terminal – which since 2008 has been majority owned by AP Moeller Terminals, which also has port facilities in Santos and Itajai in Brazil – is scheduled to improve by more than 50 per cent. When the new crane is added to the two existing SSGCs supported by one Liebherr MHC, the facility will be able to operate two large container vessels simultaneously for the first time. It also has a draught of more than 15 metres so can handle the largest vessels currently deployed on East Coast South America trade lanes. Around 37,000TEU of fruit passed through the container yard at Pecém during the recently completed season (which closed at the end of March), with the main fruits driving the rise in exports out of Brazil in recent years being mangoes, melons and grapes, with apples and lemons/limes providing strong support, although apples tend to get exported more often from the south of the country, mostly via Itajai and Paranagua, rather than via Pecém. According to the Brazilian Association of Fruit Producers and Exporters (Abrafrutas, based in Brasilia), the South American country exported 1.24m metric tons of fruit last year (which is approximately 130,000TEU) and burst through the US$1billion per year barrier for the first time. Overall volumes were up 18 per cent and sales were up 20 per cent. A weak Real (which is now Reais5.2 to the US dollar compared with 4 three years ago, and just 3 five years ago), has made

Brazilian fruit considerably more attractive to importers in both Northern Europe and the US as well as Canada, and that’s where the vast majority of exports are headed. BURGEONING VOLUMES Abrafrutas biggest revenue earner is mangoes, with US$248 million worth of exports in 2021, followed by melons (US$165 million). Volume-wise mangoes accounted for 272,560mt (up 12 per cent over the 2020 figure (equivalent to around 26,000TEU) and melons for 257,902mt representing a nine per cent increase year on year. Grapes accounted for US$155m and 76,631mt, up 43 and 55 per cent respectively. Lemons/limes saw sales of US$123m and a volume of 144,944mt, up 21 per cent across both criteria. Apples came in at US$73.8m and 99,000mt, up 79 and 58 per cent respectively, and taking the mantle of the biggest climbers. North Europe receives some 70 per cent of all the fruit exported from Brazil and with this in mind managers at APM Terminals Pecém, located some 30 miles west of Ceara state capital Fortaleza, each year see an additional service to the region during the peak export season, which usually runs from August to March. In addition, the facility hosts seven cabotage and Gran Cabotage services which help ship the fruit to the south of Brazil and Argentina/Uruguay respectively. Abrafrutas attends key trade shows in Europe – such as Fruit Logistica in Berlin this month (April) and Fruit Attraction at the Ifema Feria in Madrid (in October) – every year to bolster export markets. Last year the organisation, along with the Complexo do Suape (the port authority for Pecém), also attended an event in Madrid. Marcelo Gurgel, the commercial manager for APM Terminals Pecém, told Port Strategy that the terminal operator itself would also this year have a presence at both the Madrid and Berlin shows, highlighting its commitment to this key market, and with the aspiration of further growing volumes. “We are the biggest exporting terminal for fruit in Brazil

For the latest news and analysis go to www.portstrategy.com/news101

APRIL 2022 | 43

CONTAINERISED FRUIT: BRAZIL

8 Brazil broke through the US$1 billion barrier for fruit exports for the first time in 2021

and the last year has certainly been a good one,” Gurgel said, adding, “but there were some problems with the global crisis and shortage of empties, etc. For this year we are expecting further increases and we are adding more extra services for our customers.” One of the key services out of Pecém is the Hamburg Sud/ Hapag Lloyd Tango options to the East Coast of the United States (ECUS), which connects north Brazil to Miami and Florida (via Port Everglades), and the North East conurbations around New York City and Philadelphia. Some 15,894TEU was carried between last August and March of this year. Also notable is MSC and Hapag Lloyd hosting the NWC service to northern Europe from Pecém as well as the WMED service. The carrier notes that Antwerp, the first port of call on the NWC, is 10 days sailing away, and Rotterdam (the main hub for melon imports in Europe, where around 40 per cent are unloaded or transshipped) just 12 days. NWC transported 28,100TEU this season. “Pecém is one of the most modern and secure ports in Brazil, therefore melons loaded there can be processed quickly and eﬃciently,” states MSC. Pecém’s seven cabotage services ship its main fruits (mangoes, melons and grapes), along with more specialised fruits from the Amazonas region (such as caju, guarana, cupuacu, aca and acerola), to the major population centres in the South and South East regions of Brazil (including the Sao Paulo megapolis with around 20m inhabitants). Cargo moves via the ports of Rio de Janeiro, Santos, Paranagua, Itajai and Rio Grande. Some of the more exotic fruits are loaded at Vila do Conde, close to Sao Luis, which also has regular cabotage connections to the populated south of the country. In the other direction, Pecém sees the unloading of large numbers of containers stuﬀed with rice, one of the main staples for Brazilians in the North and North Eastern states, in Bahia (port of Salvador), Pernambuco (ports of Recife or Suape), and Ceara (Fortaleza and Pecem). The main cabotage services are those from Alianca Navegacao (a Brazilian flag sister company of Maersk Line), Mercosul Line (acquired by CMA CGM in 2017) and Log In (the last surviving Brazilian box carrier until December of last year when MSC bought a majority shareholding). These services link the Amazonas port of Manaus to Pecém, and then all key ports down to Santos, Rio de Janeiro, etc with onward connections to Argentina and Uruguay, where mango and melon shipments are also unloaded. NUMBER TWO AND THREE The port of Natal, in the state of Rio Grande do Norte, is the

44 | APRIL 2022

second biggest fruit exporter, with 28,000TEU handled from August 2021 to March 2022 with CMA CGM its biggest box carrier. The French company’s Caribbean and US Gulf service shipped around 49,886TEU during the current season, mostly from Natal, which is the closest port to Europe. The port of Salvador, in the northeast state of Bahia, is the third largest gateway for Brazil’s mushrooming fruit exports. In 2022 Salvador handled 9188TEU of melons and grapes from the Sao Francisco Valley, which was eight per cent more than the 8486TEU handled in 2020. “We have had a very good 2021 and we are optimistic that 2022 will also be a very good year,” says Demir Lourenco, the CEO for Tecon Salvador, the box terminal operated by the Wilson, Sons group. This facility has also undergone considerable expansion to be able to deal with growing reefer and dry cargoes. “We are completing the dredging of a new quay and once that is done our capacity will rise from 430,000TEU per annum to 530,000TEU,” highlights Lourenco.

‘‘

Mangoes and melons lead fruit export sales

Tecon Salvador initiated a US$113 million expansion plan back in 2018 and this July expects the remainder of that plan to be oﬃcially completed when a newly extended linear pier of 800m begins operations. The extension has taken longer than expected to complete due to delays in obtaining the environmental license for capital dredging but it is all systems go now. In the meantime, three New Panamax SSGCs arrived just over a year ago – bringing the total in service up to nine in anticipation of the extension, thereby allowing the facility to operate two large container vessels (each of up to 366m in length) and one smaller ship simultaneously for the first time. Previously it was just one large vessel, with a maximum length of 307m, and one small ship. Another parcel of the expansion plan was the addition of five more RTGs, giving a present-day fleet total of 16. In terms of reefer plugs, Tecon Salvador deploys just 600, leaving it some way behind APM Terminals Pecém – which has 1,800 in situ – but Lourenco told Port Strategy that this number is suﬃcient for today’s needs and more would be brought in “as and when required”. The three key fruit shipment ports – Pecém, Natal and Salvador – are all equidistant from the Sao Franciso Valley fruit growing region in Pernambuco, from where 80 per cent of all Brazil’s mangoes are grown. One senior executive for a major carrier, who did not wish to be identified, said he would like to see more fruit and reefer shipments added from the Pernambuco port of Suape.

For the latest news and analysis go to www.portstrategy.com/news101

PRODUCTS & SERVICES DIRECTORY

Email: neuero@neuero.de Tel: +49 5422 9 50 30 neuero.de/en/

C ONNECTION SOLUTIONS

Specialist for pneumatic ship unloaders and mechanical ship loader. NEUERO follows the MADE IN GERMANY quality tradition. Now with more than100 years of tradition in the manufacture of reliable and high-quality conveyor systems worldwide.

C ARGO HANDLING EQUIPMENT

B ULK HANDLING

A UTOMATION TECHNOLOGY

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

NEUERO Industrietechnik GmbH

Over 60 years supporting Container Terminals in port operations: we create strategic ǁëŒƪėɆëŝĐɆļŝĉƎėëƖėɆƋƎŨǘƢëĈļŒļƢǈɆ ƢķƎŨƪİķɆƖŨŒļĐɆëŝĐɆƎėŒļëĈŒėɆ 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

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/

C ONSULTANTS

B ULK HANDLING

Staubli_Directory Mar 2021.indd 1

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

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

Taylor Machine Works designs, engineers, and manufactures more than 100 models of industrial lift equipment with lift capacities from ,000-lbs. to 125,000-lbs.

excellent returnCambridgeshire on investment. Gemini House Business Park, Gemini House Cambridgeshire 1 Bartholomew’s Walk, Ely Business Park, Cambridgeshire 4EAEly 1 Bartholomew’sCB7 Walk, England, United Kingdom (UK) Cambridgeshire CB7 4EA Tel: United +44 1353 665001 (UK) England, Kingdom Fax:+44 +44 1353 1353 666734 Tel: 665001 sales@samson-mh.com sales@samson-mh.com www.samson-mh.com www.samson-mh.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.

YOU CAN DEPEND ON BIG RED!

Tel: +44 (0)2882 251100 Email: sales@telestack.com www.telestack.comw #WeHaveTonnesToTellYouAbout

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

Vigan ID.indd 1

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

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

25/01/2022 11:45

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

E LECTRIFICATION SOLUTIONS

27/01/2021 11:29 Telestack Directory June 2021.indd 1

C OMPONENTS

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We are a UK-based independent consulting ﬁrm with a mission to provide ﬂexible, affordable, and agile Port & Logistics consultancy services to our clients. PORT STRATEGY PORT EXCELLENCE PORT-CENTRIC LOGISTICS

London & Port Logistics ID.indd 1

LASE Industrielle Lasertechnik GmbH

25/02/2021 15:49

London Port & Logistics Consulting Ltd Tel: +44 7379 039957 info@lplc.co.uk www.lplc.co.uk

3690 N Church Avenue Louisville, MS 39339 USA +1 662 773 3421 CONTACT?SALES TAYLORBIGRED COM www.taylorbigred.com

D REDGING

Overland Conveyor Pipe Conveyor Stacker & Reclaimer Shiploader

Taylor Machine Works, Inc.

C ARGO HANDLING SYSTEMS

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

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

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

25/01/2022 12:03

For the latest news and analysis go to www.portstrategy.com/news101

APRIL 2022 | 45

PRODUCTS & SERVICES DIRECTORY

Port Strategy Directory Contact Tim Hills +44 1329 825335 www.portstrategy.com H ANDLING EQUIPMENT

G RABS

MRS Greifer GmbH

Camco ID June 2021.indd 1

Phone : +919727738429 E-mail : Info@irmome.com Website : www.irmome.com

19/05/2021 14:16

Künz GmbH

To advertise in the

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.

Port Strategy Directory Contact Tim Hills +44 1329 825335 www.portstrategy.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

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

Sany SanyAllee Allee11 50181 Bedburg, Germany D-50181 Bedburg Tel: 100 Tel:+49 +49 2272 2272 90531 90531 100 Email: info@sanyeurope.com info@sanyeurope.com Email: www.sanyeurope.com www.sanyeurope.com

Tel: +358 3 211 0403 Email: sales@visy.fi Web: www.visy.fi/

25/01/2022 11:42

To advertise in the

Port Strategy Directory Contact Tim Hills +44 1329 825335 www.portstrategy.com

TT Club Directory March 2021.indd 1

01/03/2021 For14:40 the

S IDELIFTER/SIDELOADER

I NSURANCE

Sany ID.indd 1

Visy systems reduce VISY Oy expenses, optimize safety & security, and VISY takes pride incapacity solving via increase throughput operational problems,Our specialising process automation. singlein gate automation and system access platform gate operating control solutions in ports and and OCR solutions manage all terminals. Their solutions cargo, assets & personnel streamline processes resulting movements via quay, rail or road in saving money and to keep operations moving. increasing productivity.

P OWER TRANSMISSION

Orts GMBH Maschinenfabrik

46 | APRIL 2022

With products ranging from Marine fenders, Offshore installation aids to products for the Foundation of offshore wind.

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

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.

IRMOME is the world’s most preferred offshore and marine rubber engineering products manufacturing company.

IRM Directory July-Aug 2021.indd 1 30/06/2021 14:24

01/02/2021 13:12

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

CAMCO Technologies NV Visual- and Micro Location- assisted process automation solutions for container, ro-ro and rail terminals worldwide. Accurate crane, gate & rail OCR systems and Gate Operating System software helping terminals accelerate terminal and gate activity. Technologielaan 13 Leuven, Belgium +32-16-38-9272 +32-16-38 9274 info@camco.be www.camco.be

MARINE FENDERS

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

Fogmaker Directory.indd 1

I T PORT AUTOMATION

F IRE SUPPRESSION SYSTEMS

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.

Conductix-Wampfler 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

Hammar Maskin AB Hammar Maskin AB is developing, manufacturing and marketing Sideloaders, also known as Sidelifters, Swinglifters or Self loading trailers, under the brand name HAMMAR™. Buagärde 36, Olsfors 517 95 Sweden Tel: +46-33 29 00 00 Fax: +46-33 29 00 01 info@hammar.eu www.hammar.eu

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PRODUCTS & SERVICES DIRECTORY

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

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

T RACTORS

Navis understands that as ships get larger and operational processes become more complex - efficiency, collaboration and productivity are essential. As a trusted technology partner, Navis offers the tools and personnel necessary to meet the requirements of a new, and ever-evolving, global supply chain. World Headquarters 55 Harrison Street Suite 600 Oakland CA 94607 United States Tel: +1 510 267 5000 Fax:+1 510 267 5100 Web: www.navis.com

Solvo Europe B.V.

T ERMINAL OPERATIONS SYSTEMS

S PREADERS

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

T ERMINAL OPERATIONS SYSTEMS

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

T ERMINAL OPERATIONS SYSTEMS

S PARE PARTS

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.

MAFI Transport-Systeme GmbH 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

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

POSTSCRIPT SHORTCOMINGS EXPOSED

‘‘

The war Putin is prosecuting with Ukraine does not have a serious rationale behind it

The full impact of President Putin’s invasion of Ukraine is yet to be seen but as of mid-March it is clear that it is shaping to be more than he bargained for. Spurred on by ever tightening sanctions Russia’s linkage to global organisations and activities in the maritime sector is reducing fast. From a country well integrated into global trading and operations it is rapidly taking on the mantle of a stigmatised entity with which global players and inward investors do not wish to be associated. The exodus from related shipping, transport, cargo handling and logistics operations is at the forefront of the closing down of engagement with Russia. It is estimated that there are around 1500 Russianaﬃliated vessels that now face restrictions. Underpinning this the US and the UK have announced bans on imports of Russian oil and gas, and energy majors like Shell are withdrawing lock stock and barrel from the country. Russia’s class society and flag registry have been expelled from the International Association of Classification Societies (IACS) and class societies Lloyd’s Register and DNV have announced their withdrawal from Russian operations. The container sector has seen a broad-based suspension of Russian operations spanning liner, intermodal and logistics operations plus Maersk has decided to take a financial hit and divest its 30.75 per cent stake in Russia-based Global Ports which controls six terminals in Russia and two in Finland. Also significant, European terminal operators are downing tools on handling Russian cargo. “An increasing number of our terminal service providers in Europe are advising us that they will no longer be able to handle any additional cargo originating or destined for Russia, including transshipments,” Maersk said in a recent statement. This includes Germany’s top two terminal operators, HHLA and Eurogate, with the suspension incoporating trucking and rail operations. PUTIN ‘BLOCKADE’ WORKING WELL Even at this early stage, it is apparent that the measures enacted against Russia, or to be more precise in response to President Putin’s decision to attack the Ukraine, are working.

48 | APRIL 2022

8 President Putin – detached from colleagues – detached from reality?

Clearly, Putin had not anticipated the scale of the response and the resulting coordinated action in support of Ukraine. Indeed, there doesn’t appear to be many aspects of his campaign that he has anticipated correctly. The idea of a blitzkrieg style war has long since disappeared. By all accounts, Russian advances have been painful and at the time of writing stalled – not least due to failed supporting logistics. The vision of Russian troops being welcomed with open arms into the Ukraine is now shown to be a complete fallacy. In contrast to this, bodies of young conscripts are going home to Russia and there are signs of unrest there. It is a fact that one of the triggers of the break-up of the Soviet Union was the response of the mothers of Russian soldiers killed in Afghanistan. Today Russian mothers are being put in a similar position, the outcome of which is yet to be seen. News channels in Russia have shrunk down to basically state operated outlets churning out propaganda but even with these journalists are said to be leaving and then there is the telling revolt of Marina Ovsyannikova, the Russian journalist who held up a No War sign on state TV. Putin’s ‘right by might’ propaganda machine appears monolithic and cumbersome compared to the Ukraine’s freewheeling eﬀorts led by the straightforward and likeable President Zelensky. Another battle lost by Putin. It is becoming progressively clear that all these facts highlight one indisputable reality, namely that the war Putin is prosecuting with Ukraine does not have a serious rationale behind it supported by a well-conceived strategy. The end game, so it appears, is based on more going back in time than taking Russia forward in a meaningful way – eﬀectively the recreation of the Soviet state and its geo-political sphere of influence. Or, as some have suggested, the actions of an unstable personality aggravated by illness and living for too long surrounded by yes men and surveying the world from an ivory tower disconnected from reality. Where have we seen this before?

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