SEPTEMBER 2022 VOL 1022 ISSUE 7
portstrategy.com
Middle East Lower Gulf Review | Burgas Investment | Tales from TOC Rotterdam
DANGEROUS GOODS: Problems & Solutions THE BIG SHIPS ARE COMING… UKRAINE: WHAT NEXT? STS CRANE DESIGN FOCUS
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
Essential Reading
The shipping and ports sectors have in recent years shown a vulnerability to serious hazardous cargo related incidents. The National Cargo Bureau has conducted studies which throw some light on the potential scale of the problem. It has also developed Hazcheck Detect – a cargo screening tool
If you have anything to do with dangerous cargo take the time to read the article, Take a Holistic Approach on p24. The article, authored by the National Cargo Bureau, details a survey it undertook of 500 containers in the US which revealed a catalogue of errors covering how cargo was stowed, improper placarding and mis-declared cargo. Fifty-five per cent of the containers examined failed with one or more deficiencies. Move swiftly on and think of such a container, carrying dangerous goods, onboard a high-capacity container vessel. It doesn’t take much to imagine what can happen because it has happened, an explosion/fire which puts the lives of the vessel’s crew seriously at risk. Furthermore, the incidence of serious fires onboard such vessels appears to be steadily increasing. Highlights of serious incidents include: 5 2012: MSC Flaminia, a fire burned for six weeks, resulting in the death of three crew, the destruction of 70 per cent of the cargo and the vessel being declared a constructive total loss. 5 2016: one of a number of incidents during the year – the 9000TEU CCNI Arauco caught fire in the port of Hamburg, Germany. 5 2017: the 13,800TEU MSC Daniela was on fire for over a week off the coast of Sri Lanka. 5 2018: the 15,226TEU Maersk Honam caught fire south-east of Oman, five crew members lost their lives and the incident resulted in one of the largest general average claims on record. 5 2021: Zim Kingston, the fire took a week to put out at the emergency anchorage in Vancouver. In more than one case, it is clear that such incidents can be traced back to the type of hazardous cargo errors identified in the NCB survey. What is the solution or at least path to minimising risk in conjunction with this seemingly growing problem? NCB has developed Hazcheck Detect, a cargo screening tool for mis-declared and undeclared dangerous goods which, it reports, is seeing increased take up by shipping lines. It screens approximately 15 million requests monthly, realising 500 – 1000 ‘hits’ a day. This, NCB underlines, prevents 40 – 50 high risk containers per week being loaded onto vessels. Ports and terminals, however, also have an influential role to play in reducing the risk of serious incidents and, as the article on p24 explains, particularly through: improving the knowledge of personnel with the implementation of an effective IMDG Code training programme and encouraging the adoption of digital tools to improve shipping practices. Both of which can, of course, not only promote greater safety onboard vessels but also in terminals which, experience confirms, are also vulnerable to serious hazardous cargo related incidents.
For the latest news and analysis go to www.portstrategy.com
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 Sales Executive: Rhys Lawton rlawton@mercatormedia.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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SEPTEMBER 2022 | 3
sis
om/enews
CONTENTS SEPTEMBER 2022 VOL 1022 ISSUE 7
portstrategy.com
Middle East Lower Gulf Review | Burgas Investment | Tales from TOC Rotterdam
NEWS 17 Vietnam Plans New MSC Hub
17 Moving Forward DCT Gdansk T3
19 Traction Gained? Iraq’s Al-Faw Port
19 Valencia Hydrogen
DANGEROUS GOODS: Problems & Solutions
Infrastructure installation
THE BIG SHIPS ARE COMING… UKRAINE: WHAT NEXT?
11 Next eBL Phase
STS CRANE DESIGN FOCUS
DCSA Proof of Concept
On the cover Dangerous goods onboard a container vessel represent a serious risk. The damage a fi re triggered by dangerous goods can cause is plain to see and can extend to loss of life and a vessel being declared a total constructive loss. Where, however, this is due to mis-declared or undeclared dangerous goods, solutions are at hand for shipping lines and port/ terminals alike to reduce the risk of a serious incident – see p24
11 New BIMCO Standards
Greater eBL uniformity
13 Sagunto Hyperloop Prototype from Zeleros
13 Robust Cybersecurity K Line initiative
21 T he Big Ships are Coming
Implications assessed
22 U kraine: What Next?
Forward picture analysed
24 Dangerous Goods
Take a Holistic Approach
27 From Doha to Sohar Middle East Lower Gulf review
29 Capacity Overload Lower Gulf overbuild fears
30 C oming up on the Rails
Competition for Jebel Ali
33 T he Young Contenders
17 PSA Crane Boost
35 Burgas Investment
King Abdulaziz investment
17 New Fender Systems
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
15 Kalmar China Deal Cargotec Agreement with RIC
is a proud support of Greenport and GreenPort Congress
SEPTEMBER 2022
Guayaquil benefits
International Portfolio ambitions
Investor onboard
36 New Frontiers STS crane design
39 The Reel Deal
Power supply priorities
42 Tales from TOC 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
Online portstrategy.com 5 Latest news 5 Comment & analysis 5 Industry database 5 Events Online Social Media links Weekly E-News portstrategy.com LinkedIn Sign up for FREE at: 5 Latest news PortStrategy 5www.portstrategy.com/enews Comment & analysis portstrategy 5 Industry database YouTube 5 Events Weekly E-News Sign up for FREE at: www.portstrategy.com/enews
Inland container barging and a clever spreader
REGULARS
Social Media links LinkedIn 18 The New Yorker PortStrategy Crystal Ball Gazing portstrategy YouTube
50 Postscript
Is a new order looming? 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
18 The Analyst
Social MediaAlternative links to BRI? LinkedIn PortStrategy 19 The Economist portstrategy YouTube Logistics Uncertainties
& Problems
19 The Strategist
Sensible Shoreside power
For the latest news and analysis go to www.portstrategy.com
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 Join leading port executives in Athens, Greece from 14-16 October 2019 www.greenport.com/congress
The is a executives meeting JoinCongress leading port point that provides senior in Athens, Greece from executives with the 14-16 October 2019solutions they require to meet regulatory www.greenport.com/congress and operational environmental challenges. Stay in touch at greenport.com Join leading port executives in Athens, Greece from 14-16 October 2019 www.greenport.com/congress
SEPTEMBER 2022 | 5
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PORT & TERMINAL NEWS
MSC TARGETS NEW VIETNAM HUB
BRIEFS Adani’s Israel Win
Terminal Investment Ltd (TIL), the investment arm of Mediterranean Shipping Co (MSC), is targeting involvement in a largescale transshipment hub in Can Gio, to the south of Ho Chi Minh City. TIL is planning to develop what will be the largest container port complex in Vietnam with partners Vietnam National Shipping Lines and Saigon Port. Phan Van Mai, Chairman of the Ho Chi Minh City Government, confirmed in a statement to Pham Minh Chinh, Prime Minister of Vietnam, that the proposal had been officially received.
The planned facility when fully developed will see up to 7.2km of quay line, water depth for ships up to 24,000TEU in size and a total throughput capacity of between 10 and 15 million TEU per annum. Local media in Vietnam are reporting that the concept has been “greeted favourably.” If the proposal is approved by the necessary authorities, construction could commence in 2024, with the opening phase operational four years later. The plans anticipate full build out being realised by 2040.
8 TIL and partners are targeting the construction of the biggest container port in Vietnam, with operations commencing by 2028
Can Gio port is based at the mouth of the Thi Vai – Cai Mep River in between Dong Nai and Ba Ria – Vung Tau provinces and upon completion would replace Cat Lai Port in HCMC’s Thu Duc City as the nation’s largest terminal. Cat Lai Port has a reported annual capacity of 6.4 million TEU per annum and is by far the dominant volume facility for the south of Vietnam.
DCT GDANSK T3 MOVING FORWARD DCT Gdańsk (Poland) has confirmed it has signed a contract for the construction of a third terminal, known as T3, with a consortium of Budimex and Dredging International. Construction is due to start before the end of September 2022 and will involve a 717m quay with a depth alongside of 17.5m and a yard area of 36,500m2. To support the ability to handle the largest container ships in service, seven new ship-to-shore gantry cranes will be commissioned with 20 semiautomatic Rail Mounted Gantry (RMG) cranes operating in the container yard. The first phase of this new terminal will increase DCT Gdansk’s handling capacity by 1.7 million TEU per annum to offer a total capability of 4.5 million TEU per year.
Adani group of India has successfully secured a deal to privatise the Port of Haifa, Israel. The winning bid of US$1.18 billion was offered in conjunction with local logistics group, Gadot. Adani has a majority 70 per cent stake and Gadot will hold the remaining 30 per cent in the concession that has been awarded to 2054. Adani’s bid was 55 per cent higher than the second ranked bid received. Shanghai International Port Group also operates a terminal at the port.
MSC Le Havre Spend
Mediterranean Shipping Co (MSC) is investing US$706.4 million in the Port of Le Havre. The project has been confirmed by MSC’s investment subsidiary, Terminal Investment Limited (TIL) and is for the TPO/TNMSC container terminals. It involves additional gantries at six berths and doubling the yard equipment with completion expected by 2028. All equipment will be electric-powered, with shore-based power provided.
Albania & Kosovo Ports
Charles Baker, CEO, DCT Gdańsk, notes: “During construction, we will take all precautionary measures to protect the environment, marine life and habitats in the area influenced by the construction. Once complete, the terminal will be the most advanced of its kind in the Baltic Sea and will reflect our commitment to sustainable investing and operating, with
For the latest news and analysis go to www.portstrategy.com
8 The new Terminal 3 at DCT Gdańsk is on the starting blocks and is scheduled to come into operation by mid-2024
reduced CO2 emissions during the construction and with the container handling equipment we will deploy.” The T3 project is scheduled to be ready for operation by mid-2024, with full project completion Q2 2025.
Plans for the relocation of the port of Durrës to Porto Romano, Albania, and for a dry port in Pristina, Kosovo, have been presented to the governments of Albania and Kosovo, according to Dutch engineering consultancy firm, Royal HaskoningDHV. The plan involves the existing Port of Durrës moving out of the city area of Durres to a new location at Porto Romano, nine km to the north, while a new inland terminal is planned near Pristina, Kosovo. Both locations have been chosen to facilitate more rational development.
SEPTEMBER 2022 | 7
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PORT & TERMINAL NEWS
Source:AlFaw Port
Valencia Hydrogen
TRACTION FOR IRAQ’S AL-FAW PORT? A new consortium has plans to negotiate for the proposed first phase of the Port of Al-Faw in Iraq. This facility is located on the Kawr Abdullah Channel in the Faw peninsula, to the south of the existing Basra Port and has been under consideration for some time. Indeed, it was first announced back in 2010 but political and social instability in the country and concerns over oil pricing have continued to delay positive progress. However, in 2019 the dredging and breakwater was completed and at the end of 2020, Daewoo Engineering & Construction (Daewoo E&C) was awarded a
port construction contract, reportedly worth US$2.7 billion. Now, Daewoo E&C has joined with Busan Port Authority and SM Line Gyeong-in Terminal to form a South Korean consortium targeting the operating concessions of the container terminal that is part of the first phase of the port project. Current plans indicate development of a Phase 1 consisting of five container shipping berths that can each accommodate ships of up to 23,000TEU. The long-term objective, if brought to fruition, is for 100 berths offering 7.5 million TEU of annual
8 A new South Korean consortium has been formed to negotiate for operating concessions at the proposed new Al-Faw Port in Iraq – if built
Moroni Deal
No Global Deal
Leith Wind
The Union of the Comoros and Moroni Terminal have confi rmed there has been an amendment signed to the concession agreement for the container terminal at the port of Moroni in the capital of Comoros. A US$10.2 million investment plan will be implemented covering modernisation of the infrastructure and equipment at Moroni Terminal, operated by Bolloré Ports. This will include new quay construction.
A potential takeover of cruise port specialist Global Ports Holding plc (GPH) by MSC subsidiary, SAS Shipping Agencies Services Sarl (SAS) has been scrapped. In an announcement from GPH, the company confirms that “GPH’s board of directors has now terminated the talks with SAS.” In June 2022, SAS had approached GPH is the world’s largest cruise port operator with operations in the Caribbean, Mediterranean and Asia-Pacific.
For the latest news and analysis go to www.portstrategy.com
capacity by 2038. This is on the assumption that the first phase is completed in 2028, with capacity of four million TEU per annum. The rationale for Al-Faw Port is to act as a gateway for goods moving from the Mid-East Gulf, South and East Asia and Europe. A new highway, connected to Umm Qasr via the Silk Tunnel, is also targeting access to/from Turkey, assuming, of course, the project suffers no further delays or changes to infrastructure plans.
The Port of Leith, Scotland, part of Forth Ports, has signed a new reservation and collaboration agreement with BP and Energie BadenWürttemberg (EnBW) to act as the marshalling port for the 2.9 GW Morven off shore wind project. Involving an investment of US$59.5 million, Forth Ports will develop an off shore wind berth for laydown and marshalling of specialist off shore wind equipment by the end of 2023.
The Port of Valencia, Spain, has commenced installation of hydrogen infrastructure on its north quay in the Bracet de la Xità area of the port. The development of a generator, compressor and tank forms part of the planned H2Ports project. The hydrogen station will supply the fuel necessary to support continuous working cycles of port equipment. These include machinery in use in the construction phase as well as a reach stacker vehicle being tested at MSC Terminal Valencia. In addition, a conventional 4 x 4 tractor unit has been adapted for this power source for testing in loading and unloading operations at Valencia Terminal Europa operated by the Grimaldi Group. The European project enabling Valencia to employ hydrogen for port machinery is called “H2PORTS - Implementing Fuel Cells and Hydrogen Technologies in Ports”. It is an initiative coordinated by the Valenciaport Foundation in partnership with the Port Authority, with financing from the Clean Hydrogen JU programme of the European Union. The key objective of the process is to test and validate hydrogen technologies for port machinery by providing real working solutions without negatively impacting the performance and safety of port operations, while also producing zero local emissions.
BRIEFS Fernandina Acquired
Worldwide Terminals Fernandina, manager and operator of the Port of Fernandina (FL), has been acquired by Transportation Infrastructure Partners (TIP). Located northeast of Jacksonville, Fernandina’s port facilities specialise in intermodal activities for breakbulk, bulk and containers. TIP, a joint venture between Ridgewood Infrastructure and Savage, recently bought Carolina Marine Terminal in Wilmington (NC).
SEPTEMBER 2022 | 9
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DIGITAL NEWS
NEXT eBL PHASE FOR DCSA… The Digital Container Shipping Association (DCSA), along with its nine shipping line members, has confirmed it has reached phase two of its electronic bill of lading platform proof of concept. DCSA states that its fully interoperable eBL is going to allow beneficial cargo owners and shippers to select the eBL provider based on service levels, while at the same time maintaining all consistency to complete the electronic documentation exchange process with shipping lines, banks and all other stakeholders, even if there are different platforms in use. Phase one of the proof of concept process was completed in May 2022, with completion of phase two estimated for completion by the end of 2022. As part of the proof of concept approach, CargoX, edoxOnlinr, ess DOCS and WAVE BL are to implement DCSA eBL Interoperability Standards across the full bill of lading lifecycle process to mirror a live shipment undertaking. Completion of phase two will be achieved with “full technological interoperability
Jebel Ali Monitoring
between participating eBL platforms,” DCSA confirms. Thomas Bagge, CEO of DCSA, offers further insight into the process and what has been achieved to date. “For the global supply chain, fully interoperable eBL is a starting point for digital trade. It will make today’s practices more efficient, reliable and sustainable, but ultimately it will provide a foundation for further digitalisation. Actors in global supply chains want to be able to choose the best platform
8 DCSA is now moving on to phase two of its eBL proof of concept
for their needs. For service providers, it will remove barriers to adoption and create an operational foundation that fosters innovation and collaboration. According to our year-end 2021 research, less than 1.2 per cent of all bills of lading were electronic. We urge all industry stakeholders to get involved and work towards 100 per cent eBL adoption.”
…AS BIMCO PUBLISHES NEW STANDARDS
In order to help improve greater adoption of digital trade documents in the shipping industry, BIMCO has published its latest electronic bill of lading (eBL). At present, it is estimated that less than two per cent of world trade moves via an eBL and part of the reason, according to BIMCO, is a lack of consistent
BRIEFS
8 BIMCO’s new eBL standards are targeting greater uniformity
open standards and interoperability. Hence the desire to generate standards for the use of an eBL. To achieve this aim, the BIMCO standard represents a structured dataset that consists of 20 predefined data fields, all of which
For the latest news and analysis go to www.portstrategy.com
are common to bulk shipping bills of lading. The organisation has also confirmed that the standard is freely available to any provider of electronic bills of lading solution provider. BIMCO also confirms that its eBL Standard is fully aligned with the UN/CEFACT Multimodal Transport Reference Data Model as well as the standards produced by Future International Trade (FIT) Alliance membership. FIT is an industry-wide coalition grouping of various organisation all retaining a common goal of producing open standards for use of eBLs. The members of the FIT Alliance are: BIMCO, Digital Container Shipping Association (DCSA), FIATA International Federation of Freight Forwarders Associations (FIATA), the International Chamber of Commerce (ICC) and SWIFT.
DP World is undertaking a proof of concept project at Jebel Ali to install a new container monitoring solution. The company has signed an agreement with specialist container analytics company, ConexBird, which has developed and patented a platform that can measure the physical condition of containers during the crane lifting process. Testing will be undertaken on three different ship-to-shore gantry cranes – see p27.
Optimising Vessel Arrival
A new digital solution that optimises ship arrival speeds could reduce emissions by 15 per cent is being heralded by an industry consortium, Blue Visby. The aim is to eradicate the process whereby ships sail at faster speeds in open water but then have to wait at anchor points outside ports – known as ‘Sail Fast Then Wait.” Key parameters of vessel performance and characteristics, port congestion and weather conditions are used by an algorithm to provide an optimal target arrival time for every vessel.
Cosco Digital Deal
Cosco Shipping has signed a new digital cooperation agreement with China Unicom. The deal will see the two companies working together in the intelligent application of key scenarios, supply chain logistics, market expansion, scientific research and innovation to promote digital transformation processes in both domestic Chinese and international markets.
SEPTEMBER 2022 | 11
DIGITAL NEWS Valencia-based Zeleros has confirmed that it is to build a prototype of its Hyperloop project at the Port of Sagunto in Spain. The project involves construction of its autonomous container transport system, SELF (Sustainable Electric Freight-Forwarder) as part of a land concession approved by the Port Authority of Valencia (PAV) Board of Directors. The construction process commenced at the end of July 2022, with he aim of operations commencing by the end of this year. It comprises a 100m test track that enables the movement of containers in real-time scenarios. David Pistoni, CEO, Zeleros, explains further: “The track will allow us to carry out two types of tests, one for speed and the other for weight and safety, with a view to its logistical usefulness.” He added that the system itself consists of vehicles (or bogies) that are guided and propelled by the rails where the linear motor is installed, with the technology being used having been developed in conjunction with the Centro de Investigaciones
ZELEROS HYPERLOOK PROTOTYPE IN SAGUNTO
eBL for OOCL
Orient Overseas Container Line (OOCL) is switching to electronic bills of lading (eBL) as part of plans to enhance efficiencies and reduce its carbon footprint. Digital solutions provider, IQAX, will undertake the process on Global Shipping Business Network (GSBN)’s blockchain platform. OOCL notes that this new approach covers issuance of online Bills of Lading, while allowing title transfers, surrenders for delivery, status updates and history reviews.
Energéticas, Medioambientales y Tecnológicas (CIEMAT). Power for the process us via a 100 per cent electric linear motor, that can be fully automated and is similar to intralogistics systems already used in logistics warehousing. The operation helps to reduce emissions and offers greater efficiency for port operations, according to Zeleros.
8 Zeleros is building a hyperloop test track in Sagunto
Hamburger Hafen and Logistik (HHLA) in Germany launched a similar HyperPort project during 2021, in conjunction with Hyperloop Transportation Technologies (HyperloopTT), so traction is growing across Europe for this technology use.
K-LINE INSTALLS NEW CYBERSECURITY Kawasaki Kisen Kaisha, Ltd (K Line) has confirmed it has introduced a new AI-based cybersecurity platform for all ships managed by the company. The leading Japanese container shipping line has installed Cybereason, a product provided by Cybereason Japan Corp. and the process includes the addition of its specialist monitoring and analysis, known as Cybereason MDR (Managed Detection & Response) to all ship-shore communication activities by vessels. In an official statement, K Line explains that it has “become quite difficult to prevent highly sophisticated cyber-attacks by ships’ conventional security solutions such as anti-virus software and firewalls, which have been the main security measures for ships. As part of the introduction of this new cybersecurity, K Line is adding a range of specific precautionary measures, including
BRIEFS
Felixstowe launches OCEAN
Hutchison Ports’ Port of Felixstowe has launched OCEAN (Online Container Enquiry Analytics Notifications), a new online platform to provide fast and accurate real-time information for customers. OCEAN allows port users to track up to 200 containers simultaneously and swiftly. They can refine their search, filtering data that includes estimated vessel arrival times, actual arrival times, when a container is landed, when it is cleared for collection, when it is booked to road haulage or a rail service and what time it departed the port.
Lynx for Zim
NGAV (Next Generation Anti-Virus), which can prevent all types of malware, and EDR (Endpoint Detection & Response), which detects and responds to any cyber threats which are not dealt with through existing, conventional security applications. K Line adds that this anti-virus cybersecurity is “next generation” protection that detects and blocks all types of known and
For the latest news and analysis go to www.portstrategy.com
8 K Line is introducing robust new cybersecurity for all container vessels
unknown malware and ransomware with dedicated layers of defence such as signature-based and machine learning. In addition, real-time 24x7 continuous monitoring and ongoing assessments of the behaviour of attacks are going to be in place.
ZIM has installed over 5000 units of Carrier Transicold’s Lynx Fleet digital solutions for its 40ft, high-cube refrigerated containers. Each reefer unit will also feature a door sensor that can detect when doors are opened and closed as well as how long a door has been left open, further protecting cargo from theft and potential temperature-related damage. Diagnostic outputs are also possible, minimising risk of equipment failures.
SEPTEMBER 2022 | 13
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EQUIPMENT NEWS
CARGOTEC DOES KALMAR CHINA DEAL Cargotec has entered into a new agreement with RIC (Rainbow Industries Co. Ltd.) with respect to its Kalmar subsidiary. As a result, Kalmar’s heavy cranes related intellectual properties and assets are being transferred to RIC. The new deal involves Kalmar’s rubber-tyred gantry cranes (RTGs), rail-mounted gantry cranes (RMGs), ship-to-shore units (STS) and automatic stacking cranes (ASC), all of which are currently manufactured and assembled at RIC’s facilities in Taicang, China. There is an existing relationship between RIC and Cargotec, with the Chinese company acting as original equipment manufacturing (OEM) subcontractor, providing
assembly services, for both Kalmar and MacGregor since 2020. Prior to this date, Cargotec and RIC had been working together in a joint venture in China since 2013.
The Port of Esbjerg has ordered a second LHM 800 from Liebherr. The new crane is the seventh Liebherr mobile harbour crane to be used at Denmark’s largest port. Next-generation offshore wind turbines will be lifted with the new heavy-duty crane. Liebherr will also make a further delivery of an LHM 600 to Port Esbjerg before the end of the year.
For the latest news and analysis go to www.portstrategy.com
8 Cargotec is moving Kalmarrelated heavy cranes intellectual property to its partner in China
Cargotec has explained that the new arrangement will allow Kalmar to focus on providing eco-efficient cargo-handling equipment in the mobile equipment product categories, together with straddle and shuttle carriers, Bromma spreaders and lifecycle services. Kalmar is also expected to continue to offer crane automation and crane related services for its customers on a global basis. Arto Keskinen, SVP Horizontal, Kalmar explains further: “This will be an important step for Kalmar. We have had a long partnership with RIC, and we are pleased that they would be taking over in China, and we could secure a smooth transition to our customers. We will stand behind all existing customer commitments including all agreed deliveries, valid quotations and options. We will also continue to support, develop and offer crane automation solutions and crane services for new and existing customers.” The new deal will also see 40 Kalmar employees that are based in China will officially join RIC, with all planned changes due for completion during September 2022, subject to approval from Chinese authorities.
BRIEFS Konecranes for Kemi
Finnish logistics specialist, Kemi Shipping Oy, has ordered eight E-VER fully electric forklifts from Konecranes for delivery in the first half of 2023. The deal includes fullservice contracts for all equipment operations at the Port of Kemi, Finland. Each of the eight units has a fully electric driveline and a capacity of 16 tons, featuring lithium-ion batteries that take 45 minutes to fully recharge and re-generating brake energy back to its battery.
EMSA Drones
The European Maritime Safety Agency (EMSA) has commenced the use of remotely piloted drones in the Straits of Gibraltar to monitor sulphur and nitrogen emissions from all passing ships. The Remotely Piloted Aircraft System (RPAS) is a Camcopter S100 unmanned helicopter and each unit is equipped with an emissions sensor that collects data before indicating any noncompliance to trigger an inspection for an infringement.
Tangiers Target
APM Terminals has confirmed that the planned expansion of its MedPort facility in TangierMed will be using use allelectric or hybrid terminal equipment, automated mooring technology and potential shore power. The move is part of the global commitment of this terminal operator to achieve a 70 per cent reduction in absolute emissions by 2030 and net zero emissions by 2040. Planned equipment includes eight electric gantry quay cranes, 28 electric RMGs and 23 semi-automatic hybrid shuttle carriers.
SEPTEMBER 2022 | 15
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03.05.22 15:57
EQUIPMENT NEWS
CRANE BOOST FOR KING ABDULAZIZ PORT PSA International subsidiary, Saudi Global Ports (SGP) has confirmed an agreement for three new quay cranes at King Abdulaziz Port in Dammam. The new gantry cranes are being provided by ZPMC of China and will have a minimum outreach of 25 rows, enabling ultra-large container vessels to be served. SGP has also confirmed that it is considering the possibility of equipping the new cranes with remote operations and photovoltaic panels to harness solar energy power to help achieve sustainability and automation activities. Wan Chee Foong, Regional CEO of Middle East and South Asia and Head of Group Business Development, PSA International, explains the company’s focus: “PSA’s commitment to the transformation of King Abdulaziz in Dammam into a leading port with long-term sustainability, automation, digitization and
integrated supply chain goals will ensure Saudi Global Ports remain relevant and future-ready, realizing the Kingdom’s plans to become a global logistics hub.” This announcement is part of the agreement in which SGP plans to increase the port’s
capacity to 7.5 million TEU per annum, at a cost of US$1.86 billion, as part of the company’s development and modernisation programme. PSA International is now the sole terminal operator at the Port of Dammam, following the
8 PSA International’s King Abdulaziz port is going to see three new cranes as part of a long-term investment strategy
decision of Saudi Ports Authority (Mawani) not to allow Hutchison Ports to continue at its facility.
NEW FENDER SYSTEMS IN GUAYAQUIL was both ideal for the required conditions at the terminal: CSS Cell Fender Systems with steel spacers to provide sufficient clearance between the vessels and the submerged combi wall.” The refurbished terminal now has a depth of 12.5 meters and is capable of receiving Neopanamax vessels.
8 SFT delivered 34 fender systems over a two-year period to the Contecon Terminal in Guayaquil, Ecuador
including steel spacers, 2 Double CSS 800 and 52 steel spacers for existing fenders to the Libertador Simón Bolivar Container and Multipurpose Terminal. The process was part of improvement works that included dredging and deepening, which included installation of a submerged combi wall to retain the strength of the pier foundation despite the deepening works. SFT explained that the solution
A Singapore First
Electric Helsingborg
Moldova Option
ShibataFenderTeam (SFT) has confirmed the supply of 34 Cell Fender Systems to the Contecon Terminal in Guayaquil, Ecuador. Between 2019 and 2021, within two separate contracts over a period of four months each, SFT delivered a total of 34 CSS Cell Fender Systems, 32 CSS 1250
Bettolo Retrofit
Bettolo S.r.l., part of Terminal Investment Ltd, the investment arm of Mediterranean Shipping Co (MSC), has ordered a new automation system for key equipment at its terminal in the Port of Genoa, Italy. The retrofit initiative covers three Konecranes Noell RTGs and each unit will see gantry anticollision, a new diesel engine and digital transformation introduced between March and May 2023.
The first energy storage system (ESS) has been deployed in Singapore at the Pasir Panjang Terminal. The project is part of a US$8 million partnership between PSA Corporation Ltd (PSA) and the Energy Market Authority (EMA) enable more energy efficient port operations using smart grid technologies and energy management systems. A carbon footprint reduction of 1,000 tonnes of CO2 per annum is targeted.
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The Port of Helsingborg has signed a deal for a new Kalmar Electric Reachstacker, with an option for a further two units. Delivery is scheduled by the end of Q4 2022. Kalmar said this will be the first machine of its type to be delivered to a customer in Sweden. The unit can stack five containers high and is joining an existing equipment fleet of three Kalmar Eco Reachstackers.
BRIEFS Giurgiulesti Port, in Moldova, port is planning to procure additional handling equipment to support the transshipment of containers from Constanta and help move grain and fuel in and out of Ukraine. A new 5,000m2 container handling and storage platform has already been developed. The port confirmed that volumes have more than doubled in H1 2022, to 804,029 tons.
SEPTEMBER 2022 | 17
THENEWYORKER BARRY PARKER
Halfway through a year already filled to the brim with “impactful” developments, port executives engage in the perilous activity of forecasting what’s coming next. As far as cargo moving through ports, I’ve looked at various data, listened to numerous “experts” (increasingly strutting their stuff on social media rather than in high priced newsletters) and can only come up with the standard economist trope, on one hand this, on the other hand, that. We know that inflation is at a 40-year high, with its handmaiden, oil prices, bouncing around above the threedigit handle. In the US, economists and governmental types are reluctant to call out an impending “recession”, colloquially described as “the R word.” So, trade flows, and the congestion and problems that have accompanied them, could move in two opposite directions, with seemingly equal probabilities, following a strong
Credit: Nicole Avagliano
CRYSTAL BALL GAZING
first half of the year. On the all-important consumer side of things, Q3, summertime into early Autumn, has historically been a time for building up inventories in advance of Q4- a busy time for retailers with the holidays. On the industrial front, with a recovery still in high gear, trade has been going at full steam. But going forward, if the “R
8 It may be painful, but ports must try to look into their crystal balls
word” does indeed take hold, importers may decide that existing inventories will suffice, and will pull back the throttle on shipping moves. For ports, it goes without saying that planners must try, however painful it may be, to look
into their crystal balls. To me (striving to be an optimist, though admittedly my crystal ball is so clouded over that I leave such things to other people), the real concerns will be if the positive situation takes hold, if trade sees a Q3 uplift, and things remain busy. Then, it’s easy to see that congestion- a result of discontinuities in the entire “system” (not just the failure of ships, trucks, or other particular links in the chain) would likely return. The TV news programmes might even start showing ships at anchor as they were doing in Q1 of this year. Once in a while, planners get a chance for a “do-over,” where learnings from previous iterations can be applied. This might be one of them, it’s an opportunity to not repeat mistakes made in earlier bouts with congestion. By the way, threats of action by ports, against entities impeding cargo flows, might not be such a bad thing.
THEANALYST PETER DE LANGEN
AN ALTERNATIVE TO THE BRI; WILL IT BE DIFFERENT THIS TIME? Under the ‘Belt and Road Initiative’ (BRI), China financed and built around US$1 trillion worth of infrastructure in lowand middle-income countries, making it the world’s largest bilateral creditor and increasing China’s influence in many countries. Various cases and studies suggest the loans often do not serve the interests of the recipient countries (for instance because the loan terms are not very attractive and/or the planned infrastructure remains underutilised). This (Western) criticism of BRI may be useful, but the logical geo-political counter policy would be to create a credible alternative, as developing countries have huge infrastructure investment needs.
18 | SEPTEMBER 2022
So far, this is where ‘the West’ has failed. India, the US and Japan failed to provide an alternative to the BRI in the Indo-Pacific (announced in 2018 under the heading of the ‘Trilateral Infrastructure Working Group’), the EU and Japan’s ‘Partnership on Sustainable Connectivity and Quality Infrastructure’ also did not fly, nor did the EU-India Connectivity partnership or the G7 Build Back Better World (B3W). The frequent announcement of ‘alternatives’ that really do not live up to expectations begs the question: will it be different with the latest announced alternative: the G7 Partnership for Global Infrastructure and Investment (PGII)?
The core difficulty may be that the G7 approach, like previous approaches, is centered around (public) financing of infrastructure, whereas the Chinese BRI ‘offering’ consists not just of financing, but also of constructing, operating and filling (i.e., creating demand for) the newly developed infrastructure, through involvement of Chinese state-owned enterprises like Cosco, Sinotrans and China Telecom. Especially for port development and infrastructure for freight transport, such a broad package is potentially much more attractive than ‘just’ loans for infrastructure, as the key challenge in port development is to attract new userssuch as
shipping lines, logistics and manufacturing companies. Thus, the PGII may only work if it manages to commit companies to the PGII values such as sustainability, transparency, free markets and democracy and provide a broad ‘western’ offering to developing economies, which matches China’s broad offering. However, that is highly unlikely, as the private western companies will choose to ‘stay out of politics’ – contrary to the Chinese SOEs, that ultimately are subjected to China’s policy initatives. Is there an alternative G7 answer to the PGII as this seems poised to fail? The most consequential approach (with far reaching consequences) may be to stop treating the Chinese SOEs as ‘normal’ companies
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THEECONOMIST BEN HACKETT
Will port congestion and labour shortages ever end as inflation rises with economic output declining? Should we plan ahead for recession as central banks have few tools available. Maybe, maybe not. Where to start? The war in the Ukraine, the summer heat in Europe and Asia, drought and flooding, labour issues, COVID-19 re-emerging dramatically, declining economic growth rates. etc., the list is almost endless. The transportation chain struggles to manage. Congestion at container ports is showing little sign of easing as labour shortages are crippling the availability of enough manpower
LOGISTICS PROBLEMS AND UNCERTAINTY CONTINUES to clear ports and to deliver import and export boxes. Added to this, labour negotiations are not going exactly to plan in the major ports of Northern Europe and the US West Coast. Delays due to congestion or waiting at ports are increasing round voyage time by 2-3 weeks which effectively takes a large amount of capacity out of the system. Should anyone be surprised that freight rates have not come down any further from their peaks and are in fact stabilising at relatively high levels. The uncertainties of supplies of oil, gas and grains has caused a ripple effect in inflation which is
rising rapidly to 10 per cent and beyond. Germany, heavily dependent on the flow of gas and oil from Russia, has been worst hit. In the meantime, China’s COVID-19 zero tolerance policy has slashed economic growth to a level of 0.4 per cent. The impact of this slowdown in economic output has hit nations importing goods and components badly with repercussions in industrial output. GDP growth rates are being cut in the EU and the US for 2022 and further decline projected in 2023. Does this mean a recession is looming? As noted before, the judgement on that is
still out but one thing is certain, economic growth is slowing as inflation rises and a recession cannot be ruled out. Not only the container shipping industry is being hit, but also the bulk trades as Chinese demand for oil, gas and coal has been declining creating excess capacity and falling charter-hire rates. The impact on ports is being felt globally as ships drop port calls, be it for labour unrest, lack of truck drivers or diminishing volumes of goods. The short to medium term future does not look good as the uncertainty continues into 2023.
THESTRATEGIST MIKE MUNDY
MAKING SENSE OF ONSHORE POWER SUPPLY Thank heavens for a bit of common sense as espoused recently, in a joint statement by the European Sea Ports Organisation (ESPO) and the Federation of European Private Companies and Terminals (FEPORT), with regard to onshore power supply (OPS). Both entities basically highlight the waste built into the European Commission’s proposals regarding the revision of the Alternative Fuels Infrastructure Regulation (AFIR) and the proposed FuelEU Maritime Regulation. The nub of the matter is, as the joint statement points out, that: “Article 9 of the Commission AFIR could result in the entire port needing to have OPS if it receives more than a certain number of port calls by a container or passenger vessel. This,” ESPO and FEPORT contend, “would entail significant additional public investment for deploying OPS compared to a more focused approach.” Such investments, they suggest, are unlikely to be cost-efficient in relation to the
8 Limited utilisation of individual port facilities does not justify the investment of public funds in onshore power supply argue ESPO and FEPORT
emissions reductions that they can deliver.” A much better approach, they argue, is to have a deployment that focuses on OPS installation per location (such as berths or terminals) in a port, rather than per port. The governing principle, the two parties elaborate, is to deploy OPS where the case is
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proven that it makes environmental and economic sense, and does not entail a waste of public resources. Accordingly, ESPO and FEPORT argue the case for a legal framework at the European level that ensures OPS is deployed in port locations where each installation “will deliver maximal emissions reduction per Euro invested.” This, in turn, they state, calls for the following two base line requirements: - A requirement for ships to use
OPS when it is available in ports in FuelEU Maritime, and - Prioritising OPS deployment in port locations where it reduces emissions the most in AFIR. By way of closing the argument, ESPO and FEPORT further point out that: “By calculating the number of port calls based on the relevant locations in the port it becomes possible for Member States and ports to prioritise investments in OPS where it makes the most sense in terms of environmental benefit (GHG reductions). Accordingly, locations in the port that are normally not called at, or that are not intended to be called at by the ship segments required to use OPS at berth, such as underused terminals, can be excluded from the requirement.” It is not unknown for the European Commission to be accused of being overbureaucratic or wasteful. Hopefully, on this occasion the early submission of views by ESPO and FEPORT – in time to influence pending legislation - will result in a victory for common sense.
SEPTEMBER 2022 | 19
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CONTAINER SYSTEM CHALLENGES
THE BIG SHIPS ARE COMING The order book for high-capacity container vessels is bursting at the seams. It’s too early, however, as Mike Mundy reports, to suggest this will trigger a return to pre-pandemic market conditions The big ships are coming – well that’s for sure. The top end of the world container fleet – vessels of 14,000TEU and upwards – is set to see an injection of new capacity of 3,300,800TEU, just a tiny bit shy of half of the combined capacity of the existing fleet – 6,665,000TEU – that sits above the 14,000TEU mark. Figure 1, recently compiled by Dynaliners, tells the story, breaking down vessels on order and now operational into four categories in tranches of 2000TEU upwards from 14,000TEU. The largest number of vessels, both on order and operational, fall in the 14,000 – 15,999TEU range. Interestingly, the 18,000 to 21,999TEU segment has not been the subject of new orders – the consensus of opinion being that this category has been passed over in favour of 22,000+TEU vessels, typically offering stowage of 24 containers wide on-deck. The remarkable thing is, as Dynaliners confirms, the orders continue to flow in – with the 16,000 – 18,000TEU range identified as a likely strong beneficiary in this respect. The ‘Order Fest’ that has been underway recently and which continues today is a remarkable one and the big question on everyone’s lips is, what happens when the vast majority of these high capacity vessels set sail? Will it realise a dramatic alteration in the supply/demand balance that will be instrumental in driving freight rates down?
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The largest number of vessels, both on order and operational, fall in the 14,000 – 15,999TEU range There is already movement in the latter respect. Inflation is pushing consumer demand down, as is a fall in available exports due to lockdowns in China – the net result being a fall in ocean rates, although they still remain a long way away from 2019 levels. Some estimates suggest that Asia – US West Coast freight rates have fallen by around 50 per cent in Q2 and that Asia North Europe rates are 30 per cent lower than the beginning of the year. This is not the case across the board, however, with Europe – US East Coast rates identified as over 40 per cent higher than a year ago and four times higher than pre-pandemic levels. The reality also remains of stop-start supply chains generating erratic cargo flows. There is still port congestion and this promises to be further aggravated by dock worker strikes in northern Europe and the UK. At the time of writing, it had just been announced that workers at the UK port of Felixstowe, the country’s largest volume container handler, had rejected a pay offer of five per cent and more or less unanimously voted to strike. This follows hot on the heels of the threat of industrial action at the port of Liverpool UK and increasingly bitter port strikes in Germany. Labour negotiations on the US West Coast are reportedly going well but nothing is guaranteed plus there are labour issues bubbling among Canadian and US rail employees which also have the potential to reap havoc on logistic chains.
For the latest news and analysis go to www.portstrategy.com
SHORT-TERM SCENARIO The short-term scenario for freight rates points to a downward trend but will 2022 see a major drop? This is unlikely – the disruptive factors identified above are still much in evidence and promise to continue to play their part in making the task of getting goods to market on-time at the right price both problematic and expensive compared to 2019 conditions. This is further evidenced in the financial forecasts of liner operators – Hapag Lloyd for example while reporting a strong first half of 2022 – revenue increased by 51 per cent to USD10.6 billion and group profit came in at USD3.3 billion – expects earnings to be strong in the second half of the year. EBITDA for the full year, according to the company, is expected to be in the range of USD 9.2 to 11.2 billion and EBIT to be in the range of USD 7.5 to 9.5 billion. As regards, what is enabling it to achieve this positive position, tellingly Hapag Lloyd puts the spotlight on ongoing positive demand, a congested operating environment and a shortage of weekly transport capacity – mainly the disruptive factors. What does this mean for ports? In a nutshell, a continuing challenging environment and with more big ships coming, and the real possibility of large capacity vessels cascading down into secondary trades, the ongoing need to invest to ensure the presence of the right capacity and the ability to deliver higher levels of efficiency. Looking a little further ahead, mid-2023 onwards, the outlook may be the focus of significant change by then – this is when a number of market analysts contend that massive new shipping capacity, weak demand and eased congestion will see the balance shift firmly in favour of cargo owners. Size Category
Operational
8 Hapag Lloyd’s 15,000TEU capacity Afif sits in the most popular category of high capacity vessels
8 Figure 1: Vessel Categories above 14,000TEU Capacity – Operational and On Order
Orders
No
TEU
No
TEU
14,000 – 15,999
149
2,166,700
120
1,810,200
16,000 - 17,999
39
633,700
49
794,100
18,000 - 21,999
105
2,072,600
-
-
22,000 -
73
1,763,100
30
696,600
Total
367
6,665,600
199
3,300,800
SEPTEMBER 2022 | 21
UKRAINE: MARKET ANALYSIS
UKRAINE – WHAT NEXT? The recent breakthrough on grain exports from Ukraine represents a ray of hope in an otherwise problematic picture that entails a significant impact on maritime trade. Andrew Penfold analyses the forward picture
8 Getting Ukraine’s grain moving again is not a simple matter – Russia has inflicted significant damage on port export capacity as witnessed at the port of Mykolaiv where a major export terminal has been the focus of air strikes
Russian hopes for a quick and relatively painless invasion of the Ukraine have stalled. As the war position stagnates, the economic impact of the ‘Special Military Operation’ is beginning to emerge. The effects range from widely increased uncertainty at the global economic level to concerns over grain trades becoming a bargaining chip in the conflict and the suppression of emerging opportunities in the Black Sea. These considerations seem certain to control the tactical and strategic nature of port investments in the next few years. MACRO-ECONOMIC IMPACTS The link between economic expansion and trade – especially in the container sector – is well known. Demand growth has been directly linked to the size of the world and regional economies. The outlook was already uncertain postCOVID-19, but a whole new set of risks are now determining the shape of the world economy. The Economist Intelligence Unit has sought to quantify the resulting downside on a national level and their latest thoughts are summarised in Figure 1. Only the commodity exporters (oil and grain) seem likely to see a positive benefit from increased prices for their exports. In the OECD, most countries will struggle to maintain a positive outcome for 2022. The world economy is forecast to grow at a rate of around 2.5 per cent in contrast with a prewar projection of 4 per cent. This is a major change. It should be noted that these projections may well prove to be over-optimistic. Emerging problems in the Chinese economy could well be much more far-reaching than here
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suggested, with some assessing that following the Shanghai lockdown and worsening property market scandals Chinese expansion could be struggling this year. So far, these changes have not hit the container trade sector, with underlying demand distorted by Covid recovery demand bounce back and supply chain congestion. There are signs that growth is now slowing and the long established link between GDP and container demand on the major eastwest trades is re-emerging – perhaps with a ratio of around 1 : 1.2. If this is the outcome – and OECD recession seems daily more likely – then a period of very slow container trade can be anticipated. The blame for at least half of any slowdown can be directly laid at the door of the Ukraine crisis aggravating an already difficult inflationary climate. Monetary tightening in the US (and Europe) in an attempt to control inflation will worsen the outlook. Perhaps the biggest long-term result will be a loss of faith in the seemingly unstoppable acceleration in container trades? Even if growth is maintained through this period, it seems likely that major restructuring will follow from a revised view of China as the major supplier of global manufactured goods. GRAIN SPECIFICS A global contraction will always be most felt in the poorest countries. Such a slowdown is already playing havoc with some economies. The effective bankruptcy of Sri Lanka, where questionable economic and agriculture policies have been exacerbated by a surge in import prices, is a harbinger of
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outlook was already uncertain post-COVID-19, but a whole new set of risks are now determining the shape of the world economy. The Economist Intelligence Unit has sought to quantify the resulting downside on a national level and their latest thoughts are summarised in Figure 1 UKRAINE: MARKET ANALYSIS Figure 1: The Ukraine war will reduce global output by US$1trn in 2022 (real GDP growth)
Source: Economist Intelligence Unit
‘‘
8 Figure 1: The The blockade of Ukraine’s Ukraine war will global grain exports can only result reduce output by US$1trn in 2022 (real GDP Only the commodity exporters (oil and grain)inseem likely to see a positive benefit from increased escalating global hunger growth) prices for their exports. In the OECD, most countries will struggle to maintain a positive outcome for 2022. The world economy is forecast to growBulgarian at a rate of around 2.5 per cent in contrast with a preports. Grain has reached the Danube for export via the Bystroe and Sulina Canals which provide a link between war projection of 4 per cent. This is a major change.
potential problems. Resulting political instability is problematic to programme in to fixed infrastructure investments. At the global level, the most serious issue is grain supply. At the time of writing (end-July 2022) a deal had just been struck with Russia to open the door on Ukrainian grain exports. It remains to be seen, however, if the agreement holds – it is clear that keeping this ‘door’ open represents something of a bargaining chip for Russia as well as a visible way for it to flex its muscle. The blockade of Ukraine’s grain exports can only result in escalating global hunger, with the Ukraine accounting for at least 20 per cent of globally traded grain. Nations across Asia and Africa are particularly reliant on these supplies, and the war has also limited its crop shipments by road, rail and river to neighbouring European Union nations. There are moves brokered by Turkey and the UN to openup an alternative export route for grain exports. Exactly how Odesa (and other grain outlets) can be secured from attack and the feasibility of third-party vessels guarding such shipments is far from clear. While bulk carrier owners may well step forward, the charter rates will be extremely high and insurance issues have not been addressed. It seems likely that progress will not be seamless and that relying on the goodwill of the Russians will prove an uncertain business. A review of the scope for alternative supplies further underlines the problem. Argentina and Australia have always recorded sharp year-on-year changes in production (and hence export availability). Argentina has had a good crop year but can only play a limited role, but Australia is forecasting a decline in output this year. Both the US and Canada have the scope to increase production but not in the short term. There is simply no available grain to substitute for lost Ukrainian exports. It is estimated that 22 million tonnes of last year’s Ukrainian grain crop is still sitting in storage. The implications of this are apparent to any observer – delay spells lost lives whether or not a workable maritime export solution is implemented. BLACK SEA OPTIONS The search for export gateway alternatives has accelerated. The first week of July 2022 saw around seven vessels loaded for export with grain at Ukrainian ports, but the actual security of these shipments remains uncertain, with the Ukrainian navy unable to offer solid protection. Other alternatives have included the use of Romanian and
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the Danube and the Black Sea. But draught is very limited, and storage is not optimised for this option. This is an alternative and, linked with Constanta, provides a limited – and very expensive – option. Constanta has been an important hub for Ukrainian cargoes in the opening months of the war but is now reported to be working at full capacity both for containers and grains. Also in Romania, there are moves to reopen the old Sovietera rail link between the river port of Galati and the Ukraine via Moldova. Although a positive move, provision of associated rail and storage investment cannot be delivered in the short term – and certainly not on a commercial basis. Bulgaria’s Black Sea port of Varna is also in the process of seeking to take some of these cargoes – especially as Constanta fills-up. There have been many enquiries for this route since June and the Bulgarian government has sought to simplify cross-border rules for trucks carrying Ukrainian import and export cargoes. Bulgaria’s Prime Minister has said that the country could provide assistance both by shipping Ukrainian grain and by increasing its exportable surplus. But all of this will require heavy investment in Varna and – potentially – Bourgas. We are also seeing increased examination of the Baltic option for Ukraine’s grain with a shipment for Spain routed over Polish ports in June. The price of wheat has eased from recent peaks, but this is not an indication that the crisis has passed. Getting Ukraine’s grain to tidewater will be the biggest problem in the next few months. The port sector has reacted rapidly, but these are all short-term options at the margins of the problem. It simply makes no sense to invest in these alternatives with the situation in the Ukraine so fluid. The best and cheapest option remains the reopening of the Ukraine’s ports to global trade. Will this be soon enough for the hungry mouths in the South and will the agreement recently reached with Russia to achieve this hold?
SEPTEMBER 2022 | 23
DANGEROUS GOODS
TAKE A HOLISTIC APPROACH The National Cargo Bureau presents a holistic approach to the growing challenge of mis-declared and undeclared dangerous goods Ports are an integral part of the movement of dangerous goods by sea, the place where millions of TEU around the globe come together each year to begin their journey on water to reach their final destination. Ports and terminals vary in size and capability including adoption of automation and strategic importance. Actions taken at this stage of a journey can be crucial in ensuring that the dangerous goods (DG) carried in containers (approximately 10 per cent of all containers shipped) reach their respective destinations safely and without incident out at sea. In 2020, New York based cargo inspection company, National Cargo Bureau (NCB), published a white paper calling for urgent reform to stem the increasing number of containerrelated incidents caused by undeclared or misdeclared dangerous cargoes. The White Paper was written in response to a Container Inspection Safety Initiative carried out by NCB following the Maersk Honam explosion in 2018. NCB carried out 500 free inspections of a sample of containers at US ports, including imports (which would not normally be part of NCB’s remit), for members of the Cargo Incident Notification System (CINS). The inspection revealed an alarming number of containers carried by sea include mis-declared dangerous cargoes that represent a serious safety risk to port/terminal staff, crew, vessel and the environment. Of the 500 containers inspected, 55 per cent failed with one or more deficiencies; 69 per cent of the import containers containing dangerous goods failed; and 38 per cent of containers with dangerous goods exports failed. Of the import containers with dangerous goods, 44 per cent had problems with the way cargo was secured, 39 per cent had improper placarding and 8 per cent had misdeclared cargo. Of the export containers with dangerous goods, 25 per cent had securing issues, 15 per cent were improperly placarded and 5 per cent were mis-declared. The problem of incidents in ports or at sea is not going away. Container ships are getting larger, and the increasing number of containers means the risk is getting greater. As a result, the problem of undeclared and mis-declared dangerous goods cargo continues to grow. To tackle this issue, a comprehensive holistic approach needs to be adopted by the industry to minimise non-compliance by all supply chain participants. WHAT IS CAUSING THE ISSUE? Regulations and compliance Regulations governing the transportation of dangerous goods were developed to protect life, property and the environment. They impose specific obligations and requirements for all supply chain participants. Each participant must rely on the others to fulfil their obligations or overall supply chain safety will be compromised. The IMDG Code, produced by the International Maritime Organisation is a detailed set of requirements covering the transport of packaged dangerous goods by sea. An increase in players in the supply chain and demands for faster, just-intime deliveries have created complex supply chains. Many organisations offer insufficient training and there is
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inadequate knowledge of dangerous goods and how they should be shipped. Limiting the movement of DG Limits and bans by ports/terminals on which dangerous goods can enter or transit a port can lead to wilful misdeclaration. For example, high demand for calcium hypochlorite which has been implicated in several high profile container vessel fires, can lead to misdeclaration if shippers try to cut corners. The tightening of DG guidelines at ports following the Tianjin incident in 2015 also had a similar effect.
8 A serious incident - the Maersk Honam caught fire on 6 March 2018 while sailing in the Arabian Sea
Vessel sharing and complex supply chains Vessel sharing agreements and carrier alliances mean different versions of port/terminal restrictions can be in play (there is not a single consistent database of port and terminal DG restrictions). In addition, more complex supply chains have evolved with carriers including door-to-door solutions including freight forwarding, warehousing, consolidation and other logistics services as well as ocean transportation. Internal pressures Port and terminal operators and vessel operators have developed processes and procedures for the review, approval, acceptance and carriage of dangerous goods. However, resources, tools, processes/procedures and training can vary greatly and may not be in line with industry best practice. DG legacy systems and a lack of consistent connected DG data can lead to incomplete documentation, improper vessel stowage and/or segregation of DG cargoes. In the case of undeclared or mis-delcared DG the problem becomes much worse and the risk multiplies. The recommendations NCB’s white paper is calling for industry to adopt a comprehensive, holistic and coordinated approach to address the worrying trend of mis-declared and undeclared DG with 12 recommendations including the establishment of a corporate culture for DG compliance with a dedicated DG
For the latest news and analysis go to www.portstrategy.com
DANGEROUS GOODS 8 The Hazcheck Detect cargo screening tool for misdeclared and undeclared dangerous goods currently screens approximately 15 million requests monthly, identifying between 500-1000 hits a day. This prevents 40-50 high risk containers per week being loaded onto vessels. The numbers will grow as more shipping lines adopt the tool, further decreasing incidents at sea. Maersk, ONE, Hapag Lloyd and Pacific International Lines are currently customers
department, a centralised DG database; an effective DG documentation and planning process, a robust DG container and vessel inspection programme, the use of digital tools to automate critical compliance functions and a compliant DG training programme. HOW CAN PORTS AND TERMINALS HELP? Ports and terminals are the interface between ship and shore, and activities need to be coordinated effectively to prevent major accidents. There are some measures that can be taken to improve safety on a port-wide basis. 5 Improve knowledge with the implementation of an effective IMDG Code training programme – all players within a port environment should have knowledge of the IMDG Code appropriate to the role that they have within the organisation. Those shore side roles range from officebased positions, where a limited amount of knowledge is required, through to hands on roles like stevedores and vessel planners. 5 Encourage the implementation of digital tools to improve shipping practices 6 Verify declared dangerous goods cargo passing through the ports complies with the latest IMDG Code regulations 6 Inform the industry of any local port/terminal DG restrictions contributing to a consistent and industry standard database of such restrictions 6 Identify mis-declared or undeclared dangerous goods before they are loaded onto vessels 6 Ensure that dangerous goods have correct placards and are stowed correctly in the container yard/on the vessel. DIGITAL TOOLS AND TRAINING As part of their mission of Safety of Life and Cargo at Sea, the NCB Group, comprising the National Cargo Bureau and subsidiary Exis Technologies, have developed several digital tools and an e-learning regulatory training programme to help. Hazcheck Restrictions – a web-based database and access portal to allow port and terminals to share any local DG restrictions or prohibitions with trading partners such as container lines.
For the latest news and analysis go to www.portstrategy.com
‘‘
A comprehensive holistic approach needs to be adopted by the industry to minimize non-compliance by all supply chain participants Hazcheck Web Service - a set of dangerous goods data packages and routines for incorporation into cargo booking, handling, ERP and planning systems. Includes segregation, stowage and packaging checks. Hazcheck Detect –a cargo screening tool that detects misdeclared and undeclared dangerous goods in containerised shipments. Allows non-compliant cargo to be detected within seconds rather than days. Last minute changes to bookings can be picked up in real time so problematic cargo is not loaded onto the ship. Hazcheck Inspections – a web-based container inspections database and access portal to allow inspection companies to plan and enter details of cargo inspections completed on behalf of port, container or vessel operators. Remote container inspections are also available via a mobile device with an option for live access to an NCB Surveyor. IMDG Code e-learning Amendment 40-20 - mandatory online training for all shore side staff involved in the handling and transport of dangerous goods by sea. IMDG Code e-learning is a certified Det Norske Veritas Learning Programme. WE ALL HAVE A PART TO PLAY All of the players in the supply chain have a part to play in the shipment of dangerous goods by sea. By taking effective measures at each stage of the chain, incidents can be prevented, lives saved and the environment can be protected for future generations. The NCB White Paper, “A Comprehensive Holistic Approach to Enhance Safety and Address the Carriage of Undeclared, Mis-declared and other Non-compliant Dangerous Goods” can be found here: https://www.natcargo.org/Holistic_ Approach.html
SEPTEMBER 2022 | 25
Host Port:
Bruges Meeting & Convention Centre, Bruges • Belgium
Conference Programme Green Solutions for Sustainable Ports by 2030 Sponsored by:
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Balancing Environmental Considerations with Economic Demands. The world’s leading conference on sustainable environmental practice comes to Bruges. Join us for two days of conference presentations and learn from the foremost experts in environmental technologies visit: https://www.portstrategy.com/greenport-cruise-and-congress contact: +44 1329 825335 email: congress@greenport.com
#GPCongress
Media Partners:
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BALANCING ENVIRONMENTAL CHALLENGES WITH ECONOMIC DEMANDS
Book Online at https://www.portstrategy.com/greenport-cruise-and-congress or fax form to +44 1329 550192
Monday 17th October 2022 Welcome Reception
DAY ONE - Tuesday 18th October 2022 08:00 Coffee and registration 08:30 Opening by Chairman/Moderator Christopher Wooldridge, Science Coordinator EcoPorts EcoSLC, and Visiting Research Fellow, Cardiff University, UK
08:40 Welcome Address by Port of Antwerp-Bruges
Keynote addresses 09:00 - Realising the green transition: how to step up speed on a bumpy road? 10:00 Isabelle Ryckbost, Secretary General, European Sea Port Organisation Decarbonization - A Ship Operator’s perspective Capt Sameer Bhatnagar, Sr Decarbonisation Integration Manager - Decarb Business Development & Innovation, A.P. Moller - Maersk
10:00 Question & Answer with Presenters and special guests 10:25 Coffee & Networking
Session 1 – Fuel & energy provision for shipping & cruising 10:55 Challenges and chances of ’green’ fuels Malte Siegert, NABU Hamburg
11:10 Multi Fuel Port Port of Antwerp-Bruges
11:25 Baltic ports for climate Bogdan Oldakowski, Secretary General, Baltic Ports Organization
11:55 Question & Answer Session 12:15 Lunch & Networking
Session 2 – Cruise Stream
Congress Stream
What’s next for the cruise industry – taking a look at the latest in sustainable cruise ships
Green Corridors - A pathway to net zero
13:35 New future low-carbon fuels Linden Coppell, Director of Sustainability, MSC Cruise
13:35
Port energy supply for green shipping corridors Charles Haskell, Maritime Decarbonisation Hub Program Manager, Lloyd’s Register & URAP
13.50
Realizing the Clydebank Declaration Port of Gothenburg - Edvard Molitor, Head of Sustainability North Sea Port – Daan Schalck, CEO
14.05
Innovative digital solutions supporting green corridors Jon Lane, Environment Manager, RightShip
13:50
14:05
A zero-emissions luxury cruise line in the making Rolf Andre Sandvik, CEO, Northern Xplorer Project Evolution Roberto Bruzzone, Senior Vice President of Marine Operations, Silversea
14:40 Question & Answer Session
14:40 Question & Answer Session
15:05 Coffee & Networking
For further information please call +44 1329 825335 or email congress@greenport.com
For further information please call +44 1329 825335 or email congress@greenport.com
Session 3 – Cruise Stream Sustainable cruise projects in aid of being carbon neutral by 2050 15:30 - Onshore Power Supply for cruise vessels Port of Antwerp-Bruges 15:45 P Martyn Griffiths, Director for Public Affairs, CLIA in Europe 16:00
Exploring a Maritime Green Corridor to Alaska: Early lessons on building a regional collaboration toward zero GHG emission cruise ships Ryann Child (She/Her), Environmental Program Manager, Port of Seattle
16:30
Question & Answer Session
Congress Stream Working Group – Achieving and demonstrating Sustainable Development in the port sector 15.30- Workshop Co-facilitators: 16:50 Christopher Wooldridge (Cardiff University - UK) and Jason Sprott (Sprott Planning & Environment - Australia)
The workshop will detail the importance of ‘Sustainability’ for ports - and will include statements on strategic policy from Valter Selen (ESPO), Antonis Michail (IAPH/WPSP) and Herman Journee (EcoSLC/ EcoPorts). Having established the global perspective and the need for collaboration, the workshop will deal with the challenge of linking policy to practice through effective implementation at local level by focussing on ‘Materiality Assessments’ - i.e. identifying the most important issues for ‘Sustainability Strategies’. It will show ‘real-life’ examples of Materiality Assessments and provide participants with the tools to undertake assessments in their own context. An interactive session will draw-out participants’ views on the material issues facing the sector - both now and into the future.
Session 4: Powering ships in port - On-shore power supply panel discussion 16:50- A panel discussion focusing on the Alternative Fuels Infrastructure Regulation and Fuel EU Maritime aspect 17:30 of ports & shipping having to have shore power facilities installed by 2030. Featuring Sebastian Ebbing, Technical Advisor, Climate, Marine fuels, Innovation, Funding, VDR , Valter Selén, Senior Policy Advisor Sustainable Development, Cruise and Ferry Network, EcoPorts Coordinator - ESPO, Edvard Molitor, Head of Sustainability, Port of Gothenburg and Mina Papadakis, Managing Director, Heraklion Port Authority 17:30 Conference Close CONFERENCE DINNER – Hosted by the Port of Antwerp-Bruges
Book Online at https://www.portstrategy.com/greenport-cruise-and-congress or fax form to +44 1329 550192
Book Online at coastlink.co.uk/book or fax form to +44 1329 550192
Book Online at https://www.portstrategy.com/greenport-cruise-and-congress or fax form to +44 1329 550192
DAY TWO - Wednesday 19th October 2022 08:20 Coffee and registration 09:00 Opening by Chairman/Moderator Christopher Wooldridge, Science Coordinator EcoPorts EcoSLC, and Visiting Research Fellow, Cardiff University, UK
Keynote addresses 09:10 - How terminals are monitoring their emissions 09.55 Ms. Lamia Kerdjoudj-Belkaid, Secretary General, Federation of European Private Port Companies and Terminals
EXCLUSIVE LAUNCH - ESPO Environmental Report alter Selén, Senior Policy Advisor Sustainable Development, Cruise and Ferry Network, EcoPorts V Coordinator - ESPO
IAPH / WPSP work on decarbonisation of ports and shipping Dr Antonis Michail, Technical Director, IAPH & WPSP
09:55 Question & Answer with Presenters 10:20 Coffee & Networking
Session 5: Monitoring - How ports can monitor their environmental impacts 10:50 Biodiversity and Environmental monitoring at the Port of Dover Megan Turner, Environment and Sustainability Manager, Port of Dover
11:05
emiTr – emission tracking software for ports and harbours Paul Martin, Director of Maritime, AqualisBraemar LOC
11:20
Port of Antwerp-Bruges
11:35
Question & Answer Session
12:00 Lunch & Networking
Session 6: Ports/Terminals: Transitioning to Clean Fuels – The key Steps 13:30 PWRSwäp De-risks Decarbonization Actions for Marine Industry Brent Perry, CEO, Shift Clean Energy
13:45
Operational impact of electric cargo handling equipment Mette Kjems Baerentzen, Product Portfolio Manager, Kalmar
14:00 Port of Antwerp-Bruges 14:15
An integral view on green energy for ports and marine applications Alex Ruijs, Senior Consultant Electrical Power & Energy, Royal Haskoning
14:30 Question & Answer Session 14:50 Coffee & Networking
For further information please call +44 1329 825335 or email congress@greenport.com
For further information please call +44 1329 825335 or email congress@greenport.com
Session 7
Session 8
Ports and AI - How digitalisation can be used for further improvement
Sustainable Partnerships
15:20 Ali Nicholl, Head of Communication and Engagement, IOTICS 15:35
Port of Antwerp-Bruges
16:20
Question & Answer Session More speakers to be announced
15:20
‘We’re all in this together’ – collaborating to deliver sustainable development of port operations.
Christopher Wooldridge, Science Coordinator EcoPorts EcoSLC, and Visiting Research Fellow, Cardiff University, UK Herman Journée, Chairman ECO Sustainable Logistic Chain Foundation 15:35 Port of Antwerp-Bruges 16:20 Question & Answer Session More speakers to be announced
16:40 Conference Wrap up by Conference Chairman/Moderator Christopher Wooldridge, Science Coordinator EcoPorts EcoSLC, and Visiting Research Fellow, Cardiff University, UK
16:50 Conference Close
DAY THREE - Thursday 20th October 2022 10:00-13:00
Port Tour/Technical Visit
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Cruise Fee Includes Attendance of Cruise conference streams on day 1, full documentation in electronic format, lunch and refreshments, place at the Welcome Reception and place at the Conference Dinner.
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MIDDLE-EAST LOWER GULF SURVEY
FROM DOHA TO SOHAR The Lower Gulf is home to a high number of different sized container ports. AJ Keyes outlines the make-up of the region and considers recent volume and shipping line trends shaping port strategies “The Lower Gulf region is awash with container ports, of various sizes and types. It ranges from large established transshipment hubs like Jebel Ali, through to rapidly emerging hubs such as Port Khalifa. There is also significant gateway activity too in these areas, but regional dynamics are definitely changing, with the emergence of facilities in Doha and Sohar. Along with continued growth success of AD Ports at Khalifa, I would say that Jebel Ali and DP World can expect to face a challenging future in its back yard,” explains Craig Anderson, Managing Partner at specialist information provider, Data&. Anderson is certainly correct if the location of container ports and countries of domicile are considered. Figure 1 provides an overview of the region, with Doha to the east and Sohar to the west representing the geographic extremities of this port range. BEING SQUEEZED For locational comparative purposes, Bandar Abbas in Iran is shown, although political issues and economic sanctions mean that this facility is not regarded as a viable alternative to any port in the UAE and trade between Iran and other Middle East countries is challenging. Unsurprisingly, UAE ports account for the largest share of container port traffic in the region, as Figure 2 highlights, and this is a position that has not changed nor is it expected to significantly alter moving forward. For example, in 2021, it is estimated that UAE ports handled 17.7 million TEU out of a total of 22.1 million TEU, or 80.1 per cent.
‘‘
UAE ports remain dominant, but the share is being eroded due to activities in Qatar and Oman….market dynamics are changing Yet in 2012, the share attributable to UAE ports was 85.8 per cent of the regional total, which rose to 88.3 per cent in 2015, before a subsequent drop to 80.1 per cent for 2021. With Iran’s container port totals not increasing, this change is due to rising container port activity in Qatar (1.6 million TEU) and Oman (with 0.7 million TEU). “There is a clear trend occurring,” explains Anderson, adding, “UAE ports remain dominant, but the share of Jebel Ali is being eroded due to activities at Khalifa Port and in Qatar and Oman. Changing market dynamics can be seen as shipping lines consider alternatives to Jebel Ali as the ‘mustcall’ port”
investment of US$5 billion in three of the company’s flagship assets (including Jebel Ali port), while sovereign wealth fund and owner of Abu Dhabi Ports, ADQ, floated 24.56 per cent of the company in an IPO listing, nevertheless in both cases the majority ownership stakes will not be changing. Both of these moves confirm a desire to diversify ownership and underline the requirement for fresh capital to fund global expansion plans. Economic diversification is a common challenge across the whole region, with the need to move away from such a high dependence on oil for wealth. The Organisation of the Petroleum Exporting Countries report that oil accounts for 30 per cent of GDP in the UAE, but the Emirates News Agency has confirmed a desire to reduce this figure to 20 per cent. This desire is being driven at the Emirate level in Abu Dhabi and Dubai, with both having confirmed 2030 strategies that are specifically targeting high-end manufacturing (such as supporting aerospace and specialist medical equipment) in order to set aggressive targets. Abu Dhabi, for example, has a desire to grow its non-oil sector by more than 7.5 per cent annually in the near future. Page 29 outlines the development of ports, terminals and initiatives in the Lower Gulf region and consider what the future holds for the major operators and their facilities moving forward.
8 Figure 1: Location of container ports in Lower Gulf Region. The Lower Gulf region stretches from Doha to Sohar, with a Jebel Ali and Port Khalifa the dominant ports in the UAE
8 Figure 2: Container Volumes by Country, 20122021 in Million TEU
For the latest news and analysis go to www.portstrategy.com
Source: Dataand.com
STATE CONTROL BUT ECONOMIC DIVERSIFICATION DESIRED One common theme amongst the ports in the Lower Gulf region is that almost all operators retain very close links to the state but there appears to be a growing willingness to seek investors for minority stakes. DP World recently reached a deal with global investment group, CDPQ, which involved
SEPTEMBER 2022 | 27
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MIDDLE-EAST LOWER GULF: PORT DEVELOPMENT
CAPACITY OVERLOAD? There are largescale development plans in the Lower Gulf region. AJ Keyes looks at who is doing what, by when and how, and assesses what the impact will be Based on confirmed expansion plans in several locations, significant additional capacity is being added in the Lower Gulf region. An analysis of plans in Doha, at Port Khalifa, in Jebel Ali and at Sohar indicates an increase in container capacity of up to 18 million TEU per annum by 2030 – if not more. An assessment of plans at specific ports is made in order to help determine if this is capacity overload or simply keeping pace with anticipated demand. EXPANDING IN THE WORLD’S RICHEST COUNTRY By many financial measures, Qatar remains the richest country in the world. The country’s economy is underpinned by the oil and gas trades, but along with many other Mid East economies, there is a desire at government levels to broaden the economic base, with diversification contained in the Qatar National Vision 2030. Part of the future process is the development of Hamad Port. It commenced operations at the end of 2016 and currently covers 28.5km2, with an annual capacity for 1.7 million tonnes of general freight, one million tonnes of grain and capability for 500,000 vehicles per year. The container terminal development is shown in Table 1. Phase 1, currently operational, has a capacity of two million TEU per annum, with known plans (albeit timescales unconfirmed) to increase to 7.5 million TEU per annum. Each phase represents a “container terminal” according to Mwani Qatar and operator, QTerminals. ABU DHABI MOMENTUM STRONGLY SUPPORTED Abu Dhabi’s container traffic is focused at Khalifa Port, where container handling capacity is 2.5 million TEU per annum. However, this is being increased to 8.5 million TEU per annum in the next five years following strategic partnerships with both COSCO and Mediterranean Shipping Co (MSC). CMA CGM is also due to commence calling from 2024. Table 2 provides a summary of Khalifa Port’s ongoing AED 4 billion investment. When completed, the port is expected to offer 15 million TEU annual container capacity, with 2030 the current completion estimate. A new channel, with depth of -18.5m is also planned. JEBEL ALI T4 STILL ON HOLD The port facilities at Jebel Ali have long been the yardstick by which the Mid-East region is measured. In 2021, the terminals handled 13.7 million TEU, making it the largest volume port in the area, although no longer in the world’s top 10. There are three existing terminals, with T1 offering 9.0 million TEU per annum capacity across its 15 berths, T2 adding 6.5 million TEU space per annum and the newer semiautomated T3 option, which opened in 2014, offering annual capacity of 3.8 million TEU through 19 automated gantry units and 50 automated yard rail mounted gantries (RMGs). Collectively, these terminals offer 19.3 million TEU capacity for containers annually and with 2021 volumes handled at 13.7 million TEU, that’s an estimated utilisation of 71 per cent – of which at least half is still transshipment, although this is vulnerable to increased direct calls at other deep-water port options. Consequently, it is no surprise that T4 is still on hold. DP
For the latest news and analysis go to www.portstrategy.com
Phase 1
Phase 2
Phase 3
Quay Length
1,200 m
1,200m
1,200m
Water Depth
-17m
-17m
-17m
2.0
2.0
3.5
Capacity in million TEU per annum
Note: Ruwais Port also has expansion plans include deepening of the approach channel and port basin to -10m, along with expansion of the yard and quay to serve its local markets. Source: Mwani Qatar, Dataand.com
World has longstanding plans to add a further 3.1 million TEU per annum capacity with this expansion, but it has been on hold since 2017 and there seem to be few compelling reasons why this stance will change.
8 Table 1: Port of Hamad: Container Terminal Characteristics
SUBSTANTIAL SOHAR POTENTIAL In comparison to other regional ports assessed, Sohar Port and Freezone is a small container facility, with annual volumes fluctuating in recent years between 725,500 TEU (2021) and 838,700 TEU (2017). However, in addition to the existing Oman International Container Terminal (OICT) (operated by Hutchison Ports, the port manager, Sohar Industrial Port Company (SIPC), a 50:50 joint venture between the Port of Rotterdam and the Sultanate of Oman, has substantial expansion potential in its masterplan options. Terminal
Key Characteristics
ADT
Quay extension to 2,265m 10 additional Ship-to-Shore quay cranes
South Quay
8 berths, 1.3 million sqm terminal yard, 3km quay wall with 18.5m draft
KPL
15 berths, land plots, 3.1km quay wall with 8-16m draft
Port development capacity
Current – 2.5 million TEU p.a. Within 5 years – 8.5 million TEU p.a. By 2030 – 15.0 million TEU p.a.
Source: AD ports, datanand.com
These include expansion opposite the existing OICT facility, 250ha in two phases for Sohar Port South and substantial, almost unlimited land, to develop Sohar Port East. Current timescales are unconfirmed but a local adviser who wished to remain unnamed stated that pre-qualification of master-planning support commenced in January 2022, so the process is well underway. There are known plans at Duqm in Oman, but it is regarded as a competitor with Salalah due to its more southern geographic location.
8 Table 2: Port Khalifa – Summary Development Characteristics
PUTTING THE SQUEEZE ON DP WORLD With ADP expanding and reaching joint-venture agreements with major shipping lines and Hamad Port also well-underway with its phased expansion, any moves undertaken in Sohar, as expected, will further put the squeeze on DP World, meaning that Jebel Ali’s T4 expansion may remain on hold. DP World currently has the critical mass of volumes, but as ADP is proving, shipping lines are prepared to consider moving away from Dubai, for transshipment and direct calls.
SEPTEMBER 2022 | 29
MIDDLE EAST LOWER GULF: CONTAINER HANDLING
COMING UP ON THE RAILS DP World’s Jebel Ali port has long been the market leader in the Lower Gulf region for container port calls, but the strength of this position looks to be slowly reducing as other operators come on strong. AJ Keyes reports
8 DP World has long been the leading port operator in the Lower Gulf, but others are coming up on the rails….
DP World’s Jebel Ali container port facilities remain the largest in the entire Mid East region and continue to benefit from a critical mass of volumes and the support of the world’s premier free zone. The port has long been a “must call” on shipping line schedules, with a combination of local cargo and transshipment containers making the deviation from major East-West shipping routes something ocean carriers remained comfortable doing. However, there may be a new order emerging in the MidEast, with a new slew of challengers threatening to carve-out Jebel Ali’s dominance moving forward. JEBEL ALI EROSION Figure 1 provides a summary of the share of total container volumes by port over the past 10 years. While Jebel Ali has retained a dominance, by some considerable margin, recent trends indicate that its stranglehold on the region is slipping. For example, between 2012 and 2017 the port’s share was around 64 per cent of the total area, but after peaking at 68 per cent in 2018 there has been a decline since, resulting in a share of 62 per cent in 2021. At the same time, the Port of Khorr Fakkan has seen its 18 per cent share of regional activity in 2013 disappear completely and Bandar Abbas has seen a drop too due to economic and political sanctions. Of course, the clear winner is Khalifa Port because this facility has seen an increase from under five per cent in 2014 to reach 15 per cent for both 2020 and 2021, clearly highlighting a major regional shift to this rapidly expanding facility. Indeed, a single direct call will replace three regional moves (i.e. two transshipment and one feeder) Jebel Ali remains a competitive port of call in the region, but it is no longer the ‘must-call’ facility on liner shipping schedules. A CHANGING STATUS QUO So, what has been behind the rapid emergence of Khalifa Port and what strategies are also being adopted by other regional ports such as Jebel Ali, and will the status quo change further moving forward? Abu Dhabi Ports (ADP) has a well-defined strategy for its development approach, according to its corporate literature:
30 | SEPTEMBER 2022
“Leveraging its unique geographic location, extensive international network and experience, as well as the local expertise of its assets and global partners, Khalifa Port offers customers integrated trade and logistics solutions that enable global opportunity.” There continues to be success for this port operator. Cosco Shipping Ports (CSP) has signed up to operate the 2nd container terminal as well as the largest freight station in the Middle East, based in Khalifa Port. This strategic partnership will ensure access to over 1000 port-to-port connections worldwide. Then came a second strategic deal, also announced in Q2 2018, the signing between ADP and Mediterranean Shipping Company (MSC) of a joint-venture agreement that will see a 30-year concession agreement with the possibility of 5 years extension, between the operator and the investment arm of MSC (Terminal Investment Ltd). As part of the expansion at Port Khalifa (as outlined on p29), the new CMA CGM terminal will also be operational in 2024. Add this to the ramp-up of Cosco and the deal with TIL/MSC and ADP’s strategy of completing terminal deals with major container shipping lines highlights a clear strategy. It is reasonable to assume the share of Lower Gulf container traffic will increase. QATAR’S PARADIGM SHIFT Mwani Qatar has stated that the strategy underpinning the development of Hamad Port is to make a “paradigm shift in Qatar’s economic diversification and competitiveness, with a strong focus on the import and re-export of goods.” While Qatar did previously have some port infrastructure at Doha, it was highly limited in terms of meeting future ambitions and requirements within the Qatar National Vision 2030, which has a strong focus on diversifying the Qatari economy in what Mwani Qatar says will be a “post-hydrocarbon future.” The commodities supporting the Qatar economy certainly require modern, efficient port infrastructure as explained by Craig Anderson, Managing Partner at information specialist. Data&. “Qatar’s key exports are mineral products, ostensibly petroleum gas and crude petroleum, with over 80 per cent going to Asia. However, for imports major goods are consumer goods, machinery, metals and transportation equipment, all items largely requiring containerisation.”
For the latest news and analysis go to www.portstrategy.com
MIDDLE EAST LOWER GULF: CONTAINER HANDLING Consequently, the need for efficient, modern port facilities is obvious and, unsurprisingly, this is where Mwani Qatar continues to focus its strategy, along with QTerminals, a terminal operating company jointly established by Qatar Ports Management Company (Mwani Qatar 51 per cent stake) and Qatar Navigation (Milaha 49 per cent share). As QTerminals explains, it is “ responsible for enabling Qatar’s imports and exports, its maritime trade flows and stimulating STRAP: growth MID EAST LOWER GULF”FOCUS economic locally and regionally. The investment in Ruwais in the north further endorses the diversification strategy by offering improved infrastructure here too.
COMING UP ON THE RAILS
‘‘
The strategic geographic location of the Sultanate is an excellent opportunity to develop and expand trade partnerships with other countries worldwide…. an international trade hub the Lower Gulf region looking to challenge the long-held
dominance of Jebel Ali. DP World’s Jebel Ali port has long been the market leader in the Lower Gulf region for container port SOHAR AMBITIONS In one respect, the strategy is business as usual. T4 is an calls, but the futurehas looks lesscentred certain nowport as other strike out,and as DP AJ World Keyeshas reports The Sultanate of Oman a vision around and operators option when needed now broken ground logistics development to meet key aims of its Oman Vision on its new Jafza Logistics Park. Scheduled for completion in DP World’s Jebeland Ali container port facilities remain the largest in the entire2 site Mid (of East region 2040. “A productive diversified economy, founded on 2023, the new 46,000m which 87 and per cent is innovation, roles, and equal opportunities; warehousing, the of rest office space) is needed due to continue integration to benefitoffrom a critical mass of volumes and the support theis world’s premier free zone. leveraging Oman’s competitive advantages, driven by the growth of logistics demand in Jafza of 14 per cent since 2016. The port has long been a “must call” on shipping line schedules, with a combination of local cargo private sector towards integration into the world economy However, in terms of strategy, it is clear that DP World now andactive transshipment containers deviation from shipping and contribution to internationalmaking trade,” isthe a summary views major itself asEast-West more than a terminal routes operating company or ofsomething the objectives. specialist in free trade zone activities. Indeed, the company’s ocean carriers remained comfortable doing. The need for modern, high-quality port facilities is, own description is a “leading provider of worldwide smart therefore, crucial andmay Soharbe is regarded as a key component the flow of trade However, there a new order emerging in the end-to-end Mid-East, supply with achain newlogistics, slew ofenabling challengers in the process. “The strategic geographic location of the across the globe.” That said, a shortened version also used is, threatening to carve-out Jebel Ali’s dominance moving forward. Sultanate is an excellent opportunity to develop and expand “a leading global end-to-end logistics provider.” trade partnerships with other countries worldwide…. an This is largely reflected in recent acquisitions and deals, JEBEL ALI STANGEHOLD SHARE SLIPPING international trade hub.” with a 30-year concession for Jeddah South terminal, the 100 Sohar Port benefits from Hutchison Ports as the operator and per cent acquisition of Imperial Logistics in Africa, investment Figure 1 provides a summary of the share of total container volumes by port over the past 10 years. a location outside the Straits of Hormuz in the Gulf of Oman, plans in Indonesia totalling (eventually) US$7.5 billion and the 160km before Dubai. During 2021 Sohar Port and Freezone, 2018 acquisition of Unifeeder shipping services for US$764 While Jebel Ali has retained a dominance, by some considerable margin, recent trends indicate that along with Hutchison Ports Sohar commissioned a joint million. its stranglehold on the region is slipping. For example, between 2012 port’ssupport share Jebel was Ali, feasibility study to generate what is expected to be a “clear Yet while some of and these2017 deals the do directly roadmap” for future expansion to meet the needs of the local such as Unifeeder, the others represent an international around 64 per cent of the total area, but after peaking at 68 per cent in 2018 there has been a and regional economy. Confirmation of the findings is likely to focus. Of course, within its home market DP World is certainly decline since, resulting in a share of 62 per cent in 2021. be part of the subsequent Master plan referenced on p29. continuing to invest heavily in e-commerce and greater Sohar is clearly in its infancy compared to Jebel Ali and, digital implementation to support activities too, but even At the same time, the Port of Khorr Fakkan has seen its 18 per cent share of regional activity in 2013 indeed, compared to Abu Dhabi Ports (ADP). However, the then, the company does not actually control the flow of disappear completely and Bandar seen a drop due tothe economic and political need for economic diversification andAbbas the has expected cargo,too it remains facilitator of moving trade. The strategy investment being adopted clearly remains one in which a DP World sanctions.in Sohar represents a clear strategy in place in the Sultanate. Tapping into shipping activities for local and company tries to “touch” the cargo as much as possible regional economies is being targeted as the way forward to this throughout its logistics flowincrease linking source final destination. Of course, the clear winner is Khalifa Port because facility has seen an fromtounder five meet future ambitions. Will the overall value be more than the sum of the parts? per cent in 2014 reach 15 per cent for both 2020 and 2021, clearly highlighting a major regional shift Will this strategy work? Well, only time will tell. While ADP, to this rapidlyREMAINS expanding facility. Indeed, a single direct call willinreplace (i.e. DUBAI – CROWN IN PLACE….AT THE MOMENT QTerminals Doha andthree Omaniregional ports maymoves not reach the same So, what of DP World? The crown in place, buthas there scaleJebel as DPAli’s World in the Lower Gulf,historically. each one is seeking to two transshipment and oneremains feeder), which flattered handling totals is no doubt there are other ports and operators emerging in close the gap on DP World moving forward.
Figure 1: Share of Mid-East Container Traffic by Port, 2012-2021
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Source: dataand.com
Source: Dataand.com
8 Figure 1: Share of Mid-East Container Traffic by Port, 2012-2021
SEPTEMBER 2022 | 31
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TERMINAL OPERATIONS: INTERNATIONAL AMBITIONS
THE YOUNG CONTENDERS AD Ports and QTerminals both have ambitions to develop international portfolios. AJ Keyes looks at what has been achieved so far and what next for these aggressive cash-rich companies It is safe to say that both Abu Dhabi Ports (ADP) and QTerminals have money to spend, being part of cash-rich countries in the Gulf. There is a clear strategy in place amongst all countries in the Mid-East region to diversify economies and move away from such a high reliance on oil, petroleum and associated products. These two operators are, therefore, under strict pressure to deliver value on their investments and this is the reason that neither are adopting a scattergun strategy in which anything and everything is being acquired. According to one adviser in the ports transactional business, who wished to remain nameless, ADP has a reputation for hard negotiating and focusing on assets where value can be derived through expertise and investment, while QTerminals is known to be equally skilled in the review process of targets and will walk away from a potential deal rather than make what it believes is a bad decision. “These are canny operators,” he said, clearly citing that both are extremely diligent and prepared to investment time, money and effort in assessing a deal. Currently, both operators have limited international portfolios, as highlighted when compared to near-neighbour DP World and its large international portfolio. However, that is not to say that no progress is being made. QT GOING GLOBAL QTerminals has already reached out into the international marketplace and acquired Port Akdeniz-Antalya in Turkey from Global Ports holding for an enterprise value of US$140 million. In its regulatory filing to the London Stock Exchange, Global Ports Holding Plc announced the deal had been reached following a “period of exclusive negotiations,” hinting at the preferred approach by QTerminals and one that is expected to be followed moving forward elsewhere with other targets. Port Akdeniz-Antalya is a mixed-use facility, with an operating concession in place to 2028, handling over 150,000 TEU and around 600,000 tonnes of general cargo per annum. A small facility, with annual revenues of around US$48 million at the time of the sale, but clearly an operation in which QTerminals can invest and grow the business. The other deal struck by QTerminals internationally was for the Port of Olvia in Ukraine. Subsequently rebranded as QTerminals Olvia, the three million tonnes-per-annum capacity facility handles a diverse mix of cargo, including bulk/general, ro-ro, high & heavy equipment, oversized cargo, machinery and equipment etc. Before the Russian invasion of Ukraine, QTerminals was planning to invest US$120 million during the 35-year concession, although obviously this position may now change depending on any damage that has been caused. Yet leaving aside the current, unforeseen and unwarranted war being raged on Ukraine, the decision to invest by QTerminals made sense. Ukraine’s traditional role as a major grain exporting hub meant that QTerminals can bring “food security” to food processing plants in Qatar’s free zones – like ADP, it couples
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finding the trade synergies that support Qatar’s requirements, while serving other countries including Spain, Italy, Greece and Libya. Neville Bissett, Chief Executive, QTerminals, was recently quoted in the regional Mid East press emphasising that international investment opportunities should be a good fit with QTerminals and that identifying opportunities in Europe is one aspect of its development approach. Clearly there is a strategy in place and not simply a matter of chasing anything and everything. A policy generally that has often led to confused and irrational developments.
8 QTerminals, and ADP, have clear strategies towards international expansion that focus on supporting trade corridors with home ports
ADP’S CLEAR INTERNATIONAL FOCUS The Ports Cluster, part of AD Ports Group (ADP), owns and operates 10 ports and terminals facilitating trade and building capacity whilst connecting Abu Dhabi globally. All the facilities bar one are in the UAE. The portfolio includes Khalifa Port, Zayed Port (and Free Port, plus Mussaffah Port and Fujairah Terminals, along with four other small facilities catering for everything from commercial marina traffic to fishing through to some general cargo and break bulk. This leaves the sole true international operation as Kamsar Container Terminal (KCT), an independent commercial facility operated by ADP for Emirates Global Aluminium (EGA) in Guinea, West Africa. This terminal supports the adjacent 12 million tonnes per annum (Mtpa) mine as well as allowing early bauxite bulk samples from Guinea Alumina Corporation S.A. (GAC). AD Ports Group, which operates ports, logistics and industrial zones, said the funds raised (AED4 billion, or US$1.1 billion) from the primary listing of AD Ports Group will be used to grow organically and via acquisitions, as the company plans to expand both locally and internationally, with specific focus on trade corridors connecting the UAE with, for example, the Mid-East, the Indian subcontinent and Africa. “Our main driver of strategy is to develop extensive trade corridors that are particularly important for Abu Dhabi,” said Ross Thompson, Chief Strategy and Growth Officer, AD Ports Group. On this basis, it is reasonable to assume that Africa and India are ranked high on the target list.
SEPTEMBER 2022 | 33
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PORT INVESTMENT: BULGARIA
3SIIF INVESTS IN BURGAS The 3SIIF investment fund, introduced to BMF Burgas by MTBS M&A, states it stands ready to make further investments to accelerate the ports growth. Mike Mundy reports Bulgarian port company BMF Port Burgas, operator of the western and eastern terminals in the port which jointly comprise 15 berths, five piers and a total quay length of 3334m, has a new investor – the Three Seas Initiative Investment Fund (3SIIF). The deal was concluded recently with 3SIIF taking a minority position in BMF. 3SIIF is an interesting investor, essentially comprising an investment fund for the eastern European region, backed by development banks, with the stated mission of closing the infrastructure gap with western European countries. This is the fund’s first investment in the port sector and in Bulgaria. It acquired its minority stake from Advanced Properties OOD, owner of BMF Port Burgas which operates the two terminals under two long-term concessions awarded by the Government of Bulgaria. Both of which have a remaining lifetime of circa. 37-years. MTBS M&A was appointed by Advanced Properties to find a good fit co-shareholder – MTBS M&A being a division of Netherlands-based Maritime & Transport Business Solutions B.V. (MTBS), a consultancy which engages in a wide sphere of activities in the port and other transport sectors. Elaborating on bringing the opportunity to the market and the transaction process, Theo Dersigni, Director M&A, MTBS M&A, notes that this pursued a well charted course that took over a year to conclude. With regard to the profile of investor sought, “Nothing was off the table,” he explains, “it could have been an operating company or, as it turned out to be, a financial entity. The main criteria was that it had to be a good fit and we believe we have achieved that with the regional focus and strong influence in the region of 3SIIF,” he underlines.
‘‘
The main criteria was that it had to be a good fit partner
The transaction process went through distinct phases – first a ‘market survey’ among potential investors presenting the opportunity but on an anonymous basis. This was to gauge the potential level of interest. Next, there was engagement with interested parties with this taking place on a bespoke basis, aiming to better understand key factors such as: preferred levels of investment; expectations regarding equity stake, approach to the collaboration and so on. And throughout the process regularly assessing the ‘good fit factors’ with Advanced Properties. Beyond this point, the process moved to the bid and negotiation stage and the eventual selection of a Preferred Bidder. “We consider the process to have been a very successful one,” says Adrian de Gruijter, Manager, MTBS M&A, “with this aided by the fact that we knew and have worked with BMF previously, in fact for around 15 years.” Also, in the eyes of MTBS it is clear that a strong element of the feeling of success emanates from the fact that the transaction was conducted in challenging, if not very difficult, circumstances, both nationally and regionally. In 2021, for example, Bulgaria endured three general elections, held the status of the poorest nation in the European Union and recorded one of the world’s worst Covid-related death rates.
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Politically, it was more or less in a state of permanent crisis and ranked as one of the most corrupt countries in the EUbloc of 27 nations.
8 BMF Burgas, guided by MTBS M&A, has secured 3SIIF as an equity partner
OPPORTUNITIES NOT NEGATIVES Such negatives do not, however, deter all potential investors – indeed they are seen by some as opportunities, as is the requirement to undertake major new terminal investments. This latter aspect is one that independent studies assess that there is significant scope for in conjunction with the BMF port Burgas terminals, to build both capacity and efficiency levels going forward, and interestingly in this respect 3SIIF notes it is prepared for this. In a statement relating to the finalised transaction it states: “BMF Port Burgas offers a significant opportunity for the Fund to support the long-term growth of the port with substantial follow-on investments to expand capacity and capabilities. These investments include the extension of existing berths, the construction of new berths, the further modernisation of facilities, and the ability to handle new types of cargo.” The recent history of the multi-purpose port has seen positive cargo growth. Over the last decade Burgas port volumes recorded remarkable growth. Since 2010, container tonnage increased very strongly at 16.1% CAGR (2010-2019) to 1.0mt. Similarly, all other cargo types recorded CAGRs between 3.1%-6.1%. A restart of ro-ro services in 2014 can also be identified as a further positive development for the port. In 2019 total freight tonnage reached 19.0mt before dropping to 14.7mt in 2020. In 2020, Liquid Bulk had the largest share of tonnage at 58%, followed by Dry bulk (23%), General Cargo (12%), and Containers (7%). Currently, BMP Burgas is off to a good start with its new investor onboard. Traffic in the first five months of 2022 is reported to be up by 40 per cent compared to 2021, diverted Ukrainian cargo providing particular impetus in this respect.
SEPTEMBER 2022 | 35
CONTAINER HANDLING: SHIP-TO-SHORE
STS DESIGN: NEW FRONTIERS New concepts in STS container crane design have been introduced recently but the main emphasis in design is on refining existing elements to promote efficiency and sustainability. Mike Mundy reviews the initiatives
8 There is steadily building interest in ship-to-shore container cranes specified with a remote operation capability
Design priorities at the top end of the ship-to-shore container crane market have a strong focus on making improvements to the crane systems in service today. There are entirely new ship-to-shore (STS) crane designs and concepts on the drawing board – for example the Balance Crane design developed by Liftech Consultants of California in conjunction with ZPMC, the Shanghai headquartered crane manufacturer (see box story), and Kone’s multi-trolley crane concept which facilitates vessel working from both sides of a ship in an indented berth. In the main, however, design innovation is proceeding within the framework of established STS crane design parameters. Trevor O’ Donoghue, Marketing Manager, Liebherr Container Cranes, puts the spotlight on these when he identifies key design drivers today as “… automation, digitalisation, sustainability, safety, matching vessel size, improving productivity and responding to client specific requirements.” The crane size issue is an interesting one, with the perennial question hanging over it of how much further can you go? As O’ Donoghue notes: “To-date many of the Liebherr STS produced have outreaches well in excess of 70m and feature a lift height of 54m or more.” Current top-of-the-range STS container crane configurations are proven to be able to efficiently serve vessels with a capacity of up to 24,000TEU – Evergreen’s recently commissioned Ever Alot has a capacity of 24,004TEU. There has been talk of even larger vessels, 25,000TEU to 30,000TEU but while acknowledging that such designs are technically feasible the general feedback from the shipping sector is that they offer little merit economically, not much gain in terms of reduced slot cost, pose challenges in terms of achieving a high level of slot utilisation and most significantly would likely generate a prohibitive level of investment requirement on the landside.
36 | SEPTEMBER 2022
It is thus within the existing top-end parameters of STS container crane design that innovation looks set to proceed, with the current weighty container vessel order book confirming this. AUTOMATION INTEREST Interest in harnessing the powers of automation continues to build in high income economies, where labour costs are high, and to an increasing extent in upper middle-income economies. According to Simo Mustalammi, Director, STS Cranes, Konecranes, as regards the specific aspect of automating for remote operation there is building interest but as yet selective take-up. One example, however, of the steadily widening interest in remote operation and automation in the operating cycle is the specification of four high-capacity STS container cranes in a package order, which includes, 12 rubber tyred gantries (RTGs) recently placed by the Port of Duqm, Oman with Liebherr Container Cranes. Each of the Duqm STS Cranes will possess an outreach of 71m, a back-reach of 18m, a lift height over the rail of 50m and have a safe working load of 65 tonnes under a twin-lift spreader. They will be supplied without a cabin and operated utilising a combination of remote control and automation. Automation will take care of the majority of the cycle with operator intervention only required when operating below a predefined safe height. Each Liebherr STS will be connected to its own dedicated Remote Operator Station (ROS). The centrally located remote operation facility will also host the ROS for control of the automated RTGs. The cabinless RTGs feature automation over the stack with remote control only required for container pick or place from the truck trailers, or for exceptional handling circumstances. Four ROS operators will operate the twelve RTGs.
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CONTAINER HANDLING: SHIP-TO-SHORE
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Interest in harnessing the powers of automation continues to build Paceco Corp, another well-known manufacturer, further confirms the steadily growing interest in automation for handling functions with US-based Troy Collard, General Sales Manager, Paceco, noting that the company is building upon its existing semi-automated capability with full automation now under development. Where there is plainly great interest in capitalising on the powers of automation is in conjunction with what can broadly be called support or safety functions. Typically, for instance, Liebherr points out that its STS crane design incorporates a remote crane management system allowing for remote assistance, service and diagnostics. Plus, the design, “…features a traffic light system for controlled traffic flow, laser and mechanical crane to crane anti-collision systems, ultrasonic anti-collision systems for gantry travel as well as laser boom to vessel anti-collision and sill beam protection systems.” Konecranes also underlines the importance of such features highlighting the importance of its predictive maintenance system coupled with its TRUECONNECT remote monitoring service, as well as diverse features which serve to promote operator efficiency. In the same vein, O’ Donoghue points out that while Liebherr’s STS cranes have benefited from a mechanical anti-sway system, “that is a favourite among crane operators for many years, electronic anti-sway is also now available and is supplied as a component of many of our automation sub systems.” SUSTAINABILITY SEARCH In crane design and in their manufacturing and business activities considerable emphasis is now being placed by key crane manufacturers on sustainable arrangements. On the design side electric power is a key factor including the feedback of generated electricity to the grid. LED lighting is a factor as is the better overall control of the handling process and crane movement through systems such as anti-sway and anti-skew. At the individual company level, there is also great attention to achieving sustainability in-house. O’ Donoghue notes that Liebherr has recently been awarded a gold medal
for sustainability from sustainability ratings supplier EcoVadis. Konecranes points out that in December 2020 it signed the Science Based Targets Initiative and earlier this year it published its new climate targets which it says, “have been validated as being in line with the ambition to limit global warming to 1.5degC.” STRUCTURAL INNOVATION Innovation in the area of STS crane structural design has been quite notable in a macro context recently – ZPMC is centre stage with this, originating in conjunction with Liftech, the new generation Balance crane design (see box story) and also a new light-weight STS crane that employs ‘spiral pipe’ in its construction. Reportedly, this pipe is originated by rolling strip at a helical angle and then welding. At a more micro level, there is also evidence of crane structural component innovation with Liebherr reporting a recent crane design for Alicante which can be used on both an older and new quay. The design was accomplished, notes the company, without any compromises. Generally, it also points out that the lattice type crane structure employed in its STS container crane design, together with the use of high tensile steel, ensures a low centre of gravity and consequently lower wheel loads. Both Konecranes and Paceco also report the proven ability to lower wheel loads with Paceco further pointing out that its monobox boom and the use of a selfpropelled trolley are a lighter arrangement than a twin girder crane thereby inherently reducing wheel loadings. CONTINUOUS PROCESS Design refinement in the STS container crane sector is a continuous process with this closely allied to meeting new user requirements, many dictated by container system upgrades. It is interesting that ZPMC has recently originated two new crane designs – it begs the question does the competitive cost basis of Chinese production facilitate such innovation? In this context and generally it will be interesting to see what follows Kalmar’s withdrawal from the heavy crane sector and its parent Cargotec’s transfer of related intellectual properties and assets to RIC in China – see Equipment News. One thing is for sure, the sector is very market responsive, a positive achievement in a business climate where the Cargotec relinquishment of its heavy cranes portfolio, including STS units, signals tough competition and squeezed margins.
Enter the Articulated Balance Crane US-based Liftech, a well-known name in the field of crane design, has developed a new crane concept working in collaboration with Shanghai-headquartered crane manufacturer ZPMC – the Articulated Balance Crane. The Balance Crane has reduced wheel and tie down loads compared to a standard ship-to-shore (STS) container crane. The design originated by Liftech is in the order of eight per cent lower than a standard crane in terms of total weight and the wheel loads, in both operating and stowed modes, are around 15 per cent lower. The boom is continuous from the landside legs to the boom tip. The landside girder is connected to the boom with a parallel linkage.
To clear the vessel bridge, the boom and upper works rotate as a unit about waterside. The machinery house and shortened trolley girder landside of the landside leg remain horizontal while translating in a downward arc. The net result, Liftech underlines, is a “stowed crane with a lower centre of gravity and reduced overturning moment due to stowed wind loads. In the operating position,” the company further points out, “there will be reduced trolley rail hinge maintenance due to fewer trolley cycles crossing the hinge relocated to the landside. The Liftech Web Site features a video showing the key design features and ability of the Balance Crane’s boom to be raised in line with operational requirements as well as other key actions.
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8 US-based Liftech, working in conjunction with ZPMC, has originated the new concept Articulated Balance Crane
SEPTEMBER 2022 | 37
The new LHM Designed for the future of maritime cargo handling. www.liebherr.com
Mobile harbour crane
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CRANE POWER SUPPLY
THE REEL DEAL Crane reel system suppliers are responding to modern day design requirements and building healthy order books. John Bensalhia reviews the sector
8 ConductixWampfler says that cable reels are the only practical means to feed MW power and Gigabits/s of data 24/7 to container cranes
For Conductix-Wampfler GmbH, continued high demand for cable reel systems is fuelled by three overlapping trends. In the short-term, by congestion in container terminals and high margins in this sector; medium-term, conversion of diesel applications to electric drive; and long-term, generalisation of container transport by land. Damian Russell, VP Product Management, Reels Technologies, Ports and Maritime Cavotec, comments in a similar vein: “We have been fortunate to secure several orders in recent months, notably from long-term Cavotec equipment owners. We have open orders for 15 cable reel systems for Georgia Ports Savannah. We also have a couple of orders with challenging conditions, especially for spreader cable reels, with restricted space availability on the crane trolley for installation of the spreader reel.” Conductix-Wampfler has also received multiple repeat orders, as Olivier Ruelle, Global Product Manager Reeling Systems explains: “Our customers trust our reels because they will support the application during its lifetime, and we will be there to support anywhere in the world if a problem arises.” A major advantage claimed for the cable reel is its flexibility for STS container crane power supply. Stemmann-Technik argues “Conductor bars are constantly in the way, while a hybrid system would not bring enough power for a constant operation, considering the emission efficiency.” Generally, the company also notes: “Electrical cranes
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reduce energy consumption compared to diesel systems, reduce maintenance cost and wear and tear. It helps also to automatise the operations of the cranes, making this capable for future remote systems.” REEL ADVANTAGES Cable reels are claimed to have the advantage over other STS container crane power supplies due to their long-term proven reliability and easy maintenance concentrated in one spot. “Cable reels are the only practical means to feed MW power and Gigabits/s of data 24/7 to container cranes,” says Michael Kusch, Head of Global Marketing & Communications, Conductix-Wampfler. “Diesel power,” he does acknowledge, “is being retrofitted due to maintenance costs and CO2 emissions and high voltage conductor bars are used in a few terminals.” “A key advantage of our cable reels,” he elaborates, is their reliability constructed and continuously developed based on decades of experience and on customers’ feedback, both electrical and mechanical, HV sliprings and Transmitter Fiber Optics (TFO). Our TFO adds its very high reliability to the secure and practically unlimited bandwidth data transmission through optical fibres.” Russell concurs that cable reels are long established as the most reliable power supply solution to STS cranes. “Existing brownfield terminals may continue with older technologies like bus bar systems installed in trenches for
SEPTEMBER 2022 | 39
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CRANE POWER SUPPLY new cranes, but these types of systems require more maintenance and are more susceptible to wet or dusty environmental conditions,” he says. TODAY’S DESIGN REQUIREMENTS Modern cable reel design criteria include a light weight and design to endure harsh environments with material robustness, higher data transmission, remote access facility, higher accelerations/speeds, and predictive maintenance with associated cost reduction. “We have also noticed a very good response from the customers regarding our commissioning time,” says Konstantin Schultheis, Key Account Manager, Stemmann-Technik. “We have a very easy, ready to plug and start powering system, allowing savings up to five days on commissioning, comparing to the next best alternative.” Reliability takes precedence in today’s design requirements. For Conductix-Wampfler, this applies to power supply and data transmission. “Reliable, real-time data transfer equals the importance of reliable power in automated and remote-controlled applications: if something might go wrong in the automated operation, the operator must be able to take control, get a complete understanding of the situation in a split-second from multiple real-time on-board cameras and sensors, and get his commands executed the next split-second, without latency, contention or hacking,” emphasises Conductix-Wampfler. More Cavotec customers are placing a premium on reliability of the cable reel systems, to maintain crane uptime. “We also see requests for redundant drive motors and controls so that the cable reel can continue to operate, either at full or some reduced capacity in case of component failure,” says Russell. “A sound, simple and solid mechanical and electrical design is the mandatory basis to construct reliable cable reeling systems,” explains Kusch. “For example, we systematically use cast iron cases for gearboxes for STS to better guide the shafts and gears and better support the bearings, and we systematically protect our mechanical and electrical components against moisture.” Conductix-Wampfler avoids engineering-to-order, focusing on defining modular ranges of products that use standardised, industrialised components. “This allowed us to invest a lot in the reliability engineering of our reels’ components and test them equivalent to 20 years operation on a set of long-term test benches,” the company says. A recent addition for Conductix-Wampfler is the Condition Monitoring/Predictive Maintenance options on its KHD series to enable early detection and fast repair of mechanical wear on unmanned cranes. Stemmann-Technik developed its specific Active Acceleration Control (AAC), helping to predict ‘stop & go’ movements with high (de)/accelerations. “This is all about the control and the deep know-how about the crane’s behaviour, which we have gathered over the last decades. Our AAC system is constantly analysing the data, allowing for stepless torque adjustments. It protects the cable from oscillation and slacking. A system can be 100 per cent redundant without cutting the crane’s operational efficiency.” Cavotec’s cloud based IoT platform, ‘Cavotec Connect’, can offer enhanced monitoring of its equipment for predictive/preventative maintenance or remote monitoring and troubleshooting. “We have a suite of sensors that can be used, for example, in conjunction with shock/vibration, temperature, humidity, and arc-flash.” Specified cable reel design upgrades or changes are possible. Stemmann-Technik says that it is keeping the widest range of cable portfolio to meet specification requirements. “If
For the latest news and analysis go to www.portstrategy.com
8 StemmannTechnik has developed its specific Active Acceleration Control (AAC), helping to predict ‘stop & go’ movements with high (de)/ accelerations
the crane upgrade or refurbishment is made, it requires changing the design of the cable reel. Drawing on long experience, we do it almost automatically/simultaneously, having enough solutions for all requirements and cable types. If the number of cores (copper or fibre optics) is to be increased, we also have to update the slipring assembly,” says Schultheis. “In some cases of crane upgrades, replacing the complete reel is the most economical solution. On the other hand, in case of refurbishments, control program adjustments of our systems will already fulfil the requirements.” IRONING OUT SNAGS A potential problem encountered with cable reels is cable snagging. Stemmann-Technik reports it uses robust, specially designed profile spokes to avoid any deflections of the cable reel body. “We implemented the AAC, fine-tuned cable control system in order to keep the cable tension as constant as possible. Besides this, we work with compliance of the cable bending radius and avoidance of any cable’s torsion/ twists. With our solution, the problem of cable snagging is widely reduced.” In the same context, Russell notes: “To prevent the cable getting stuck or pinched, the spacing between cable drum spokes must be set correctly, with a small clearance around the cable. The same goes for the cable trench dimensions, or a product like our Panzerbelt cable protection system, where we dimension according to cable diameter and an allowance for lateral clearance between the crane rail and wheel flanges,” says Russell. “Cable guides and rollers need to be maintained to minimise friction during reeling of the cable.” He continues: “If the cable path is clear, then the torque generated by the cable reel drive system must be well regulated to maintain correct cable tension. “Most cable reels are VFD (variable speed drive) controlled, which gives the best torque control and lowest operating cable tensions. Cable life can be maximised by keeping cable tensions low as possible.” If a customer requires a larger cable reel, StemmannTechnik says that while there is no physical border for the cable reel itself: cable deformation is the challenge. “For European projects, we are facing cable reel bodies with an average of 7m. Depending on the cable dimensions, we can cover around a 1200m quay length considering power feeding at the centre of the track.” The reducing factor, Stemmann-Technik elaborates is “the physical property of the cable which is not stable enough to keep its shape in the inner layers of the cable reel. Those layers have to carry the weight of 1.4 tons and are deformed.”
SEPTEMBER 2022 | 41
CONTAINER SYSTEM INNOVATION
TWO TALES FROM TOC Steve Cameron, well known Moderator at the Terminal Operations Conference (TOC) and roving correspondent for Port Strategy, highlights two ‘tales’ from the June TOC in his own inimitable style
STREAMLINING INLAND BARGING Last year at TOC Rotterdam the consistent feedback from speakers, was concern about the lack of connectivity, shared data, and visibility in the hinterland supply chain. Since then, Maersk has developed a supply chain Resilience Model (SCRM) to help customers reduce supply chain risks and mitigate disruptive impacts. This year Matthijs van Doorn, Vice President Commercial the keynote speaker from the Port of Rotterdam, focused on these issues. For some time, the handling of inland container vessels at Rotterdam’s deep-sea terminals has been under pressure. Barge delays at terminals peaked last year when congestion resulted in waits of over 180 hours. In part, the congestion has been due to barge operators arriving at already congested terminals, taking up space to unload small volumes of containers when the berth space could have been used more effectively. As the Operations Manager of one barge operator pointedly underlines: “This is not good for inland supply chains, when all of your barge fleet is stuck at the deep-sea terminal.” Another issue identified is where the major inland barge destinations share the same artery/routing. The duplication of vessels for that sector of the route contributed to congesting the waterway and overall inefficient use of resources. The solution for these and other issues, requires a more transparent and efficient structuring of the container inland shipping chain with all players working together. During an interview with Port Strategy, after his presentation, Matthijs van Doorn, flagged that: “Inland shipping plays an indispensable role in the transport of
42 | SEPTEMBER 2022
containers to the hinterland. Last year container throughput at the port of Rotterdam was 15.3 million TEU. At present, 38 per cent of the containers that move between the Maasvlakte (outer port area), and the hinterland are transported by inland vessels. The Port Authority, says van Doorn, aims to increase this share to 45 per cent by 2030 by fully optimising the inland container shipping chain, noting that with no fewer than five deep-sea terminals at the Maasvlakte, the planning of inland container shipping in Rotterdam has become more complex than ever.” Until recently, the inland terminals have relied on their own vessels to transport cargo to the terminals in Rotterdam. As a result, the deep-sea terminals receive a lot of calls with smaller sized vessels. Accordingly, planning terminal calls in the port complex is a complicated affair, and there are risks of accumulated delays when vessels call at more than one terminal during their visit. INITIATIVES IMPLEMENTED Initiatives have already been implemented to limit waiting times for container vessels at Rotterdam’s deep-sea terminals. One of these initiatives is the bundling of cargo destined for Rotterdam in the West-Brabant. This new collaboration between Oosterhout Container Terminal, Barge Terminal Tilburg, Combined Cargo Terminals, Moerdijk Container Terminals, and the deep-sea terminals in Rotterdam’s port area within the West-Brabant Corridor has been the first concrete initiative to yield positive results. Merging cargo streams within the Corridor has improved the
For the latest news and analysis go to www.portstrategy.com
CONTAINER SYSTEM INNOVATION
8 The Port of Rotterdam’s weekly report generated from its barge monitoring service
capacity utilisation of inland shipping on this route, which, in turn, has shortened waiting times at the terminals. The UK MD of a global liner container operator responsible for European logistics, explains that route optimisation enables carriers to share barge, road and rail containers, and its use for inland logistics enables, in a few seconds, the planning of 10,000 loads. He notes that, while it has been around for 30 years and used by individual carriers, it only recently started to be shared and used more strategically to look at vessel scheduling and transit times. “The ethos in Rotterdam,” he said “appears to be to get everything to Moerdijk to decongest quay & roads. This may work well on imports, but perhaps on exports it may be less effective, we will have to see what happens”.
In the meantime, the Port of Rotterdam has introduced a weekly report on its barge monitoring service, which shows the percentage of delays and schedule performance for the lower, middle, and upper Rhine as well as time spent in port OUTCOME INTERESTING It will be interesting to see how this collaboration between the Port of Rotterdam and the barge operators develops. As efficiency gains from co-ordination of sailings, and sharing of barges take effect. The barge operators appear to be mirroring the liner shipping consortia. If they achieve the same level of sophistication as the liner shipping industry, in controlling the balance between supply and demand, it will be revealing to see the long-term effect this has on freight rates.
THE SPREADER THAT ASSESSES CONTAINER STRUCTURAL INTEGRITY… …while in lifting mode ConnexBird has developed an innovative solution for assessing container structural integrity during core handling processes. Many years ago as Operations Director of a shipping line that successfully developed and ran a ro-ro / container liner shipping service to West Africa, I was faced with the challenge of the high repair costs to our container fleet due to a combination of the damage caused by the handling of containers with a forklift on ro-ro ships; a lack of container handling equipment in most of the ports and the time spent by staff and managing the administration of heavy repair processes. Over 10 years we developed various cost reduction initiatives, from repairing containers in lower labour cost countries (Nigeria & Cote D’Ivoire) to automating the checking of the repair estimate cost and billing process which enabled us to divert the attention of our shareholders towards other issues. So it is with great interest, a few decades later, to find a new approach from a company called ConnexBird, which has developed a container spreader mounted system that pings the container with vibrations, and before it reaches the repair depot, identifies the condition and structural integrity of the container. This takes place during the lift between ship and the quay, or into the stack. Motivated by these possibilities, my research depressingly revealed that at present, many container damage assessments are still done manually. This incurs delays to the containers - whilst they await inspection, additional container handing costs, and increased fuel consumption for the handing equipment moving them in & out of the stack.
For the latest news and analysis go to www.portstrategy.com
The vibration analysis hardware developed by ConexBird delivers actionable data to the end user enabling decision making on usability and the identification of the long-term repair costs needed to maintain the container. This innovation potentially opens the door to a big step change in monitoring the condition and therefore safety and repair costs of a container. However, getting people in the industry to change, has always been something of a challenge.
8 Conex Bird container condition report highlights
SEPTEMBER 2022 | 43
CAP
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E-RTGTM with Motor Driven Cable Reel Solution and CAP - Cable Auto Plug-In
CONTAINER SYSTEM INNOVATION
8 The Conex Bird main unit (above) and a typical sensor unit (right) – the system can be retrofitted to existing spreaders or incorporated into new units
I remember after speaking at an intermodal event, where I had criticised the status quo, and included slides of dinosaurs to underline my point, being collared to lead a pilot project with the Chamber of Shipping and IICL, looking at improving the container inspection and repair estimation processes. Together with P&ONedLloyd, and CP Ships, we piloted a new approach of spot auditing a sample of containers instead of inspecting every single one of them. This sampling process included the generation of different error codes, to denote various discrepancies relating to the accuracy of the repair estimate. The capturing and analysis of this error data, enabled repair depots to improve the accuracy of their repair standards and processes while reducing repair costs and container delays. A win-win for all the stakeholders involved. At first the teams of two metre tall, barrel-chested repair inspectors with arms folded, stood resistant to the idea. After a long day of discussions, we finally persuaded them to try this new approach. One month after the trial was launched, they were still standing with arms folded, not this time in resistance to the idea, but because they didn’t want to change back to the original system. STEP CHANGE POSSIBILITY It looks as if ConexBird has the possibility to stimulate a similar industry step change, with its condition reporting of containers as they are discharged or loaded from ships, enabling them to be directed straight to their next booking, avoiding the combination of repair depot down time, trucking, and handling, while ensuring focused investment in planned maintenance on units that still offer a commercially viable operating life. With the UK MD of a global container carrier stating, “We like to keep repairs swift and minimal to keep our containers moving and earning revenue,” Conex Bird looks like an attractive proposition, especially as in Rotterdam, depots are desperately short of storage capacity and turning away containers at present, and where any automation of their repair processes should improve efficiency and therefore increase capacity. Nicholas Gallie, COO, ConexBird, explains: “One out of five containers in operation are damaged, and the extent of the
For the latest news and analysis go to www.portstrategy.com
‘‘
The system opens the door to a big step change in monitoring the condition and therefore safety and repair costs of a container damage is unknown until it is possible for the container to be unstuffed and then positioned empty to a repair depot for inspection.” Until the container can be inspected in its damaged state, it may affect the condition of the cargo or be the cause of an accident whilst in transit, he underlines. Gallie further notes: “There has been support from stakeholders such as the TT Club. Also ConexBird has just signed an agreement with international terminal operator DP World, to undertake a proof-of-concept (“POC”) project at Jebel Ali Port. This project involves the installation and operation of ConexBird measurement equipment onto three STS cranes in operation at Jebel Ali, along with analysis and commercialisation of the resulting data obtained.” ConexBird expects the POC to demonstrate the value its system brings to container shipping, as well as DP World’s capabilities to make the most of ConexBird’s solution. Of particular interest is DP World’s central role within the intermodal logistics community in Jebel Ali, which is expected to facilitate a coordinated, holistic approach to container condition management. Gallie particularly suggests that: “Shipping lines, land-side transport, depots and shippers alike will benefit from the cost savings, operational improvements and asset condition knowledge ConexBird and DP World can jointly offer. The Conex Bird system does not require any upfront investment, the user only pays for the data that is generated.
SEPTEMBER 2022 | 45
Host Port:
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Learn from sessions on: • Fuel & energy provision for shipping & cruising • Green Corridors - A pathway to net zero • What’s next for the cruise industry – taking a look at the latest in sustainable cruise ships • Powering ports - On-shore power supply panel discussion • Working Group – Achieving and demonstrating Sustainable Development in the port sector • Ports/Terminals: Transitioning to Clean Fuels – The key Steps
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Meet and network with over 200 attendees representing port authorities, terminal operators and shipping lines. For more information on attending, sponsoring or speaking contact the events team visit: portstrategy.com/GPBOOK contact: +44 1329 825335 or email: congress@greenport.com #GPCongress
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PORTSTRATEGY INSIGHT FOR PORT EXECUTIVES
GREENPORT INSIGHT FOR PORT EXECUTIVES
PRODUCTS & SERVICES DIRECTORY Neuro Directory Jan-Feb 2020_Neuero 29/
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 value and increase profitability through solid and reliable STS Portainer® and RTG Transtainer® cranes, services & Advanced Port Technologies. PACECO® CORP. World Headquarters 25503 Whitesell Street Hayward, CA 94545 Tel (510) 264-9288 email@pacecocorp.com www.pacecocorp.com
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/
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
Tel: +44 (0)2882 251100 Email: sales@telestack.com www.telestack.comw #WeHaveTonnesToTellYouAbout
Port Strategy Directory
– 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
Contact Arrate Landera +44 1329 825335 www.portstrategy.com
Complete turnkey projects VIGAN Engineering S.A. Belgium Tél.: +32 67 89 50 41 www.vigan.com/info@vigan.com
Heavy duty rol e-chain® P4.1 e-chain®P4HD.56R The new heavy-duty e-chain Energy chain withrol optional meets all thewear relevant requirements intelligent monitoring for for container cranes oflife, the next and double the service travels next-but-one generations. Longer of up to 1.000 m, speeds of up and travels, dynamics, tolonger 10 m/s and greater fill weights of short stress zero failures. up tocycles, 50 kg/m. igus® GmbH GmbH igus® Spicher Str. Spicher Str.1a, 1a 51147 Köln, D-51147 Köln,Germany Germany Tel. +49-2203-9649-0 Tel. +49-2203-9649-0 info@igus.eu info@igus.eu igus.eu/P4.1 igus.eu/P4.1
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
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
26/05/2021 12:20
DRY AGRIBULK MATERIALS HANDLING SYSTEMS :
Vigan ID.indd 1
LASE Industrielle Lasertechnik GmbH
For more information visit: seawork.com contact: +44 1329 825335 or email: info@seawork.com
E LECTRIFICATION SOLUTIONS
27/01/2021 11:29 Telestack Directory June 2021.indd 1
To advertise in the
3690 N Church Avenue Louisville, MS 39339 USA +1 662 773 3421 contact_sales@taylorbigred.com www.taylorbigred.com
C OMPONENTS
Beumer Directory Jan 2021.indd 1
YOU CAN DEPEND ON BIG RED!
D REDGING
Overland Conveyor Pipe Conveyor Stacker & Reclaimer Shiploader
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.
TO
Taylor Machine Works designs, engineers, and manufactures more than 100 models of industrial lift equipment with lift capacities from 4,000-lbs. to 125,000-lbs.
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
25/02/2021 15:49
13 JUNE Southampton 15 2023 United Kingdom
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 and in manufacture mobile specialises the designofand bulk materialsofhandling for manufacture mobileequipment 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
SEPTEMBER 2022 | 47
PRODUCTS & SERVICES DIRECTORY
I T PORT AUTOMATION
F IRE SUPPRESSION SYSTEMS
TT Club Directory March 2021.indd 1
Fogmaker develops, 15 manufactures, and markets fire suppression systems for engine 20 17compartments with high pressure
13 JUNE Southampton 15 2023 United Kingdom TO
TO
water mist. Fogmaker is a market leader for automated fire suppression systems with 200,000 installations in more than 50 countries since 1995. For more information visit: seawork.com contact: +44 1329 825335 or email: info@seawork.com
Tel: +46 470 77 22 00 info@fogmaker.com www.fogmaker.com
01/02/2021 30/03/2021 13:12 10:12
MRS Greifer GmbH Grabs of MRS Greifer are in use all over the world. They are working reliably and extremely solid. All our grabs will be made customized. Besides the production of rope operated mechanical grabs, motor grabs and hydraulic grabs we supply an excellent after sales service. Talweg 15-17, Helmstadt-Bargen 74921, Germany Tel: +49 (0)7263 - 91 29 0 Fax: +49 (0)7263 - 91 29 12 info@mrs-greifer.de www.mrs-greifer.de
Camco ID June 2021.indd 1
Künz GmbH Founded in 1932, Künz is now the market leader in intermodal rail-mounted gantry cranes in Europe and North America, offering innovative and efficient solutions for container handling in intermodal operation and automated stacking cranes for port and railyard operations. Gerbestr. 15, 6971 Hard, Austria T: +43 5574 6883 0 sales@kuenz.com www.kuenz.com
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
To advertise in the
Port Strategy Directory Contact Arrate Landera +44 1329 825335 www.portstrategy.com
To advertise in the
Port Strategy Directory
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.
25/01/2022 11:42
13 JUNE Southampton 15 2023 United Kingdom TO
Contact Arrate Landera +44 1329 825335 www.portstrategy.com
48 | SEPTEMBER 2022
TT Club Directory March 2021.indd 1
Tel: +358 3 211 0403 Email: sales@visy.fi Web: www.visy.fi/
For more information visit: seawork.com contact: +44 1329 825335 or email: info@seawork.com
01/03/2021 14:40
IDENTEC SOLUTIONS is an industry-leading, trusted partner in managing and monitoring reefer containers and optimizing entire terminal operations through solutions like Reefer Runner and Terminal Tracker. Contact: Stephan Piworus, Global VP Sales Marine & Ports, spiworus@identecsolutions.com; Mobile: +49 151 74122606 www.identecsolutions.com
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
S IDELIFTER/SIDELOADER
I NSURANCE
Sany ID.indd 1
Contact Arrate Landera +44 1329 825335 www.portstrategy.com
P OWER TRANSMISSION
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
Port Strategy Directory
Siwertell Directory - Ship Unloaders Category.indd 12/05/2020 14:12 1 19/05/2021 14:16
Orts GMBH Maschinenfabrik Over 40 years experience constructing and manufacturing a wide range of grabs, including electro-hydraulic grabs (with the necessary crane equipment) radio controlled diesel hydraulic grabs, 4, 2 and single rope grabs all suitable for bulk cargo.
To advertise in the
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
P ORT AUTOMATION
H ANDLING EQUIPMENT
G RABS
Fogmaker Directory.indd 1 1 Seawork Directory Filler.indd
01/03/2021 14:40
The world leading manufacturer of Sideloaders, self-loading semi-trailers for versatile & efficient container handling. www.hammarlift.com info@hammarlift.com
For the latest news and analysis go to www.portstrategy.com
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
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
For the latest news and analysis go to www.portstrategy.com/news For the latest news and analysis go to www.portstrategy.com/news
For the latest news and analysis go to www.portstrategy.com/news
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.
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
DECEMBER 2019 | 53
DECEMBER 2019 | 53
POSTSCRIPT THE WORLD TURNED ON ITS HEAD?
‘‘
Is there a seismic shift underway in the traditional rules of engagement? Will the world we know today be turned on its head and what are the priorities to survive in this challenging new world? Andrew Penfold charts the future
2022 has seen a change in the structure of the global economy. Many of the assumptions that have driven globalisation are up for question. What does this all mean for our business? Since 1990, the pace of globalisation – and resulting container and raw material trade demand – has accelerated, notwithstanding the financial crisis of 2008 and the Covid panic. The primary driver during this period has been China, as a source of manufactured exports, raw material import demand and investment capital. All of this has occurred within the ‘Rules Based System’ inherited from the GATT, WTO and the post-World War II settlement. As we stand in the middle of 2022 much of this is being called into question. The Russian invasion of the Ukraine and the resulting energy crisis and sanctions regimes have undermined many of the assumptions upon which world trade has been predicated. These have emphasised some well entrenched difficulties: There are more situations where the established legal framework controlling investment has been undermined, with reports of increased ‘state-to-state’ deals – often in a highly opaque manner, reminiscent of a much more uncertain investment climate. The move towards relocating manufacturing nearer to demand and the entire shift from ’Just in Time’ to ‘Just in Case’ inventory is also rapidly changing expectations and all of this in a climate of much more expensive money. If we are faced with a return to the Cold War set-up, what will this mean? Much is different, but much remains the same. CHINA-RUSSIA BLOC? If geopolitics means the emergence of a ChinaRussia bloc in isolation from the rest of the world
50 | SEPTEMBER 2022
8 Does a restructured and rebuilt world lie ahead?
with neo-colonialism shaping its relations with the Developing World, then energy and container trades will radically shift. Its food for thought when you invest in a port. You can’t sail it away and your payback period – even under the best conditions – is seldom less than eight years. Will there be a flight to quality, with investors happy with lower returns on the basis of reduced risk? Will non-Chinese Asia (including India) step forward as the driver of growth in containerised trade? How fast will this happen? What does this all mean for each trade sector? On the one hand, major western economies, given the sheer size of their collective economies, will remain in the driving seat but will certainly seek to relocate manufacturing either at home or in much more stable locations. This is already happening. In addition, raw material demand can only be weakened by a constrained China, with both of these trends playing through into weaker container and dry/liquid bulk demand. These are structural shifts but if the Ukraine crisis continues and we have a global recession (or even a Depression?) then all this could happen much more quickly than may seem likely now and certainly from the pre-Ukraine perspective. Investors need to factor in these risks. Are some of them insurable or avoidable and what strategies are required to balance risks in this changing environment? Does a global portfolio approach mitigate the worst risks, or should attention be focused on established markets? If so, how will demand develop under these conditions? One thing’s for sure: established comfort zones are going to change…
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